Amazing Mets
by Dan Burger

Can this little cutey be one of the most powerful cars of all time?

It may be the ultimate way to a woman's heart. Most guys probably wouldn't think so, but drive a Met and watch what happens. Women love this car. They'll walk right past macho musclecars and the biggest and brightest of 1950s chrome and fins to get a look at this candy-colored cutey from Nash. It attracts women faster than a box of squiggly, fuzzy puppies. Can you handle that kind of attention? I know, it hardly compares with a pack of hairy-armed guys trading stories about racing cams and acetylene torches. But here's an option you might consider.

Put a bow around one and give it to your wife, your girlfriend, your daughter, or even your granddaughter, and you might be excused from making a mess of the garage, the basement, and the bathroom sink. You can be "Cool Daddy" instead of "Bardahl Breath." It's not going too far to say you could attain long-term justification for being an old-car enthusiast. Put a Met in your garage and the keys in her hand, and you may never again be questioned about why you go to swap meets or how you could spend the washing machine money on a wiring harness.

For as long as it's been around, the Metropolitan has been frequently misjudged and maligned. Much of the ridicule comes from guys who have never driven one or even given one a close look. It's time to notice what this car has to offer. Despite its diminutive stature, the car has more room (for two) than you would imagine. It is not at all uncomfortable nor is it unreliable. It's a car with great potential as a modern driver. Its appeal to women and to today's youth should be noted because our hobby needs to offer something for both those group.

When it was introduced as a 1954 model, Nash-Kelvinator was taking note of the suburbanization of America. Here was a car that was economical and convenient for commuting to work, shuttling the kids to school, and buzzing around town on shopping trips and various errands. It was compact for easy parking on the street and in the garage.

About the same time America was being introduced to the Met, a German company by the name of Volkswagen was coming to America with the same idea. It would take some years to develop the mini-market. Nash had the product, but not the patience.

What most people don't know about the amazing Met could fill a cargo ship. In fact, that's how every Met arrived - in the belly of a cargo ship. Although designed by Nash, it was Austin Motors of England that manufactured these cars. The four-cylinder engines in 1200-cc and later 1500-cc formats were essentially detuned versions of the same units that could be found in Mgs, Austin-Healeys and Triumphs of the mid-to-late-1950s era. Today, parts are accessible through the network of Metropolitan Owners Club of North America (MOCNA) members and various vendors who cater to the marque as well as to English-built vehicles.

I drove the yellow and while 1961 convertible pictured in this issue. It was my first time behind the wheel of a Met and I found it an unexpected joy in which to tool around town. It isn't going to win any races with modern four-cylinder compacts, but the Austin engine can be tweaked to lift its spirits and yours. And without a doubt, what it concedes to a modern car in performance it overshadows easily when it comes to looks and personality. Steering is quick and light, the ride is comfortable, and the three-on-the-tree shifter operates smoothly. It does everything a little economy car should do and it does it with flair.

Owner Glen Paulson restored the car himself and drives it regularly around his hometown of Santee, California. Mechanically, it is essentially stock. Paulson added front disc brakes to increase his stopping power and an electronic ignition to reduce maintenance on points and condensers. In performing the disc-brake conversion, he improvise MG spindles and brake assemblies. A video advertised in the Met Gazette (national club newsletter) was instrumental in guiding him through the project. When he installed the electronic ignition, it required a switch from the original, 12-volt, positive-ground system to negative ground. Because he likes being behind the wheel of his car, he has mounted after-market radial tires (P155x13) rather than the original bias-ply 5.20x13 rubber.

Paulson was first smitten by the Metropolitan about 25 years ago when he bought one and used it as an everyday commuter car. His wife and high school-aged daughter enjoyed the car as well. Once, while he was on a Navy deployment, the had the car painted pink with an interior to match.

With his current Met, Paulson has initiated some cosmetic changes of his own. The bright yellow paint is actually a Toyota factory color, but it looks great in the two0tone mode that Nash preferred: color on top and white on the bottom. The cool zigzag stainless steel side molding that divides the two-tone paint debuted on the 1956 model. Prior to '56, only the Met coupe was painted in the two-tone scheme - a whitish-colored roof setting off one of several body colors. Paulson's choice of tuck-and-roll, white-vinyl upholstery and door panels are a nice upgrade from the factory's basic vinyl. Reproduction interiors are available, but Paulson's custom interior is reminiscent of a few of the Metropolitan show cars from the late 1950s and early 1960s.

