Š by Michelle M. Yiatras Timechanic â˘
(Nick Matranga – That Illustrious Sanguine ’40 Merc! – original written February, 2014)
Part two
Due to the length of this article from Michelle, we have split it up in three parts. Be sure to click “NEXT PART” at the end of this article to see the full article.
David Zivot on Nick and his Merc
SoâŚWhy another Matranga Merc? âIt isnât just another one. We donât need just another one. That automobile was an amalgamation of the thought processes of Nick Matranga, Sam Barris, and George Barris. Nick related to me, while inspired by the J. Zaro and A. Andril Mercuryâs, he wanted something more advanced and stylish that would set his â40 Mercury coupe apart from more common customs he saw around L.A. There were other â40 Merc coupes running around then and none met Nickâs sense of style. As a high school kid in 1948 L.A. he was influenced by pillarless hardtops like the â49 Buick Roadmaster Riviera, the â49 Cad Coupe de Ville, and the â49 Olds Holiday. I saw enough Matranga-style attempts in mags and at shows, and I was a bit disappointed in the lack of commitment in trying to achieve an accurate rendition. Not that accuracy was necessarily the goal of some of these builders. But Nick was clearly chagrined that no one quite âgot it rightâ.
Nick and I discussed the inexhaustible popularity and emulation that his senior year project provided custom car guys through the years. He actually had plans to replicate his most memorable car himself. Nick was very polite to other builders, and often autographed their visors and dashboards, but was let down by the missing verisimilitude of most that he viewed. Then I presented him that with his help and advisement Iâd take a shot at it. I took extraordinary efforts and pains to assure it would be as accurate and true to nature as humanly possible. He took an immediate interest because he observed my authenticity for historical and technical concerns.
Heâd say, âHow the hell did you know that? I havenât thought about that in 50 years!â Nick was a consummate gentleman, well-mannered and well-informed. If I asked a question and he didnât know the answer on the spot, a week later Iâd get handwritten letters in his perfect penmanship, âNow I remember how I did thatâŚâ We talked about more than his iconic car; we talked about J.C. Fremont High School, his neighborhood, the drive-ins, hanging out at Georgeâs and Samâs place. How it was the best being a teenager in L.A. in the 1940âs. And all the really neat cars youâd see driving around every day, very well done customs and hot rods, and not as well done but sincere efforts. It was fun and the weather permitted. He told me theyâd go downtown and see Gary Cooper or Clark Gable coming out of Eastern Auto or Musso & Frank Grill or a menâs clothing store. Also he mentioned some of his relatives in charge of L.A.-based back-east interests, like restaurants and bars. Theyâd pick up the check for him and his friends so he could act like a big shot.
Nick at the High School Senior Autoshop L Fremont ’48.
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Nick High School Senior Football Letterman Fremont ’48 Back Row 2nd fr L from Nickâs 1948 Fremont High School senior yearbook, gifted to David & Michelle.
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Iâm a proponent of a high degree of exactitude in representing an automotive artifact. The original car existed a brief couple of years. Itâs important to have a representation that would exemplify Nick, as well as Sam and George, and the time period. Nick said if you were a good-looking guy and had a keen car you had no trouble for Fri and Sat night dates, and you could just be driving down the street and girls would jump in your car. As a teen you have a lot less cares and concentrate on the important things like cars, hamburgers, and skirts. Nick said if he hadnât gone to Korea, he woulda really had a good time in his car, but the time he did have was too short.â
“Georgeâs Greek aesthetics of color and form were amazing and unfailing,
especially early on.”
Technical regards⌠âHeâd seen other
Barris lacquer jobs, including Georgeâs own car, that had the deep majestic maroon that George would conjure up by using toners and custom blends that he would supervise at the paint store. Georgeâs Greek aesthetics of color and form were amazing and unfailing, especially early on. Nick thought that patrician maroon stood out and glowed on the street, particularly at night under the street lights. Nick knew what he wanted in his mind, Sam knew what he wanted in his mind, and when they started cutting the roof they arrived at, âThatâs it!â Both
Sam and
Nick agreed that the flow of the roof, at the sail panels, a product of CA metal shaping, the raised windshield header area, and other refinements, and the most important omission of cumbersome B pillars, were much more advanced and pleasing developments than what was done on the Zaro or Andril cars. Nick was adamant about these things.
