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John Schloe and his son Ryan got to time trial together at the World Finals

at Pomona '05. Johns quickest pass to date came at Pomona in his D/SA

#16 headed 400. At 3400 lbs how's a 10.64 at 122 + mph grab ya?

It's mind blowing when you consider he has to use a .421 lift cam (280.6 lobe lift) and stock 1.5 ratio rocker arms.

Ryans new car is a '71 Formula.

Ryan is now in college and does most of the programming for his Dads machine shop.

The Formula runs F/SA using a 66 headed 455. Best run to date is 11.18 at almost 118 mph.

Ryan made it to round three at this race. He's won some heads up races too.

Pretty cool for his first full year of NHRA Stock Eliminator racing.

Having a Dad like John and his uncle Terry looking over their shoulder makes for a succesful hard working team.

Who's T/A is this?

Click HERE to see this NHRA Stock eliminator record holder.

Dudes. Bad to the Bone Pontiacs. Outa the western sky comes five of the quickest Pontiacs to run NHRA Stock and Super Stock Eliminator. Picture taken at the 2000 NHRA World Finals at Pomona. From left to right: Phllip Montieth - 2000 Firebird with the 1978 285 hp 400 combo running Super Stock GT/FA. Car has gone high nines. Bryan Phillips 1967 Stock @ D/SA 670 head, 400 inch engine. Bryan has gone 10.70's with a .420 VALVE lift hyd cam. Scott Burton 1972 Formula 455 D-port, Stock @ E/SA. Scotts car has also gone 10.57. Reset the D/SA record. John Schloes 1969 Firebird #16 headed D-port 400 runs Stock @ D/SA too, and has gone 10.58.

2002 update Bryan Phillips

John Schloe and Bryan Phillips both finish in the top ten in Division Seven! These racers worked their butts off and raced very well. So well in fact they both finished in the top ten in the division besting over one hundred other west coast NHRA Stock Eliminator racers. Congrats to these two guys and check this out: Steve Smith from New York built a Firebird like Phil Montieths Super Stocker to run GT/Fand G automatic and finishes NUMBER ONE in Division Two. Way to go Steve. Phil Montieths driver, Peter Biondo, after leading the nation in Super Stock points for most of they year ended up finishing #3 in the world. Most of us would settle for that.




John told me his quarterpanel was worth $6000 for any interested sponsor.

In this arena of NHRA rules oriented racing respect is earned by people whos performance is measured by their results against their competition and/or professional recorded elapsed times and miles per hour and passing tech. Not by winning a bracket race, which has no engine rules.

On that note it's important to point out that Roy McKinney was the VERY first NHRA Super Stocker

running in a GT class of Super Stock with a 400 cubic inch engine to run in the nines back in 1997. Roy deserves that mention. He's one very smart NHRA racer. You may remember his 1968 Firebird in the CompCams ad almost straight up at Indy. Got to find that picture and put it up. Phil Montieths GT/FA Firebird has also dipped into the nines making the total of just three NHRA legal 400" Pontiacs to run nines at NHRA events. Click here for the official unofficial NHRA traditional 400 and 455 inch Pontiac powered


L-R Larry Maxwell - Bryan Phillips - John Schloe


for NHRA Stock Eliminator traditional powered Pontiacs.

So far the ones we know of, John Schloe, Bryan Phillips, Larry Maxwell. If you

know of any others tell us. Make sure you have proof. There's no screwing around here.

Do you know anyone that belongs here? Give us a shout.

Who is this unmasked man. And how did he make his NHRA legal Q/SA 301 Turbo so fast?

Records in P and Q Stock automatic.

National event winner.

Low qualifier a BUNCH of times.

301 turbo - s-t-o-c-k - NHRA legal and a Low Qualifier.

That means he went further under his index than everyone else that day.

Now that I have your attention - come back in a few days when more info about this

teriffic combination will be revealed. (Terrifically simple the owner will tell you.)

Neil built the the car and engine. We put it up here just cause

he's a sharp cat and we repect what he's accomplished.

Ok, here's some specs. At Tucson Arizona Neil went 1.51 under his index

to capture the top qualifying spot that day. That factors to

a 12.55 @ 104 + mph in Q/SA !! Yeah!!!!!

At Vegas in 2001 the car went 1.46 under which factors to a

12.28 at 107+ mph in P/SA Whooo-whee!!!!

That's using fifteen pounds of boost, 4:56 gears at 3850 lbs.



