1949-1951 Nash Airflyte

The 1949-1951 Nash Airflyte has always sparked debate. While some critics have mocked its almost whimsical, cartoonish design, others have lauded its exceptional comfort, spaciousness, and serene driving experience.

Detractors often highlight issues like early rust problems and low resale value, but fans celebrate the innovative engineering behind these models. Though they were humorously nicknamed "bathtub" Nashes by critics, the manufacturer proudly marketed them as "Airflyte."

Classic Cars Image Gallery

While Nash's engineering headquarters were in Detroit, Wahlberg resided in Chicago's prestigious Gold Coast neighborhood. He regularly traveled by train to his office at Nash.

"He was an exceptional thinker," remembers Bill Reddig, who joined Nash Styling in 1950. "[He] often appeared deeply engrossed, as if solving complex engineering challenges. Wally [Wahlberg] would walk through the halls completely absorbed, his focus evident on his face. Occasionally, he would abruptly change direction, pivoting seamlessly as new ideas redirected his path."

Wahlberg was deeply interested in aerodynamics, streamlining, and how wind resistance impacted vehicles. He believed future car designs would prioritize aerodynamic principles to achieve quieter interiors, better stability, and enhanced fuel efficiency.

He was convinced that the benefits of sleek automotive design were ready to be embraced by any forward-thinking car manufacturer.

Wahlberg wasn't the only one with such forward-thinking ideas. In 1945, as postwar car production slowly resumed, most automakers opted to reintroduce their prewar models with only minor updates. However, a few visionaries recognized that the postwar world would be vastly different.

While biplanes captivated Americans in 1937, just a decade later, rockets, jet aircraft, and atomic power were becoming the new fascination, with discussions of space travel on the horizon.

The technological leaps made in aviation during the war greatly inspired postwar car designers. It was the perfect moment to pioneer a new era in automotive design.

Nash aimed to stay ahead in both sales and technological innovation. Discover more about the development of the Nash Airflyte in the following section.

For additional details on automobiles, check out:

• Muscle Cars
• Sports Cars
• Consumer Guide New Car Search
• Consumer Guide Used Car Search

1949 Nash Airflyte Development

Let’s delve into the development of the 1949 Nash Airflyte. George W. Mason, the president and chairman of Nash-Kelvinator, was open to exploring any strategy that could boost the company’s sales. Under the leadership of Charles W. Nash, the company had maintained a conservative approach.

Charlie Nash personally selected Mason as his successor, partly due to Mason's shared commitment to fiscal conservatism. Nash likely never regretted this decision, as Mason skillfully managed the company, steering clear of the challenges that had doomed many other independent car manufacturers.

While Mason valued financial prudence, he also harbored a desire to embrace bold, unconventional ideas. He was convinced that for a smaller automaker to thrive, it needed to produce vehicles that stood apart from those of the dominant Big Three.

Mason anticipated that once the pent-up demand for cars was met, the market would swiftly become challenging and unforgiving.

Aware that a completely new vehicle would be essential once competition intensified, Mason chose 1949 as the year to unveil Nash's first entirely new postwar model. This car was envisioned as the cornerstone of the company's future success.

Mason began exploring various designs and configurations, aiming to create a vehicle that could comfortably accommodate passengers and cargo while minimizing aerodynamic drag.

Around the same time, Wahlberg met with two freelance automotive designers, Bob Koto and Ted Piech, who presented a concept for a spacious, aerodynamically efficient family car tailored for the postwar era.

Although Wahlberg reviewed the clay model and accompanying sketches, he ultimately decided to develop a car with his own team. However, Koto's design undoubtedly had a significant impact on the vehicle Wahlberg eventually brought to market.

In the late 1940s, Nash Styling was integrated into the Engineering department, giving Wahlberg full authority. The practical work on the production models was handled by Wahlberg's assistant, Chief Engineer Meade Moore, and Ted Ulrich, a leading unit-body designer who gained fame with the groundbreaking 1941 Nash 600.

A small group of engineering staff supported the project. Ray Smith focused on quarter-scale models, while Don Butler handled body details and chrome accessories like wheel covers, mirrors, and trim.

The car they created was remarkable! The 1949 Nash stood out as a unique and striking design, instantly recognizable and both thrilling and unconventional. Its aerodynamic shape was the most advanced on the road, far surpassing the somewhat similar Packard.

Guided by Wahlberg's philosophy of form following function, the Airflyte prioritized improved airflow. It achieved just 113 pounds of drag at 60 mph, compared to Packard's 171. The smoothly rounded fenders and gentle curves allowed the car to cut through the wind with ease.

Standing at 62 inches tall, the new model was six inches shorter than the 1948 Nash and featured a one-piece curved windshield. While semi-enclosed rear wheel housings had been introduced on the earlier Nash 600, Wahlberg ensured that both the front and rear wheels were fully enclosed on this bold postwar design.

Explore more about the 1949 Nash Airflyte series on the following page.

For additional information on automobiles, see:

• Muscle Cars
• Sports Cars
• Consumer Guide New Car Search
• Consumer Guide Used Car Search

1949 Nash Airflyte

The interior boasted a "Super-Lounge" design (renamed "Sky-Lounge" in 1950), showcasing a sleek, minimalist aesthetic intentionally crafted to be soothing and free from distracting elements.

