Taylor Motorsports Products

by Al Heisley

Part 1

Fifteen years ago, Dennis Taylor found himself telling his wife that his General Manager had decided to move on and that he was starting to look for a new GM. At the same time Dennis’ 20-year old son, Justin, walked into the kitchen and overheard his parent’s conversation. Seeing this as an opportunity, Justin, spoke up and said that he might like that job. Surprised, Dennis thought about it for a couple of days deciding that for several reasons, he agreed. After all, Justin’s name was already on the building so Dennis took his son up on it. Since then, Justin has become an interracial part of the business and he interacts with everyone who calls; especially the younger racers who call in

However, long before Justin came along, Dennis’ own story began in 1969 when he and his father attended their first ever drag race. Dennis was 11 years old and the only thing he wanted to do after that day was drive funny cars! Obviously, something he couldn’t do at the time. That is, until 1975 when he was attending another race and had stopped to talk with Roger Garten. Roger thought he was someone else at first, and Dennis persisted and asked Roger if he could help. They were shorthanded, so he was welcomed, and Dennis jumped in and did whatever he was asked to do.

The car was a Top Fuel car owned by Dave Braskett. Before long, Dennis was hired as a team member and he began traveling with the team. At the end of the season, Dennis moved on to a couple of other teams, but nothing seemed to work out. By 1977, Dennis was working for Jim Green in Washington on the Green Elephant Nitro Funny Car. But he quit mid-year because of some minor disagreements. So, he returned to California and with the little money he’d saved he purchased his first race car in 1978. It was a 1973 Chevy Vega Econo-Funny Car. Built on a tube chassis with a BBC engine, a 4-barrel carburetor, and an automatic transmission, this was the first race car Dennis ever drove down a race track. It was an inexpensive car to race and a heck-of-a-lot of fun. A car he bracket raced until 1981 when he got his top fuel license driving Dave Braskett’s dragster. After he was licensed, he joined Dave as his partner, sold his Econo funny car, and purchased a fuel engine; Dennis’ contribution to the partnership. It was a Keith Black Hemi that they needed for spare parts.

At the ’82 March Meet, Dave drove another car as a fill-in driver and Dennis drove their car. As luck would have it, Dennis qualified for the race and Dave didn’t. Kind of cool because they were pitted next to each other, so Dennis didn’t waste a second razzing Dave.

By the time Dennis was 22 or 23 years old, he had raced most of his childhood heroes including two races against Don Garlits. But, because he was driving a Top Fuel car, he didn’t get to race any of the other funny cars or drivers.

Dennis and Dave raced together through the end of the 1986 season when a lack of financing brought their operation a halt. NHRA had taken the fuel cars out of division racing so any sponsors they’d had plus not having those purses to race for anymore stopped the bulk of their flow of cash. They considered building a funny car, which would have given them a little longevity, but Dave decided at the last minute that he didn’t want to do that and pulled out.

Because Dave Braskett had always kept his car at Keith Black’s shop, Dennis met and became friendly with several of the biggest names in the sport. A key to Dennis’ next step.

Dennis started with Dave when he was 16 so their entire team consisted of Dave and his girlfriend and Dennis and his girlfriend. They raced as many local and National events as possible. In short order, Dennis became the car chief learning a great deal about fuel cars and drag racing along the way. It turned out to be one hell of an education.

After Dave left the team, Dennis was forced to sit out the next two or 3 years until Crawford & Head approached him in 1990 about driving their alcohol funny car. Dennis said OK and for the next twenty years, he drove alcohol funny cars for other people.

Dennis also started and operated Creative Upholstery in Anaheim, CA. A company that catered to the automotive industry with some manufacturing of specialty products for dragsters and other drag cars. At one point in the mid-1990’s, Tony Nancy, who was the go-to drag racing upholster at the time, was slowing down and getting out of the business. A perfect opening for Dennis Taylor.

As time moved on and he proved himself, he made goods for Shirley, Prudhomme, McEwen and most of the other racers. But, because he was getting all this business didn’t mean he was a success. In fact, in the late-90s, Dennis was going to shut his business down. One day while attending the SEMA Show, he ran into Fred Crow, the President of Simpson Safety Products, and asked him for a job. But, Fred didn’t have any openings. Disappointed, Dennis would have made any reasonable move for a steady paycheck. However, right about the same time, NHRA mandated that all nitro cars have engine diapers the following year. It immediately struck Dennis that who better than himself was there to handle that. He was still driving the Crawford & Head car, so he knew exactly what the cars required and where the diapers had to fit and be located. Anyway, everyone already knew Dennis and to boot, NHRA put out a mandated manufactures list and Dennis’ phone started ringing off the hook! He had to hire people and by then, he had shut down the car upholstery portion of his business, so he could focus totally on racing ballistics and parts.

