Nash Metropolitan
From Wikipedia, the free encyclopedia
| Metropolitan | |
|---|---|
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| Manufacturer | BMC for Nash and AMC |
| Also called | Hudson Metropolitan Metropolitan by American Motors In non-U.S. & Canada markets: Austin Metropolitan |
| Production | 1953 – 1961 |
| Assembly |  Longbridge, England |
| Predecessor | none |
| Successor | none |
| Class | Economy car |
| Body style(s) | 2-door hardtop 2-door convertible |
| Layout | front-engine, rear wheel drive |
| Engine(s) | Austin A40, 1200 cc and 1500 cc B-Series |
| Transmission(s) | 3-speed manual |
| Wheelbase | 85 in (2159 mm) |
| Length | 149.5 in (3797.3 mm) |
| Width | 61.5 in (1562.1 mm) |
| Height | 54.5 in (1384.3 mm) |
| Curb weight | From 1785 lb (810 kg) |
| Fuel capacity | 10.5 US gal (39.7 L/8.7 imp gal) |
| Designer | William J. Flajole |
The Nash Metropolitan is an economy car[1] that was sold from 1954 to 1962. The Metropolitan was also sold as a Hudson when Nash and Hudson merged in 1954 to form the American Motors Corporation (AMC), and later as a standalone marque during the Rambler years, as well as in the United Kingdom and other markets.
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[edit] Design
While most U.S. automobile makers were following a "bigger-is-better" philosophy, Nash Motor Company executives were examining the market to offer American buyers an economical transportation alternative. The Metropolitan was designed in the United States and it was patterned from a concept car, the NXI (Nash Experimental International), that was built by Detroit-based independent designer William J. Flajole for Nash-Kelvinator.[2] It was designed as a "commuter/shopping car" with resemblance to the big Nash, but the scale was tiny as the Met's wheelbase was shorter than a VW Beetle's[3]
The NXI design study incorporated many innovative features, and attempted to make use of interchangeable front and rear components (the symmetrical door skins were the only interchangeable items that made it into production). Although more complex, the new vehicle also incorporated Nash's advanced single-unit (monocoque) construction. It was displayed at a number of "surviews" (survey/previews) to gauge the reaction of the American motoring public to a car of this size. The result of these surviews convinced Nash that there was indeed a market for such a car, if it could be built at a competitive price.
A series of prototypes followed that incorporated many of the improvements from the "surviews" that included roll-up glass side windows, a more powerful engine, and a column-mounted transmission shifter with bench seat (rather than bucket-type seats with floor shift fitted in the concept car). The model was named NKI (for Nash-Kelvinator International), and it featured revised styling incorporating a hood blister and rear wheel cutouts.[4]
Nash was positioning this new product for the second-car market, as well as returning Nash to overseas markets. However, Mason and Nash management calculated that it would not be viable to build such a car from scratch in the U.S. because the tooling costs would have been prohibitive. The only cost-effective option was to build overseas using existing mechanical components, leaving only the tooling cost for body panels and other unique components.
With this in mind, Nash Motors negotiated with several European companies, until on October 5, 1952, they announced that they had settled on the Austin Motor Company (by then part of BMC) and Fisher & Ludlow, both English companies based around Birmingham. Fisher & Ludlow would produce the bodywork, while the mechanicals would be provided, as well as final assembly undertaken, by the Austin Motor Company. This was the first time an American-designed car, that was to be exclusively marketed in North America, had been entirely built in Europe. It became a captive import – a foreign-built vehicle sold and serviced by Nash (and later by American Motors) through its dealer distribution system.
The new Metropolitan was made in two body designs — convertible and hardtop. All came with several standard features that were optional on most cars of the era. Among these factory-installed benefits for customers were a map light, electric windshield wipers, cigar lighter, and even a "continental-type" rear-mounted spare tire with cover. To give a "luxury" image to the interior, "Bedford cord" upholstery trimmed with leather was used (similar to larger Nash vehicles). An AM radio, "Weather-Eye" heater, and whitewall tires were offered as optional extras for the U.S. market (It is unlikely that a Metropolitan could have been purchased without a heater and radio, as all vehicles left the factory with both items fitted).