Phil Weiand built and modified Nickâs â46 Mercury block, with full Weiand racing equipment, and Winfield cam, and took special care in its assembly and cosmetic appearance. Nick wanted it sound with plenty of pep for street reliability.â
Examining the â
Kustomâs L.A.â club plaque. âHmmmâŚColor photographs of a âKustomâs L.A.â plaque, thatâs neat. And also serves to confirm that they were most likely royal purple, as the contrast between the California black plate and the deteriorating Ektachrome or Kodachrome photographic print would tend to distort the true color. The photo of the aluminum plaque on
Jim Skonzakesâ â49 Buick is clearly purple. Refer to the back of the photo, July 22, 1952, #12, dated.
Color photo from Jul 22, 1952 of Jim Skonzakes his 1949 Buick shows what looks like an aluminum Kustom’s plaque with a purple painted base.
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Color photo from Oct 4, 1951 shows a brass Kustom’s Plaqueon on the Jack Stewart 1941 Ford with what appears to be a black painted base.
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The original plaque that I am in possession of, which was gifted to me from
Nick Matranga a few years ago, has a numeral â3â stamped into the back. It measures Xâ W x Xâ H x Xâ thick. The recast that
Kurt McCormick makes measures Xâ x Xâ and varies in thickness between Xâ and Xâ. All early originals, letâs say the first twelve to fifteen, were cast art bronze, and had the telltale large âSâ at the end of âLoSâ.
Jesse Lopez was the first President of âKustomâs L.A.â, and was instrumental in its formation in 1948. The plaque that Nick gave me is his original off the â40. He got an additional plaque when he came back stateside in 1953, when the Korean War ended. He purchased a brand new â53 Mercury Monterey two-door hard top, on which he attached the plaque. He could not remember who gave it to him, but I have an idea that all the original members were given a number as to when they joined up or when the club was formed. Just a theory.
Nick’s Original Kustom’s L.A. Plaque; this was Nickâs original that was emblazoned on the â40 Merc, also ran on the â53 Mercury Monterey, gifted to David.
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As to the aluminum one at the
NHRA museum, I wouldnât discount it out of hand. I know a fellow in Los Angeles whoâs had an aluminum version of this plaque since 1952.
George Barris had an affinity for Greek nobility and the trappings of royalty, thatâs why he favored purple and the royal coat of arms that he fabricated for the affected Barris crest. Itâs a Greek thing. In the realm of small details, notice the pair of âKustomâs L.A.â club plaques that have been removed from Nickâs car and probably
Johnny Zaroâs that are stacked together in Nickâs booth at the 1
951 Oakland Show. They are leaned up against the wood divider in front of Nickâs car right by the hacksaw thatâs lying on the ground. One of these days one of us will spot an ethereal image of Mother Mary in the ripples of a lacquer paint job.â
Two Kustom’s plaques are up against the divider wall with Nick’s Mercury on the left. (the full photo can be seen in part one)
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Tony Pisano of the Pisano Brothers, on Nick
Joe and Carmen Pisano, Tony and Frankâs oldest brothers, were family tight with Nick, like Nick was another brother. Tony Pisano, of the Pisano Brothers, who built the Pisano/Ogden â41 Buick chopped custom with an original Gaylord Carson top, was a drag racer. He owns âWorco Powder Coatingsâ on Cherry Industrial Circle, in Long Beach, CA. âI was in the scroungy war, when we were all into putting together the cars in different combinations. I was drafted into the Army. Nick was pals with my brother, Carmen. They met at the drive-ins and shops. Carmen hopped up some of his engines. Nickâs dad had a night club, âThe Mint Tulipâ, on Florence near Normandy. The memories are sad because it hurts to remember. Nick had a hot-headed sense of humor. He could be critical. Nick was a good-looking guy, he had all sorts of broads. Nick was a fun guy, he could walk by a woman and say, âWow, what a great ass!â, and they would say, âThanks for the compliment.â He was likeable and could get away with it.â
Frank Pisano of the Pisano Brothers, on Nick
Born in 1939, and native to L.A., owns âVenolia Pistons and Rodsâ on Cherry Industrial Circle, in L.B., CA. âNick came over to Tonyâs âWorco Powder Coatingsâ every Saturday to have his â37 Chevy powder coated. We all hung out and ate at âCurleyâs Cafeâ for hamburgers. When I first started driving my funny car â67 Camaro at Lionâs Drags in 1968, Nick made sure I was seat belted tight in before I got to the starting line. Heâd close the door and pat me on my head. He had the side windows made right specially for me out of plastic. He hung out with my older brothers, Joe, Carmen, Tony, Sammy, and me the brat. Heâd always go to the races with us to make sure everything was OK. Nick was that type of guy, loving. More than a friend. We were there for each other and helped in each otherâs businesses. Carmen supervised setting up the car racks at Nickâs transmission shop. Tony painted and powder coated for Nick. If we needed a transmission done he took care of it. When youâre Italian you trade. We didnât exchange money.
