Nash 600

Under the leadership of George W. Mason, president of the newly merged Nash-Kelvinator Corporation, a strategic objective was set: redefine Nash's image in the automotive marketplace.^[7] The Nash 600, introduced for the 1941 model year was the result of this vision for future cars.^[8] Nash relied on Theodore (Ted) Ulrich, who worked at the Budd Company, for the innovations in automobile body manufacturing.^[9] Ulrich had previously worked with Nash's chief of engineering, Nils Erik Wahlberg, in the development of the all-new and radically styled 1949 Airflyte models.^[10]

The car's design and styling heralded a new era for the brand.^[7] The Nash 600 was a pioneer, boasting several groundbreaking innovations that distinguished it from its contemporaries.^[9]

The most significant innovation of the Nash 600 was its distinction as the first mass-produced automobile in the United States with unibody (unitized body/frame) construction techniques.^[11] Unlike the traditional body-on-frame method, where a car body is bolted onto a separate chassis frame, the Nash 600 featured a design where the car body and frame were welded together as a single, integral unit.^[12] This revolutionary construction offered numerous advantages that Nash effectively leveraged in its marketing.^[13]

The elimination of a separate heavy frame resulted in a substantial weight reduction of approximately 500 pounds (230 kg) compared to conventionally built cars.^[6] The single, welded unit created a more rigid structure, contributing to improved handling and stability. The integrated construction led to a quieter and smoother ride by reducing rattles and squeaks commonly associated with separate body and frame designs.

This pioneering body design, while offering significant manufacturing and performance benefits, it required Nash to invest of $7.5 million for the design and tooling in Nash's Kenosha factory, a substantial amount for the small independent automaker.^[9] Furthermore, it required the development of innovative techniques for collision repairs, including a new portable body and frame puller tool that quickly gained international acceptance.^[14][7]

Complementing its revolutionary body structure, the Nash 600 incorporated a suspension system that was advanced for its time.^[7] It featured coil spring suspension at all four wheels and a fully independent front suspension. This combination contributed to the car's notably comfortable ride quality and improved handling characteristics, distinguishing it within its class.

The "600" designation was a marketing strategy reinforcing the automaker's ambitious claim: the car's ability to travel 600 miles (966 km) with a full gasoline tank. This range was a direct result of the car's exceptional fuel economy, which ranged from 25 to 30 mpg_‑US (9.4 to 7.8 L/100 km; 30 to 36 mpg_‑imp), combined with a 20-US-gallon (76 L; 17 imp gal) fuel tank.^[15] Its efficiency was further enhanced by the significantly lower weight compared to similar-sized vehicles.

Beyond these core innovations, the Nash 600 also featured spacious and well-appointed interiors for its segment, enhancing its appeal as a modern and practical family car.^[7][9]

Launched for the 1941 model year, the "Nash Ambassador 600" was a breakthrough for the automaker. The Nash 600 offered a versatile range of four body versions, all with a streamlined aesthetic that set them apart from the competition. The four-door Slipstream (fastback) Sedan was aerodynamic, featuring a smooth, flowing roofline that integrated into the rear, with no protruding lights, running boards, or exposed door hinges, contributing to a modern appearance. The four-door Sedan with a built-in trunk (notchback) was more conventional, delivering practicality with its larger, distinct trunk compartment at the rear. A two-door Coupe Brougham featured full-width front and rear seating, emphasizing passenger comfort for six adults. A two-door Business Coupe was designed for utility with a bench seat in the front and a spacious rear deck cargo compartment for extra storage capacity.^[3]

The 1941 Nash 600 featured a 172.6 cu in (2.8 L) L-head straight-six engine. This engine, known for its fuel economy, produced 75 hp (56 kW) at 3,600 rpm.^[3][16] A three-speed manual gearbox had an electric overdrive system to enhance efficiency.^[17] The car also featured coil springs on all four wheels, contributing to a smooth and comfortable ride. A tight 33-foot (10.1 m) turning circle made it agile for its size.