[edit] Production for U.S.
[edit] Series I
Production at Austin's Longbridge factory started in October 1953 (Commencing VIN E1001). Nick-named the "baby Nash", the cars were tiny. They had an 85 in (2159 mm) wheelbase, overall length of 149.5 in (3797.3 mm) and a gross weight of only 1785 lb (810 kg) for the Convertible and 1825 lb (828 kg) for the Hardtop, thus making the Metropolitan smaller than the Volkswagen Beetle. The two models, a convertible and a hardtop, were powered by the OHV 1200 cc (73.2 cu in) straight-4 Austin A40 engine (as used in the Austin A40 Devon/Dorset) driving the rear wheels through a 3-speed manual transmission. The initial order was for 10,000 units, with an option to increase the order if sales were sufficient.
The new model was initially to be called the "NKI Custom", but the name was changed to "Metropolitan" just two months before its public release. New chrome nameplates with the "Metropolitan" name were made to fit into the same holes as the "NKI Custom" script on the passenger side front fender. Nash dealers had to rebadge the early cars that came with the "NKI Custom" name, but some factory manuals had already been prepared and distributed to service departments with the NKI name.[5]The first examples badged as Nash went on sale on March 19, 1954 in the U.S. and Canada and they were an immediate success in these markets.[6] In the first month of sales, 862 were sold in US & Canada, and in the first six months 7,042 were sold which far exceeded Nash's expectations. Hence a further order was placed with Austin.
Available exterior colors were P903 "Spruce Green", P904 "Canyon Red", P905 "Caribbean Blue", or P906 "Croton Green", with P907 "Mist Grey" as a contrast color for the hardtops. P906 "Croton Green" was dropped as a color option in April 1954. Cars incorporated the Nash logo on their grille badge, hubcaps, horn button, and spare wheel cover. The suggested retail price (MSRP) for Series I (also known as NK1) models was UD$1,445 (Hardtop) and $1,469 (Convertible).
In May 1954, Nash-Kelvinator Corporation announced that it had merged with the Hudson Motor Company to form American Motors Corporation (AMC). Thus by August 1954, Metropolitans also became available from Hudson dealers. These Hudson Metropolitans carried a Hudson grille badge, hubcaps incorporating an "M" logo, a "bulls-eye" horn button design, and a plain spare wheel cover.
[edit] Series II
After the first 10,000 cars were built, the engine was changed to a B-Series, but still of 1200 cc, (as used in the Austin A40 Cambridge). Other modifications that were incorporated at this time were a new gearbox, and hydraulic actuation for the clutch (Series I models used a mechanical clutch linkage). The change to a new engine and gearbox added 50 lb (23 kg) to the weight. This model is referred to as Series II or NK2 (Commencing with Vehicle identification number (VIN) E11001).
[edit] Series III
November 1955 saw the start of Metropolitan Series III (NK3) production (Commencing with VIN E21008 on 28 November 1955). A redesign at this time saw the Metropolitan's B-Series engine increased in capacity to 1489 cc (90.8 cu in) (as used in the Austin A50 Cambridge). Polished stainless steel strips on the body sides allowed a new two-tone finish to be incorporated. The new exterior colors were P905 "Caribbean Green", P910 "Sunburst Yellow", and P911 "Coral Red" with P909 "Snowberry White" as a contrast. The grille was also redesigned, and the hood had its non-functional hood scoop removed. American Motors changed the designation to "Metropolitan 1500" to differentiate it from the earlier 1200cc models. The interior was also changed to incorporate a "Houndstooth" check material for the seats trimmed with white vinyl. The dashboard was also now painted black, rather than the body color as was the case for Series I and II Metropolitans.
The MSRP for Series III models was $1,527 (Hardtop) and $1,551 (Convertible). After VIN E35133 (16 April 1957) the exterior colors were changed to P910 "Sunburst Yellow", P912 "Berkshire Green", and P913 "Mardi-Gras Red" with P914 "Frost White" as contrast. After VIN E45912 (9 January 1958), the color P910 "Sunburst Yellow" was replaced by P915 "Autumn Yellow" and P908 "Classic Black" was added to the available exterior colors.
