About Our Team

Our team has been competing since the early 1970's.  We started with an 90" wheelbase, 301 cubic inch gas injected Chevy and today we campaign a 285" wheelbase, rear engine, 472 cubic inch, super charged, injected, alcohol dragster.

Our first effort was built in 1962 and purchased from a car dealer for only $400.00.   This included the trailer too.  The chassis consisted of motorcycle, front wire wheels, leaf spring front suspension, snow tires on the back, and a '49 Olds rear end with drum brakes.  I built a body with a wind deflector and started to build a motor and transmission.  Before the engine was installed I decided I needed to update the roll cage and stretch the wheelbase to 120".  The first run on this car in competition was against Jerry Gwynn, the Competition Eliminator World Champion.  We ran a 9.42 at 143 mph.  We lost but I was hooked.  I then realized that this car was not safe at those speeds.  So in 1973, I bought a used Lakewood Chassis.   140" wheelbase.  I ran it as a C Gas dragster.  In 1975 I built a 230" rear engine dragster and ran this car a a B Gas dragster for 4 years.   Never having the kind of success I had hoped for in Competition Eliminator and deciding chasing everyone down in competition was not much fun I decided to try my hand at blown alcohol dragster.

I purchased and traded parts for a legal, 230" wheelbase, lay down style, rear engine dragster.  It had a 440 cubic inch iron Chevy motor with iron heads, 8.71 blower and solid lifter and cam.  It ran consistent low sevens.  What a rush.

First race in competition with this car resulted in a crash at Warner Robbins, GA.   I quickly earned respect for this power.  I ran this car for a number of years, finally purchasing a 4 time National Event winning car.  I did well with this car, finishing in the top 20 that first year despite a limited schedule and missed the division championship by one round the last race of the season, a season cut down by 4 months after losing our only motor mid season.

The following year at the Southern Nationals, I had a rear wheel fail and felt the strength of the wall at over 200 mph.  Once again I was sidelined, this time for the rest of the year with a totally destroyed car.

After a slow restart, we were competitive with our Bacman billet heads and Chevy Rodeck engine.  Then NHRA decided to take the weight break away from the incline valve heads and have the same weight break as the Hemi's.  The smart teams saw the writing on the wall and switched over.  Not me.  I struggled for years trying to compete and most of the parts were beginning to tire.  So in 1998 I decided to make a change.  I purchased an Alan Johnson Olds motor.  That's where I am today