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
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
WORLD Racing Inc.
WORLD Motorsports West
2170 W. 190th Street
Torrance, CA 90504
WORLD Racing uses the highest quality components available on the market
BC (Brian Crower)
Golden Eagle Manufacturing
Port Flow Design - Competition Cylinder Heads
Olds cylinder head- pouring aluminum in the exhaust port
Pouring molten aluminum in the center two Exhaust ports of an Olds C head. The reasons are
two-fold. You're blocking the heat to the intake manifold and also
blocking off the open area behind the center two Exhaust valves. There is a good amount of
turbulence in stock form that hurts the air flow in those two ports so when
you reshape the aluminum the flow improves and should be equal to the outer
ports. In the past I've melted down old pistons but this time used scrap
aluminum. Use a rosebud tip on your torch to get the heat way up and melt
it in a cast iron frying pan. Old school for sure but it still works!
362 Oldsmobile Rocket Engine Dyno Test.wmv
http://precisionraceengines.com/ 362 CID Olds Rocket Engine Dyno Test for Dewayne Leck.
Engine has all Forged internals,OEM cast iron heads flowing 240cfm, Lanati
Solid Roller Cam & Lifters, Edelbrock Victor Intake w/ 750cfm Mighty Demon
Carburetor, & MSD Ignition.
Oldsmobile Factory Tour in 1951 - General Motors Documentary
Singers Lucille and Johnny, whose radio show is sponsored by Oldsmobile,
are invited to visit the Oldsmobile factory to see why the cars are
superior to other manufacturers. While touring the plant, Johnny becomes
concerned that another visitor is a Martian spy dedicated to subverting
450 HP v6 Outboard Engine Dyno Test
-Modified 3.3 Liter Outboard
-120lbs compression designed for pump gas
-DBR Pistons, Reeds, Porting, Sleeves, Custom DBR Exhaust Chest Mods
DBR reed cages and reeds
-Motronic Inductive coils Driven by Vipec
-Apex wire harness
-Taylor mid and crankcase
1966 Olds 442 W30 MuscleCar Nationals Race & Show Fun
Great memories racing and showing my 1966 Olds 442 Tri-Carb W30 with
friends at the MuscleCar Nationals in Sacramento. I restored it to showroom
condition in the 1980's, including balancing and blueprinting the original
Olds 400 engine and drivetrain to factory specs as documented in the 2-part
article I wrote for Musclecar Review magazine. It's all 442 including the
original Olds 400 "E" block, heads, carbs, intake/carbs, etc, and raced on
DOT legal street tires through mufflers and full Exhaust per Musclecar Nationals factory stock
rules. I raced my first 442 in stock eliminator during the 1960's, and had
a ball with my friends showing and racing this one at various events around
the country. I hope you enjoyed sharing this trip down musclecar memory
lane with me.
If you need quality restoration parts or would like a professional video or
slideshow of your car, visit our SuperCar Specialty website at
This video is dedicated to my good friend John Seguin, who died shortly
after he videotaped some of the racing scenes in this video for me. Here's
to John and our other friends who share our passion for cars: cars and
shows may come and go, including the MuscleCar Nationals, but our memories
make sure that "Good Friends are Forever".
1985 Oldsmobile Cutlass Supreme Coupe Dead Stock Original Classic Youngtimer Sexy Body
Oldsmobile Cutlass Surpreme COupe http://www.1ownercarguy.com and I really
Like these cars and it is getting REALLY hard to find them in stock
condition looking good and NOT "Fixed up" Whatever that means to each
individual...;-) This is a One Owner car and is in Great Shape I am sure
you will Love it if this is the Car you are looking for. I do dig this Body
Style Whether it is in the Pontiac, Buick or A Chevrolet, The have a Nice
look I guess i am Partial to the Olds and Pontiac. Make sure and call me
anytime and Make sure and check My websites I will post some links Below
there are over 850 Cars on My channel Make sure and Subscribe Check out My
links Below you can Also add me on Facebook..;-)
Nathan Wratislaw AKA 1 Owner Car Guy
Make sure and visit Some of My Websites Below I do All Sorts of Unique
Also Make Sure And ADD Me or Subscribe on Facebook & Youtube
The Cutlass Supreme was downsized for 1978, along with the rest of the
Cutlass line. An upscale Cutlass Calais model was added, differing from the
Cutlass Supreme only in minor trim details. The new notchback Cutlass
Supreme proved to be far more popular than the controversial fastback
Cutlass Salon coupe and sedan introduced at the same time..
Both the Cutlass Supreme and Calais were optioned with T-tops and/or a
factory sunroof, even on the base Cutlass Supreme coupe with the factory
radio delete option.
From 1978 through 1980, a high-performance 442 model was available, and for
1979, a special-edition performance model, the Hurst/Olds was offered.
These used the Supreme's notchback body, rather than the standard fastback
coupe's. Around 2,499 Hurst/Olds were produced - all were powered with an
Oldsmobile 5.7L (350 cubic-inch) Rocket V8 (not the diesel engine) sourced
from the full-size Delta 88 and Ninety Eight Regency. Also included in the
Hurst/Olds package was the Hurst Dual/Gate shifter for the three-speed turbo Hydra-matic transmission..
This was also the first year GM introduced the OBD-I computer controlled
engine management and emission control system.
The 442 option moved from the aeroback Cutlass Salon coupe body to the
notchback Cutlass Calais for 1980, with content upgraded from a mere
"appearance and handling" package back to a legitimate performance option
with content similar to the 1979 Hurst/Olds including its 350 Rocket V8.
This would be the last 442 until that model was revived in 1985, again on
the Cutlass notchback body, as a successor to the 1983-84 Hurst/Olds.
In 1981, the Cutlass Supreme coupe received an aerodynamic restyle (with a
"shovel-nose" front header panel), which, along with a higher rear deck,
decreased air resistance by 15%. It would continue with this basic
design until the final rear-drive Cutlass was produced in 1988. A 4-door
sedan was added to the Supreme lineup, with a new front end and a slight
taillight lens restyle (resembling a touch-tone dial or Rubik's Cube - this
lens style was used until 1984). It was this restyled body that (along with
the Monte Carlo, Buick Regal, and Pontiac Gran Prix) ushered in the
down-sized cars into NASCAR cup competition. While the Cutlass looked
almost identical to the Buick Regal (which scored 35+ victories in the 1981
thru 1985 seasons), the Cutlass (like the Dodge Mirada) didn't take one
checkered flag, and many teams moved away from it in 1983 to the Regal,
Grand Prix, and restyled Monte Carlo SS. This was a rude awakening to
Oldsmobile, which was getting used to wins on the NASCAR circuit.
The Cutlass Supreme parted mechanical company with the rest of the Cutlass
line in 1982, when continuing high sales convinced GM to continue
production of its rear wheel drive mid-size cars alongside the new
V6-powered, front-wheel drive A-body, known as the Cutlass Ciera. The
rear-wheel drive sedan and Cutlass Cruiser wagon became part of the Cutlass
Supreme line in 1982. The wagon was dropped for 1984 as a new Cutlass
Ciera-based model was introduced.
The Hurst/Olds reappeared on the Cutlass Calais coupe for two years, first
in 1983 as the black over silver 15th anniversary, and then as the silver
over black 1984 model. Both featured chrome wheels, red striping and a high
output Oldsmobile 307 V8 with 4 barrel carburetor, dual muffler Exhausts and Hurst's then new three stick
Lightning Rods shifter (the latter eventually becoming a magnet for
thieves.) All Hurst/Olds were automatics.