Bill Rink couldn't make the group picture at Pomona (above) but we didn't want to leave him out. After all, his 350" 1974 GTO runs quicker than most hopped up home built 455's. His car runs NHRA Stock Eliminator K/SA at 3500+ lbs. How's about 11.70's. Has run 116 mph too and has been low qualifier many times. Remember, the cam is less than .400 valve lift. (You couldn't do it. Think? Try to.) If you don't understand how important that fact is, then get an NHRA rulebook and start reading. Start with Stock Eliminator engine rules. Bill is shown holding a new flexplate Bruce furnished for Bills Saturday night thrash. Picture is from the 2000 Winternationals. After going three rounds Saturday, his flexplate broke the ring gear and then the thrashin' began. (To get ready for Sunday.) Bruce was able to help out by taking Bill over to his shop and supplying a new flexplate. Sunday Bill went on to, light. Oh well. It's called drag racing for a reason... sometimes.

Read more about Mark Cochran's '67 GTO and the 428 we built for him.


From outa Ohio was Ed Grisez's neon orange "King Demon" Firebird. Car was built by Ed. Engine is all "Fulperformance." Bruce proved again that a stock 400 2bbl block can be reliable to make the kind of power to run in the eight second zone, without nitrous, all year long. Car weighs 2680 lbs. and averaged 150 mph. Foot brake launches to low 1.20's sixty foot times. Uses a stock 428 crank modified/stroked to 4.100", makes 452 cubic inches. BME aluminum rods with 2.100 rod journals. JE custom pistons designed by Bruce with a .043 ring. 14:1 Cr. Custom Comp solid roller cam in the 280's at .050 duration. RRE's prepped Edelbrock heads, an Edelbrock Victor intake. MSD ignition. Ron's Flying Toilet Fuel Injection. Single 3 3/4" diameter throttle body and .036 nozzles. With nitrous and a gear change the car went 8.31 at 160 plus mph.



Click HERE to read about Dale Foster's T/A

Vintage Mathiowetz - You'll love this torque monster. Click this 455

Wonder why a nice old '56 Chieftan would be on our site?

Ever see one of these instead of a gas cap?

What's that big LP tank doing in the trunk?

It's feeding a -

Propane powered and turbo'd 455.......! Way cool!

Very clever. Cool sleeper eh?

Here's the man responsible for this cool machine. Paul Brandner.

A retired diesel mechanic, Paul now spends his time embarrassing

Mustangs, Camaro's, and anything else that gets too close.

We provided the 4X heads and other parts for Pauls beast.

Roger Manson has one cool early four cylinder powered 1951 Korean Army Jeep. It uses a 4:71 blower, a RA4 head, custom roller cam and spins 8000 rpm. All handcrafted, our hat's off to Roger's ingenuity for putting together one of the most impressive 4 cylinder Pontiacs ever. Mickey Thompson would be proud of this beast. Most people dream about making their V-8 go tens ot nines. Rogers time slip reveals 8,80's. (Car #647) Roger buys RRE parts and proudly shows off his RRE decal below.





You may have seen Lou Greco and his bad 'bird in one of those Pontiac "magazine shoot-out" things. (Dec. 99 issue) Lou wanted to show the world what RRE has been accomplishing with 400" street Pontiacs and our prepared Edelbrock heads on pump gas. Lou had worked his tail off trying to get the car done for the race. Did it. Drove all night from New Castle Pennsylvania to Englishtown Raceway in New Jersey, only to have an electrical short that affected fuel pump pressure ruin his effort. The car had run 12.50's missing and spitting, so Lou nursed her home. Got it fixed, and has since tuned the car to 11.30's at 120 mph. No other changes have been made. Pretty impressive for a 400" at 3740 lbs with a 4:10 gear and a street Continental converter. No nitrous. The engine that was in our Whomp'em Wagon and Lou's are testimonies to our prepared Edelbrock heads/Custom CompCam cams combinations when used on a low compression 400 engines. There are uneducated "experts" writing about a contrived lack of "low lift air flow" with Edelbrock heads. They're idiots. The E.T. slips speak for themselves. The others keep talking "theory." Who's faster? When was the last time you saw a 400 Pontiac on pump gas run 11.30's in a street car? (Answer? Never.)

