Hi DeadStick, I've re-read your independent report elsewhere and have continuing thoughts on the issues that you have experienced.
It appears that crankcase fretting has occurred due to a loss of torque of the engine thru-bolts which were subsequently replaced under the documented SB for Jabiru engine thru bolts.
Did you maintain this aircraft engine the whole time since new?
Did you / whoever check the tension of the thru-bolts at any time that you were maintaining the engine?
Why didn't you present the engine log books to Jabiru or the independent third-party company that you engaged to review the teardown?
When were the thru-bolts replaced?
The Jabiru service bulletin was released in April 2011 where the thru-bolts had to be replaced, however your independent report was from March 2013.
For engines under 500 hours the compliance was within 100 hours or 12 months. For engines over 500 hours it was 200 hours or 12 months.)
Without the log books for the engine there is no evidence of correct maintenance at all and for all anyone knows, the engine may not have had correct maintenance.
If you were take this to an appeals tribuneral, fair trade, consumer affairs or a court of law, you'd have no evidence by which to support your case.
That's just the thru-bolt issue. Then there's the heads cracking. You have identified that 3 heads have cracked and failed. The Dynon engine monitoring instruments keep detailed information on engine performance and store it to a SATA hard drive for quite some time. Was this information reviewed in conjunction with the preparation of the report?
The report has also stated that the temperature on one head reached 180c and therefore the headS are considered scrap. This would indicate that the over-heating condition was not just limited to a single head as you've identified that your CFI reported.
I'm not getting a clear picture of the true story based on the evidence provided and feel that this is nothing more than the result of a vexatious falling-out between you and Jabiru.