Finished the major machining on the rear timing cover and it is starting to look like a crank case. The first picture shows the timing cover with only the inside machined and mounted to the engine. The second picture shows all of the outside machined. You can see they don't exactly line up, fortunately this is just cosmetic as all of the critical machining was done from the inside such as the alignment of the spigot to the crank shaft and the relative position of the cam shaft to the crank shaft. Need to do the machining from the top, but I am not sure of the best order of operations for the cylinder sleeve (aluminum), sleeve (cast iron) and the crank case as they all need to fit together precisely. I guess you start with the most difficult operation, which for me is boring of the sleeve. Also, I would rather re-machine an aluminum cylinder than a cast iron sleeve. All of that machining will be done on the lathe. I will mount the crankcase base to the face plate and bore the cylinder sleeve hole into the crank case. Also, I think I want to lower the compression ratio. Westbury says, "The dimensions shown give the highest ratio recommended for general purposes". I am noodling on the best way to reduce the compression ratio, perhaps increase the volume of the combustion chamber milled into the bottom side of the cylinder head. An engine with a higher compression ratio has better efficiency and can produce more power at the high RPM range, an engine with lower compression starts easier, and is more forgiving of cam profiles and general play in the system due not less-than-perfect machining. They also run better at the slower RPM (I think). I could also just put a spacer between the head and cylinder, but then I have one more place to have issues with the sealing of the combustion chamber, but this would provide a less permanent solution. Decisions decisions.