1959 Nash Metropolitan

The Metropolitan was an innovative car that was a result of a joint project between Austin Motors and the Nash-Kelvinator Corporation of Wisconsin. It was made in Longbridge from 1953 to 1961 and is regarded as a highly desirable tourer on both sides of the Atlantic. The engine is at the front, driving the rear wheels, and there is seating for two on the front bench, plus an occasional back seat.

Sales commenced in the USA in March 1954 and the Metropolitan was intended by Nash to provide the ideal second car for the American motorist. As the company had no experience with the manufacture of small vehicles, Austin was commissioned to build the Metropolitan and provide the engines and transmissions. The body was an anagram of Pininfarina and Nash’s own stylistic tropes and there was a choice of hard or soft-top versions. Standard equipment levels included a map lamp and twin sun visors, while the rear seat that was best used for excess parcels. As for the actual boot, this could only be internally accessed.

In 1954 Nash merged with the Hudson Motor Company to form American Motors Corporation (AMC), and the Metropolitan was now also available with a Hudson badge; these featured some minor trim differences. August of that year saw the Series II version with a hydraulic clutch and a slightly modified engine. The Series III Metropolitan 1500 of November 1955 had a new 1.5-litre power plant, a modified grille with no bonnet mounted air intake and some extra chrome. By 1957 the Hudson and Nash marques were dropped, Metropolitan becoming a marque and British sales commenced in April of that year via Austin dealers. The Series IV, introduced in January 1959, is recognisable via its front quarter lights, seat adjusters, slightly more power and, at long last, a boot lid. The Metropolitan ceased to be offered in the UK in February 1961 and production for the USA halted two months later, although sales would not end until 1962.

The Metropolitan was always powered by a four-cylinder OHV Austin engine, all with Zenith downdraught carburettors, and came with three-speed all-synchromesh transmission with a steering column lever The Series One had a 1,200 cc OHV four-cylinder unit from the A40 Somerset, the Series II, the 1.2-litre BMC B-Series unit, as used in the Austin A40 Cambridge, the Series III the 1,489cc B-Series from the A50 Cambridge. The final Series IVs boasted the slightly uprated 1.5-litre engine of the Austin A55 Cambridge Mk.1.

No version of the Metropolitan, especially the early models, claimed to be a sports car but as a compact tourer, it has a great appeal. Tall drivers may also have the impression that they are sitting on, rather than in, a Metropolitan convertible but the detailing is truly delightful, from the cutaways in the front doors that provide elbow rests to the jukebox-style fascia. and the 1500cc models can cruise at 70 mph all day. The ratios on the gearbox are well-chosen and some owners prefer to replace the Zenith carburettor with a Weber 32 ICT for improved smoothness. The engines are straightforward and many mechanical parts can be sourced and a limited number of reproduced panels can be ordered from the USA. Doors, front and rear wings would have to be repaired rather than replaced and some minor trim items can be hard to find but there are excellent owners’ clubs in the UK and the States.

Corrosion is an issue with the Metropolitan, Check the door posts, the firewall, the entire floor pan and the sills. With convertibles, it is also a good idea to ensure that it is not a badly modified coupe; there should be a wedge-shaped latch above the door lock on a factory-built soft-top. Convertibles suffer from leaks and on all models, the Lucas electrical wiring can be very problematic.

Some enthusiasts prefer the appearance of the Series I and Series II models but one of the most sought-after Metropolitans is the Series IV, prized for its enhanced utility.

The Metropolitan had few, if any, direct rivals in the UK although an alternative drophead might be the Singer Gazelle Series I-IIIA. Other choices might include the Volkswagen Karmann Ghia Type 1 or the Renault Caravelle.