Nash engineers in the war effort during World War II.

Nash rambler: From 1950 to 1955, Nash-Nash Kelvinator’s Motors business produced the Nash Rambler, a North American automobile available in sedan, wagon, and fixed-profile convertible body styles. The Hudson Motor Car Company and Nash-Kelvinator combined on May 1, 1954, creating American Motors Corporation (AMC). Nash Rambler was the first model to be produced on this platform, running from 1950 to 1955. AMC revived a nearly identical “new” 1958 Rambler American using the same machinery for a second production run.

History:

The Nash Rambler was a precursor to the entry-level automobiles made for a brief period; the Nash subsidiary of the Nash-Kelvinator Company manufactured the vehicle for the American Motors Corporation. For five years, from 1950 to 1957, the Nash Rambler was North America’s first compact car to take a European-inspired approach to style. It was positioned as a unique alternative to its more flamboyant Detroit rivals of the same size and price to American consumers.

Origins:

The advertisement for the 1951 Nash Rambler Landau convertible by Nash is shown below. The Rambler horseless carriage created by the Thomas B. Jeffery Company in 1902 and produced until 1914 can be traced back to the Nash Rambler. After purchasing the Jeffery Company in 1916, Charles Nash changed its name to Nash and became Nash Motors. In 1937, Nash and Kelvinator joined the Nash-Kelvinator Corporation, which is now headquartered in Kenosha, Wisconsin.

Merger:

The conception car for the 1957 Nash Rambler Palm Beach was created by Pininfarina, although it was never built in large numbers. The American Motors Corporation was formed in 1954 when Nash amalgamated with Hudson Motor Car Company. Many Nash Ramblers were renamed and shipped to Hudson dealerships as Hudson Ramblers.

Motorsports:

On July 13, 1951, a Nash Rambler Country Club was the smallest car in Lanham, Maryland’s NASCAR sanctioned 400-lap Short Track Late Model Division race (two-door hardtop). Tony Buddies of the Bronx, New York, drove the Williams Nash Motors-owned car to victory. Nash Rambler was the only vehicle to complete the 161-mile race without a pit break.

Replacement:

This lost market share for other domestic automakers competing against the Big Three’s standard-sized vehicles during the sales competition among both Ford and Chevrolet in 1953 and 1954Adapting to the new market conditions, American Motors focused its development efforts on the 108’s wheelbase four-door models.

Development:

For Nash-“Big Kelvinator’s three” US automakers to compete more effectively, a new automobile must be different from the present versions they sell. Little automobiles couldn’t be sold in big numbers at a low price on their own, as others had already realized. Families will rely on this vehicle as their primary mode of transportation if it is roomy enough.

Nash engineers in the war effort during World War II:

The Rambler offers plenty of room for five passengers despite being smaller than most modern cars. Years in which there were runway appearances by models. After releasing a new four-door sedan and a four-door station wagon in 1957, the company finally dropped “Nash Rambler” from its name.

1950:

Nash unveiled the Rambler, a model year mid-cycle refresh, on April 13, 1950. The Landau trim level of the new Rambler was the only way to have a two-door convertible version of the car. Due to the lack of a roof, the inline 6-cylinder engine produced excellent performance and up to 30 mpg in the United States at the time. Because of the scarcity of steel during the Korean War and Nash’s desire to maximize its new Rambler line sales.

1951:

The Nash Rambler line, which comprised the Country Club, expanded in 1951 to include two-door station wagons and pillarless hardtops. Both hardtop and convertible models received new safety measures. There were no sales of this vehicle outside of the United States.

Custom-made products:

To put this into perspective, a car tested by the editors of Motor magazine in 1951 went from 0-60 miles per hour in 21.0 seconds to an impressive top speed of 80.9 miles per hour. In the United States, this vehicle’s fuel volume was determined at 11.2 L/100 km or 21.0mpg.

1952:

As a result, the 1952 model year saw no significant modifications. A new Deliveryman utility wagon costs $1,892; a pre-owned vehicle costs $1,892. Nash’s Weather Eye air conditioning and an AM radio were included as standard equipment in the “Custom” trim levels. A $2,119 base price was maintained for the new Greenbrier station wagons, which received enhanced trim and two-tone paint jobs on the exterior.

Design and performance:

Attracting both first-time buyers and repeat consumers, the 1950–1952 Nash Ramblers excelled in design and engineering. Nash produced 53,000 Ramblers during the year.

1953:

After a decade of restyling, the Rambler looked like the “senior” Nash models, renamed “Airflyte” in 1953. The reworked design was again attributed to the late Italian vehicle designer Battista “Pinin” Farina. As an option, George Petty designed a new hood decoration. The “sexy” design depicted a woman baring her bust and pointing into the future.

1954:

Following the debut of two-door models in 1953, the Nash Rambler line expanded in 1954 to include a four-door sedan and a four-door station wagon. The introduction of this variant was in response to the increased demand for larger Ramblers. The wheelbase of the four-door vehicles was 108 inches longer than that of the three-door models, at 2,743 millimeters.

1955:

For the 1955 model year, turn-circle diameters were lowered by six feet (2 meters), combining multiple automobiles with the shortest move diameter of any vehicle in the automotive industry (11 m). For the first time, the Nash automobiles’ “typical” fixed fender skirts were abandoned to favor a wider front track on the Rambler.

Luxurious Pocket-Size Device:

The final Nash Rambler model, the 1957 Nash Rambler Rebel, was introduced in 1957. Even though Nash was primarily concerned with cost savings, he also saw the dangers of potential purchasers perceived as cheap cars. The Landau, a high-end convertible, was built by Nash to avoid the link with its Detroit competitors.

Conclusion:

Despite their increased size, they were still classified as “small” compared to automobiles built by the Big Three because of the 108’s longer wheelbase. Both Nash and Hudson dealerships offered the larger Rambler vehicles, and each had its trademark insignia. It was a unique feat in automotive history, with two different and successful model runs.

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