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A few more jobs ticked off the to do list.Oil and filter change - after speaking to a fair few people including Technical support at Millers Oils I plumped for Millers Nanaodrive CFS 10w60 NT+ - not exactly cheap at £17 per litre but you can't put a price on looking after your engine. After identifying the filter as being from a Sierra Cosworth a quick trip to ECP got me 5 of them, they were on offer and as I intend oil changes twice per year it makes sense to have a stock of themHaving seen a very impressive demonstration of Faher Anti-friction HD I decided to place an order.
Using the engine oil as a carrier it reduces friction by up to 90% - certainly the test rig I watched showed just how well it appears to work.
Added it to the oil today, let it circulate and then went out for a drive. Now the engine in the Westfield is never going to be smooth and sophisticated but I noticed an immediate improvement - felt smoother and freer revving.
Never been a believer or fan of these additives but the demonstration convinced me that this could be different and read quite a few very positive reviews, combined with the excellent response from Chris at Ashford Classic Cars gave me the nudge I needed to give it a try and so far - very impressedIn anticipation of the new seats arriving shortly I needed to change the retaining method for the carbon half doors. These were retained by a cobbled together securing bolt attached to each seat over which the elastic cord attaches - crude but effective.
Not wanting to drill holes in brand new seats and attach bolts to I pondered and after much searching found some pretty subtle hooks that could be attached to the chassis rails that not only will keep the new seats unscathed but also easier to use. Erring on the cautious side I have also added "reserve" hooks invisibly under the chassis rail just in case the primary ones fail.
As the original cord was looking a little tired I order and fitted new black and red cord to tie in with the colour schemeThe weekend saw me remove the half doors, replace the corroded washers and also all the old rubber piping around the edge to prevent rubbing on the bodywork - once removed and cleaned, fresh piping was attached - a minor job but makes it look neater and fresherReplaced the old, worn and tired steering with a new one - same size but much more comfortable and able to utilise the same quick release hub - all finished off with a custom carbon Westfield engraved wheel centreI think its often these smaller jobs and improvements that keep a car fresh and the car is certainly to feel like my own now
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Pembrey June weekend 2017
After a 7 hours 297mile drive I arrived at about 1845hrs and was pleased to see my Westfield mates had adopted the best paddock position and saved a place for my motorhome and trailer. I thought I would break out the beer but was told I could sign on and be scrutineered straight away so that was a big plus meaning a relaxing Sat morning start. Good organisation I thought……unfortunately the weekend did not run smoothly for a range of annoying reasons. Firstly on Saturday we had 110 entries when 100 was supposed to be the maximum, then we had rapidly changing weather which caused delays, the timing arrangements by TSL only seemed to cope with 2 cars on the track at any one time, the results took ages to produce on Sunday night and the awards were sometimes given to the wrong people!! The good part was that we had two great track layouts to challenge us and a good turnout of Westfield Speed Series competitors. (13 Westfield and 3 drivers in class J2)
After the car was back in the trailer I got some food sorted out whilst John Loudon (the domestic goddess ---Jane was not with him) heated up his pizza. When it was ready it looked good but he had forgotten to remove the packaging from the bottom!!! Several people including Steve Carpenter, Roz Kennett, Paul Dew (first time out this year) had not been here before so nearly everyone did the obligatory track walk in the warm bright sunshine. When we got back Steve and Roz had to put up their newly purchased tent and camping beds and the thought of “all the gear and no idea” briefly crossed my mind but they got it all sorted quickly and apart from Roz being a bit cold in the night they loved it.