In September 1957, AMC announced that it was dropping both the Nash and Hudson brand names. Therefore, after this time, the Metropolitan was marketed under the "Metropolitan" name only, and sold through Rambler dealers. It is believed that the Nash and Hudson Grille medallions were discontinued around September 1956 and were replaced with the "M" style Grille medallion.
[edit] Series IV
January 1959 saw the start of Metropolitan Series IV (NK4) production (Commencing with VIN E59048 on 12 January 1959). This major re-design saw the addition of an external decklid (previous models only allowed access to the trunk through the rear seat back) and vent windows. By this time, the engine had been up-graded by increasing the compression ratio from 7.2:1 to 8.3:1 (Commenced VIN E43116 - October 15, 1957) giving an output of 55 bhp (41 kW) (as used in the Austin A55 Cambridge). The additional features added 15 lb (7 kg) to the weight. Exterior color options were the same as for Series III. The interior now used a "Diamond" patterned material for the seats, with white vinyl trim. The MSRP for Series IV models was $1,672.60 (Hardtop) and $1,696.80 (Convertible).
Production ceased in April 1961 (final VIN - E95981 built 19 April 1961). Sufficient inventory existed for continuation of sales until March 1962.
A total of approximately 95,000 Metropolitans were sold in the United States and Canada. Although not a comparatively large number, the Metropolitan was one of the top selling imported cars in the U.S. market in their time. It was second only to the Volkswagen Beetle. Moreover, during the Eisenhower economic recession of 1958, AMC outsold Chrysler with their economical compact cars. The top sales year was for the Metropolitan was 1959, helping to spur on the introduction of the Big Three's (General Motors, Ford, and Chrysler) new compact models.
[edit] Metropolitan Club (AMC)
Almost from the beginning of sales of the Metropolitan, American Motors received many letters and photographs from Metropolitan owners with stories of their good experiences with their cars. Some of these comments were used in later brochures for the Metropolitan. In January 1957, James W. Watson (AMC's Sales Manager for the Metropolitan) decided to initiate a "Metropolitan Club" to channel this enthusiasm, and hopefully increase Metropolitan sales. He reasoned that personal recommendation was a powerful marketing tool.
All owners of Metropolitans could apply to join the Club, and members received a membership card, membership certificate, and a metal badge to attach to their vehicle. From May 1957, a magazine was circulated to members called "The Met Letter". In total, sixteen magazines were produced from May 1957 (Volume 1, Number 1) to January 1962 (Volume 4, Number 3). The magazine consisted of articles and photographs submitted by members, as well as maintenance and editorial comment from American Motors. Members who recruited additional Metropolitan buyers were rewarded with a special gold anodized "Metropolitan Club" badge.
The Club was disbanded around May 1962, when supplies of Metropolitans was exhausted. Floyd Clymer, the motoring journalist and passionate supporter of the Metropolitan concept, attempted to keep the Metropolitan Club going for a short while after this time.
[edit] Yearly Shipments
| Year | US | Canada | Total |
|---|---|---|---|
| 1953 | 571 | 172 | 743 |
| 1954 | 11,198 | 1,964 | 13,162 |
| 1955 | 3,849 | 2,247 | 6,096 |
| 1956 | 7,645 | 1,423 | 9,068 |
| 1957 | 13,425 | 1,892 | 15,317 |
| 1958 | 11,951 | 1,177 | 13,128 |
| 1959 | 20,435 | 1,774 | 22,209 |
| 1960 | 13,103 | 771 | 13,874 |
| 1961 | 853 | 116 | 969 |
| 1962 | 412 | 8 | 420 |
| Totals | 83,442 | 11,544 | 94,986 |
[edit] Production for Overseas
In October 1956, Austin Motor Company obtained permission from American Motors to sell the Metropolitans in overseas countries where AMC did not have a presence. The early brochures for the Austin Metropolitans used a "reversed" negative to show an apparently "Right-Hand Drive" (RHD) car parked in an English country town (Chipping Campden), because only "Left-Hand Drive" models were available at the time the photos were taken.