Nick in his days was a good-looking guy, always well dressed. And he didnât like to get dirty
I first met Nick about 10 years old. My brothers brought him over to the shop, on 52nd and Western in L.A., â
Bigelo & Pisanoâ. Carmen was the smart one, our leader. Joe was the car salesman. Tony was the painter. Sammy was a general contractor. I was the mechanic helper. I helped with the race cars. Nick in his days was a good-looking guy, always well dressed. And he didnât like to get dirty. You look at him and he would talk to you, and he was very nice looking and very nice person, and you wondered if he was a gigolo. When I got to know more of him I learned he was a very true and honest man. If he didnât like you heâd let you know about it. If he did like you heâd give his heart to you.
Nick in the middle and good friend James Mahaffey on the right in 1947.
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James Mahaffey at Catalina Island 1947 & Fremont High Senior Grad â48â; Jim Mahaffey got killed making a pass and upset in his â32 coupe at Russetta sanctioned El Mirage dry lakes in 1947 at 17 years old, erased but not to be forgotten on the speed record chalkboards; from Nickâs personal collection, including an insert from Nickâs 1948 Fremont High School senior yearbook, gifted to David & Michelle.
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They all allowed me to hang out with them. Theyâd say, See you at the drive-in, â
Scrivenerâsâ in Inglewood. Weâd have coffee and hook up to race. Weâd park in the back and talk about our cars, motors, and chops. I started driving at 13, not supposed to without a license. â53 Studebaker trucks with Cad motors. After Korea in the â
Screwdriversâ club of Culver City, with my brother,
Joe, and
Don Rackemann and
Nick. I rode with my brothers while street racing between Culver City and Inglewood. On 190th in Inglewood was a root beer drive-in that we met at to race. As fast as you could go, and whoever was way ahead would shut off because the other guys couldnât catch him. There was no measured stretch. We had so many cars that we moved around and changed around, â32 roadsters, Model A coupes, and Chevy coupes, 32âs-33âs-34âs, and later â55 and â57 Chevyâs. Before Korea we mostly worked at our race shop. It was a gathering and BS place. We always had black cars. Nick said it was important to keep it clean and polished.
He always hugged me and said I was doing the right thing by keeping âVenolia Pistonsâ going when Joe died. Joe died in my arms at the races from a heart blockage. I took care of my mother and father when they were sick, like Nick took care of his wife and son. We always stuck together. We all had our shops on the same street on the Cherry Industrial Circle in L.B., and that was our later hang out.â
Russell Lenarz High School Senior Fremont ’48â; the elusive hot rod racing photog in composite from Nickâs 1948 Fremont High School senior yearbook, gifted to David & Michelle. Russell Lenarz took the âJesse & ’41 Ford 1949 Turf Clubâ photo, and so many others.
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Herschel âJuniorâ Conway, âJuniorâs House of Colorâ, of Florence Av, Bell Gardens, CA, on Nick
âI was the youngest kid working at Barrisâ. I met Jesse in 1955. Jesse came around a lot more than Nick did. Nick already got rid of his Merc and was back from Korea by the time I met him. Even the 1960âs had passed by the time I really got to know him, even though in the early 60âs he talked to me about painting a â57 Chevy Nomad black. I was wary, I had plenty of business, and knew he was very particular. I knew Jesse and Hirohata well. Nick and I didnât hook up until the 1970âs. He took the Nomad to Barrisâ to have Tubs paint it. And he wasnât happy that the job wasnât detailed enough for him. He called to tell me about it. I passed. Then he sold the Nomad, and later in the 1970âs went to build a â32 Ford coupe.
Nick’s Barris shop painted 1957 Chevy Nomad.