The following year, again at PRI, Dennis ran into Fred Crow and when he extended his hand to shake Fred’s, Fred started apologizing, explaining that at the time he just didn’t have anything for him. Dennis chuckled and explained that had Fred hired him at the time, Dennis would have missed his opportunity and there’s a good chance that Dennis would have designed and manufactured all the mandated pieces while employed by Simpson. Dennis would have missed out on making the ballistic goods himself.

At the time, ballistic products were made from ballistic nylon. Dennis remembers standing on the starting line at the Winternationals that year with both race cars having his products on them hoping they’d still be on the cars at the end of the race track. As it turned out, both cars ended the race with his product still intact. Part numbers that are still part of the Taylor Motorsports product line. The only difference is that they have continued to improve them over time.

Once he got involved in engine diapers, it appears there was a new product coming out every week! Not only was NHRA’s Tech Department calling weekly but manufactures of non-competing though related products were calling, too. For example, Lenco called and asked if Taylor would make transmission blankets for them because no one was making a “nice” one.

One product rolled into the next and so on. Within a year and a half of asking Fred Crow for a job, Dennis went from renting 1,700-square feet to owning a 5,000-square foot building. He was there for 20 years. Not bad at all.

That year, 1995, was also when he stopped answering the phone, “CREATIVE UPHOLSTERY” and started answering it as “TAYLOR MOTORSPORTS PRODUCTS.”

Part 2

As Taylor Motorsports Products grew, it seemed like things were happening in a hurry. In addition to the products Dennis was making, new products were being developed all the time. That, and, Dennis started private labeling his goods for other companies like Lenco who wanted to purchase transmission blankets with the Lenco name on the product. What’s funny is that Dennis was hesitant about a lot of things at that moment in time. His company was growing so fast that, he wasn’t sure where it was going. Then blower restraints were mandated, and Dennis said the hell with being overly cautious and started accepting whatever business made sense for his young company. His decision was made partially on the fact that even though there were a lot of other companies making those same goods, he knew that his company made a significantly better product. A product that fit properly and the racers knew and used already.

Jerry Darien, who owned Specialty Fasteners, pushed Dennis into the blower restraint business. Jerry was having the plates made that went between the blower and the injector. When he received the plates from the manufacturer he would then put the Taylor straps on them and then have Taylor make the blankets for him. Dennis explained that the whole thing took off so well that even though there were plenty of other manufacturers doing the same thing, once Dennis started manufacturing his parts, it was like there was nobody else making them. “It was just strange,” he said.

“I mean I loved it! Here I was a year removed from looking for a job and now we were successful, turning my hobby into my vocation, which was great.”

And it’s still that way today. As their success continued, they eventually purchased the building they were in. They also had to hire more people. In time, other products came along that they already had all the equipment for. Like the time NHRA called them in the late 90s. 1997 or ’98 about valve cover restraints. They, the NHRA, were having an issue at the time with head studs being shot out of the engine block, through the valve covers and into the stands, hurting a couple of spectators.

“I remember NHRA’s tech departments asking us if we could design something to help prevent this from happening again. I never like to say no because I’m a racer and I know what needs to happen, I know the process. So, we said yes and then the next question was if we decide to do this, can you fill the field if necessary, you know, in three weeks. It was an incredible time frame and I agreed to do it. Other manufacturers were invited to make things as well, but I think the people at NHRA at the time knew I could deliver.”

“So anyway, we jumped on that project and I remember working 20-hour days for what seemed like a couple of weeks straight. NHRA put a date on it that by such and such a race, everybody with a top fuel car and a fuel funny car had to have valve cover restraints.”