P1 was dry, although it had rained a bit overnight, and Dave Cleaver was immediately on the pace and banged in a 106.31 secs run to make the rest of us look a bit tentative and pedestrian. It soon became clear that progress was slow and tedious even after one run. I think it was during this practice that Paul Dew (aka Tigger) discovered that to keep his engine running he needed to have filled the fuel tank so was a bit embarrassed to run out of fuel. I noted that at the end of my practice (which included a rerun) my oil temp was at 129deg C so I checked that my oil pressure was still ok but the readings worried me all weekend and I need to check for a sensor problem/wiring fault. Just before the first batch of Westfields was called for P2 it started to rain. We got into our cars and queued but by the time we got close to the start it was lashing it down and a few of us, especially those of us on slicks, pulled out and returned to the paddock. John Loudon who only had slicks went out but came in after just one lap and he was completely soaked from head to toe. Later the track started to dry and much to my amazement, even though it was already way after 1200hrs, there was an announcement that anyone who had not had a second practice could now have one and this wasted a lot of time. Practice ended at 1330hrs and we were all getting worried about timed runs and the British Sprint run offs which all had to be finished by 1800hrs. We all thought that when the rain started they should have taken an early lunch and given the weather a chance to improve. Luckily for T1, which started at 1400hrs, the track was nearly dry with just a few damp patches but target times were going to be hard to achieve. Dave Cleaver went quickest with a great time of 105.83 secs after a rerun. The final T2 run saw slightly better conditions but only a few improved their times and because of the curfew of 1800hrs Steve Carpenter and Roz Kennett never got their last run and if I was them I would have been very annoyed. In addition there was no top 10 run off and this was on a day when there were very few incidents to slow things down. So Dave was fastest Westfield and Adam Phelps second fastest in his 1300cc Busa which was going well. It appeared that Adam and Charlotte had hired in John (their dad) as labourer, mechanic, odd job man and general support but I did not see any money change hands! In class J2 Steve Broughton was quickest beating Carol Torkington and Matt Hillam and Nick Agar was going well in his DJ Firehawk until he broke the diff on Sunday.
I was having a good sleep in my Motorhome until about 0500hrs when the rain started and it kept at it until about 0700hrs. By the time we were called for P1 the heavens had opened and it was lashing it down so several us declined the offer of practice in preference to trying to stay dryish and most were wearing various styles of waterproof overalls and wet boots and would not have won a fashion show. Myself , Paul Dew, Derek Hodder, Garry Bunn and Keith Adams decided a brew and biscuit was better than a wet bath. By P2 the rain had just about stopped so we all went out but the track was treacherous and particularly the bits of new tarmac on the revised track layout. There were some very scary slides and slipping about except for Dave Cleaver again who went way quicker than anyone with a time of 127.82secs on his wets. Mick Skidmore lived up to his name again but doing a 360deg spin for us all to admire.
T1 This saw Tigger so eager to get to the start line that he left his brains behind and forgot to regas his compressed air bottle to activate his gear changes. He ran back to the paddock with a red face after explaining to the marshals why he had abandoned it. The track was still wet and after changing my tyres about 10 times (much to the amusement of others who do not clearly understand the trauma of deciding on slicks or wets.) I decided on wets but John Loudon only had slicks so he had to make the best of it. There was some brave, fast driving on a track that was giving decent wet grip but we all came back to the paddock praying for a dry run. Our Welsh prayers were answered as for T2 that’s what we had with a dry track and only minimal wet patches. As we waited to fit the slicks John was into his OCD mode checking everyone’s actual tyre widths and tread patterns on front tyres and eventually increasing his tyre pressures. So in the final runs we all got to grips with the new layout and had some excitement trying to brake as late as possible for the new left/right chicane and to post a good time as big points were at stake. Steve Carpenter beat Roz in their budget zetec engine car. In classes C D and F. Paul Dew beat Keith Adams and Mike Skidmore with Simon Broadbridge close on time. In Class G I held off John Loudon and in class H the order was Dave Cleaver, Garry Bunn, Derek Hodder, Adam Phelps and Charlotte Phelps. So for us all the track was great but the rain and other stuff spoilt it a bit. The awards took place one and a half hours after the results were published and I eventually arrived home after 297 miles at midnight. All in all a great weekend which was due to the Westfield banter and friendliness between all competitors, wives, friends etc
See you all at Blyton.
Class G Competitor
The Sport E rebuild has continued but not quite as I intended. The Sport Turbo body that I wanted to use didn't work with the 17" rear wheels also the bonnet, once fitted, didn't quite reach the scuttle.
It also needed new rear lighting so in the end I opted to repair the old classic tub and replaced the smashed rear arches, nose and bonnet with less smashed parts which I then repaired and painted.
What a difference a huge amount of effort and expense makes to the look of a car! That's supposed to be irony - basically I'm glad to see the back of fiberglass and paint! It's Kawasaki green BTW. In this pic.the wheels are odd.The rears are 15" with T1Rs and the front 17" R1Rs. Initially I'll use the 15" T1Rs all round to calm the car down and make it more predictable first time out. With the 15" rears and no gearbox, the top speed should be limited by motor rpm to around 100mph - enough for now.