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He had Barrisâ doing body work, his guy Dick Dean. One day he called me up to inspect some parts and redo some body work. Next I was doing all the rest of the bodywork on it. I was doing high end sports car work (Ferrari, Lamborghini, Maserati, Rolls), and he liked how I finished, fit, and detailed cars. Weâre in the process of bringing it to paint. It cost a lot, so he had Boyd Coddington paint his ’32Â in the early 1980âs.
Nick’s black 1932 Ford coupe, painted by Hot Rods by Boyds made it onto the cover of the April 1984 issue of Street Rodder magazine.
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Iâd go visit him and have him do transmission work and heâd visit me. Heâd say, âYou are the best painter, at everything you do, your detail finish work, youâre just too expensive.â I had too much work to do, and Nick always wanted a deal. To do the custom work today to my level is very expensive. I canât give a guy that kind of work and keep it affordable. A lot of guys are running into that. In the early days, I didnât plan it. I made the car and we all traded out. That is the only way those cars got done. Jesse and Nick both worked two, three jobs to afford their cars, materials alone.
Todayâs kids read a magazine or see a TV show and think itâs easy. I was a young boy that came from Kentucky in 1952, and I too read the mags and wondered how they afforded to do this. I questioned how Jesse and Nick had the money to spend. When I got here I realized it was a lot of bargaining and horse trading to get it done. I had Sam black out my bumpers so the bolts didnât show through, and he leaded the hood so it didnât have chrome molding anymore. It took him two full nights. It took me two weeks of painting his house trim to work off that trade. George wanted to include my car in a car show with others. He needed it finished so he took money out of my paycheck to pay for the labor a whole year after George and I finished my car, my senior year of high school, 1956-57. Had it not been for people like George and Sam Barris, at any shop, if not for being able to work on your car in the facilities that they had, and shared with you, the expense would not have been possible. I was very young, younger than the rest. Seventeen when that car was finished and in shows, thanks to them. I worked for Barris until 1961. By 1960 Jesse and I did âHouse of Colorâ, until I took it entirely over in 1961, âJuniorâs House of Colorâ.â Juniorâs â50 Ford business coupe custom, painted âSam Bronzeâ, went away by 1970, and was accurately rebuilt by Jerry Daman of Dallas, TX, who is also rebuilding the Jesse Lopez â41 Ford club coupe custom.
Don Rackemann of San Pedro, CA, on Nick
Lifelong best friend of Nickâs. Ran Saugus Dragstrip. Lou Baney and Lou Senter owned Saugus, Don ran as manager and starter 1951-55. Owned âDonâs Speed Shopâ 1950-52, with partner Lou Baney, running at lakes and building hot engines. Changed to âLou Baney Automotiveâ when he sold him his share. From 1952-55 went on as âAnsen Automotiveâ representing after-market hot rod parts to speed shops. Now owns âFuel Savers Groupâ MPG3 fuel enhancer. âI knew Nick since junior high. We went to different junior highs, and then later went to John C. Fremont High School. We were both small guys in the 10th grade, 15 years old, maybe 100 lbs, 5â2â. But we thought we were cool. We got in an argument and a fist fight in the quad. We were hitting each other and not doing any damage because of our small size. The other kids looking on were stunned. We werenât even aware until the coach pulled us apart and told us we were making a spectacle of ourselves. We stayed friends. At 16 on California nights all year round us hot rodders went to the drive-ins: âThe Wich Standâ on Slauson by W. LA and Inglewood; âScrivenerâsâ on Manchester Blvd in Inglewood; âDeMayâsâ on Slauson in Culver City. Weâd cross paths. Then for a year we didnât.
In the meantime I built a â32 three-window coupe in stock brown-black, sitting on the corner of Hoover, and the car next to me is the primered Merc, and itâs Nick smiling at me. âNick! What are doing on that lead barge?â At that time Jesse was building his car at Barrisâ, I was a hot rodder, not a customizer, and I had to show him how the cookie crumbles. I revved the engine to let him know I had the horsepower. He scrunched his head and declined because he had a stock engine in it still. So I hit the throttle and went on down the road, 60-80-100 mph, in 1949. Nickâs car took a lot longer to complete than my coupe. I put my car in the hot rod show at the L.A. Armory 2nd show 1951. I took first place in the competition coupe class they put me in. A man came into the show on Saturday with his son. They went gaga and wanted to buy it. I hesitated because I just finished the paint and upholstery. Next day on Sunday he came back and offered me $100, so I took it and sold it at the show. A Merc bore, stock stroke, Offenhauser heads and manifold, three Strom 97 carbs, stock ignition, Iskenderian ground cams. Stock good street machine. Only engine I ran in it. It taught me a big lesson.