Brian Patemen's Super Gas 1968 FirebirdBrian Patemen's Super Gas 1968 Firebird Brian Patemen. He wears the Number 1 on his European Super Comp 1968 Firebird for the sixth time in sevens years. Brian uses Bruce's Edelbrock heads, roller cam, King Demon carb, Victor intake for consistent durable Pontiac PERFORMANCE.

Congratulations to another track champion for using Rock 'N' Roll Engineering parts and recommendations.

Remember, don't call a manufacturer and expect to receive our engine combination experience.

10.27 at 3600 lbs, hydraulic cam, and a 1965 Tri-Power.
Robert Cooper's 1965 GTO. 10.41 at 126 mph
Robert Cooper writes, "Thanks for an outstanding combination Bruce." Our old combination was a HO racing ported 1971 455 round ports that flowed 250 cfm on the intakes and 202 on the exhausts. We had their hco4 cam 1973 S.D. rods and TRW domed pistons that made 10.5 Cr. We used 1.65 rockers and our '65 tri-power. After a year of tuning the best e.t was 11.32 at 116 mph and 7.06 at 96.00 mph in the eight mile. During the the 1996 season we broke a rod, and after reading about Rock 'N' Roll Engineering we gave you a call.
"You sold me your designed JE pistons, Total Seal rings, BME aluminum rods, ported 72 cc Edelbrock heads and the hydraulic cam you profiled for us. My brother and I ported a '65 tri-power intake as well as we could to match your port openings, and we also opened the center carb holes to accept a '66 modified center two barrel carb. All three carbs needed to be jetted at .088 to feed our 455. As you know, I wanted a bracket racer that was a low maintenance car so I could concentrate on driving, that's why I wanted a hydraulic cam. I wanted to leave the valve covers on and just go race. I foot brake the car, that has a 3800 flash converter. The car has a 4:10 gear and 29.5 x 10.5 tires. (I know you keep telling me to go to a 3:73, but we ran out of money.")

"Sitting on the starting line the car weighs 3600 lbs, and runs consistent 10.60's with a best of 10.41 at 126 mph." The best kick is when we lift the hood after a run and people see it's a tri-power. And everyone thinks it's a roller cam engine. We know better, and that's the most gratifying part. I must admit at first we were a little skeptical of the performance you thought this engine could produce. I asked for 11.0's and you said it could be tuned to do better than that. As you can see we have had over 6/10ths of a second improvement and 6 1/2 mph in the quarter mile. Thanks for all your help."

Robert Cooper
Altoona, Iowa

1996 Super Stock N.H.R.A. National championship winning 1982 Firebird1996 Super Stock N.H.R.A. National championship winning 1982 Firebird1996 Super Stock N.H.R.A. National championship winning 1982 Firebird1996 Super Stock N.H.R.A. National championship winning 1982 Firebird
Peter drove the NEW Hatari with it's updated 2000 front end to the NHRA Super Stock National Championship for Y2K and finished number three in 2002. Their old car is campaigned by Bruce on the west coast in Division Seven as time and money allows.

08/08/09 Bruce built a new engine for the '82 bird, as the car came minus engine/trans/converter. Bruce will move the car to GT/DA using a 1968 GTO 400 rated by NHRA at315 hp. The GT / Super Stock classes allow any engine from any year, within the same marque. All NHRA cars are weighed after each run. No false claims of weight here. (Like you know who) Ever wonder why our over hyped "competition" never runs NHRA Stock or Super Stock classes? They can't make respectable power without using nitrous or boost.

Bruce went to the 2002 NHRA Phoenix Nationals where he drove the car to his first class win. His first NHRA "Wally." Bruce lost the coin toss and had to race both cars in his class. He beat many time national event champion Mark Faul in the first round. Then put a holeshot on the quicker Earl Snow owned small block powered black '87 Firebird for the win. Best ET to that date - 10.05 Best mph - 131.98 Best sixty foot - 1.29. Very impressive for just his third year racing NHRA Super Stock. Bruce built the engine of course.

May 25th, 2002 - New National N.H.R.A. eighth mile record set by Bruce. 6.45 at 101 mph. Still standing today - 04/21/03. Bruce is considering a tattoo..."N.H.R.A. Super Stock Record Holder" Ha! (not)


Also - Went to the third round at the Las Vegas Nationals 2003 - won $300 clams.

Beat Bob Mazzolini - the Mopar guru. Was a very cool time.

Oh, yeah, Also - won Indy in 2004. (I won Indy!) How cool. Bruce won Indy.

Rock 'N' Roll Baby!