MOCNA members Bob and Gail Brandys of Hinsdale, Illinois, own several Mets. The said many club members drive their cars and that the original Austin engine is the typical power plant. When I asked about alternatives, they told me about cars that have received successful engine transplants. In several of these instances, the owners got an automatic transmission as part of the deal, which is appealing to some drivers. These conversions are not widespread, but they offer interesting options, particularly if your Met engine is history.

The most popular powerplant replacement comes from the 1970s-era Austin Marina. The Marina was a Canadian import and is especially in favor with Met Club members there. The engine is an 1800-cc unit, and that alone adds some pep. The engine also accommodates an overbore that will take it to 2-liter capacity. There are also upgraded camshafts and carburetors to get you neck-snapping acceleration. (Just kidding; but those who have made these alterations sing their praises.)

When Datsun was making in-roads to the American market, its four-cylinder engine was a direct descendant of the Austin unit that powered the Met. Therefore you will find some Mets packing the B-210 engine and auto transmission from these late-1970s Datsuns. This swap calls for a hybrid driveshaft, altering the motor mounts, and changing the Met's positive ground electrical system to negative ground.

With the 1500 Austin engine, you can implant the manifold and dual SU carburetors used on 1970s'era MG Midget for a performance upgrade. You'll also get a larger exhaust and two pipes from manifold. With this option, you can retain the three-speed column shifter - if that's your desire. Some cars have the entire Midget engine and four-speed transmission dropped in.

The more powerful the Met, the more inclined the owner may be to make the disc-brake conversion, add sway bars and stiffer shocks. Modern aftermarket options such as power windows and air conditioning are more likely on these cars as well.

Met owner Arlan Zimmerman from Milledgeville, Georgia, owns and drives a red and white 1959 convertible. "It is titled as a '59," Zimmerman said, "but, its serial number (50384) indicates it was built about the second quarter of '58. It does have the 1500-cc engine, rather than the earlier 1200. These features are worthy of consideration when pondering the purchase of a Met that you intend to drive.

Driving the Met is something Zimmerman looks forward to. He drove it home the day he bought it. Or at least he and his wife started to; it wasn't exactly a quick trip. They bought the car in Minnesota and, after three 450-mile days, made it back home to Georgia.

Zimmerman is having the engine rebuilt after increasing oil consumption sounded an alarm. The engine rebuilders told him the rings fell off the pistons when they were removed from the block. The shop's recommendation was to bore the block at least .030. Pistons and rings are available for overbores of .010, .020, .030, and .040.

For convenience, a modern, screw-on oil-filter adapter replaced the canister-style oil filter that was standard in 1958.

To increase his traveling range, he's also going to install the 3.92 rear-end gears (standard gearing for the 1500 engine is 4.22:1). "My friends, who have installed them in their Mets, say it will improve my road driving by lowering the engine speed about 700 rpm at 55 mph," Zimmerman said. These swapable gear clusters can be found in late 1960s Austin Sprites and MG Midgets. There are also 3.77 gears from early '70's Sprites and Midgets that lower rpm about 1200 at 55 mph. These are more rare and therefore more expensive. The 1200-cc Mets had a 4.55 rear end. With a gear swap, the comfort zone for the engine goes from 55 mph to 65 mph.

According to Patrick Foster in his book "The Metropolitan Story," there were 94,968 Mets produced for the North American market - 75,569 hardtops and 19,399 convertibles. They were sold between 1954 and 1962 and the total includes those badged as Hudson Metropolitans in 1954 and '55.

Because convertibles are more desirable, it is not uncommon to see hardtops chopped into convertibles today. As with any car purchase, you need to have your eyes wide open. Overall, Mets give you a lot of fun for your money. Most parts are readily available and costs are in line with vintage parts for other cars. You can spend $500 to $700 to rebuild the front end; $300 to $500 to restore brakes; and $1,800 to overhaul an engine. A hardtop must be in superb condition to bring more than $5,000. A convertible has to be something special to bring over $7,500.

Metropolitans were built using unit-body construction. Therefore, rust can present some structural problems and be expensive to fix. If the doors don't swing smoothly, or must be lifted to close, you should continue your search (especially if it's a convertible). Look for rust in the door-post area, the side-sill area below the doors, behind the wiring harness on the firewall, in the floor pans and trunk.

Get yourself a good one, shave, shower and slap on some cologne, and get ready to defend yourself from the women.