“Well, it was very successful in the beginning. I think at one point, every team except for two or three, and there were a lot more teams back then, had our stuff on it. Eventually, some of that stuff went away as they developed titanium valve covers and titanium shields over the valve covers and all of that. The hard part for the racers was the ballistic shields that we made, if there was a fire or a head gasket or something like that that was coming out of one of the cars, the valve cover restraints might get damaged. None of them ever really failed, but they’d get damaged to the point where they’d have to send them back in, and of course, they were sending them in on a regular basis. But like I said, we had the field pretty much covered until the titanium shields or the titanium valve covers came along and eventually, that kind of took over. But you’ll still see those valve cover restraints on A fueled dragsters, which are also required to have those. We still make them from time to time.”

As time went on, with the racers always asking for lighter and better, Taylor Motorsports Products continued improving on everything. Eventually, they even started making the engine diapers for the fuel and the alcohol cars out of a lighter weight Kevlar material, making them thinner, lighter and easier to repair. At the beginning, where the old nylon diapers could hardly be repaired if they had a big fire, with the use the Kevlar, Dennis could repair some of the ones that seemed to look physically destroyed. That was a big bonus for some of the less funded teams.

They also started making the transmission blankets out of Kevlar as well. That did two things for the funny car guys. Like for alcohol funny cars, not only did it make a lighter part, it made a thinner part which gave you more room for your feet. And again, because he was a competitor, anything that Dennis made back in those days, and still do to a point, they tried it on their own car first to see that the fit and the function was feasible. Being racers themselves, especially back in those days, was a huge advantage because they could try to fit everything before we produced it. As a result, if they needed to make tweaks to it, they made those tweaks without a customer having to sacrifice it. It worked well for everyone.

I asked Dennis if they patent any of their products. And he explained that getting a patent on products where change happens so fast and the patent process is very, very slow, didn’t make sense. Yet, he does have a patent that they received for a type of roll bar padding they made years ago.

In the beginning, he didn’t worry too much about the competition at all. We just build what we thought needed to be built with the philosophy that they are going to build the best equipment available, and whatever the price is, they’re going to be competitive on everything that we make price wise. “You know, if you go across the board, some guys make more money, some guys make less money for the same item or service. But I just felt like, and I still do, that if we build the best part that we can possibly make, and nobody wanted to buy it, I was okay with that because I felt like we did the right thing, we didn’t cut corners or scrimp on anything. We didn’t let our customers down.”

When they started building transmission blankets, Dennis was doing the clutch on his own alcohol funny car and he knew how difficult it was to get the transmission off the back of the bell housing. He learned to slide a couple of fan belts over the ends of the transmission to use as handles, so he could lift the transmission off the bell housing and set it on the ground. Then when he started making the trans blankets he finished his prototype and when he fit it on his car, he realized that that was the perfect time to fashion a couple of pieces of 1-inch webbing into a handle effect so that the blanket had a built-in handle on each end. it was the perfect addition. So, he started incorporating the handles into every blanket they made.

As soon as they had all the fitting done, they began advertising that they had transmission blankets. Dennis put a picture of the blanket in National Dragster with the tagline, ‘hey, we got a handle on it.’ And the rest is history.

Within a couple of weeks, anybody who made trans blankets started putting handles on them. What I found so funny about it was I’m not sure they knew why the handles were on them!

Sometimes he wonders how safety equipment companies can be in the business without fielding their own race cars. The knowledge and experience you gain are priceless. It’s still one of the main reasons they continue to race their Evil, Wicked, Mean & Nasty Nitro Funny Car. That, and the fun they have doing it.

How do the Taylor’s look at the competition?

“Well, it depends on the product, you know the ballistics products, there aren’t too many, there might be three or four. Obviously, in the fire suit division, there’s more. And in seat belts, there’s a ton. There’s a ton of seat belt manufacturers, some of them are made offshore, there’s a lot of safety equipment that’s made offshore that you don’t even know about. A lot of fire suits are made in Pakistan of all places.”

It makes sense–a lot of clothing is made there, a lot of custom clothing.

“Yeah, that’s true.”

“Yeah, on the west coast, you have DJ, they’re about the only big one that I know that is your competitor out here?”

“Well, they’re probably one of my biggest competitors. You know, DJ and Deist Safety are kind of all one and the same. DJ is an offshoot, DJ the company name DJ, D stands for Dee Hansen, the wife, and then J is Joe Hansen, the husband and Dee Hansen happen to be Jim Deist’s daughter. So that Deist, DJ connection is family.”

