1959 XK150 DHC (BP) Comprehensive mechanical rebuild

Specification (briefly) for this project is as follows: Comprehensive mechanical rebuild with numerous Team CJ upgrades

The following photographs show how Harold machining your core plug holes as part of an upgrade to modern 'dished' freeze plugs. 3.4 and 3.8 XK blocks used the old fashioned 'saucer' style freeze plugs, which could be problematic at the best of times. In the case of this particular block, we can see clear evidence of past mechanics struggling to keep plugs in the block. We really had no option but to do the CJ core plug upgrade.

Freeze plugs have obviously been a  longstanding problem with this block	Harold cutting holes for an upgrade to modern, dished plugs	The hole in the back of the block is also cut
Modern freeze plugs will be far more secure than the old saucer style		Hole is machined for a .018" press

The following sequence of photos show Chris correcting a problem that exists because two of your cam caps are not original to your cylinder head. The number five cap (at the rear on the intake side) and number one cap (at the front on the exhaust side) have both been replaced at some point in the distant past. Whenever cam caps are swapped out in this way, all the caps must be resized and align honed. This was clearly not done in this case as the number five cap is .009" larger than its siblings along the intake saddle.

Fortunately, with the right equipment, this isn't a huge deal for us to put right - which of course we have now done for you.

#5 cap (in foreground) is not original to your cylinder head	Align honing the caps on the exhaust side of the head	#1 cap has also been replaced

The new seats have now all been cut.

5 angles valve job in progress	Measuring run-out at (less than .0002")	Re-surfacing the head

When we performed our baseline test of the intake, we measured a maximum of 180.7 cfm at .450" lift. When we added the intake manifold to the equation, the flow number dropped to 164.1 cfm. After polishing and porting the head and completing the valve job, the maximum flow (again at .450" lift) jumped to an impressive 217.1 cfm. We then installed the unmodified intake manifold to the head and the flow number dropped to 183.3 cfm. We then spent 3 hours cleaning up the intake manifold and repeated the test, improving the maximum flow (through manifold and head) to 199.4 cfm.

What does all this mean? In a nutshell, we increased flow across the intake runners by as much as 36.4 cfm and gained an extra 16.1 cfm by cleaning up and matching the intake manifold. These are outstanding numbers for a 3.5 liter cylinder head and manifold.

Rebuilding your carbs, wiper motor, etc., prepping the engine block for re-assembly.

Your car had picked up an earlier vintage filter  and oil pan over the years	We have upgraded you to a later style  oil filter assembly
New exhaust manifolds	New fuel rail

Lots of progress in both the machine shop and the main CJ workshop...

Fuel rail has been butchered and will have to be replaced	Carb rebuild underway	Freeze plug holes have obviously been a problem as they are out of round
Testing flow through intake manifold	Exhaust will be upgraded	Porting exhaust side of head
	Steering column now rebuilt
Align hone in progress	Honing cylinders	Upgraded rear seal will be used
Making up new fuel lines	Block is surfaced with timing chain cover bolted in place

Your differential and rear axle have now been rebuilt and we have had your cylinder head on the flow bench, establishing a base line before we do our port work.

Diff now converted to posi and completely rebuilt		Almost ready to go back under the car
Establishing a base line on the flow bench	We will measure the flow again,  after porting

We have now rebuilt (and upgraded) your front and rear brakes, steering rack and front suspension, and have the rebuild of your engine and rear axle underway. We found all sorts of shrapnel inside the differential so we supplied you with an alternative unit (an E Type posi) that we are in the process of rebuilding. Your cylinder head has been pressure tested and is currently receiving attention in the machine shop.

Removing the rear axle		Diff damaged beyond economical repair
Fragments of the old spider gear were found inside your differential		After blasting and cleaning, housing was painted with Glyptal
Steering rack rebuilt and upgraded with later style tie rods, etc		Rear cylinders have been previously sleeved in SS, although pistons had to be replaced
	Pressure testing your cylinder head (OK)	Head generally in good shape, although some  jackets will require welding up and re-shaping
Upgraded booster plumbed in up  inside LH front wheel arch	Beautiful new aluminum radiator
This level of craftsmanship deserves a proper close up!

Rebuilding and upgrading the front suspension and brakes.

Poly bushings used in front  suspension rebuild
E Type uprights and hubs, sealed lower balljoints	4 piston Wilwood brakes installed

I am pleased to report that we have the mechanical rebuild of your XK 150 well underway. I hope you enjoy following the project over the coming months!

Getting ready to pull the engine
	Block is from a 3.4 Mk II	Head is not original to the car, either
	First time I have seen this...
		#6 cylinder obviously had a foreign object  bouncing around on top of piston
Close up of damage to # 6 piston