Don Rackemann’s 1932 Ford Coupe at an early 1950’s Motorama show. The photo was taken by Walter Wyss and is part of the Jimmy Barter Collection (Thank you for sharing it with us Jimmy).
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Nick (rear L) & Pals in ’25 T Track Roadster 1947.
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Some guys had exotic stroker engines. My car ran so strong. It had Lincoln gears in the transmission, a longer 25 tooth cluster gear, 4:11âs rear end, 6.00 x 16 on the front. Without planning it, that combination with the compression, and the cam, and the carburetion, ran really fast with the gear ratios. I sold that car and opened up a first shop with that money, âDonâs Automotiveâ, located kitty corner from âScrivenerâsâ on Slauson and Western in S.W. L.A., 1951. I built engines for my friends who wanted to go fast. The first drag race at Santa Ana, 1950, before the Armory show, I raced that â32 coupe, rolling start quarter mile, and won first place coupe and sedan class. Beat Joe Reath in the semifinals, and Dean Moon in the finals.
Clark Gable & his 1949 Jaguar XK120 Roadster ‘Gable Grey.
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I still had the â32 coupe and my wife was still pregnant. We were driving out to Malibu. I just finished the engine and it was all clean and chromed, putting some miles on it. Winding along the 101, on our way back through Encino, I glanced to the left and going opposite I noticed the new green Jaguar go by, and realized it was Clark Gable. I whipped a U-turn and caught up with him at a signal. He glanced over at my engine and raised his eyebrows. I revved my engine a couple times. So he smiled. He reached over to put his in low gear and then the signal changed. He jumped on it. My car with those gears I could run 70 mph in low gear. I just stayed right beside. He bangs his shift into second and I still stayed right beside him. He smacked it into third gear, I jumped on the throttle, put mine into second, and smoked his ass. I had to shut it off for the next signal. Then he pulled up next to me at the signal, and smiled and said, âPretty fast, son, pretty fast.â I was twenty years old. Sue, my first wife, just giggled. Nick and I were the same age, born the same year.
After the â32 three-window was sold and I opened my shop, 1951, Nick went into the Army. When he came home, the first thing he did was call me and said, âI hear you have a really, really hot coupe!â I said, âIâll pick you up at 7 oâclock!â He looks it over and says, âAw, this is bitchinâ.â We went to âDeMayâsâ drive-in. There were a couple guys and cars we didnât know. He says, âIs there anything here you canât beat?â I said, âNo.â So he says âHow about that guy that just pulled in?â A â32 roadster. Nick walks over to him and says, âYou wanna try it?â âYeah sure,â thought his roadster could beat my coupe. We went to Lincoln Blvd, behind L.A. International Airport. The runways were so long and Lincoln stretched diagonally across that back of the airport. Nick said, âWhere do you want me to get out?â to drop him off while I ran the race. I said I canât because the floorboards that were angled had screw down bolts. Mine fit real tight so I didnât put the screw in, and I put carpet over them. So I would have someone sit next to me and put their feet down on them and hold them when the car went over 100-110 mph. So he had to ride the race with me a lot to hold the floor boards down, at least three times a week going street racing. He already sold the Merc.
