Metropolitan Auto Defination
Source(Google.com.pk)
The Nash Metropolitan is a car that was sold, initially, only in the United States and Canada,[3] from 1954–1962.
It conforms to two classes of vehicle: economy car[4] and subcompact car.[5][6][7][8][9] In today’s terminology the Metropolitan is a “subcompact”, but this category had not yet come into use when the car was made.[10] At that time, it was variously categorized, for example as a "small automobile" as well as an "economy car".
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.
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 U.S. 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.[11] It was designed as the second car in a two car family, for Mom taking the kids to school or shopping or for Dad to drive to the railroad station to ride to work:[12] the "commuter/shopping car" with resemblance to the big Nash, but the scale was tiny as the Met's wheelbase was shorter than the Volkswagen Beetle's.[13]
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), commencing on 4 January 1950 at the Waldorf-Astoria Hotel, New York, 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.[11]
Nash was positioning this new product for the emerging postwar market for "personal use" autos.[14] These specific use vehicles were as a second car for women or an economical commuter car.[14] The Metropolitan was also aimed at 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.
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Source(Google.com.pk)
The Nash Metropolitan is a car that was sold, initially, only in the United States and Canada,[3] from 1954–1962.
It conforms to two classes of vehicle: economy car[4] and subcompact car.[5][6][7][8][9] In today’s terminology the Metropolitan is a “subcompact”, but this category had not yet come into use when the car was made.[10] At that time, it was variously categorized, for example as a "small automobile" as well as an "economy car".
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.
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 U.S. 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.[11] It was designed as the second car in a two car family, for Mom taking the kids to school or shopping or for Dad to drive to the railroad station to ride to work:[12] the "commuter/shopping car" with resemblance to the big Nash, but the scale was tiny as the Met's wheelbase was shorter than the Volkswagen Beetle's.[13]
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), commencing on 4 January 1950 at the Waldorf-Astoria Hotel, New York, 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.[11]
Nash was positioning this new product for the emerging postwar market for "personal use" autos.[14] These specific use vehicles were as a second car for women or an economical commuter car.[14] The Metropolitan was also aimed at 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.
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Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
Insurance Agent and Home Eservice ins and Life Claims Insurance Claims Insurance PHone Number
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