“It’s kind of funny. When I got involved in the safety equipment business, I just figured everybody hated everybody else and nobody was going to talk to anybody and I couldn’t have been more wrong. Some of the safety equipment companies, we talk like racers talk sometimes. I always had a nice working relationship with Jim Deist when he was alive, and I can’t say enough good about Jim Deist, he offered to help every time I needed help on something, you know, ‘don’t hesitate to call.’ I used to call him affectionately grandpa. And then, of course, Joe Hansen of DJ, we’d talk quite a bit, and Bob Stroud at Stroud Safety is another competitor, but we talk quite a bit.”

That’s good.

“Yeah, it is good, it’s kind of cool. Even though we’re in competition against each other, quite frankly there’s enough business to go around, and if you build your business on merit, quality, and good value, you shouldn’t have any problems selling your stuff.”

Yeah, that’s pretty much like anything.

“Yeah and I’m just going to throw this at you. One of the things that I always try to do, our whole career, is run our business the old-fashioned way. And what I mean by that is, in today’s day of answering machines and digital phone answering devices where no human answers the phone and you’ve got to figure out how to get to somebody, we will never, ever do that. A human will always answer the phone and either Justin or myself is accessible every day. Justin answers the phone most of the time, and I’m here every day. I’m very easy to get a hold of. Anyway, that’s the way we want to run it. Because not everything is cookie cutter, especially blower restraints and fire suits, even engine diapers anymore, there’s not just a one size fits all or one thing you need. There’s always some other little nuance that just doesn’t work.”

Doesn’t work, right. What came next?

“Well, we went along with all that stuff for a while, and I kind of always wanted to make fire suits, but I didn’t have the knowledge or the equipment, nor did I have the money to buy the equipment to go do that. So, we became a dealer for Phoenix Custom Apparel back in the day. That was another racer out of Colorado, Bruce Bowler, that had an A-Fuel dragster. He was a customer of ours and he started building fire suits under the Phoenix Custom Apparel brand. So, we became a dealer, or at least the first dealer for him and his fire suits, and that went along well for six or seven years. One day, he called me when the economy was starting to take a turn for the worst, he called me and said, just so you know, he says, I’m shutting down my company. And by then he had gotten big with crew shirts, sublimated printing crew shirts, fire suits, promotional items; he had 35 or 40 employees at the time.”

“He said, I’m going to make you an offer you can’t refuse. He said, I’m going to sell off my company in three chunks, and the fire suit division is one of them. He said I want you to have the fire suit division. He said I can’t think of anybody better than you to have it. And I’m like, oh my God, this couldn’t have happened at a worse time in history with the economy tanking. We were worried about whether we were going to be able to survive. As things turned out, it was the worst time to buy a business, but it became the best time to buy a business. So, I flew to Colorado to meet with him and he had a plan, and he outlined this plan and he showed me the equipment that came with the purchase and obviously some training and so forth came with the equipment. You know, I’ve spent my whole life behind a sewing machine, I didn’t work at a tire store or a fast food restaurant or any of that, my first job when I was a kid was at an upholstery shop. So, I’m pretty good with sewing machined and all that kind of stuff because I’ve been around it all that time and I’ve always produced something, I’ve never just sat in the office and let the guys make stuff that I don’t know how to do.”

“So, anyway, we struck a deal and I ended up buying his fire suit division and it was perfect. Morphed it into our business, we didn’t need the Phoenix Custom Apparel name. we simply branded it under out Taylor Motorsports name. And, it turned out that it came along at a really good time.”

“Well, the economy was still in the tank. This all happened in 2009. So, as I said, things were not the best if you look back in that period, a lot of racers just stopped and kind of waited it out to see where it was going. But what that did for us was it also effectively let us get involved in other forms of motorsports, because if you race anything you need a fire suit, right. So, we started marketing to tractor puller and circle racers. I still don’t have as big a footprint in that arena as I would like to, but it got to the point where had we not have acquired the fire suit division from Phoenix, there’s a good chance we may not have made it just on the drag racing ballistics stuff. There were times where the ballistics stuff carried us and there were times where the fire suit division carried us through a month. And it was touch and go for a while, but we were able to get through it. I’m just tickled to death that we were able to get through it and make it because a lot of guys didn’t.”

That must have been something, learning a new industry even though you had a background in sewing and creating things, that must have been totally new.

“Well, it was.”

A different product, yeah.

