Dyno Don: The Cars and Career of Dyno Don Nicholson. Doug Boyce
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Название: Dyno Don: The Cars and Career of Dyno Don Nicholson
Автор: Doug Boyce
Издательство: Ingram
Жанр: Сделай Сам
isbn: 9781613256336
isbn:
“Sorry, Farmer, rules are rules and you’re disqualified„
At the end of June, NASCAR held its Dixie 400 race in Atlanta, and while attending Don met up with his old friend Troy Ruttman. Ruttman had won Indy back in 1952 and was in Atlanta making laps in his Mercury. It was through Ruttman that Don received word that the people at Mercury were interested in talking to him. Don made tracks for Detroit and by the end of the year he had a signed deal with the manufacturer.
Induction for the limited-run Z11 cars was based upon twin Carter AFB carbs on a two-piece aluminum intake manifold. The cowl induction was a great innovation that I’m sure worked better than the hood scoop that Dyno trialed. The Impala drew its fresh cool air from the voids in the inner headlight buckets. The distributor was an aftermarket Spalding Flame Thrower. (Photo Courtesy Robert Genat)
By Don’s own admission, the 1963 wasn’t as quick as his 1962 Bel Air and accordingly wasn’t raced as frequently. After the 1963 Nationals, Don went back to driving the Bel Air. It’s believed that 57 of these Z11 Impalas were built; all were non-SS models. (Photo Courtesy Robert Genat)
“Fast Eddie” Schartman
Fast Eddie Schartman recalls it was 1962 when he first met Don. “I was working as a line mechanic at Cleveland’s Jackshaw Chevrolet. They sponsored my ‘62 Chevy and they had a good connection with Chevrolet. Don came up from Atlanta to pick up parts and we became friends. Don offered me a job to come work for him in Atlanta and build engines for him.” Schartman moved down in 1963. When the Mercury deal came along in 1964, he started driving Dyno’s 1962 Chevy Bel Air. With Don’s blessing, Schartman tore into the Bel Air, pulling the body off the chassis and cutting weight from it. Schartman figures that he removed a total of 500 to 600 pounds from the car. With a Z11 427 for power, the Chevy terrorized the South, running 10-second times.
“I was racing three to four times a week earning up to 300 bucks a match, plus a couple hundred in appearance money. Don and I had a deal that we split the winnings fifty-fifty.” The Chevy retained Nicholson’s name on the flanks, which wasn’t appreciated by his new bosses at Mercury. “They wanted me out of the Chevy, so I told them, ‘Well then, give me a car.’”
When Nicholson received his Comet hardtop in the spring of 1964, Schartman got the wagon. “Then they wanted me out of the wagon because they weren’t selling 427-powered wagons.” Schartman won Mr. Stock Eliminator at the 1965 NASCAR winter meet, but he grew tired of working for someone else and handing over half of his winnings. He struck a deal with Mercury in 1965 that saw him driving Dyno’s Wedge-powered Comet.
Schartman moved back to Cleveland in 1965, and even though he butted heads regularly with Don on the track, they remained friends. When the flip-top Comets appeared in 1966, Schartman was the only one who could keep pace with Don. During 1968 and 1969, Schartman ran a pair of Cougar Funny Cars before turning to Pro Stock in 1970. By the mid-1970s, he had become disenchanted with the sport and retired.
Jackshaw Chevrolet in Cleveland sponsored Ed Schartman’s Z11-equipped Impala. It was while working there that Schartman and Don got to know each other. Don went to Cleveland to pick up parts that Chevrolet supplied. (Photo Courtesy Robert Genat)
Don lets loose with the 427 Impala at Detroit. If that wheelbase looks a little shuffled, it just may be. A common trick used by many back in the day was to slide the body as far back on the chassis mounts as they could to get as much weight on the narrow slicks as possible. (Photo Courtesy Robert Genat)
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