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Driver Biography
Updated 9/22/03

Racing Resume 1976 - 1998

1987 - 1998 SCCA Racing Dec. 1998 - License expires, end of the line.
1998 - New job, moved, bought a house, and no time for racing.

Aug. 1997 - Daytona. F500. I rent N.J. Currins's F500 Dolphin. This race was F500 and FVees. I set the pole and then the owner detunes the car. I can't even get close to my Qualifying times and only get second overall. His buddy wins. On Sunday, the engine quits in practice but he shrugs it off as though it is nothing, says all is fine for the race. In the race, I get around for the pace lap and coast in the pits, the motor is done. I can't recommend this rental.

May 1997 - Sebring. F500. I rent Jim Elder's F500 Dolphin. This race has a mix of all formula and sports racers so I have to run with the S2000s, Atlantics, Continentals, Fords, Formula Vees, and the F500s. It is a very full track. I win F500 both days and finish ahead of several of the S2000s and CFs.

Nov. 1996 - Sebring. F440. In the same rental F440 as October, I face heavier competition. On Saturday, the car quits on the start. It is fixed (?) and I go out for Sunday's race not knowing what will happen. I end up second overall and in class behind Tom Stevens in a Sidewinder.

Oct. 1996 - Sebring. F440. After two years, I climb into a rented Zink Z-19 F440 for the 12 Hour Course. The concrete beats you to death but on Saturday I led the field from flag to flag for 1st in class and overall. On Sunday, I have some problems with the car and fall back to 4th overall for a few laps before retaking the lead to finish 1st in class and overall again.

Sep. 1994 - Roebling Road. Last race weekend for the SARRC championship before the Challenge weekend. I have enough points to win the Championship at this point.

Sep. 1994 - Moroso. SARRC race.
Jun. 1994 - Sebring
Nov. 1993 - Sebring Turkey Trot
Sep. 1993 - Sebring 12 Hour Course. Shifter vibrates off the transmission and the balancer is breaking apart. I drive back to Deerfield Beach to get a balancer, spend the night, then drive back early to install the balancer and race.

Aug. 1993 - Daytona
May 1993 - Roebling Road. Running the 327, we are having some oil problems with the old heads.
Feb. 1993 - Sebring.
Nov. 1992 - Sebring Turkey Trot. We freeze to death nearly.

Oct. 1992 - Sebring. The old 327 is in because we didn't have anything else to run. It was an old street motor from a friend's '64 Chevy and we simply put new rings and bearings in it and went racing. Phil and I did this on the parking lot under a street light and then set it in the car. It is motivation, and that is about all. However, it rains, and the rains equalizes the horsepower, so I'm able to run well up in the pack. I nearly lap Ken Green in the five lap race.

Aug. 1992 - Daytona. The 427 was having problems keeping oil pressure in the banking. I was also getting smoke from the right bank. The engine blows on Sunday. However, I did manage to go about 185 MPH during the weekend, which isn't bad for 26 year old race car.

Jun 1992 - The L88 ran great at Sebring but the clutch gave up before the weekend finished. I still had two races completed though.

May 1992 - The new L88 427 made its first race. The GT enduro at Moroso was hit with a monsoon on the first lap and the pits became jammed with a crash by all trying to get in to change tires. As such, I had no choice but to stay out on the slicks and run, which I did, and took first in class and relatively high overall since I put on so many laps, those switching to rains couldn't make up the difference. I learned a lot about rain in this race.

Feb. 1992 - The 402 began smoking heavily in the Vette this weekend at Sebring and I got to play in the rain. Rain is my friend in that it equalizes my old car with the newer ones.

Nov. 1991 - Due to job moves and travel, I only got this race in. But what a race, this was the Twin Sixes at Sebring, two 6 hour endurance races. I co-drove a Plymouth Fire Arrow in ITB and it broke at 11 hours. But we got it together enough to limp across the finish at the end.

Nov. 1990 - Raced at Moroso.

Oct. 1990 - Returning to Florida, I raced at Moroso.

Sep. 1990 - The Northeast has nearly weekly races and so I raced at the first race at Bridgehampton in several years. More of a fun weekend than anything, and a chance to learn to flat foot it under the Bridge into Turn 1.