So anyway I'm on the home straight now. I'll cover the electrical side of the rebuild in another blog. A couple of interesting points though. First I did keep the Sport Turbo scuttle and dash. This was mainly because being so tall (6'2"), I kept hitting my knees on the underside of the old dash panel. The new dash is quite a bit roomier as can be seen in the picture. I only had the main dash moulding - the instrument cluster and hood were missing but this didn't prove to be an issue. I needed to mount the Race Tech dash etc so I built a new dash face panel from ally and covered it with fake carbon. It turned out better than I had expected. For racing there will be an emergency kill switch in the bottom circular hole.
I've replaced the 12V battery with a smaller one, take a look at the following photo. This shows the battery progression from the original lead acid to the latest lithium battery. According to the specs the small battery is good for a starting current of 150A - only 2.5Ahr though. This was £125 on eBay. It weighs 500g. Ideal for the electric car since it only needs to power the 12V system at 2.5 amps for 5-10 seconds while the main high voltage battery switches itself on. However it should power the car for about an hour without the main battery. I'll also fit an Anderson connector for a 12V charger so it doesn't go flat while I'm messing around with the main battery off and the computer plugged in.
I'm now well into the wiring. This is more familiar territory for me so the end is in sight......hopefully.
So this was to be my first time racing at Silverstone and I was really looking forward to this race. We were to use the International circuit including the new ‘Wing’ facility (the F1 pits and conferencing facility on the floors above). The race was also to be my first with a standing start (other than sprints). All my previous races were rolling starts.
I got to the circuit on the Saturday afternoon as I had a friend racing on the National circuit over the Sat and Sun. I ‘negotiated’ my way into the BRSCC paddock (with the CSCC pass) and watched his race.
At 6pm I was then to move the car into the allocated garage of ‘The Wing’ for storage overnight. Annoyingly the bloke at the entrance to the paddock would not let anyone in until 7pm. The queue of race trucks, trailers, cars and vans stretched half way round the Stowe circuit. I took the opportunity to walk the pit wall and have a ‘nosey’. When we were let in I got the car off the trailer and generally set up for the following day.
As I was one of a few not drinking in our group, I ended up driving most of the group out for a meal in Towcester. Was a nice night albeit, a late one. The hotel was at Newport Pagnell services and after dropping many a drunk back at the paddock I then had to drive to the hotel. It took much longer than I thought. As is normally the case, I didn’t sleep well at all. I last checked the alarm clock at 1.30am and I think it was another hour before I dropped off. The alarm went off at 6.15am….
I got up and collected my pit b1tch/friend to drive to the circuit. The rain looked like it was going to stay away as it was a beautiful summer’s morning. I got to the garage and went to sign-on. It turned out scrutineering was also at 7.30am, coinciding with sign-on and I nearly missed it! Luckily my friend managed to sort most of the process, only a larger ‘E’ sticker was required on the new passenger tonneau cover. I attended the obligatory drivers briefing and we all enquired about the rules for track limits, racing (within the 60kph speed limit) in the pit lane etc, etc.
Quali was at 9.15am and after managing to remember which way the circuit went (I had not driven the circuit since 2011), managed to get in some consistency in my lap times. I was hoping for the 1.18’s and I managed a 1.19.019. I was happy enough with that and the car felt balanced as always (thanks Adam R once again). This put me 23rd out of 28 and this was what I was expecting in a sea of Caterham 420R’s, barmy 2.3 litre Duratec Caterhams, and some more normal machinery. I was the only Westie and only an M K Indy was there to keep me company in the field of Caterhams.
I then had a wait until the race at 3.00pm. I took the opportunity to go watch my friends last race on the National circuit and then got back to find my race had been bought forward…bu44er. This was now tight on time. To cap it off, my Brother had just called asking to be collected from the gate (I had his ticket) and so I set off in the car to grab him. ‘Apparently’ I was a little too keen and got a ticking off by the bloke at the gate (yes – him again!).
I managed to get back just in time to fuel up and check pressures etc as I had parked the car up after Quali and just left it. Lesson learnt I think. I then sat in the assembly area for what felt like a lifetime, although this did give me opportunity to get in the correct frame of mind prior to the start.
