Update report - November 5, 2017

Corey has been busy porting the intake manifolds for this special engine. The factory manifold has to be sectioned, effectively cut in two, in order to access the runners to port them.

Cutting away throttle body panel to allow access to the intake runners inside the manifold	Prior to porting
After porting	Comparing ported and 'unported' manifolds

I am pleased to report that we are getting very close to wrapping up this special Stage Two 7 liter rebuild.

Cylinder heads now installed

We have now fully assembled the cylinder heads and should be wrapping up this build next week.

100% custom valve train, designed and manufactured just for this build	Heads now fully assembled

It is always fun when we are given a blank canvas and told to design and build an engine without compromise. The following sequence of photographs show the design and creation of a set of custom forged pistons for this special build.

Making a piston mold and marking valve position	First a dish was machined in the piston top
Machining huge valve reliefs	From plastic mold, to blueprint, to finished article
	Debris found inside the stroker crankshaft
Next task is to define and establish rod side clearances
Machining new rods in order to achieve desired side clearances
Cutting and installing the piston rings	Time to get the short block assembly underway
Note one piece RBR rear seal
	Rods hung on pistons
Piston and rod assemblies installed
Installing the new oil pump
	Timing chain assembly installed
Oil pick-up plumbing assembled
	Trial fitting external oil cooler and pipes
	To be continued!

Block machine work, continued...

Indicating additional relief that will be needed for full honing stroke	Block now machined for over-sized custom liners

Boring the block to accept the custom over-sized liners.

Custom oversized liners	Boring the block for the new liners
	To be continued..
Factory bores were .002" out of round

Comparing the Group 44 heads to more traditional Jaguar castings has thrown up some remarkable flow test results. At about .450" lift, a standard V12 Jaguar intake port flows around 159 cfm. After our Stage One/Two porting and valve job, the standard V12 Jaguar intake port will pick up around 37 cfm, ultimately flowing about 197 cfm.

The Group 44 heads, with their completely different casting and runner design, plus of course larger valves, flowed an impressive 235 cfm right out of the box. Following our valve job, and blending the seats to the venturis, we picked up an additional 15 cfm, for a maximum flow number of almost 250 cfm - more than 90 cfm more than an unported V12 Jaguar intake typically flows.

These numbers are pretty spectacular!

Note difference between Group 44 ports (lower) and the regular Jaguar fayre (above)	Surfacing the heads
Blending valve job with venturis
Designing custom stroker piston by creating a plastic model	This is a sample of typical Stage One/Two V12 flow numbers (before and after porting)
Out of the box, the Group 44 heads flowed 38 cfm more than even our ported standard Jaguar casting	After CJ valve job and venturi blend, the Group 44 heads flowed 106 cfm (@.500 lift) more than a standard (unported) Jaguar casting!

I am pleased to report that we now have this very special engine rebuild well underway.

	Pulling seized cylinder heads using our special tool
Group 44 heads will be used in this build. More on this later...	Pressure testing the Group 44 heads
Preparing to bore out the block for the custom over sized liners	Align hone in progress
	Stroked forged crankshaft
	Lightweight billet steel flywheel and special RBR rear seal upgrade