The Nash 600's fuel efficiency was demonstrated in a 1941 event jointly sponsored by the American Automobile Association (AAA) and Gilmore Oil, a California-based petroleum company. Similar to the Mobilgas Economy Run, this competition saw the new Nash 600 deliver 25.81 mpg_‑US (9.11 L/100 km; 31.00 mpg_‑imp) on regular roads, making it the "Best in Class" winner.^[18]

Overall production for the 1941 calendar year reached 80,428 units, securing Nash slightly more than 2% of the domestic market share.^[7]

For the 1942 model year, the Ambassador 600 continued as one of three distinct series offered by Nash.^[19] Stylistically, the 1942 models received a refreshed front end, characterized by prominent chrome-plated "NASH" letters integrated into the grille trim. The interior also saw upgrades, including enhanced upholstery and trim.^[20]

As the United States prepared for and entered World War II, automakers rapidly shifted their production focus to defense orders. Nash harbored hopes that the U.S. government would permit the continued, albeit highly restricted, production of the fuel-efficient Nash 600.^[7] The rationale was to maintain a vital source of new, economical vehicles for civilian use during wartime.^[21] Despite these efforts, approximately 5,400 units of the 1942 Nash 600 were produced before civilian car manufacturing was halted entirely in 1942, as the nation's industrial might was fully redirected towards the war effort.^[7] Nash received almost $100 million in defense orders by September 1941.^[21]

Nash-Kelvinator initiated post-World War II car production on 27 October 1945, shortly after hostilities had ended.^[22] This period was characterized by an overwhelming demand for new automobiles, as the existing vehicle fleet was aging and had suffered from neglect due to wartime restrictions on parts and a shortage of skilled mechanics.^[23] In response to market demand, Nash, like most other manufacturers, resurrected designs based on its pre-war models. The minimal changes also reflected the ongoing material shortages, retooling challenges, and labor problems that affected the entire automotive industry at the time.^[24]

The 1946 model year Nash 600 included over 100 updates to differentiate its vehicles from their pre-war versions.^[25]

Nash further differentiated its lineup using the "600" nameplate for the economy-focused series. It competed with Chevy, Ford, and Plymouth in the low-price field. The "Ambassador" was now reserved for Nash's luxury-oriented larger model.^[25] Norman Bel Geddes, a prominent American industrial designer, was commissioned to refine the Nash 600's aesthetics.^[26] His contributions included revised chrome trim and a distinctive projecting center section on the lower grille as well as a new dashboard for the 1946 models.^[26] The 600s also included new front parking lights, a new Nash shield on the front of the hood, and a heavier belt line trim on the hood. The wrap-around bumpers included an adjustable rubber-mounted leveling link to allow the bumper to flex and provide noiseless alignment with the fenders.

The 600 series retained its 112 in (2,845 mm) wheelbase platform. The 1946 Nash 600 series was available in three body styles. The lowest priced was the $,1293 two-door Brougham, the four-door Slipstream was only $5 more at $1,298, and the four-door Trunk Sedan was $1,342.^[27] The engine received updates for the 1946 model year, with power increasing to 80 hp (60 kW) at 3,800 rpm.^[28]. This was an increase from the previous 75 hp (56 kW) rating of the 172.6 cu in (2.8 L) L-head I6 engine, known for its fuel economy. New cylinder head design increased compression ratio from 6.4 to 6.8, and enhancements were made to the cooling circulation, valve ports and the intake manifold, the combustion chamber shape, and improving the valve rocker arm ratio.