We then set off out of the assembly area and round to the grid. I warmed up the tyres and got plenty of heat into the brakes. We made our way round to the grid and were shown our grid positions by a fast moving Marshall prior to the 5 second board going up. This was it – race time and don’t blink as the lights come on…
A few seconds later the lights went out and we were racing. I had an acceptable start but my lack of practice showed as I could have dialled in a few more revs. Before I know it I was right in the middle of a group of cars going into Abbey. I battled hard for the first few corners and went wheel to wheel with one car and just managed to get a nose ahead into the corner prior to Hanger Straight. I then seamed to drop the following pack of cars and got myself a bit of clear air. I was able to get into a rhythm for the first 10 laps or so prior to my pit stop. Annoyingly, I out braked myself going into Club and missed a good opportunity to pass one of the Supersports. Better luck next time mike.
When the pit board came out saying ‘PIT’ I went round only to be lapped by the leaders at precisely the wrong moment. I went round for another lap to ensure no problems/calamities. I entered the pits and waited for the minute to pass (the minimum time I have to wait). My friend Bob was attending this race having not seen me race before with the CSCC. He counted down the 60 seconds and waved me out. I could see a car close to me when I set off and thought not much about it…. After all, we are allowed to race in the pits. I went out for the second part of the race and managed to get up to 17th.
Then, a few laps later, I just caught the sight of a black flag on the pit wall. I had never seen a black flag served on a competitor in my entire Club racing days. Much to my gut wrenching horror, I then noticed it has my number next to it… What had I done now? I was completely mortified, was this race over? I went into the pits and looking back at the video, I had missed that under the flag it stated ‘Stop and Go’. I duly served the penalty and got straight back out there with the bit between my teeth.
Damn. My first black flag….
The rest of the race went as well as I could expect and I managed to break the 1.18 barrier and post a 1.18.731. I don’t think there was much more time to find so I was happy. I came back into the pits happy with my performance at least and finish 20th.
I packed up my gear and headed to the awards ceremony. Turns out, even if you are the only person in your class that you still get a trophy? Well like Mutley from Wacky Races I accepted it and got a copy of my times. At the bottom of the sheet it stated ‘Car 14 Black Flag for unsafe release from the pits’. I was gutted as this cost me approx. 23 seconds and that would likely have gained me at least one and possibly two positions. Well that’s life I suppose. My friend who was ‘helping’ with the pit stop timing is now known as ‘Bad release Bob’ or maybe that should be ‘black flag bob’?
Roll on Pembrey on the 23rd of June with the WSSCC. This racing lark is great fun, even if a little frustrating at times.
(Vid to follow)
May 7th, 2017
After speaking to Graham about my 2nd gear selection issue one of the things I learned was that the Fuchs Titan Race Gear 90 LS differential oil I had put in my live axle with plated diff is the wrong one and that I should have used Castol B373. Got 2L from Opie and replaced it today.
May 12th, 2017
My new TPS (a Penny&Giles one) arrived from Spoox Motorsport yesterday and as I was "working from home" today I nipped into the garage and fitted it. Set the start voltage to 0.35V and on full throttle that came to 4.14V. Pretty much the same as my old one. Woooohoooo! Like the proverbial stuff of a shovel, the car now runs as I experienced it all those months ago in Andrew's car.
Shame the weather is p poor, so could only do about 20 miles before it started to rain again. Just want to drive it now
May 13th, 2017
Re-crimped the front lights with new connectors as the ones I used initially were pants. Also played around with the clutch pedal to see if 2nd gear could be engaged better when slowing down from 3rd. Made no difference to the baulking. Will try Graham's suggestion of EP80 oil next, but I'm thinking it needs a look in, and that is just not going to happen this side of summer...
May 21st, 2017
Got up early and met up with @richyb at McDonalds Sixfields and took the long way round to Silverstone to attend the 1st Cars & Coffee event organised there.
May 24th, 2017
National Drive your Westfield to Work Day...