From the late 1940âs-50âs, to the early 1960âs, Nickâs dad, Nick Sr, had a family Italian restaurant named âNickâsâ, on Florence Av in L.A. I ate dinner, mostaccioli and spaghetti, many times. Weâd end up there before racing. Later in 1958, after I got Nick to quit laying bricks and come be the vice-president of my company, âNational Bonded Carsâ, the first company to ever put out a mechanical failure warranty on used cars. Jack Hershey also worked for me in sales. Nickâs first wife, Gayleen, and my wife of 60+ years, Jo, were friends. Nickâs brother-in-law Larry, and my wifeâs brother Jon, were also real good friends. They figured out a system to make money in Las Vegas. They showed it to us, and we acted like it was nothing. Jack Hershey, who was our pal, got me and Nick to practice this dice rolling system on the living room floor, and it worked! We said, âLetâs go to Vegas,â and the three of us went. Jack writing the pad, Iâm working the money, and Nickâs watching the action. The first weekend we went we each put up $150 in the pot for the bankroll. At the end of the weekend we came home with $3600 each. We stayed at the Sahara Hotel because Louis Prima and Keely Smith were headlining. We really thought we were hot stuff, big time gamblers. We drove a white 1957 Cadillac Coupe de Ville. Next week we flew and did the same. It started out ahead, and then it turned and we lost everything. We called our wives to wire another $450. We lost again. Theyâre mad, weâre mad. On the plane home weâre not even talking to each other. I had just purchased, as the owner, the company âNational Bonded Carsâ. So we got home Sunday night. On Thursday I got my first commission check $2000+. We took that check and got back on the plane to Vegas. Hershey had the paperwork from the other runs, I put up the money. This time we won $36,000 ($12,000 apiece). This time we had a bankroll that kept us going to win. Our system worked.
The â29 roadster on a â32 frame was painted Iris Blue, and striped and flamed by Von Dutch.
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At 1955 Bonneville, the âIrisâ light blue color, it was very subtle and really stood out with the Von Dutch red, yellow, and orange flames. Lou Baney was service manager over all three Yeakel Brothers; Cadillac, Olds, and Chrysler-Plymouth. We were sponsored by Yeakel Cad. That year of 1955 the âIris Blueâ Cadillac was their prime chip color. I had all the embroidered shirts and painted vehicles in that color. Nick put up the money for the second engine that we built and won the records, that was Nickâs engine. Us hot dogs (Nick Arias Jr, Lou Baney, Teddy Evosavich, Bill Likes, Nick Matranga, Danny OâBrien, Don & Rich Rackemann, Donâs wife Jo) had Nick Ariasâ Jimmy in the car the first couple days. Nick M.âs stroker in the car for the last three days that we went the fast 189 mph in 1955. We came in second. Art Chrismanâs roadster with a Chrysler, beat us that weekend by 3 mph, he got first place.â
Nick & Yeakel Crew Autographed Aug 2001 Rod & Custom. As personally autographed from Nick & the guys to Dennis Loehr, gifted to David & Michelle.
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Inspecting a blurry ghost I titled âDrag Races 1956â from Nickâs personal photo collection, Don comments, âFran Hernandez was a drag race icon. At the beginning was three or four people that made the dual and three and four carb manifolds for the Ford flathead. The most popular was Edelbrock (my first was a two carb), and the first I ever saw was Eddie Meyer. Just after the War, Fran H. and Fred Offenhauser (nephew of Offy Indy engines) made a deal for Franâs designs of a set of heads and manifolds. Fran was the machinist, and was promised 25%. Fran got the idea that the Offenhauser name carried weight. He was young and without paperwork, it wasnât called a âFranâ, it was called an âOffenhauserâ. Franâs designs were very popular and sales were great. A few years later Fred told Fran he wasnât getting his 25%. When Vic Edelbrock heard Fran was leaving Offy, he offered and hired him on the spot. When Fran came over to Edelbrock in 1949, the cemented guys, Bobby Meeks and Don Towle, got a little bent out of shape. Because when Fran came in he was a made dude, because he was so smart, and the lead guy in lakes and drag racing. Fran became the main man at Edelbrock. It worked out well.
LF. âBill Likes getting it fired up, LB. âFran Hernandez legendary hot rod racer and mechanic bending over engine compartment, C. âDon Rackemann driver putting on helmet, RF. âLou Baney, RB. -Ted Evosavich; from Nickâs personal collection, gifted to David & Michelle.
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Thatâs Danny OâBrienâs â29 roadster on a â32 frame with a â55 Olds Hydra. Fran built the Hydra-Matic we put in that car at the drag strip. Fran did the hydramatic modifications before B & M did, Fran was one of the first, way before. I quit driving the car because it ran very well on gas or alcohol, but when we ran nitro I couldnât control the transmission, it didnât have enough stall speed. Even though we had the record at seven drag strips, we never lost. Fran was working on solving that. Fran was liked by everyone. Very abrupt and so bright, everyone wanted him to tell them what to do. He knew everything. An extra good guy that everyone loved.â
L.-R. âRich Rackemann, Don Rackemann, Nick Matranga; as taken by Dennis Loehr in Nickâs office at Advanced Transmission.
