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17 Jun 2022 - 05:56 pm

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Howardordic

17 Jun 2022 - 02:22 pm

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17 Jun 2022 - 08:37 am

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Curtisanced

17 Jun 2022 - 07:10 am

And the bumpers not only seemed excessively bulky for the car but were downright ugly. But the NXI's largely favorable reception led Mason to okay additional prototypes with a larger, more powerful engine, nicer styling, and various other changes under the code name NKI -- for Nash-Kelvinator International. More showings followed, and again the response was positive. That was all Mason needed to forge ahead with the little low-cost runabout. It looked like just the ticket for dashing around congested urban areas, which suggested a perfect name: Metropolitan. And so it became -- although not at first. From the start, it was clear that the only way to get the Met to market at a reasonable price was to build it in Europe, since tooling costs on this side of the Atlantic would be prohibitive. England then dominated the U.S. Fisher and Ludlow, Limited, of Birmingham was signed to build bodies for shipment to Austin Motor Company, Limited, at Longbridge, which would install engines and other mechanical components and would also attend to final assembly. Helped substantially by a recent devaluation of the British pound, the tooling bill was held to an incredibly low $800,000.

By contrast, outward vision was exceptional in both body styles, helped by a gently rounded hood set slightly lower than the flanking fender crowns. The grille echoed the simple. Pleasing "floating bar" motif of the 1953 Rambler. As he'd done with his compact, Mason gave his subcompact a healthy helping of standard features. These included a radio, a scaled-down version of the famous Nash "Weather-Eye" heating/ventilation system, turn signals, foam-cushion seat, and a continental spare -- all typically extra-cost items at the time. Interiors were done in a surprisingly pricey blend of nylon cloth and genuine leather. All this was to preclude any hint of cheapness, for Mason wanted the Metropolitan to be a car that anyone, regardless of wealth or status, would be proud to drive.

Consider for a moment that Mason's proposal would have created a mini-GM holding something like 15 percent of the American car market. Packard would have contributed its traditional name prestige and engineering prowess; Hudson an image of performance and innovation; Nash its know-how as the most efficient outfit in the industry and, again, a penchant for innovation; and Studebaker a fine dealer network plus a respected line of trucks. Even better, both Packard and Nash were sitting on substantial cash reserves. Mason's dream would be realized, but only halfway. Packard ended up buying a weakening Studebaker in 1954, thus incurring a huge debt it could ill afford by that point, while Nash merged with a faltering Hudson that same year to form American Motors. Just four years later, all but the Studebaker nameplate would be gone.

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17 Jun 2022 - 06:11 am

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17 Jun 2022 - 03:29 am

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16 Jun 2022 - 07:50 pm

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