Standard features included a greater capacity three-speed manual transmission designed and built by Nash. A clutch pedal starter, stronger drive shaft and torque tube, as well as dual roller-type ball bearing steering assembly, contributed strength and the vehicle's driving comfort. The Nash 600 suspension was fitted with coil springs all around, contrasting with the competition in its market segment, which continued to use rudimentary leaf springs in the rear. The all-steel unitized body, still weighing about 500 lb (230 kg) less than the traditional body-on-frame designs of the Big Three, provided superior rigidity, safety, interior roominess, quietness, and economy. Including "Sand-Mortex" insulation and rotary non-slam door locks further enhanced comfort. Nash was one of the "independent automakers" that stood out in the U.S. market.^[23] The Nash advantage was the cars' body structure with over 8,000 spot welds, gussets welded within the body structure, and non-removable fenders for additional rigidity.^[5] To help differentiate the design, the showroom of Cooke Motor of Lexington, Kentucky, displayed a Nash 600 on its side so customers could see the innovative unibody construction.^[29]

All 600s included built-in ventilation with an optional "Conditioned Air" system, an advanced, non-recirculating heater with filtered fan forced positive fresh air pressure enhancing interior cabin comfort. Other optional equipment included a radio with antenna, foam rubber seat cushions, an oil bath air cleaner, and directional signals. The rear seat could be converted into a bed.^[30] This feature, which Nash had pioneered in 1936, allowed the rear seatback to hinge upwards, propping the cushion into a level position and creating an opening into the trunk area. The design enabled two adults to sleep comfortably within the vehicle, with their legs extending into the trunk, making the car exceptionally practical for camping trips or impromptu overnight stays. This feature was particularly relevant in the post-war environment, when travel and leisure activities were more outdoor-oriented and less reliant on an extensive hospitality infrastructure.

The 1947 model year introduced few changes to the 600 series. Continuing the three body styles, all were "Super" trim models. Nash concentrated on meeting the high demand for new cars while dedicating resources to developing future products.

A pivotal event for the 1947 Nash 600 was its commanding victory in the challenging 300-mile (483 km) Death Valley Economy Run. Driven by Andy Henderson, the Nash 600 achieved an impressive fuel economy of 28.6 mpg_‑US (8.2 L/100 km; 34.3 mpg_‑imp) while maintaining an average speed of 36.7 mph (59.1 km/h). This performance was particularly noteworthy given the arduous conditions of the run, which traversed steep mountains and America's hottest desert.^[31] The event itself was sponsored by the Hancock Oil Company of California.^[32][33]

The feat in the Death Valley Economy Run served as a real-world validation of Nash's long-standing claims regarding the exceptional fuel economy and inherent durability of the 600. This type of public validation is considerably more impactful than advertising alone, especially for a brand striving to compete with larger, more established automakers. The Economy Run strengthened the model’s reputation. Nash consistently advertised the 600's capability to travel between 500 and 600 miles (805 and 966 km) on a single tank, achieving 25 to 30 mpg_‑US (9.4 to 7.8 L/100 km; 30 to 36 mpg_‑imp) at moderate highway speeds, and emphasizing savings that owners could expect.^[34] The "record-breaking Flying Scot" engine was frequently promoted as the "most efficient engine in the industry".^[35] Nash's image as a producer of practical, economical, and robust vehicles, was a strong selling point in the post-war era when many consumers were still recovering economically and placed a high value on efficiency and durability.

The 1948 Nash 600 series continued in three body styles, now available in Deluxe, Super, and Custom trims.^[37] Exterior modifications included the removal of the chrome molding that had previously traversed the bodyside below the beltline. The moldings on the hood sides were shortened, and the hood badge design was updated. The Nash I6 engine was paired with a three-speed manual transmission, with Warner Gear overdrive as an additional-cost option. New "Super-Cushion" 6.40x15 tires were introduced for 1948, Goodyear's whitewall with bias-ply construction requiring only 24 psi (170 kPa; 1.7 bar) of pressure, providing a softer ride, shock cushioning, and longer life.^[38]