“And it was way different from anything I had ever attempted before. They came with a couple of people and trained me for a couple of days and that’s all the training I got. I had to learn not only how to sew fire suits together, but the really hard thing to learn was how to run a pattern computer because we have a pretty sophisticated system that generated computer patterns for everyone because all we make is custom suits. We don’t build anything on speculation and set it on the shelf or the rack and then try to sell it to somebody. All we build is custom one-off for your type fire suits. Not only did I have to learn all the nuances of that pattern computer and that system, but also the embroidery system as well because we do all the embroidery work here in-house. Nothing is farmed out on the fire suit stuff so I’m not relying on any other type of business. And it upped my computer skills tremendously to learn all of that. But again, I got through it, I know how to do everything, and I could show somebody else how to do it as well.”

“But the funny part about all of this is everything I ever learned in the upholstery business, nuances on how to sew things or different fabrics or a different operation or all of that, all that experience still comes into play sewing a fire suit together to this day. And I know I came to the safety equipment business from a different angle than other companies did. And I’m truly grateful for all the experience that I had in the upholstery business because it allows us to do some things that other companies can’t do. Or don’t know how to do.”

“To show you what I’m talking about, if you look at an engine diaper from Stroud, DJ, or other company making a soft, flexible-sewn type of engine diaper, they’re all rectangle or square. They’re all square box corners and all of that, where our stuff is not. We can make all kinds of different radiuses, inside, outside curves, and finish it off and bind it in a way that it looks right, it fits right, we’re not just making a square corner here because that’s all we know how to make.”

“So that was always interesting and one of my competitors had said to me years ago, what kind of attachment do you use on your machine to make that binding go around those corners so well? And I said, I don’t use an attachment, it’s all done by hand and with our fingers. And I’ve taught our employees how to do that. There are binders and such that you add to your machine that you can run your stuff through the machine and this little thing folds the binding for you, you know, it’s difficult to go around inside curves with all that stuff, so we’ve never used any of that. So anyway, they couldn’t believe that we did that by hand, I said, oh yeah, that’s part of my upholstery training showing up there is what that’s doing.”

That’s tremendous. Okay. That was, you say, 2008, 9, 10?

“2009 was when we purchased the fire suit company, towards the end of 2009. So, we started producing suits right in the winter of 2009, 2010 there.”

Okay, and I imagine that you picked up a lot of new customers that also came in and saw the other products that you had and started becoming good customers in general rather than just one thing.

“Well, that is true. That is true, and we’ve also been successful with, since everything that we make just about must be re-certified on a yearly or semi-annual basis, we’ve also had some customers sell off their other equipment and buy our stuff exclusively so that they only must send it to one place to be certified. Some companies that supply seat belts, they don’t even certify them anymore.

Do you do private labeling for other customers?

“We do.”

Do you, okay.

“We do, we’re in the process right now, we make turbocharger safety restraints,  for Precision Turbo, and we put their logo on it as well as ours.”

That’s a good way to do it.

“Yeah, and we also make turbocharger restraints, ballistic restraints for tractor pullers as well. There’s been some new rules that have come down with tractor pullers in the last year or two that we’ve been kind of on the ground floor with.”

Do you have new products in the pipeline all the time? Is it something that you anticipate, that a sanctioning body or racers are going to need, or do you wait for the actual inquiries to come in? Or both?

“Well, kind of both, sometimes at least in drag racing, we kind of know what’s coming down the pike and we’ll try to work towards that. And sometimes it doesn’t come to fruition. We’ll hear about something that they’re looking at and we might even be asked by somebody to make a prototype of this product because there might be a new issue or something. And then some of it just happens, you get a phone call, like for example, we just recently started making some blankets that are like transmission blankets but a lot more robust for mini tractor pullers. It’s a gearbox that goes behind the bell housing. They had one come apart recently and it hurt a spectator in the grandstands.”

I see.

“We got a call on Monday morning and they wanted to know if we could design, build, and have product available by the next Friday, in four days, at the next event. With a sanctioning body’s help of what they were looking for, and so forth, we were able to make that happen.”

So, you had to design it? Or get the inquiry, learn about the problem, design it, get it approved and manufactured in four days.

“Yeah.”

Wow, that’s impressive.

