Nash 600


The Nash 600 is an automobile manufactured by the Nash-Kelvinator Corporation of Kenosha, Wisconsin, from 1941 through 1949 model years, after which the car was renamed the Nash Statesman.
The Nash 600 was the first mass-produced unibody-constructed car in the United States and the era's most advanced domestic car design and construction. The "600" name comes from the car's advertised ability to go on one tank of gasoline.
The Nash 600 was positioned in the low-priced market segment. It was the replacement for Nash's LaFayette line, which was discontinued after 1940.

Innovations

Under the leadership of George W. Mason, president of the newly merged Nash-Kelvinator Corporation, a strategic objective was to redefine Nash's image in the automotive marketplace. The Nash 600, introduced for the 1941 model year was the inaugural design. Nash relied on Theodore Ulrich, who worked at the Budd Company, for the innovations in automobile body manufacturing. Ulrich had previously worked with Nash's chief of engineering, Nils Erik Wahlberg, in the development of the all-new, radically styled 1949 Airflyte models.
The "600" designation was a marketing strategy reinforcing the car's ability to travel on a full tank of gasoline. This resulted from the car's fuel economy, which ranged from, with a fuel tank.
The Nash 600 incorporated groundbreaking innovations. The most significant was its unibody construction technique, making it the first mass-produced automobile in the United States with this structure. 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. As a result, the cars weight was reduced by approximately compared to conventionally built models. The single, welded unit was a more rigid structure, contributing to improved handling. Additionally, the unibody avoided the rattles and squeaks commonly associated with separate body and frame designs. The suspension system was independent in the front with front and rear coil spring. The competition in its market segment continued to use rudimentary leaf springs in the rear. The interiors were spacious and well-appointed for its market segment. The Nash's advantages were highlighted in marketing efforts.
Nash invested $7.5 million for the design and tooling, a substantial amount for the small independent automaker. Furthermore, the unibody required the development of new techniques for collision repairs, including a new portable body and frame puller tool that quickly gained international acceptance.

1941

Launched for the 1941 model year, the "Nash Ambassador 600" was a breakthrough for the automaker. Four body versions featured streamlining. A four-door Slipstream Sedan with a smooth, flowing roofline that integrated into the rear, with no protruding lights, running boards, or exposed door hinges. A four-door Sedan with a built-in trunk with a more conventional rear design. A two-door Coupe Brougham included a full-width front and rear seating for six adults. A two-door Business Coupe for utility with a bench seat in the front and a lined cargo compartment in the rear of the cabin.
The engine was L-head I6, was known for its fuel economy, produced at 3,600 rpm. A three-speed manual gearbox had an electric-controlled overdrive unit. Coil springs on all four wheels contributed to a comfortable ride while a 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 and the Gilmore Oil Company. Similar to the Mobilgas Economy Runs, the new Nash 600 delivered on regular roads, making it the "Best in Class" winner.
Overall production for the 1941 calendar year reached 80,428 units, giving Nash slightly more than 2% of the domestic market share.

1942

For the 1942 model year, the Ambassador 600 continued as one of three distinct series offered by Nash. A refreshed front end had prominent chrome-plated "NASH" letters integrated into the grille trim. The interior also saw upgrades, including enhanced upholstery and trim.
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. The automaker's rationale was to maintain a vital source of new, economical vehicles for civilian use during wartime. Approximately 5,400 examples of 1942 Nash 600 were produced before civilian car manufacturing was halted entirely in 1942.
Nash received almost $100 million in non-automotive defense orders by September 1941.

1946

Nash-Kelvinator initiated post-World War II car production on 27 October 1945, shortly after hostilities had ended. 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. 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.
Nevertheless, Nash claimed the 1946 model year 600s included over 100 updates from their pre-war versions.
Nash further differentiated its lineup by using the "600" nameplate for the economy-focused series. It competed with Chevrolet, Ford, and Plymouth in the standard, low-price field. The "Ambassador" name was now reserved for Nash's luxury-oriented larger model.
Industrial designer, Norman Bel Geddes, was commissioned to refine the Nash 600's aesthetics. His contributions included revised trim and a projecting center section on the lower grille as well as a new dashboard. Front parking lights were new for 1946 as well as an updated Nash shield on the hood with a heavier belt line trim. 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 wheelbase platform and was available in three body styles. The lowest priced was the $1,293 two-door Brougham. The four-door Slipstream was only $5 more at $1,298. The four-door Trunk Sedan was $1,342.
The L-head I6 engine, engine received updates with power increasing to at 3,800 rpm. New cylinder head design increased compression ratio from 6.4 to 6.8. 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. Included were a clutch pedal starter, stronger drive shaft and torque tube, as well as dual roller-type ball bearing steering assembly. Nash added "Sand-Mortex" insulation and rotary non-slam door locks.
Nash was one of the "independent automakers" that stood out in the U.S. market. 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. An example of the marketing efforts designed to help differentiate the Nash for consumers was the showroom of Cooke Motor of Lexington, Kentucky. On display at the dealership was a Nash 600 turned on its side so customers could see the innovative unibody construction.
All 600s included built-in ventilation with an optional "Conditioned Air" system, an advanced, non-recirculating heater with a 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. 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 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.
1946 Nash 600Production
4-door Trunk Sedan7,300
4-door Slipstream42,300
2-door Brougham8,500
Total58,100

1947

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 validation of the 600 series fuel economy focus was the victory in the challenging Death Valley Economy Run. Driven by Andy Henderson, the Nash 600 achieved while maintaining an average speed of. This performance was particularly impressive given the conditions of the run, which traversed steep mountains and America's hottest desert. The event was sponsored by the Hancock Oil Company of California.
In its effort to compete with larger automakers, Nash advertised the 600's capability to travel between on a single tank, achieving at moderate highway speeds, and emphasizing the savings for owners in the post-war era when many consumers were still recovering. The "record-breaking Flying Scot" engine was promoted as the "most efficient engine in the industry".
1947 Nash 600Production
4-door Trunk Sedan21,500
4-door Slipstream27,700
2-door Brougham12.100
Total61,300