A significant development for the 1948 Nash 600 (and the Ambassador series) was the distinctive interior work of Helene Rother, Nash's newly appointed interior stylist.^[39] Rother, who had established her design studio in 1947 and counted Nash as her first client, was renowned for her "modern European style".^[39] She specialized in meticulously coordinating upholstery and trim colors to harmonize perfectly with specific exterior colors. Her first work were the new "Custom" models introduced for 1948.^[40] They included upgraded interiors harmonizing with exterior colors. The "Custom" interiors were available in Tampico Brown, Sherwood Green, and Neapolitan Blue to accentuate body colors that included Canterbury Gray Light, Winterleaf Brown, and Sunset Maroon.^[40] Interiors included soft, neutral seat fabric, complemented by door panels, headliners, assist cords, and fittings. A harmonizing leather roll design was integrated across the doors, center pillar, and rear quarters.^[37] The instrument panel was designed to match the trim in color and texture of leather through new Di-Noc graining (a film introduced by Minnesota Mining and Manufacturing Company (3M), and the instrument dials featured a modern bronze finish for both aesthetic appeal and improved visibility for the driver.^[37] Rother's design philosophy consciously aimed to appeal to the "feminine eye", emphasizing elegant, stylish, and high-quality fabrics.^[39]

The 1948 model year also included the Business Coupe body style in the Nash 600 series.^[37] This was the only post-war year that Nash produced the 600 in this configuration.^[41] Offered only in "Deluxe" trim, it was positioned as the lowest-priced model in the lineup, with a $1,478 list price.^[42] This two-door version was designed with utilitarian purpose, lacking a back seat provided ample room for samples and thus catering to traveling salesmen. Other omitted features included chrome trim, ornamentation, a sun visor, and a door armrest, further emphasizing its functional, no-frills purpose.^[41] The interior was tailored in serviceable fabric, complemented by a harmonizing headliner, panels, and cream "tenite" (a plastic produced from cellulose acetate) knobs and handles. The rear compartment featured a carpeted floor behind the front seat, and the sides were vinyl-lined.

While the basic Business Coupe saw limited production, the four-door Trunk Sedan in "Super" and "Custom" trim was the most popular body style. The fastback Slipstream sedan achieved nearly identical sales, with the "Super" trim significantly more popular. The total sales of two-door 600 versions were half the rate compared to the two types of four-door body styles.

The introduction of the stripped-down Business Coupe in 1948 indicated Nash's strategic move to capture a specific, utilitarian market segment — traveling sales representatives — at the lowest possible price point. Concurrently, the engagement of Rother and the strong emphasis on "stylish interiors" for both the 600 and Ambassador models suggested a deliberate effort to elevate the brand's perceived value, even for its more economical offerings.^[43] Rother's contributions were instrumental in elevating Nash cars to feature some of the most stylish interiors in the industry, even transforming Nash's reputation from that of a conservative carmaker to a leader in fashionable luxury.^[44]

This dual strategy—providing a highly functional, basic model while investing in luxury-level interior aesthetics — demonstrated a nuanced understanding of market segmentation. This approach highlighted Nash's agility in addressing diverse market needs. By offering a basic, low-cost option, they expanded their market reach. At the same time, Rother's contributions strategically positioned the 600 as a vehicle that did not compromise comfort and style despite its focus on economy. This was particularly vital for the small automaker to compete effectively against the domestic "Big Three" and to appeal to a wider demographic, including women, whom Rother specifically targeted with her designs.^[45] Nevertheless, consumers were urged to consider models available from automakers other than the Big Three, as suggested in print advertisements for the Nash 600: "Why not forget - just for one hour - all your feelings and opinions about automobiles - and check into a new 1948 Nash '600'?"^[46]

The 1949 Nash 600 marked a dramatic and influential turn in American automotive design. This model was the first to feature the revolutionary aerodynamic "Airflyte" series styling, a design that made it one of the most distinctive and technologically advanced cars of its era. This radical shift was also a response to the intense post-war demand for new vehicles and a desire by Nash to establish a unique identity for innovation in the competitive market.

