# Nash 600

The Nash 600 is an automobile manufactured by the Nash-Kelvinator Corporation of Kenosha, Wisconsin, for the 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 600 miles (970 km) on one tank of gasoline.
The Nash 600 was positioned in the low-priced market segment. It was effectively the replacement for Nash's LaFayette line that was discontinued after 1940.

## Innovations

The objective of George W. Mason as president of the newly merged Nash-Kelvinator company was to transform Nash's automobile image in the marketplace. The Nash 600 was the first result. It featured styling by Raymond Loewy under a contract with the automaker. The 600 featured many innovations, including being generally credited as the first mass-produced automobile constructed in the United States using unitized body/frame construction techniques. The car body and the frame are welded as one unit, rather than the more traditional body-on-frame (the body is bolted to the frame method). Unitized construction allowed Nash to promote the idea that the car was lighter, quieter, and more rigid than its competitors. Elimination of the frame in favor of a combined body-and-chassis construction reduced the car's weight by 500 pounds (230 kg).
Nash's body design innovation meant new tooling for the Kenosha factory to build the cars, but also required new techniques for collision repairs. This included the development of a new portable body and frame puller tool that was quickly accepted worldwide.
The Nash 600 incorporated a coil spring suspension at all four wheels and a fully independent front suspension, which were advanced features for that time. The car's interiors were spacious and well-appointed compared to the competition.
The "600" designation for this Nash reinforced the automaker's claim for the car's ability to travel over 500 miles (805 km) on one tank of gasoline. This range is due to the combination of the engine's 25 mpg$_{‑US}$ (9.4 L/100 km; 30 mpg$_{‑imp}$) to 30 mpg$_{‑US}$ (7.8 L/100 km; 36 mpg$_{‑imp}$) fuel economy combined with the car's 20-US-gallon (76 L; 17 imp gal) fuel tank. Additional efficiency was due to its lower weight than similar cars.

## Models
### Pre-war

The new cars were introduced for the 1941 model year and marketed as the Nash Ambassador 600 series. Four body versions were available: a four-door Slipstream (fastback) sedan with no protruding lights, running boards, or door hinges; a four-door Sedan with built-in trunk (now called notchback style), a Coupe Brougham with full-width front and rear seats, and a Business Coupe featuring a roomy rear deck cargo compartment. Similar to the Mobilgas Economy Run, a 1941 event sponsored jointly by the American Automobile Association (AAA) and Gilmore Oil, a California-based petroleum company, saw the new Nash 600 deliver 25.81 mpg$_{‑US}$ (9.11 L/100 km; 31.00 mpg$_{‑imp}$) on regular roads and be proclaimed a "Best in Class" winner.
The 600 had a 33-foot (10.1 m) turning circle. It was powered by a 172.6 cu in (2.8 L) developing 75 hp (56 kW) at 3,600 rpm, L-head straight-six engine that became known for its fuel economy. The 600 featured a three-speed manual gearbox with electric overdrive and coil springs on all four wheels.
Production for the 1941 calendar year was 80,428, giving Nash slightly more than 2% of the domestic market share.
For the 1942 model year, the Ambassador 600 was one of three series of Nash cars. Styling featured a revised front with prominent chromed NASH letters incorporated into the front trim, as well as upgraded upholstery and interior trim. Although the automaker began to gear up for defense orders for the U.S. Government, it expected to produce economical, low-priced 600 models. The idea was to have the U.S. Government allow Nash continue building the Nash 600 on a highly restricted basis so that the nation could have a source of new, fuel-efficient cars during the wartime. However, only 5,400 were made before the production of cars for civilians was halted in 1942.

### Post-war

Nash began post-World War II car production in the fall of 1945. It was a sellers' market in the late 1940s because many cars on the road were getting old or neglected due to scarcity of parts and lack of mechanics during wartime. There was an urgency to build new cars and customers were accepting prewar designs. Nash was one of the "independent automakers" that stood out. 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. To differentiate the traditional body-on-frame construction, the showroom of Cooke Motor of Lexington, Kentucky, displayed a Nash 600 on its side so customers could see the innovative unibody construction.
The 1942 models were mostly the same except for the revised chrome trim and a projecting center section on the lower grille. Unlike using the "Ambassador" nameplate on all three Nash series in 1941 and 1942, the 600 became the Nash 600, while the Ambassador nameplate was reserved for the senior model.
The 1946 model year "600" featured a rear seat that could be converted into a bed as an option. It was possible to sleep with the legs tucked into the trunk area. The engine was updated and power increased to 80 hp (60 kW) at 3,800 rpm.
The only post-war year that Nash made a 600 in the business coupe body style was 1948. This was the lowest-priced model with minimal features, lacking a back seat (to have room for samples) as well as no chrome trim, ornamentation, or comfort items such as a sun visor and door armrest.
The 1948 Nash 600 (and Ambassador Custom) bore the work of Helene Rother, Nash's new interior stylist. They featured some of the most stylish interiors in the industry. Her contributions included upholstery and trim colors that harmonized with specific exterior colors.

### Airflyte

The 1949 model year Nash 600 featured a new design based on the aerodynamic Airflyte series developed by Nils Erik Wahlberg, Nash's Vice President of Engineering. The new cars stood out among the competition, 6 inches (152 millimetres) lower than the 1948s with a rounded body with unusual enclosed fenders. This was the streamlined appearance, commonly called ponton, that detractors dubbed them the "bathtub" Nashes. "The envelope shape was the most streamlined form on the road, a large step ahead of the vaguely similar Packard luxury models produced from 1948 through 1950. The 600 became the economical series competing with Chevrolet, Ford, and Plymouth; while the Ambassador became the premium models and up against brands as Buick, Oldsmobile, Mercury, Chrysler, DeSoto, and Hudson.
The sedan was the only body style available in two- or four-door versions. Three trim series were offered: Super, Super Special, and Custom. The interiors were described as "cavernous". An unusual "Uniscope" instrument pod was mounted on the steering column. Optional was a new "Twin Bed" that transformed the car's interior into a double sleeping area, making it perfect for camping or impromptu overnight use. A long, upholstered horizontal surface was formed by dropping the two front passenger seatbacks down to meet with the bottom of the rear bench seat. Additional comfort was available by Nash dealer accessories, including form-fitting mattresses that filled gaps between the seats and snap-in screens for the door windows, in order to provide ventilation and keep out insects.
The 1949 Nash 600 series were built on a 112-inch (2,845 mm) wheelbase and carried over the previous 172.6 cu in (2.8 L) I6 engine, selling at lower prices than the Nash Ambassador series that now rode on a larger 121-inch (3,073 mm) wheelbase and boasted a standard 234.8 cu in (3.8 L) overhead-valve I6 engine with a durable seven-main bearing design.