Nash Metropolitan buyer's guide

Overview

The Metropolitan (1954–62) was Nash's Anglo-American experiment: a tiny economy car designed in the US and built by Austin in England (with Austin A40-derived mechanicals and, later, the A50's engine family), sold under Nash, Hudson (after the merger) and finally Metropolitan badges, and even sold by Austin itself in some markets. It is the smallest classic on this site and one of the most recognisable: the two-tone paint, the bathtub profile and the continental spare made it a 1950s pop icon. Just two bodies (a hardtop coupe and a convertible) and a production run of about nine years with minimal change — the Metropolitan is bought for charm, and its market rewards original, complete, rust-free cars because restoration costs the same as on a much more valuable car.

Generations and year breaks

1954–1955 — the NKI Custom era

• The first cars (the "NKI Custom" in development, sold as the Nash Metropolitan): the Austin A40's 1.2-litre engine, three-speed column shift, and the launch colours with the two-tone treatment.
• Hudson-badged versions followed the 1954 merger announcement — the same car, different badges, a badge-engineering footnote collectors enjoy.

1956–1962 — the 1500 and the long run

• The larger 1.5-litre Austin engine (1956, the B-series) improved the pace; the styling stayed essentially frozen, with detail changes (the side trim's sweep, the boot lid's external access from 1959 — early cars load luggage through the rear seat) dividing the run.
• The convertible is the more valuable body in every year; the last cars (to April 1962) closed the story as AMC's focus moved to the Rambler American.

Engines and options that matter

• Austin 1200 (A40 engine, 1954–55) — the original; Austin 1500 B-series (1956 on) — the better driver and the more supported engine.
• There are no performance options and few options at all: a radio, a heater upgrade and the two-tone paint are the specification conversation. Originality (correct colours, the spare's cover, the interior patterns) is the value.
• The three-speed manual is the only gearbox the car had; conversions (later Austin/MG engines and gearboxes do fit the family) are modifications, priced as such.

What to check before buying

• Rust: the little unibody rots in the sills (structural), floor pans, the front wings' seams, the boot floor and around the windscreen. Panel repair on a Metropolitan is skilled work at full-size money — a solid shell is the purchase, in full.
• Engine health: the Austin units are simple and supported by the British-classic world (the B-series especially); oil leaks and tired synchromesh (second gear) are the standard finds.
• Identity: the car's serial (on the plate in the engine bay/door area) and its badge story (Nash/Hudson/Metropolitan by year and market) should agree; export and Austin-sold cars have their own paperwork trails.
• Convertible specifics: the top frame and its fit — the Metropolitan convertible has proper wind-up windows; check the top's material and rear window, and the tonneau's presence.
• Completeness: trim, hubcaps, the continental kit and the tiny brightwork are the finite resources — the car's price should reflect anything missing.
• Parts: British mechanical support (Austin/Morris/MG channels) is good; Metropolitan-specific body and trim runs through the dedicated club and its vendors.