WORLD Racing Presents: Descendant Engine Build

In this video Engine Builder, Gary Kubo and Team Manager, Rob Cardona explain some of the dynamics that go in to assembling one of our WORLD Racing engines while giving you some insight on why we choose to use the high quality components we do and how these components contribute to our success in racing. WORLD Racing offers various packages for the 2AZ-FE and 2AR-FE engines found in late model Scion tC's and xB's. Built, Balanced & Blue Printed by WORLD Racing JE 253055 Pistons w/ Heavy Duty .210" Wall Wristpin BC BC625+ Connecting Rods w/ARP 625+ Custom Age Fasteners (4340E Chrome-Moly Forgings) Descendant Main Studs Descendant 3/8 inch Head Studs (1/2 inch available by request) OEM Oil Pump - Blueprinted OEM Water Pump New Bearings: Race Specific Rod Bearings, Seals, Chains, & Gaskets BC 0341T turbo Cams - Stage II BC 1340 Heavy Duty Valve Springs BC 2340 Titanium Retainers BC 3344 35.0mm Intake Valves (+1mm) BC 3345 30.5mm Exhaust Valves(+1mm) Descendant Intake Manifold by Golden Eagle Manufacturing Race Cylinder Head by Port Flow: Includes disassembly and cleaning of cylinder head plus inspection prior to port & polishing, multi-angle valve job, de-shroud valve area in chamber, polish of chambers, surface deck, assembly of cylinder head and finally we check cam lash. These engines are designed to produce up to 1,100HP depending on fuel, climate, engine management and turbo sizing. Please call one of our professionals for more specific details and pricing. WORLD Racing Inc. WORLD Motorsports West 2170 W. 190th Street Torrance, CA 90504 310-533-8900 Phone 310-533-8160 Fax info@descendant-racing.com www.WORLD-Racing.com WORLD Racing uses the highest quality components available on the market from: JE Pistons BC (Brian Crower) Golden Eagle Manufacturing Port Flow Design - Competition Cylinder Heads

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Cylinder Head 204 - Porting & Polishing
This is a first-generation 1992 1.6L Hyundai Elantra small-combustion-chamber head. Thats what it is. It's a J1 Elantra cylinder head. Good luck finding another one like it. (read more)... In Cylinder Head 106 I talked about the mainstream porting theories as they are discussed. We looked at a cylinder head that I have thousands of dollars of professional work performed on, and a bone-stock second-generation head that I didn't port. In this video I just might do something you haven't seen done before. For some, that may be uncomfortable. The port and polish job I perform here is what I think will work best for my current build. This is not an extreme killer port job. What will be different here is where port textures are concerned, I will be following the advice of a reputable source that will remain un-named. You're free to port yours differently than I do in this video, and I give you that out, around the 20 minute marker. The Hyundai is far from being an ultimate-performance build. It's a $400 box of scraps with nothing but time invested. It's perfect for this video. My finished product WILL be an improvement over what I had. I don't yet have access to a flow bench. I still have an achievement to un-lock. As far as you should be concerned with the techniques I employ... without flow numbers there is no evidence of what this will do, but we will gather lots of info from dynp sessions and drag strip time slips. If I could test it on a flow bench, I would. There are MANY, and when I say many, I mean thousands of flame war mongering pirates floating around on rough seas with a hair trigger cannon finger itching to fire if you port a head any differently than what the herd mentality says to do while porting a cylinder head. I cover the herd mentality because it has merit. It's been tested. Tried and true. But I don't follow it to the letter of the law. I'm definitely not here to de-bunk it. I would port a cylinder head differently for each build based on how that engine was used. There's an extremely valid reason why relating to air speed. It's not the texture of a port that maximizes the effect of fuel atomization, but the velocity of the air running through an x or y sized valve. The driving factor in this is the piston speed. I'm not going to give you the technical information, but will refer you to information about the Lovell factor. There's a better description of this in the links below, and even a calculator to help you find your engine's sweet spot. Why the Lovell factor is important: https://www.highpowermedia.com/blog/3346/the-effect-of-valve-size Lovell gas factor calculator: http://www.rbracing-rsr.com/lovellgascalc.html Only people who have flow testing equipment know for sure what really works and have the capability to produce a perfectly-matched port job for the ultimate performance build. Those guys know the definition of ultimate, and THEY are floating below the water Aegis-class submarines ready to blow your comment up if you don't know what you're talking about. They don't care if you're an armchair mechanic or a herd of pirates. I will say, they're zoomed in pretty close on me right now, and I'm expecting to take a few hits. My work will be tested based on Dyno and drag strip performance, and the results will be posted here. Fortunately, those kinds of videos are a WHOLE LOT EASIER TO MAKE!!!





How to build a 2500hp street engine!!
A look inside the secrets of the trade!!! Rebuilding the motor in the 2500hp street car valiant, with motor specs & more! Want to see more videos like this? Click this link to Subscribe and stay up to date on all the Tinman 2 Kustoms builds & videos: http://www.youtube.com/user/louverlid?sub_confirmation=1 Social Media: https://www.facebook.com/tinman2kustoms https://www.instagram.com/tinman2kustoms Music: Autonami: https://www.facebook.com/autonami 10:10 Tobu: http://www.facebook.com/tobuofficial





K24 FULLY BUILT!
Finally got my engine all put back together! HOW TO INSTALL K20 HEAD! https://www.youtube.com/watch?v=u8Z67mePKFE&t=16s K SERIES VALVE ADJUSTMENT! https://www.youtube.com/watch?v=f0QNxIz3kmo





Cylinder Head 105 - Valve Job Basics
Valves not sealing and they're not bent? This is one way to fix that problem. I have filmed a professional machinist complete a proper valve job which includes cutting new seats, installing new valves, and doing some valve grinding tricks at the following video: https://youtu.be/eMNFeToqzJU For as little as $1 per video, per month you get access to early releases, exclusive content, and discussions at: http://www.patreon.com/Jafromobile Once you've completed this work, you can clearly see the size, width, and consistency of the valve mating surface on BOTH the valve, and the seat. Should any distortion appear in the mating surfaces, you will need the help of a machinist to fix this properly. I outline the cleaning and inspection techniques to help determine whether or not you need to pay a machinist to perform an actual valve job. If you find after performing these steps that your valves don't seat properly, or that your valve seat or valve margin measurements are out of spec, only then would you need a machinist's help. Here I cover the inspection process start-to-finish. All of these same procedures would be used by your machinist, usually with better equipment... but you can still do the same thing in your garage. These techniques work exactly the same way for just about every non-rotary combustion engine. It takes patience and perseverance, but anyone can do it. Reference your service manual for your engine's specifications and service limits. Everything else that's not in your service manual is in this video. If you have bent valves, you will discover it quickly once you chuck one up in the drill. You'll see the face of the valve wobble around while it spins. You'll see evidence of this damage on the valve seat. If it's bad, you may see damage on the valve guides in the form of cracks or missing pieces where the valve guides protrude through the head ports. Give all that stuff a good visual inspection. ...and if you doubt yourself, never hesitate to get a second opinion or consult a machine shop. They will have access to expensive tools that you wont find in your average gearhead's home garage. Tools that will give better, faster, more accurate answers than someone could determine with their eyeballs when they don't own those expensive tools. Lastly: The oxidation found on these valve seats were caused by 110 octane leaded race fuel. Some kinds of race fuel are corrosive to hardened steel valve seats. This head had only about 30,000 miles on it since its last valve job. These techniques will not fix damaged valves without causing a different kind of damage. I'm sorry I had no damaged parts beyond corrosion to show you in this video.




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