Like most automakers, Nash was damaged badly by the Depression. Though it regularly built over 100,000 cars a year in the late ’20s, it wouldn’t repeat that figure in the ’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.
Also 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 — and resources — on new low-priced LaFayettes.
Nash 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’t improve much, and Nash lost over $1.6 million.
Hydraulic 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’s 260.8-cid unit.
But the belated restyle appeared that year as “Aeroform Design,” and it was good. Highlights included sweeping skirted fenders, a handsome Vee’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.
Source: http://auto.howstuffworks.com/nash-cars1.htm
1935 Nash Aeroform
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