From December 1956, production of "Austin" Metropolitans began, and from April 2nd 1957 onwards, approximately 9,400 additional units were sold in United Kingdom and other overseas markets. The listed price for the UK Series III models was £713 17s 0d (Hardtop) and £725 2s 0d (Convertible). It was temporarily withdrawn from sale in the UK between February 1959 and August 1960, as most of the production was required to supply the U.S. and Canadian market. When Series IV models were again available on the UK market, they had a listed price of £707 6s 8d (Hardtop) and £732 2s 6d (Convertible). Those sold in the UK were RHD models, but LHD models were built for other markets. In the UK the cars were sold through Austin dealers as the "Metropolitan".
Although the car carried Austin Company chassis plates, it did not have any external Austin badging. The Metropolitan's styling was noticeably "American" and it was considered outlandish when compared to the more sober British-styled models found in the British Motor Corporation stable. Only Series III and Series IV Metropolitans were produced for sale in the UK. Series III models carried the prefix HD6 (Convertible) or HE6 (Hardtop) whilst Series IV models carried the prefix A-HJ7 (Convertible) or A-HP7 (Hardtop).
In May 1960, Car Mart Ltd. (a large Austin dealership in London, UK) presented Princess Margaret with a specially prepared Metropolitan as a wedding present. It was stolen in London during February 1961.
Production of the Austin Metropolitan ended in February 1961, although two more "one-offs" were built in March and April. The final car had a VIN of A-HP7 150301. Total Austin Metropolitan production has been estimated as being between 9,384 and 9,391 cars.
[edit] Police market
Due to its compactness and maneuverability in urban traffic, Right Hand Drive models were marketed by AMC in the U.S. to be used by Police Departments for parking enforcement and other urban duties.[7] Brochures described the Metropolitan doing everything better than a police motorcycle for less money and with all-weather protection. Benefits for a two-man police vehicle included the durable single-unit construction assuring extra safety from traffic hazards and its back seat area and trunk space for emergency equipment.
[edit] Astra-Gnome
Industrial designer Richard Arbib designed the Astra-Gnome “Time and Space Car”, a concept that was featured on the September 3, 1956 cover of Newsweek magazine and exhibited at the 1956 International Auto Show in New York. Arbib modified a 1955 Nash Metropolitan and it was his vision of what an automobile would look like in the year 2000.[8] The car is restored and kept at a museum in California.[9]
[edit] Famous Owners
- John Bromfield
- Jimmy Buffet
- Alma Cogan
- Phil Collins
- Jay Leno
- Princess Margaret
- Kenneth McKellar
- Paul Newman
- Elvis Presley
- Stan Ridgway
- Ann Southern
- Joanne Woodward
- "Weird Al" Yankovic
[edit] Collectibility
There are several active auto clubs for Metropolitan owners and enthusiasts, largely due to the fun factor of driving one, especially as an urban runabout, as well as the car's reasonable resale values. The Metropolitan currently has several suppliers of replacement parts and accessories offering new, used, and reproduction components.
The "Metropolitan's staying power and its never-ending cuteness wins it a place among the Greatest Cars of All Time" in the opinion of automotive writer Jack Nerad, and a former editor of Motor Trend magazine.[10]
Some owners modify their Mets. These range from simple upgrades to make the cars more drivable and useable, all the way through to extreme modifications that include making Mets into small pickup trucks, giving them V8 engine transplants,[11], or even a "Metro-Sled" conversion with a rear-mounted snowmobile engine driving twin tracks.[12] There are also original hardtop cars that have been converted to convertibles.
[edit] In popular culture
Due to the Metropolitan's unique design it has developed an iconic quality. Essentially unchanged during its eight-year production run, it is easily recognizable. The car continues its popularity and has been referenced, shown, or used in nearly all forms of media. Some of the examples include the following:
- "Weird Al" Yankovic says that his favorite car is the Nash Metropolitan, and he featured a brown and white one in his film UHF and several music videos.