Sep. 1990 - Making several changes from Watkins Glen, I went to Summit Point and ran the three day double event over Labor Day. Overheating was a major problem as was the wrong gears so I spent time changing rear ends but still managed to finish and win.

Aug. 1990 - My Corvette was back together and I raced at Watkins Glen. I got it back from the painter the night before so preparation was not great. I had a lot of adjusting to do through the weekend but still finished with a first in class.

Sep. 1989 - A friend had his Vette in the GT enduro at Moroso and asked me to co-drive. Unfortunately, we had problems with the engine and ended up sitting in the pits when the checker was thrown.

Aug. 1989 - I co-drove a Fiat Spider at Daytona in the IT enduro.

Apr. 1989 - I rented the Pinto again to run a double event at Moroso to get my National competition license. This was my first race in the rain.

Mar. 1989 - I was back at Sebring with the Datsun 510 again. The owner had installed shorten strut cartridges but hadn't shorten the struts. By the time the damage was undone, practice and qualifying were history. I was able to waive qualifying and start at the back and race. It was still a dog but it ran all weekend.

Nov. 1988 - I bought a 350 to use. Without a race to run, I went to Sebring to run a Solo I. Being a solo event, I was bumped into a class with sports racers, who blew me away. Still, it was good track time. And I finished well enough to get in on some of the prizes.

Oct. 1988 - I had my Corvette together finally. I had a swap meet motor in just to motor around to sort the car. The car worked fine but the engine blew.

Aug. 1988 - My second race was an IT enduro at Daytona. Over 80 cars started and my codriver was near the back in a rented ITB Pinto. Halfway I took over and stayed out there to finish. Nothing spectacular other than we were at Daytona and we finished.

Jun. 1988 - My first race was at Sebring in June in a Datsun 510 I built for a guy. It was dog slow but it ran all weekend.

Feb. 1988 - Drivers School - I passed with one school.

I joined SCCA in 1987. Prior to this, I was never required to since crew and workers didn't need to be members. But now I was going to race.

1979 - 1983 SCCA Racing In '79. a friend went to Drivers School and I crewed. This was a very valuable experience in that now things were much more structured as there were schedules to run against and rules that were more tightly enforced. He bought a TR-3B and we raced it, learning more each time. Eventually he built a newer TR-3, virtually a GT car with a stock frame, just prior to the tube frame cars. This car went to Road Atlanta for the Run Offs and we got to see just how little we really had. Still, we managed to get him from his 33rd grid spot to 14th at the finish.

1977 - 1982 Hillclimbs Kelly Smith, a fellow Corvette autocrosser, introduced me to the "ultimate of autocrosses" - the Peoria Hillclimb. Illinois Valley Sports Car Club ran a hillclimb in Detweiller Park twice a year. There were a few cones, but mainly at start and finish to mark them. Everything else was between two concrete curbs and either trees or drop off. Hillclimbs taught that courses can be blind, not seeing pass a corner, and speed is paramount. Here the winner and the losers were often within a thusandths of a second.
1977 - 1982 NCCC High Speed Events Corvette drivers are fanatics about speed, mainly because they can go fast. As such, NCCC ran both low speed (autocrosses) and high speed events. The high speed events were similar to SCCA Solo I except that the safety equipment consisted of a seat belt and a helmet. The events held by Boone Trail Corvette Club and St. Louis Corvettes Unlimited at Mid America Raceway were a great chance to refine techniques I'd developed on the twisty roads of southern Missouri years before. We were taking the street Corvettes to speeds near those of the race prepared Corvettes of SCCA and faster than many other SCCA classes.

1976 - 1982 Autocross I discovered autocross by a chance phone call over an old GM electronic ignition module for sale in Tradin' Times paper. Doug Bankston asked me to meet him at the Gateway Autocross Association event at Levitt's in St. Louis. I took my '63 Corvette and became hopelessly captured by this sport.
My '63 was a terrible choice so I sold it and bought a '68 in '77. I then began hitting the nearly weekly events in the St. Louis area with clubs such as St. Louis Corvettes Unlimited, Boone Trail Corvette Club, Gateway Autocross Association, Southern Illinois Region SCCA, and others.
Autocross taught one very important skill - instant speed. You didn't get warm up laps.

