1935 Nash Ambassador Eight

Charles W. Nash was a man of many talents and leadership skills that earned him prominent positions in many automobile companies during the burgeoning years of automobile development. He managed the Durant-Dort Carriage Company by 1895, was heading the Buick Motor Car Company by 1910, and became president of General Motors in 1912. After resigning from General Motors in 1916, he formed his own automobile company named the Nash Motors Company of Kenosha, Wisconsin. The early examples were designed by Erik Wahlberg, who Nash had recruited from Oakland as his chief engineer. Influenced by his time at Buick, the engine used an enclosed overhead valve mechanism and was backed by a three-speed selective, sliding gear transmission. The chassis featured Hotchkiss drive, a semi-elliptic suspension, two-wheel external mechanical brakes, and rode on artillery wheels.

The Nash Automobiles were attractively priced, well-built, and stylish, and during its first fifteen months of operation, awarded Nash Motors with over $2 million in revenue. During the 1920s, Nash shifted its focus away from commercial vehicle production and set its sights on the production car field. Expanding into the luxury car segment, Nash introduced the LaFayette in 1920 in the $5,000 price range. Nash sales passed the 50,000 mark for the first time in 1923.

Like many manufacturers faced with plunging sales after the 1929 crash, Nash produced a series of remarkably luxurious cars in an effort to add prestige and promote their brand. Nash weathered in good financial shape and by 1937 enjoyed its best sales year of the decade with 85,949 cars sold. The company continued to introduce new technology and features, outfitting their cars with popular options, and appealing to a very wide audience of buyers.

During the early 1930s, Nash established the 'Ambassador Eight' as a stand-alone model range. Power was sourced from a 322 cubic inch straight-eight engine with overhead valves, twin-ignition, nine main bearings, a cast-iron block, solid valve lifters, a Stromberg carburetor, and a 5.25:1 compression ratio. Its 125 horsepower at 3,600 RPM was sent to the rear wheels via a three-speed selective, sliding gear transmission with a single dry plate clutch. Stopping power was provided by mechanical brakes at all four corners resting being artillery or wire wheels.

Styling features included a slanted windshield, sweeping fenders, bullet-shaped headlamps, and a semi-beavertail rear quarter. Wheelbase sizes included a 133- and 142-inch platform, with the latter being the longest ever offered by the company.

While much of the automotive industry suffered, Nash and General Motors were the only manufacturers to make a profit in 1932.

The 1933 Standard, Special, and Advanced Eights wore styling similar to the previous year. Count Alexis De Sakhnoffsky updated the styling for 1934, endowing the bodies with deep-skirted fenders, horizontal door ventilators on the sides of the hood, bullet-shaped headlamps, and gracefully slopping fenders. The new styling, called 'Speedstream,' used a plethora of ornamental moldings in the fenders and body panels. Body styles were limited to four-door sedans of various configurations.

The large, classic cars of the 1930 to 1934 era gave way to a smaller and more affordable automobile for 1935. The all-new styling for the 1935 model year was known as the 'Aeroform,' highlighted by teardrop headlamps, a sloping pressed steel grille, streamlined fenders, and recessed spare tire. The Ambassador Eight now rested on a shorter 125-inch wheelbase and was equipped with the former Advanced Eight engine. The 260.8 cubic-inch engine had overhead valves, nine main bearings, and delivered 100 horsepower at 3,400 RPM. The Advanced 'Six' model was similar in appearance to the Advanced 'Eight,' was priced even lower, rested on a 120-inch wheelbase, and powered by a 234.8 cubic-inch inline-6 offering 88 horsepower. The 'entry-level' Nash for 1935 was the LaFayette, wearing similar styling to the previous year's model, and powered by an inline-6 with a 217.7 cubic-inch displacement and delivering 80 horsepower at 3,200 RPM. Its wheelbase measured 113-inches and prices ranged from $670 to $750.

1935 was the first year Nash used hydraulic brakes and the first year for the all-steel body. Combined Nash and LaFayette production were 44,637 units.

by Daniel Vaughan | Aug 2021