1954 Nash Healey Le Mans Coupe

Forged From Competition
The Nash-Healey Le Mans Coupe was introduced near the close of 1953 and its name was more than an honorary title, as Nash-Healey automobiles had contested the Le Mans 24 Hours since 1950, when Tony Rolt and Duncan Hamilton entered a prototype model in the famed French endurance race. Of the 29 cars that completed the race, it finished fourth. Four of these racers wore lightweight aluminum bodies and were powered by modified Nash Ambassador engines. Among the upgrades made to the engine were special manifolds, high-compression heads, and a pair of SU side-draft carburetors.

Rolt and Hamilton placed fourth in class and sixth overall at the 1951 Le Mans race, and the following year Leslie Johnson and Tommy Wisdom drove a Nash-Healey to third overall and first-in-class. They earned the Rudge-Whitworth Cup for the best performance over two consecutive years and the Motor Gold Challenge Cup. Later in the year, Johson was joined by Bill McKenzie when they finished seventh overall at the Mille Miglia.

Johnson and Bert Hadley began the 1953 Le Mans race in 27th place, and as the checkered flag fell, they were in 11th position. Future racing endeavors were sidelined as the company focused on merger negotiations that led to American Motors. Production of the Nash-Healey Roadster ended in 1953, and the final 90 cars built in 1954 were all Le Mans coupes.

The Genesis of the Nash-Healey Roadster
A serendipitous encounter in December 1949 between George Mason of Nash and British engineer and racer Donald Healey resulted in the creation of the Nash-Healey Roadster. Built from 1951 to 1954, it was a 'halo' sports cars designed to promote sales of the Nash Motors division. Nash-Kelvinator supplied the drivetrain from their Ambassador model, and Healey provided the chassis and early bodies.

Donald Healey was sailing aboard the RMS Queen Elizabeth ocean liner and was destined for America where he was scheduled for a meeting with Ed Cole of General Motors. He was hoping to secure a supply of 331 cubic-inch Cadillac V8 engines to be used in his company's Healey Silverstone club racer.

While aboard the RMS Queen Elizabeth, Mr. Healey met George W. Mason, president of Nash-Kelvinator. Mr. Mason informed Mr. Healey that he should reach out to him if the negotiations with Cadillac did not yield positive results. Cadillac declined the request due to their defense commitments, so the Nash-Healey union began.

A Nash-Healey prototype was shown in October 1950 at the Paris Motor Show, and the official debut followed a few months later in February at the 1951 Chicago Auto Show. The 1951 Nash-Healey is considered the first post-war sports car from a major American automaker, beating the Corvette to that distinction by two years. The Kurtis-Kraft, Muntz Jet, and Crosley Hotshot (Super Shot and Super Sports roadster) claim the title, but they are considered 'limited volume models'.

The Healey-supplied chassis was from the Silverstone, which was widened and reinforced. It was a box-section ladder-type frame with an independent front suspension with coil springs, trailing link, and an anti-roll bar. At the back was a Nash-supplied torque tube and live axle, with lateral location of the axle handled by a Panhard rod.

The steel wheels had full-diameter chrome hubcaps and 4-ply 6.40×15-inch whitewall tires. Stopping power was via four-wheel drum brakes and steering was by Marles steering gear.

Dimensions
Roadster
The Nash-Healey Roadster rested on a 102-inch wheelbase with a length of 170.75 inches, a width of 64 inches, and a height of 48 inches.

Coupe
The Nash-Healey Coupe rested on a 108-inch (+6 inches) wheelbase with a length of 180.5 inches (+9.75 inches), a width of 65 inches (+1 inches), and a height of 55 inches (+7 inches).

Nash Ambassador Inline Six-Cylinder Engine
The Nash-supplied engine sourced from the Ambassador had overhead valves, a 234.8 cubic-inch displacement, a higher-compression aluminum cylinder head, and a pair of twin 1.75-inch SU carburetors. It had a 3.375-inch bore, a 4.375-inch stroke, an 8.1:1 compression, and a cast iron block. Output rose from the stock 112 hp to 125 hp at 4,000 RPM and 210 ft-lbs of torque at 1,600 RPM.

Engine displacement grew to 252 cubic-inches for 1952, and with the help of two Carter carburetors, output rose to 140 horsepower at 4,000 RPM and 230 ft-lbs of torque at 2,000 RPM. It had a 3.5-inch bore, a 4.375-inch stroke, and an 8.25:1 compression ratio.

The transmission was a Borg Warner T-86E 3-speed manual with Borg Warner overdrive.

Body Design and Fabrication
The aluminum body of the Nash-Healey was designed by Healey, and fabrication was by Panelcraft Sheet Metal of Birmingham. The final assembly was done by Healey. The bumpers, grille, and trim were Nash components.

In 1952, Italian designer Battista Farina and his carrozzeria, Pinin Farina were commissioned to update the body design. The updated styling was more in line with Nash's other models and incorporated a new grille with inboard headlights. Modern styling cues included a curved windshield, small tailfins in the rear, and distinct fender character lines. The updated design was show at that year's Chicago Auto Show.

Pinin Farina constructed the steel bodies in Turin; the trunk lid, hood, and dashboard were made of aluminum.

Production, Sales, and Reception
A total of 104 examples of the Nash-Healey were built in 1904. The bodies were constructed at Panelcraft Sheet Metal, and final assembly was completed at the Healey factory in Warwick.

The 1952 through 1952 Nash-Healeys were built in Italy by Pinin Farina. A total of 150 were built in 1952, 162 in 1953, and 90 in 1954. The final 90 cars built in 1954 were all Le Mans coupes. It is believed that a total of 520 examples were built, including prototypes and racing examples.

by Daniel Vaughan | Feb 2025