{"id":5557,"date":"2014-05-14T21:16:53","date_gmt":"2014-05-15T00:16:53","guid":{"rendered":"http:\/\/paulopedott.com\/paulo\/?p=5557"},"modified":"2014-05-14T21:16:53","modified_gmt":"2014-05-15T00:16:53","slug":"1935-nash-aeroform","status":"publish","type":"post","link":"https:\/\/paulopedott.com\/paulo\/?p=5557","title":{"rendered":"1935 Nash Aeroform"},"content":{"rendered":"<p style=\"text-align: justify;\">Like most automakers, Nash was damaged badly by the Depression. Though it regularly built over 100,000 cars a year in the late &#8217;20s, it wouldn&#8217;t repeat that figure in the &#8217;30s, and thus ranked 11th, 12th, or 13th in industry production, with the exception of 1932, when it placed seventh in a down year for the industry.<br \/>\nAlso like many others, Nash hit bottom in 1933, output totaling less than 15,000. With a new approach desperately needed, a planned 1934 restyle was postponed a year while Nash pinned its hopes &#8212; and resources &#8212; on new low-priced LaFayettes.<br \/>\nNash built its millionth car in 1934 while trying to summon better times with a drastically reduced line consisting of the 116-inch-wheelbase Big Six, 121-inch Advanced Eight, and 133\/142-inch Ambassador Eight, all with ohv Twin Ignition engines. But production didn&#8217;t improve much, and Nash lost over $1.6 million.<br \/>\nHydraulic brakes arrived for 1935 models, reduced to just a four-door sedan and six-passenger victoria in each series. Ambassador also lost its smooth 322-cid engine, sharing the Advanced Eight&#8217;s 260.8-cid unit.<br \/>\nBut the belated restyle appeared that year as &#8220;<em><strong>Aeroform Design<\/strong><\/em>,&#8221; and it was good. Highlights included sweeping skirted fenders, a handsome Vee&#8217;d radiator, and a louvered hood. Prices spanned a range of $825-$1220. Happily for Nash, sales turned up. Registrations for the calendar year went from just under 24,000 to a bit over 35,000.<\/p>\n<p style=\"text-align: justify;\"><a href=\"https:\/\/paulopedott.com\/paulo\/wp-content\/uploads\/2014\/05\/nash-aeroformb.jpg\"><img loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-large wp-image-5560\" alt=\"nash aeroformb\" src=\"https:\/\/paulopedott.com\/paulo\/wp-content\/uploads\/2014\/05\/nash-aeroformb-785x1010.jpg\" width=\"785\" height=\"1010\" srcset=\"https:\/\/paulopedott.com\/paulo\/wp-content\/uploads\/2014\/05\/nash-aeroformb-785x1010.jpg 785w, https:\/\/paulopedott.com\/paulo\/wp-content\/uploads\/2014\/05\/nash-aeroformb-543x700.jpg 543w, https:\/\/paulopedott.com\/paulo\/wp-content\/uploads\/2014\/05\/nash-aeroformb.jpg 932w\" sizes=\"auto, (max-width: 785px) 100vw, 785px\" \/><\/a><\/p>\n<p style=\"text-align: justify;\">\u00a0Source:\u00a0http:\/\/auto.howstuffworks.com\/nash-cars1.htm<\/p>\n","protected":false},"excerpt":{"rendered":"<p>Like most automakers, Nash was damaged badly by the Depression. Though it regularly built over 100,000 cars a year in the late &#8217;20s, it wouldn&#8217;t repeat that figure in the &#8217;30s, and thus ranked 11th, 12th, or 13th in industry production, with the exception of 1932, when it placed seventh in a down year for [&hellip;]<\/p>\n","protected":false},"author":11,"featured_media":5559,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[62,1],"tags":[],"class_list":["post-5557","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-design","category-mix"],"_links":{"self":[{"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=\/wp\/v2\/posts\/5557","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=\/wp\/v2\/users\/11"}],"replies":[{"embeddable":true,"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=5557"}],"version-history":[{"count":1,"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=\/wp\/v2\/posts\/5557\/revisions"}],"predecessor-version":[{"id":5561,"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=\/wp\/v2\/posts\/5557\/revisions\/5561"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=\/wp\/v2\/media\/5559"}],"wp:attachment":[{"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=5557"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=5557"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/paulopedott.com\/paulo\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=5557"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}