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1987 - 1998 SCCA Racing	Dec. 1998 - License expires, end of the line. 1998 - New job, moved, bought a house, and no time for racing. Aug. 1997 - Daytona. F500. I rent N.J. Currins's F500 Dolphin. This race was F500 and FVees. I set the pole and then the owner detunes the car. I can't even get close to my Qualifying times and only get second overall. His buddy wins. On Sunday, the engine quits in practice but he shrugs it off as though it is nothing, says all is fine for the race. In the race, I get around for the pace lap and coast in the pits, the motor is done. I can't recommend this rental. May 1997 - Sebring. F500. I rent Jim Elder's F500 Dolphin. This race has a mix of all formula and sports racers so I have to run with the S2000s, Atlantics, Continentals, Fords, Formula Vees, and the F500s. It is a very full track. I win F500 both days and finish ahead of several of the S2000s and CFs. Nov. 1996 - Sebring. F440. In the same rental F440 as October, I face heavier competition. On Saturday, the car quits on the start. It is fixed (?) and I go out for Sunday's race not knowing what will happen. I end up second overall and in class behind Tom Stevens in a Sidewinder. Oct. 1996 - Sebring. F440. After two years, I climb into a rented Zink Z-19 F440 for the 12 Hour Course. The concrete beats you to death but on Saturday I led the field from flag to flag for 1st in class and overall. On Sunday, I have some problems with the car and fall back to 4th overall for a few laps before retaking the lead to finish 1st in class and overall again. Sep. 1994 - Roebling Road. Last race weekend for the SARRC championship before the Challenge weekend. I have enough points to win the Championship at this point. Sep. 1994 - Moroso. SARRC race. Jun. 1994 - Sebring Nov. 1993 - Sebring Turkey Trot Sep. 1993 - Sebring 12 Hour Course. Shifter vibrates off the transmission and the balancer is breaking apart. I drive back to Deerfield Beach to get a balancer, spend the night, then drive back early to install the balancer and race. Aug. 1993 - Daytona May 1993 - Roebling Road. Running the 327, we are having some oil problems with the old heads. Feb. 1993 - Sebring. Nov. 1992 - Sebring Turkey Trot. We freeze to death nearly. Oct. 1992 - Sebring. The old 327 is in because we didn't have anything else to run. It was an old street motor from a friend's '64 Chevy and we simply put new rings and bearings in it and went racing. Phil and I did this on the parking lot under a street light and then set it in the car. It is motivation, and that is about all. However, it rains, and the rains equalizes the horsepower, so I'm able to run well up in the pack. I nearly lap Ken Green in the five lap race. Aug. 1992 - Daytona. The 427 was having problems keeping oil pressure in the banking. I was also getting smoke from the right bank. The engine blows on Sunday. However, I did manage to go about 185 MPH during the weekend, which isn't bad for 26 year old race car. Jun 1992 - The L88 ran great at Sebring but the clutch gave up before the weekend finished. I still had two races completed though. May 1992 - The new L88 427 made its first race. The GT enduro at Moroso was hit with a monsoon on the first lap and the pits became jammed with a crash by all trying to get in to change tires. As such, I had no choice but to stay out on the slicks and run, which I did, and took first in class and relatively high overall since I put on so many laps, those switching to rains couldn't make up the difference. I learned a lot about rain in this race. Feb. 1992 - The 402 began smoking heavily in the Vette this weekend at Sebring and I got to play in the rain. Rain is my friend in that it equalizes my old car with the newer ones. Nov. 1991 - Due to job moves and travel, I only got this race in. But what a race, this was the Twin Sixes at Sebring, two 6 hour endurance races. I co-drove a Plymouth Fire Arrow in ITB and it broke at 11 hours. But we got it together enough to limp across the finish at the end. Nov. 1990 - Raced at Moroso. Oct. 1990 - Returning to Florida, I raced at Moroso. Sep. 1990 - The Northeast has nearly weekly races and so I raced at the first race at Bridgehampton in several years. More of a fun weekend than anything, and a chance to learn to flat foot it under the Bridge into Turn 1. Sep. 1990 - Making several changes from Watkins Glen, I went to Summit Point and ran the three day double event over Labor Day. Overheating was a major