Popular Hot Rodding's Freebird!
In a nutshell here's what BMF put in the engine of the Popular Hot Rodding Project 1967 Firebird match race car, named by PHR flunky Scott Parkhurst, "Freebird." Remember that some of the parts for this project were supplied from the magazines advertisers, and not necessarily what Bruce would have chosen. The cars performance was very impressive.

It's currently for sale in Florida for $60,000 12/15/03

The car was built to compete with PHR's sister publication, Super Chevy, and the '67 Camaro 396" that used a Bill Mitchell built engine. Since the cars debut at the Englishtown Super Chevy show in May of '97, "Freebird" never lost a race that wasn't a staged loss. Best pass all year on the Camaro, 12.55, Off the trailer the 'bird went 11.80 with jet car owner Roger Gustin driving. Honored to be selected by Popular Hot Rodding magazine for this project, we're super happy to report that the project was a monster success for Rock 'N' Roll Engineering.
The bits are as follows:

Stock 400 block @ 406 cubes.
Stock crank. Oil holes chamfered. Clearances blueprinted to .0025 on rods and mains.
Childs and Alberts Aluminum rods
Sportsman Racing Products pistons. .0375 over for proper ring sealn when using
Childs and Alberts Zero Gap Second rings set.
(Total Seal works well too.)

Milodon Gear drive.
Stock 60 lb oil pump
Milodon six quart oil pan and pick up.
Canton Accu-sump oil safety system.
Rock 'N' Roll hardened intermediate shaft
Clevite bearings.
Comp Cams custom picked roller cam 265/265 at .050 duration. 108 LCA
Comp. Valvetrain. 1.65 rockers,
Smith Bros. Pushrods
Our prepared Edelbrock heads. NOT CNC’d. Hand ported. 2.11 intakes, 1.66 exhausts.
Ported Torker II
Barry Grant Stage 3 750 cfm. K&N air filter assembly.
Accel distributor set up by Bruce. Accel 300 Plus ignition box. Set at 36 degrees total.
T-400 by ATI with their 3500 converter.
Headman 1 7/8ths headers were pounded to fit. (As usual.)

Freebirds power plant. The water line from the timing cover to the back of both heads was not yet installed at the time of these pictures. Water fed to the back of both heads ensures equal cooling on each side of the engine. Even cast iron heads can benefit from this R.R.E. tip.

"Freebird" has BF Goodrich street drag radials 275x60x15's, wore out after a years worth of abuse, and FLOWMASTER MUFFLERS worked great.
Bruce ordered a 3:90 gear, but found out someone PHR had their own ideas and installed a 4:10 gear without consulting him. The reason he wanted a 3:90 is because they were supposed to run nitrous on the cars, but no decision had been made as to how often the nitrous would be used. After the cars were running, a decision was made by PHR not to run the nitrous until the car was ready to be given away in order that the engine would be in good shape when they gave it away. If Bruce knew the nitrous would not have been used all year, he would have ordered a 4:56 gear.

Manufacturer reps were allowed to drive the car at various events. (Some shouldn't have been let near or inside the car. Reports of misuse were reported often.) With over two dozen different drivers taking their turn at the wheel in 1997, it was Bruce, "The Shoe" hisself that ended up making the best passes on the car. Shifting at 6000 rpm, it went 11.57 at 118.89 mph without slicks. That mph tells you that the car is capable of 11.00's with good traction. Two runs were made on nitrous at Pomona. On a single 75 hp shot of juice the car went 122 mph with no traction off the line. (1.70 sixty foot) Best nitrous E.T. was 11.37. Second NOS pass was 11.42 again at 122 mph.

Keith Chin reportedly won the car. Then we were informed that another guy in Florida won it. We wonder what he's going to do with it... Since this project Bruce has developed more power with the King Street 400 combinations. High or low compression versions available.

"Rich Crofts El Gato Grande '64 Catalina ran a 12.06 next to Freebirds 11.57. Ricks car is not a four door. It's a two door with emergency exits." His car is a testimony to low dollar Pontiac fast fun.

How's this for fun? Fourteen year old Patrick Chastain drives this modified 4 cyl 1961 Tempest down in Florida. What a cool way to get started in racing! That's him behind the wheel. Does anyone have a 4cyl race cam for sale? (Seriously) E-mail Bruce if you do.

Bruce and Doug Middleton with Dougs super clean Formula.

Doug uses Bruce's heads and cam on a well built 400. Doug did all of the assembly. Nice work Doug.