The genesis of the 1949 Airflyte's design began during World War II, which saw a pause in new civilian vehicle development.^[47] Former Nash designer Holden "Bob" Koto, in collaboration with Ted Pietsch, proposed a new car body in 1943 that was described as resembling an "upside-down bathtub."^[47] Although Nash Motors rejected their concept, the final 1949 production model mirrored their unconventional vision.^[47] The primary force behind the final design was Nils Erik Wahlberg, Nash's vice president of engineering, who championed using wind tunnel testing to create a truly streamlined vehicle.^[48] The daring aerodynamic styling, spacious interior, and innovative comfort features, represented a bold step for Nash Motors in the post-war automotive landscape, establishing a distinct identity in the competitive economy car segment.

The new Airflyte models stood out conspicuously among their competition. They were 6 inches (152 millimetres) lower than the 1948 models, featuring a distinctive rounded, "envelope" body with unusual enclosed fenders.^[49] This streamlined appearance, often referred to as "ponton" styling, was so unconventional for its time that detractors quickly dubbed them the "bathtub" Nashes.^[49]

Despite the playful moniker, the envelope shape was the most streamlined form on the road. The so-called "way-out bathtub styling" made it one of the most radical Nash cars, and "one of the most advanced cars of its day".^[50] The Airflyte design was a significant step ahead of the vaguely similar to the "step-down" Hudsons and the Packard luxury models produced from 1948 through 1950.^[51] However, neither of those manufacturers were into aerodynamics.^[52]

The 1949 Nash 600 series was built on a 112 in (2,845 mm) wheelbase and carried over the previous 172.6 cu in (2.8 L) I6 engine. It was positioned as the economical series, directly competing with the standard popular models from Chevrolet, Ford, and Plymouth. In contrast, the Nash Ambassador series, also part of the Airflyte line, rode on a larger 121 in (3,073 mm) wheelbase and featured a 234.8 cu in (3.8 L) overhead-valve I6 engine with a seven-main bearing design as standard.^[53] The Ambassador was the luxurious model and positioned against premium brands such as Buick, Oldsmobile, Mercury, Chrysler, DeSoto, and Hudson.

The 1949 Airflytes were packed with innovations.^[54] Reviewers widely described featuring Nash's "Super-Lounge" design of the interiors as "cavernous," offering exceptional space and comfort for occupants. A particularly distinctive interior feature was a swept-away dashboard, leaving more room for the front seat passengers, and for the driver, an unusual "Uniscope" instrument pod mounted on the steering column. This innovative instrument cluster placement aimed to bring essential gauges closer to the driver's line of sight, a concept ahead of its time.

The Nash 600 was offered exclusively as a sedan, in two- and four-door versions. Three trim series were available: Super (base), Super Special, and Custom (top trim level).

Nash continued the "Twin Bed" feature as an option, which transformed the car's interior into a comfortable double sleeping area. Adjusting the two front passenger seatbacks down to meet the bottom of the rear bench seat formed a long, upholstered horizontal surface. This innovative design made the Nash 600 (and the similar Ambassador line) surprisingly versatile, perfect for camping trips or impromptu overnight stays. Further enhancing comfort and practicality, Nash dealers offered accessories such as form-fitting mattresses designed to fill gaps between the seats and snap-in screens for the door windows, providing ventilation while keeping insects out.

The pioneering Nash 600 was succeeded and rebranded for the 1950 model year as the Nash Statesman.^[56] The Statesman continued the 600's 112 in (2,845 mm) wheelbase. The renamed line was positioned as the mid-level offering in Nash Motors' evolving product hierarchy. It was between the newly introduced and highly innovative Nash Rambler, a compact car built on a short, 100 in (2,540 mm) wheelbase, and the established top-of-the-line Nash Ambassador, which rode on a 121 in (3,073 mm) wheelbase. This product segmentation allowed Nash to cater to a range of consumers, from those seeking ultimate economy and maneuverability with the Rambler, to those desiring luxury and space with the Ambassador, with the Statesman providing a balanced option in the middle. The spirit of the original 600 series' advanced lightweight design and reputation for fuel efficiency continued in the Statesman, contributing to Nash's post-war market strategy.^[56]