Discover more about the 1950 Nash Airflytes in the following section.

For additional details on automobiles, see:

• Muscle Cars
• Sports Cars
• Consumer Guide New Car Search
• Consumer Guide Used Car Search

1950 Nash Airflyte

Let’s examine the 1950 Nash Airflyte. Mason invested $15 million to bring the 1949 Nash Airflyte into production—a substantial sum at the time. The company was thriving, having increased production from a Depression-era low of 14,973 cars in 1933 to 118,621 in 1948, marking only the second time since 1929 that Nash had surpassed 100,000 units.

Nash hit a home run with its innovative "bathtub" design. Production surged to 130,000 units for the 1960 model year and 142,592 for the calendar year, setting an all-time record. Profits reached $26 million, the highest since the merger of Kelvinator and Nash. Mason’s bold bet on aerodynamics had proven to be a resounding success!

The 600 nameplate was replaced with "Statesman," aligning more closely with the Ambassador branding. The Statesman's engine was expanded by a quarter-inch to 184 cubic inches, boosting horsepower to 85, while the Ambassador's six-cylinder engine received a new cylinder head, increasing power to 115 horsepower.

With little else to highlight, buyers were reminded that "Only Nash offers a curved, one-piece windshield across all models!" Similar to 1949, a rear window wiper was available, a unique feature for its time.

Explore the next section for more information on the 1951 Nash Airflyte.

For additional details on automobiles, see:

• Muscle Cars
• Sports Cars
• Consumer Guide New Car Search
• Consumer Guide Used Car Search

1951 Nash Airflyte

For the 1951 Nash Airflyte, trim levels were streamlined to two options: Super and Custom. The Statesman line also included a budget-friendly DeLuxe business coupe. Custom models featured premium details, full wheel covers, a custom steering wheel, and a foldable rear-seat armrest.

The updated model retained the Airflyte design, featuring enclosed wheels and smooth contours, and proudly displayed Airflyte badges.

Building on a successful year, Nash achieved even greater milestones in 1950. Calendar year production reached 191,865 vehicles, bolstered by strong Rambler sales. On April 18, 1950, the company celebrated the production of its two-millionth car.

The front sheetmetal remained unchanged to avoid doubling tooling costs, but the grille was redesigned with a striking, bold appearance reminiscent of the 1951 Buick, giving the two cars a similar frontal profile.

The interior no longer featured the Uniscope, replaced by a new "Pilot Panel" dashboard color-coordinated with the car's exterior. While more traditional, it still positioned all essential driving instruments directly in front of the driver, included a "curved cowl," and kept the sliding Glove Drawer.

Despite minimal mechanical updates, Nash emphasized that "Only Nash and Rolls-Royce feature the robust 7-bearing, fully counterbalanced crankshaft... ensuring exceptional quietness, smooth operation, and long-lasting durability."

Nash proudly highlighted that a 1950 Ambassador achieved 712 miles at 95.3 mph during the Pan American Road Race in Mexico, "A feat believed to be an unmatched stock car record!"

Calendar-year production dropped to 161,140 units in 1951, including 57,555 Ramblers. However, model-year figures were more promising, reaching 205,307 units, with 70,003 being Ramblers.

The Rambler now received the majority of the company's focus, with the introduction of a new Country Club two-door hardtop alongside the station wagon and convertible. Notably, Ramblers offered body styles unavailable in the larger Nash models, though sedans were still absent from the lineup but would soon be added.

Several factors contributed to the decline in production as the 1951 model year progressed. Primarily, the Airflyte was entering its third year, losing its status as the newest car on the market.

Additionally, the public was growing weary of the fastback design trend, not just Nash's version. For instance, General Motors was rapidly phasing out this body style across its extensive range of vehicles.

Moreover, the entire automotive industry experienced a downturn in 1951 following the record-setting sales of 1950.

By that time, Wally Wahlberg had departed the company, succeeded by Meade Moore. However, the Airflyte styling continued to define Nash and its successor, American Motors, perhaps longer than it should have.

In 1955, the Rambler's front wheels were redesigned to be exposed, but Ambassadors retained enclosed wheels until 1956. The British-built Metropolitan maintained this design until its discontinuation in 1962.

Aerodynamic styling didn't make a comeback in American sedans until the mid-1980s, when Ford revived the concept, retracing much of the innovation pioneered by the Airflyte.

For detailed specifications of the 1949-1959 Nash Airflyte, refer to our final section.

For additional information on automobiles, see:

• Muscle Cars
• Sports Cars
• Consumer Guide New Car Search
• Consumer Guide Used Car Search

1949, 1950, 1951 Nash Airflyte Specifications

The 1949-1951 Airflytes stand as Nash's most successful models, surpassing all previous sales records and achieving a peak never matched again. Refer to the chart below for detailed specifications of this series.

1949-1951 Nash: Models, Prices, and Production

For additional information on automobiles, see:

• Muscle Cars
• Sports Cars
• Consumer Guide New Car Search
• Consumer Guide Used Car Search