History of the The Grand National Roadster Show Hall of Fame
February 26, 2025
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THE AUTO BUILDER
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BALLISTIC B-SERIES
The next level we refer to is the kind of sick power found only on the racetrack. Make no mistake, stuffing a 475hp turbo motor in the engine bay of any Civic will make for one wild ride, but we’re talking about crazy turbo power now. If 475 hp isn’t enough to get the party started, how about 500 hp? Still not enough—what about 550? Now things are starting to get serious, don’t you think? But we think we can do even better than 550 hp. Thinking that 600 hp had a nice ring to it, we decided to see what it took to produce over 600 hp from a turbo B-series.
One-Stop Collector Car Shopping
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24 PERFECT PARTS AND TIPS
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A/FX-CELLENCE
Paying Homage to “Dyno” Don Nicholson and His Revolutionary ’65 A/FX Mercury Comet
His name is synonymous with what many believe were the golden days of drag racing. This was a time when factories were devising new engines, and some of the best minds in racing explored new and clever ways of applying these new developments to the dragstrip. The mid-’60s were truly revolutionary times in drag racing, and one of the most feared competitors at the time was “Dyno” Don Nicholson. Always the innovator, Nicholson was all about the details, poring over all aspects of his cars until everything was sorted out.
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Stephen K. Anderson
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Early Life and Mechanical Fascination
Having grown up on his dad’s farm in Springfield, Missouri, Nicholson knew about hard work, plowing the fields behind a pair of mules before finally stepping up to a 2hp tractor, which at the time was a much-welcomed opportunity. As it turned out, this technological transition provided Nicholson the opportunity to learn about and fall in love with engines.
Moving to Southern California and Early Racing Success
It wasn’t long before the Nicholson family moved to Southern California, where Nicholson finished his education, followed by a two-year stint in the Navy, and this also expanded Nicholson’s mechanical understanding. Upon his return to civilian life, he opened a body and paint shop with his brother Harold, which soon grew to include one of the nation’s first speed shops. By 1947, the Nicholson brothers’ first racecar rolled out from their doors, and within a short time, records were set in both Coupe and Sedan classes at the first Rosette Timing Association meet at the El Mirage dry lakes.
Turning to Drag Racing Full Time
After winning those hard-earned titles two years running, Nicholson moved on to new endeavors in 1949, including marriage. He also tried applying his capabilities to circle-track racing by running a modified sprint car, and while he enjoyed his share of success, it was soon painfully obvious this would not pay the bills. Prize money fell short of the expenses incurred traveling to events and building competitive cars, so another alternative had to be considered.
Nicholson’s Speed Shop and the Birth of “Dyno Don”
In 1952, Nicholson Bros. Speed Shop was opened in Arcadia, California, and while it showed initial promise, this too proved to be a tough living. As it turned out, Nicholson’s next move would change his life and even provide him with a nickname that would define the man and excite generations of racing enthusiasts in the years to come. To explore the capabilities of engine tuning and design, he purchased a dynamometer and opened a tune-up shop, which was successful right from the start.
Rising Through the Ranks: Chevy Biscayne to Mercury Comet
“Dyno” Don Nicholson was now on his path, and by 1961 he built and drove his own ’61 Chevy Biscayne, powered by a 409 Chevy that pushed him into the 12s at the ’61 AHRA Winternationals. Within two years Nicholson severed his relationship with Chevrolet, and soon Nicholson teamed up with the Lincoln-Mercury division of Ford, driving one of the company’s ’64 Mercury Comets.
Innovating the A/FX Class and Early Funny Cars
Meanwhile, Nicholson was busy fitting and testing Ford’s new FE-series medium-riser V-8s into the Comet. Nicholson soon added fiberglass noses and other special components to further reduce the weight of these already light cars. These new members to the Mercury drag team were distinguished as “A/Factory Experimental” cars, and Nicholson quickly established his reputation for thoroughness.
The Mighty SOHC 427 and Nicholson’s Drag Dominance
Nicholson’s success didn’t go unnoticed, and by 1965, Nicholson benefited from one of Ford’s most advanced engine developments of the day, the single-overhead-cam version (SOHC) of the 427 Ford engine. Fitted in his new Comet, this engine proved to be the undoing of many of the top competitors, although the engines were only part of the equation.
Transforming the Comet into a True Drag Racing Icon
In Nicholson’s case, changes came quickly, as was the case with his ’65 Comet. Within days, many of the features seen on this car were modified, and the process continued throughout the season. Modifications were made to the nose, wheels, and more, all in pursuit of speed.
The Preservation of Nicholson’s Historic Mercury Comet
Barely recognizable except for a few distinguishing features, Nicholson’s ’65 Mercury Comet A/FX car was discovered by Dick Bridges and restored to its former glory by Kevin Westmorland and Mickey Hale. Some time later, automotive historian Kayo Erwin added the car to his impressive collection of rare muscle cars and racing machines.
Legacy of “Dyno” Don Nicholson and His Mercury Comet
Among the many cars that have altered history, “Dyno” Don Nicholson’s A/FX Comet is certainly one of the most prominent. While he left this world on January 24, 2007, “Dyno” Don Nicholson’s legendary exploits live on through the record books, the few remaining cars he built and raced, and people like Erwin who preserve his spirit by keeping this groundbreaking Comet alive.
Looking nearly stock, the dash is the only aspect of this Comet to retain its factory appearance. From there this interior is all about function, from the rollcage to the thinly padded racing buckets seats—the key here is weight savings.
Unique window pulls, fashioned after those used on cars long ago, do away with the window regulator and other heavy components.
Rather than carrying the weight penalty of a back seat, it was removed from the car entirely and replaced with a fiberglass cover configured to the shape of the seat. This is just one of the many unique touches that set this car apart from its competitors back in the day, and one that represents past greatness today.
Developed on the standard Ford FE engine design found in other forms of racing, including NASCAR, the single-overhead-cam 427 was revolutionary. Built to fend off Chrysler’s 426 Hemi, these engines were extremely powerful, producing over 600 hp stock, and closer to 700 hp once Nicholson fine-tuned the engines on his dyno.
Detailed as it came from the factory, the front suspension is basic, although small modifications were made to improve steering wheel and lower weight in the most critical area of all. Also note the hand-built oil pan and other components unique to this car.
Trailing arms and airbags created the ideal combination to transfer power to the pavement. Gear selections were constantly tested and changed for particular tire compounds and tracks. Imagine running mid-10s at 130-plus mph on narrow slicks that were marginally sticky at best. This car was fast!
Without the rubber mat found in production cars, or any form of insulation material, the trunk looks quite barren, with only the gas tank and battery found beneath a fiberglass trunk lid. As is often the case, the battery was moved here to improve weight transfer to the rear wheels.
While subsequent alterations to the chassis and wheel openings would further improve weight transfer, you can still see how both the rear and front axles were moved forward slightly right from the start.
The Cragar rims and tire sizes are just as they were when this car first rolled from Nicholson’s shop, although change was already in the wind.