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Rich Rackemann of San Pedro, CA, on Nick
Donâs younger brother, a partner and executive of automotive marketing, advertising, and promotions, for âBeaumont Design Groupâ. âI was a tag along. My brother and Nick were eight years older and brought me with them. I started hanging out when I was 12-13. Started going to drag racing, Bonneville, the lakes, all that. Nick grew up a little more affluent than the rest. His folks owned the Italian restaurant. Some of the guys went in the kitchen to eat. Nick always had nice equipment, all his stuff was very detailed. The way he dressed, carried himself, his hair, his cars, that was very important. He goes and buys a â40 Merc, the club coupe. His Mother said it was the ugliest car she had ever seen! He told her, âMa, I have a vision. Then it will be the most beautiful car you ever seen!â And he worked on the Merc and when it was done she agreed with him, âNick, it IS the most beautiful car I have ever seen!â Heâd say, âRichie, itâs all in the top, the way the top chop was cut and fitted. The other guys always get that wrong, and the bumper guards in the back placed wrong. Heck, they even get the color wrong.â He said he was enjoying himself working on the last car because the guyâs (David) head is in the right direction. Junior Conway and I went to Lynwood High School together, same grade Class of 1957. In 1955-56, Nick was building a â41 Ford pickup at Bob Grossieâs garage on 48th St, L.A., a very nice truck with a very hot Cadillac motor. Just finished it. I told him I had a date and needed a nice set of wheels to go out in. I had the date, and also had a street drag race set up. He said, âSure, come and get it.â When I got the truck his parting words to me, âRichie, donât break it!â I told him Iâd bring it back sometime Saturday at Grossieâs. Which I did, on the back of a tow truck. His only comment was, âDid you win?â And I said âYes, three times.â
In 1981-82, before he started the black â32 Ford coupe, he had a line on getting the car. I had built a chopped â32 Tudor sedan, and I finished the car and was really proud of it, and wanted to take it over to show him. He had been very busy building his business, âCrown Transmissionâ (before âAdvanced Transmissionâ) on Redondo Beach Blvd in Gardena, CA. When I took the car to him, he was very impressed, and very jazzed about getting and building another car. And just after that, the gentleman who had the â32 coupe passed away, and the wife called Nick and asked if he still wanted the car. He immediately went and got it and started to build it. My â32 gave him the press to get his, and make it so nice.
In 1955 we went to Bonneville. He had built a Cad motor. We put it in a â29 hi-boy roadster on â32 rails. Lou Baney, Don Rackemann, Danny OâBrien, owned and rebuilt the car in 1954. We were gonna run it in three different classes. We had two Cad motors, one owned by Nick, one by Lou Baney. The other built and owned by Nick Arias Jr was a GMC 302 ci 6-cylinder motor. That car won âBest Appearing Car and Crewâ at Bonneville, Aug 1955. Hot Rod Magazine published a great pic of the car and crew. The paint, the dress, all the support vehicles (Don Rackemannâs F-100 pickup, Lou Baneyâs Cadillac, + the Baney-Rackemann-OâBrien roadster, was considered a rock-around-the-clock lakes, salt, strip, and street quadruple threat!) matched. Theme color âIrisâ (light blue iris) with Von Dutch flames and custom pinstriping and painting was Don Rackemannâs idea. Our uniform was white narrow legged pegger pants, special short-sleeved bowling shirts made âIrisâ color with the sponsors names (Yeakel Bros Cadillac). Nick always treated me with respect and as an older brother. I was part of their group event though I was younger. Frank Pisano and I were younger, we were the tag alongs.â
Lined-up at a California Hot Rod show.
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Continue reading about Nick Matranga in the NEXT PART
Go back to part ONE
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Nick’s 1940 Mercury at the 1951 National Roadster Show in Oakland California. George Barris took the car to the show, while Nick had left for Korea.
Nick Matranga signed photo for David.
Nick off to the Army in 1951.
Early version of Johnny Zaro’s 1941 Ford build by the Barris Custom Shop.
A later version of Johnny’s 1941 Ford with a new grille and painted a new light color.
Nick Matranga in the late 1950’s.
Nick in his office 1966.
Nick with his 1957 Chevy Nomad that was painted at the Barris Shop.