- The car in the 2004 movie "The Incredibles" that Mr. Incredible drives near the beginning (and smashes it) resembles a Metropolitan, but a bit boxier.
- The comic strip character Zippy the Pinhead cites the Metropolitan as his favorite auto.
- In the 2007 movie Nancy Drew, Nancy (Emma Roberts) drives a Metropolitan.
- In the movie Clueless, Christian picks up Cher in a Metropolitan
[edit] References
- Inline
- ^ Note: the modern classification system and the "subcompact car" term was not used at the time of the Metropolitan was introduced. Contemporary articles about it called "a small automobile" and marketing brochures claimed it was "America's entirely new kind of car" (1955), "Luxury in Miniature" (1959), and "crafted for personal transportation" (1960).Sales brochures, retrieved on May 17, 2008 Some writers even described it as "a little larger than a toy car."
- ^ Foster, Pat. "Developing the Metropolitan" Hemmings Classic Car, October 1, 2005 retrieved on October 15, 2007.
- ^ [http://auto.howstuffworks.com/1954-1956-nash-metropolitan-series-54.htm "1954-1956 Nash Metropolitan Series 54" by the Auto Editors of Consumer Guide, undated], retrieved on 2008-05-17.
- ^ Foster, Pat. "Developing the Metropolitan" Hemmings Classic Car, October 1, 2005 retrieved on October 15, 2007.
- ^ Foster, Pat. "Developing the Metropolitan" Hemmings Classic Car, October 1, 2005 retrieved on October 15, 2007.
- ^ HISTORY Metropolitan 1952-1960+, Retrieved on December 4, 2007.
- ^ Cover of brochure "Metropolitans for Police" printed by AMC, retrieved on 2008-05-17.
- ^ Hess, Jeffrey P. "An Interview with Richard Arbib" HR Watches. March/April 2000, retrieved on November 17, 2007.
- ^ The Metropolitan Pit Stop Museum, retrieved on November 17, 2007.
- ^ Nerad, Jack. "The Greatest Cars — Nash Metropolitan" Driving Today, undated, retrieved on 2008-05-17.
- ^ About the Metropolitan, undated, retrieved on 2008-05-17.
- ^ Strohl, Daniel. "Metromobile" Hemmings Blogs, January 5, 2007, retrieved on 2008-05-17.
- General
- Foster, Patrick R. (2002). The Metropolitan Story. The Olde Milford Press. ISBN 0-9662019-1-4.
- History of Metropolitans page, retrieved on 2008-05-17.
[edit] External links
- Austin Memories
- History and details of the Metropolitan
- Literature for the Metropolitan
- UK Metropolitan Club Website
- US Metropolitan Club Website
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| 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | |
| Subcompact | Gremlin | Spirit | Encore | ||||||||||||||||||||||||||||||||
| Compact | Rambler | Rambler American | Hornet | Concord | |||||||||||||||||||||||||||||||
| Jet | Pacer | Alliance | |||||||||||||||||||||||||||||||||
| Mid-size | Rambler Six | Classic | Rebel | Matador | |||||||||||||||||||||||||||||||
| Rebel V8 | Marlin | Matador Coupe | |||||||||||||||||||||||||||||||||
| Full-size | Nash | Ambassador | Premier | ||||||||||||||||||||||||||||||||
| Hudson | |||||||||||||||||||||||||||||||||||
| Sports | AMX | ||||||||||||||||||||||||||||||||||
| Javelin | |||||||||||||||||||||||||||||||||||
| Crossover | Eagle | ||||||||||||||||||||||||||||||||||
| SUV | see timeline of Jeep models | ||||||||||||||||||||||||||||||||||
| Captive import | Metropolitan | LeCar | |||||||||||||||||||||||||||||||||
| Renault 18i/Sportwagon | Medallion | ||||||||||||||||||||||||||||||||||
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| Military vehicles | Mighty Mite | AM General trucks, Jeeps, and the HMMWV | |||||||||||||||||||||||||||||||||
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