1966 E Type roadster (PP) Team CJ restoration

Specification (briefly) for this project is as follows: Total restoration with various performance and reliability upgrades

Time for final reassembly of the short block. The following pics show Harold carefully checking your main and rod bearing clearances.

Align honing the block, porting your cylinder head and Weber intake manifold.

Intakes are the first to receive attention	The plan is to match the intake ports to the  cyl head ports, as closely as possible
The areas you can see in red will be carefully ground away	Factory manifolds, whether Weber or OEM  SU, rarely match intake ports very well	Measuring the main caps (which were out of  tolerance)
Min and max spec shown at bottom left	Grinding main caps square	Align honing in progress
	Mains now perfectly re-sized	Porting the exhaust side of the head

More progress with your Stage One engine rebuild...

Honing the block to the requisite size for the new sleeves		Water jackets clearly visible in this shot
Small crack between 3 & 4	New top hat liners	Chris performing a base line flow test on your head before porting
	A base line velocity test is also performed	Measuring main caps prior to align honing
	CJ Stage One engines feature forged pistons

The following sequence of photographs demonstrate very clearly why all Jaguar (3.8 and 4.2) XK engine blocks should be re-sleeved during the course of a full rebuild. The need arises because of concealed water jackets that are cut into the block, behind each of the cylinder walls (see photos below). These water jackets become blocked with sediment which petrifies over time and cannot be removed with the cylinder sleeves in place.

In photo # 4 below you can clearly see 'hot spots' on the reverse side of the sleeve Harold has just removed from # 6 cylinder of your engine. All CJ built engines are re-sleeved as a matter of course - and now you know why 

Tapping all the threads on the block	Boring bar used to remove the old cylinders	Water jackets behind the sleeves are completely blocked up
Hot spots on the reverse side of the sleeves correspond to the blocked water jackets	This is why all Jaguar XK engines must be re-sleeved during a rebuild

 
Unfortunately, your cylinder head is badly warped. On the top side, across the cam saddles, we are measuring a .035" bow. There is also a .005" bow on the lower deck surface. Compounding this problem is the fact that the head has already been extensively resurfaced, so even if we straightened it out (which is possible), there just isn't enough material left to resurface the deck once it is straight.

OK, so that's the bad news. Fortunately, because this is not a 'matching number' head, we don't have to go to ridiculous extremes (and expense) to try to save it. The best solution is for us to provide you with a good core head and we will rebuild that instead.

Disassembling the cylinder head	Using a straight edge to measure warpage
Head is also warped on the bottom surface	Extensive machining in the past means there isn't enough material left for us to resurface the bottom of the head after straightening

We have your engine, differential and IRS rebuilds well underway.

Disassembling the IRS	Diff ratio is 3.07	Items being sent out for powder  coating
Items for Nickel plating	Tearing down a very grubby engine
Evidence of problems in cylinder # 2	Some extensive corrosion will have to be dealt with during rebuild

You are is now totally disassembled and ready for a trip to the sand blaster!

Engine will receive full Stage One  rebuild	Evidence of careless towing?
	Stripped out and ready for blasting!

I am pleased to report that your car arrived safely at CJ earlier this morning. I hope you enjoy watching the restoration unfold in the months ahead!