The Nash-Healey is a two-seat sports car that was produced for the American market between 1951 and 1954. Marketed by Nash-Kelvinator Corporation with the Nash Ambassador drivetrain and a European chassis and body, it served as a halo (or image) vehicle, or flagship car, for the automaker to promote the sales of the other Nash models. It was "America's first post-war sports car", and the first introduced in the U.S. by a major automaker since the Great Depression. The Nash-Healey was the product of the partnership between Nash-Kelvinator Corporation and British automaker Donald Healey. Later on, the car was restyled by Pinin Farina and subassembly began in Italy.
A racing version, built with a spartan aluminum body, finished third in the 1952 Le Mans 24-hour race.
Donald Healey and Nash-Kelvinator CEO George W. Mason met on the Queen Elizabeth, an ocean liner going from the United States to Great Britain. Healey was returning to England after his attempt to purchase engines from Cadillac, but General Motors declined his idea. His idea was to expand production of the Healey Silverstone that race car driver Briggs Cunningham had customized with Cadillac’s new 1949 overhead-valve V8 engine. Mason and Healey met over dinner and a production plan ensued during the remainder of the voyage. The two became friends because they were both interested in photography. Mason had a stereo (3-D) camera that intrigued Healey.
The 1951 Nash-Healey was the first post-war sports car from a major American automaker, and beat out the Chevrolet Corvette that was introduced in 1953. The earlier Kurtis-Kraft and the Muntz Jet were not actual production cars in the true sense of the word.
The first production version was exhibited at the Miami Auto Show in February 1951. The Nash-Healey is also classified as a grand tourer and it was also campaigned in several racing circuits.
Nash Motors supplied the Donald Healey Motor Company with the powertrain components: the Ambassador’s inline six-cylinder OHV 234.8 cu in (3.85 L) engine and three-speed manual transmission with Borg-Warner overdrive, plus torque tube and differential. Healey fitted a lighter, higher-compression aluminum cylinder head (in place of the cast-iron stock item) with twin 1.75-inch (44 mm) SU carburetors that were popular on British sports cars at the time. This increased power from the stock 112 hp (84 kW; 114 PS) version to 125 hp (93 kW; 127 PS). Compared to other contemporary British sports cars, the Nash-Healey's engine was long, heavy, and bulky. However, Donald Healey's original plan was to use an even heavier 331 cu in (5.4 L) Cadillac V8 engine and the car was designed with an engine bay that allowed a few later owners to convert their cars to V8 power.
The chassis was a widened and reinforced Healey Silverstone box-section ladder-type steel frame. Independent front suspension, also Healey Silverstone, was by coil springs, trailing link, and a sway bar. The rear suspension featured Nash's rear end and coil springs replaced the Silverstone’s leaf springs, while the beam axle was located by Panhard rod.
Healey designed the aluminum body, but it was outsourced. Panelcraft Sheet Metal of Birmingham fabricated the body. It incorporated a Nash grille, bumpers, and other trim. Healey was responsible for the car's final assembly.
The car had drum brakes all round. Wheels were steel, dressed up with full-diameter chrome hubcaps and 4-ply 6.40×15-inch whitewall tires. The interior featured luxurious leather upholstery, foam rubber cushions, adjustable steering wheel, and a cigarette lighter. Completed vehicles were shipped to the United States for sale through the Nash dealership network.
A prototype was exhibited at the Paris Motor Show in September 1950. The production model debuted at the February 1951 Chicago Auto Show and Donald Healey gave the first example to Petula Clark. The car had the registration number PET 1. The only colors available were "Champagne Ivory" and "Sunset Maroon", and the suggested retail price (MSRP) of US$3,767 F.O.B. New York City proved uncompetitive.
For 1952, Nash commissioned Italian designer Pinin Farina to revise Healey's original body design. One objective was to make the sports car more similar to the rest of Nash's models. The front received a new grille incorporating inboard headlights. The sides now featured a distinct fender character lines ending with small tailfins in the rear. A curved windshield replaced the previous two-piece flat windshield. The restyled car appeared at that year's Chicago Auto Show. (The Nash Ambassador and Statesman models adopted a Nash-Healey-inspired grille with inboard headlights for 1955, and advertising featured the new Nash with a Nash-Healey in the background to show the obvious similarity.)
Pinin Farina in Turin built the bodies which, save for aluminum hood, trunk lid and dashboard, were now all steel. The aluminum panels, plus careful engineering, reduced curb weight. The Nash engine was now the 252 cu in (4.1 L) with American-made twin Carters producing 140 hp (104 kW; 142 PS).
Shipping costs were considerable: From Kenosha, Wisconsin the Nash engines and drivelines went to England for installation in the Healey-fabricated frames. Healey then sent the rolling chassis to Italy, where Pinin Farina's craftsmen fashioned the bodywork and assembled the finished product. Finally Farina exported the cars to America. The result was a $5,908 sticker price in 1953, while the new Chevrolet Corvette was $3,513.
The 1953 model year saw the introduction of a new closed coupé alongside the roadster (now termed a "convertible"). Capitalizing on the 3rd-place finish at Le Mans by a lightweight racing Nash-Healey purpose-built for the race (see below), the new model was called the "Le Mans" coupé. Nash had already named the powerplant the "Le-Mans Dual Jetfire Ambassador Six" in 1952, in reference to the previous racing exploits of the lightweight competition cars.
Some describe the new design as "magnificent". Some "people didn't take to the inboard headlights". This headlight mounting was described as "Safety-Vu" concentrating illumination, and their low position increased safety under foggy conditions. The 1953 "Le Mans" model was awarded first prize in March of that year in the Italian International Concours d'Elegance held at Stresa, Italy.
Leveraging the popularity of golf to promote their cars, Nash Motors and Nash dealers sponsored what the automaker described as "more than 20 major golf tournaments across the country" in 1953, and golfer Sam Snead was shown with his Nash-Healey roadster on the cover of the June 1953 issue of Nash News.
A roadster owned by Dick Powell was driven by George Reeves, as Clark Kent, in four TV episodes of the Adventures of Superman. Another roadster appears in the 1954 film
Sabrina starring Humphrey Bogart, William Holden, and Audrey Hepburn .
Nash Motors became a division of American Motors Corporation (AMC) that was formed as a result of a merger with Hudson Motor Car Company in January 1954. Nash was faced with limited resources for marketing, promotion, and further development of this niche market car in comparison to its volume models. By this time AMC knew that a similar luxurious two-seat Ford Thunderbird with V8 power was being planned. In light of the low sales for the preceding years, Nash delayed introduction of the 1954 models until 3 June and discontinued the convertible, leaving just a slightly reworked "Le Mans" coupé, distinguished by a three-piece rear window instead of the previous one-piece glass.
Healey was focusing on its new Austin-Healey 100, "and the Nash-Healey had to be abandoned." Although the international shipping charges were a significant cost factor, Nash cut the POE (port of entry) price by more than $1,200 to $5,128. Production ceased in August. A few leftover 1954s were sold as 1955 models.
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