problem as was the wrong gears so I spent time changing rear ends but still managed to finish and win. Aug. 1990 - My Corvette was back together and I raced at Watkins Glen. I got it back from the painter the night before so preparation was not great. I had a lot of adjusting to do through the weekend but still finished with a first in class. Sep. 1989 - A friend had his Vette in the GT enduro at Moroso and asked me to co-drive. Unfortunately, we had problems with the engine and ended up sitting in the pits when the checker was thrown. Aug. 1989 - I co-drove a Fiat Spider at Daytona in the IT enduro. Apr. 1989 - I rented the Pinto again to run a double event at Moroso to get my National competition license. This was my first race in the rain. Mar. 1989 - I was back at Sebring with the Datsun 510 again. The owner had installed shorten strut cartridges but hadn't shorten the struts. By the time the damage was undone, practice and qualifying were history. I was able to waive qualifying and start at the back and race. It was still a dog but it ran all weekend. Nov. 1988 - I bought a 350 to use. Without a race to run, I went to Sebring to run a Solo I. Being a solo event, I was bumped into a class with sports racers, who blew me away. Still, it was good track time. And I finished well enough to get in on some of the prizes. Oct. 1988 - I had my Corvette together finally. I had a swap meet motor in just to motor around to sort the car. The car worked fine but the engine blew. Aug. 1988 - My second race was an IT enduro at Daytona. Over 80 cars started and my codriver was near the back in a rented ITB Pinto. Halfway I took over and stayed out there to finish. Nothing spectacular other than we were at Daytona and we finished. Jun. 1988 - My first race was at Sebring in June in a Datsun 510 I built for a guy. It was dog slow but it ran all weekend. Feb. 1988 - Drivers School - I passed with one school. I joined SCCA in 1987. Prior to this, I was never required to since crew and workers didn't need to be members. But now I was going to race.
1979 - 1983 SCCA Racing	In '79. a friend went to Drivers School and I crewed. This was a very valuable experience in that now things were much more structured as there were schedules to run against and rules that were more tightly enforced. He bought a TR-3B and we raced it, learning more each time. Eventually he built a newer TR-3, virtually a GT car with a stock frame, just prior to the tube frame cars. This car went to Road Atlanta for the Run Offs and we got to see just how little we really had. Still, we managed to get him from his 33rd grid spot to 14th at the finish.
1977 - 1982 Hillclimbs	Kelly Smith, a fellow Corvette autocrosser, introduced me to the "ultimate of autocrosses" - the Peoria Hillclimb. Illinois Valley Sports Car Club ran a hillclimb in Detweiller Park twice a year. There were a few cones, but mainly at start and finish to mark them. Everything else was between two concrete curbs and either trees or drop off. Hillclimbs taught that courses can be blind, not seeing pass a corner, and speed is paramount. Here the winner and the losers were often within a thusandths of a second.
1977 - 1982 NCCC High Speed Events	Corvette drivers are fanatics about speed, mainly because they can go fast. As such, NCCC ran both low speed (autocrosses) and high speed events. The high speed events were similar to SCCA Solo I except that the safety equipment consisted of a seat belt and a helmet. The events held by Boone Trail Corvette Club and St. Louis Corvettes Unlimited at Mid America Raceway were a great chance to refine techniques I'd developed on the twisty roads of southern Missouri years before. We were taking the street Corvettes to speeds near those of the race prepared Corvettes of SCCA and faster than many other SCCA classes.
1976 - 1982 Autocross	I discovered autocross by a chance phone call over an old GM electronic ignition module for sale in Tradin' Times paper. Doug Bankston asked me to meet him at the Gateway Autocross Association event at Levitt's in St. Louis. I took my '63 Corvette and became hopelessly captured by this sport. My '63 was a terrible choice so I sold it and bought a '68 in '77. I then began hitting the nearly weekly events in the St. Louis area with clubs such as St. Louis Corvettes Unlimited, Boone Trail Corvette Club, Gateway Autocross Association, Southern Illinois Region SCCA, and others. Autocross taught one very important skill - instant speed. You didn't get warm up laps.