Last I heard he was crew chief on Barry Grant's NHRA Pro Stock team. He also consulted for WJ.
Here is a pic of him.
http://www.barrygrant.com/images/now_and_then/BuddyIngersoll-crewchief.jpg
Here's some more interesting info on his early days.
http://pintopage.fordpinto.com/buddy.htm
And more:
Drag Racing List - Back When Pro Stock Was… Strange!
And this from IHRA:
--------------------------------------------------------------------------------
. A LONG TIME AGO, IN A GALAXY FAR, FAR AWAY
The precedent for this action was established in 1986 when the IHRA legalized the V-6 turbocharged Regal of Buddy Ingersoll. It was outlawed after qualifying for one event.
The International Hot Rod Association with founder Larry Carrier as President was labeled as a drag racing sanctioning body that made decisions out of the ordinary - decisions that often bordered on the absurd. However, one particular decision made nearly two decades ago made it clear that the IHRA was marching to the beat of a completely different drum than the one their rivals, the National Hot Rod Association, was listening. At the time, one of the more popular entries in the NHRA’s Comp Eliminator division was the BB/Altered Turbocharged 1986 Buick Regal entry of Buddy Ingersoll.
A serious lobbying effort was put forth in an attempt to have IHRA’s Vice President & Competition Director Ted Jones legalize the combination in their “run whatcha brung” competition. In those days, there was no 810-inch limit on cubic inch displacement. It was simply how many cubes could be shoehorned between the rails of your Thunderbird and IROC Camaro.
After all, why should drivers fear cars that carried almost 500 cubic inches less than the leaders of the popular doorslammer division? In May of 1986, Ingersoll made his debut with the V-6 and despite a valiant effort from the Buick engineers and McClaren Engines, the car fell short of expectations in the early going. This was the learning curve era.
As most racers will attest, there comes a time when most every learning curve comes full circle, a time when a racer finally gets his timing down and knocks the learning curve into the upper deck of the stadium.
Ingersoll’s “day” came during the final event of the ’86 season when he graduated from a 7.90 pit space occupier to a 7.2-second low qualifier. The ex-Warren Johnson Olds 4-4-2 re-skinned into a Buick Regal also wowed the crowd with a reported “rear-wheel” start in early qualifying that netted a 7.0 run. The IHRA Pro Stock contingent was not impressed. In fact, they were down right ticked off.
It didn’t matter if the Buick Regal V-6 combination was one of the hottest things rolling out of Detroit and could be bought by the fans in attendance, those racing the non-attainable 700 cubic inch IROC Camaro, Thunderbird or Mustang were not going to sit idly by and let the “foreign” domestic combination come into their house and take over.
The end result of Ingersoll’s graduation to competitiveness was his banishment from the class. Many of the sport’s leading figures have always contended that this move set the class back decades as it deviated from its original intention – to be a marketing arm for Detroit. If Ingersoll had remained, there’s a strong chance that today’s Pro Stock would include fuel-injected and turbocharged combinations.
--------------------------------------------------------------------------------