“Yeah, we had the sanctioning body get a hold of the people that made the gearboxes and have them send us one overnight. Tuesday, we build the prototype, sent it back and forth with email pictures to the two sanctioning bodies, two major ones, the Pro Pulling League and the National Tractor Pullers Association, and they gave us their input on what they thought the thickness of the material and the energy level, what it should be able to contain. And Thursday afternoon, we overnighted 20 blankets to the next Lucas Oil Pro Pulling League series and made it all happen.”

I’m very impressed by that. Let me see, does that bring us up to date?

“Pretty much, yeah.”

What else do you want readers to know about you? What we didn’t talk about was your move from California to Oregon.

“Okay.”

“What was the decision behind that?

“We really took a leap of faith. I figure that since everything we make gets shipped on a UPS truck basically, we wouldn’t have too much trouble keeping our customers, it’s not like we’re dependent on the local economy and the local Southern California area just to build our product. We had a lot of customers up here as well and made the move and never looked back.”

What year was that?

“It was November of 2015 that we moved, about Thanksgiving of 2015.”

And I know that you had purchased your building down in California and I’m sure you sold it, and you built a new one up in Oregon, was it about the same size as the one in California?

“What we did do is we sold two pieces of property in California. Our home and our building. Obviously, before we sold it all, we found a piece of property up here in Oregon that was basically 11 years old. It had a house, it’s on 10 acres, it had a house on it and it had a shop just a little bit bigger than what I had in California on the same property. And we’re kind of out in the country, about seven miles outside of downtown Albany, and it’s been tremendous. You know, as I said, if that brown truck can find us, we didn’t have any issues at all. And as things turned out, there’s a lot of circle track racing up in this part of the world. There’s modifieds and so forth. And it’s cool that those guys have found that we are up here. I haven’t really done any advertising geared towards them, but some of the outlets up here that sell parts and services have started buying seat belts and some items from us. I’ve sold some fire suits to some circle track guys so that’s been really, cool.”

That’s great news. Is there anything else that you would like readers to know that we haven’t covered?

“Just one thing that we kind of glossed over when we were talking about new products. In between the transmission blankets, blower restraints, and when we eventually bought the fire suit company from Phoenix, is when started making parachutes.”

Oh.

“And that has been successful as well. Realistically, the only things that we don’t make now are helmets and gloves.”

“The bottom line for us is, this is not just something for us to make a living at, you know, it’s more than that, it’s a lifestyle for us and it will always be. So, it really doesn’t feel like work in a sense. This is just what we do and what we’re involved with.”

And Justin has taken to it and loves it?

“He really does, and he’s really taken to it well. Eventually, at some point, I’m going to try to phase myself out of everything as far as the day to day operations and he’s already answering almost all the phone calls. As the younger generation of racing has moved in, they relate to him better. And I know I have enough respect out there that when people get me on the phone and they realize it’s me, sometimes the response I get is, oh, wait, oh, I can talk to somebody else, I don’t need to bother you. I laugh at that because my ego is not big enough that I shouldn’t be talking to a customer even if they want to buy a helmet chin strap, you know what I’m saying?”

Sure.

Tell me about the Evil, Wicked, Mean and Nasty Funny Car.

“Okay, what do you want to know?”

Where are you with it? How are you doing?

“Well we’ve been running it a little more this year, you’re going to see us at the Hot Rod Reunion this year. And Justin has now been driving it for the past four years, and he’s doing an excellent job. We’ve certainly had issues with engines and engine damage the last few years and we’ve kind of worked through all of that. We’re just now to the point where we have a very, very reliable engine combination, we just need to get aggressive with it and make it go fast. And eventually, if we can afford to keep doing it, we will get there. The good news is every time we go test or we go run an event or whatever, Justin gets more experience and he’s never driven anything but a nitro funny car at this point, so he’s doing a whale of a job and we’re real proud of him.”

Tell me, is your wife involved in the business or the racing or both?

“She’s involved in the business a little bit, and of course she’s our biggest cheerleader for the race car.”

What’s her first name?

“Carolyn. And she knew what she was getting into when we got married 38 years ago. It’ll be 38 years this year. She knew she was marrying a racer, so  … “

She was okay with that obviously.

“Well, if she wanted to marry me she was going to have to be okay with it.”

I see that.

Well, that’s about it. It’s been a pleasure, Dennis.

“Alright Al, thanks a million.”

Yeah, thank you, I really appreciate it, too.

I’ll talk to you again soon.

“Alright.”

Talk to you later, bye.

Bye.

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