Last month: £ 6008.04
This month: £ 131.76
Total: £ 6139.80
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Well just to give you a bit of understanding on how I got to this
I consider myself a bit of a petrol head, I studied mechanical engineering but have a reasonable understanding of most things I have completed 3 kits to date, first been a Robin Hood with Redtop engine using a manta gearbox on twin 45's, then had a bit of a break from Kits as I tried motorbikes for a bit but found out even though I have a love for bikes they were not for me, (I was too scared worrying all the time about would I get home in one piece)
Then I returned buying my first Westfield which had a RS1.8 silvertop this soon was modified but the urge for more power saw that get removed and in went a ST170 with stage 3 head and a megasquirt ( I hear a few growns) ecu with a set of Hayabusa throttle bodies, the gearbox was changed to a straight cut and had a twin plate clutch (nightmare on road) this did not las long.
After a good few years with this I was looking again for another project when I came across my current Westfield which had a poorly running engine due to the carb setup, this was ideal for me as I wanted to put an Ecoboost engine in, Ive always been of the opinion a Westfield should be a small engine and these modern engines are truly amazing. So lots of planning research saw me talking with a few members who were on similar paths, so a steep learning curve as there was almost no information out there on the net to help. so some of the decisions were trial and error, I had hoped to get it completed so I could take to Stoneleigh but that was not going to happen due to contracting a really bad cold (worst I have ever had) anyway this project was completed and I took it to the classic at Silverstone. I am still impressed with this car drives great so I intend to keep this.
Where we live there are some great classic events so my thoughts went should I buy a classic I looked around and could not find anything which really took me there were some close calls E type, TR5 and 6 but then I saw a C type and fell in love with it everybody I talked too agreed on its beauty, so I was sold, next job was to get my wife to sign up to the project. Oh I could not afford a genuine so Kit manufactures were googled, then the decision should I have a GRP or aluminium body, well this became a no brainer I was not going to pay at least another 30k for an alloy body as lets face it this will always be looked at as a kit, plus the GRPbody is more durable to stone chips etc.
So the decision was made Realm Engineering 3 visits to the factory oh this is a real culture shock if you are from the current day thinking of what factories are like, but as I've been around a bit longer it was like going back to my apprentice days.
So before I commit to buying I need to find a series3 Jaguar but these are starting to get collector status so finding one a a good price is not easy, so bit of scouring all the usual places I found one that met my criteria (cheap) as it had been partially stripped, so prior to Christmas the deal was done and I would collect in the New Year.
My next attention was to look for a gearbox for the kit, I need a W58 supra box I finally found on in Czech Republic a deal was done and it arrived safely in the new year, these are like Hens teeth so bit annoying that I just found another one 10miles from where I live at less money, oh well never mind.
So last few weeks I have been slowly stripping the car Daimler XJ6 4.2 for the bits I need.
So here is the doner, it looks much better than it is and a image of the future
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This is my first kit car build so I'm going to need to guys to keep an eye on me and help me out from time to time.
I was originally planning to build a Westfield Mega S2000 car but in the end settled on the new Sport 250 kit using the Ford 2.0L Ecoboost engine and Mazda MX5 gearbox all supplied by Westfield. After the long wait for collection day I mad the obligatory trip down to Dudley a couple of weeks ago to collect my car. Thanks to Ian for showing my son and I around and for helping to load the van.
Day 1 of the build and got the floor panels and battery tray panel fitted. I seem to have a right hand and a left hand drive foot well bulkhead plate. I checked Steve's blogg and his pics show a blank plate. I will speak to Mark or Ian at Westfield on Monday!
Fixing the car has proven to be quite a task - big surprise! The chassis needed repair and modification to remount the diff, motor and new prop shaft and to add fixings for the new rollover cage.
This involves welding - and a lot of it. So far I've used the services of an expert welder but this is expensive. This time I elected to do it myself - how hard can it be?
I bought myself a Clark 151TE welder, some CO2 and Argon mix gas bottles and various wire sizes. After two months practice and a load of scrap metal, I can just about weld - as long as I have the grinder handy to smarten it up. I then set about making the brackets (and some more scrap in the process).
First, strip the car down to the chassis.
The electric motor needed new mounting brackets to remount it at the front and I had to make the Freelander diff mounting brackets from scratch since Westfield had no stock. I had these parts designed by a colleague at work using CAD. The brackets were designed as assemblies and were cut from 2mm and 6mm steel sheet by a local water jet cutting firm.
I initially tacked together the brackets and checked them for dimensions and fit. Once satisfied I fully welded the assemblies. The motor brackets were linished to remove excess weld and create a good finish.
Then it was just a case of painting the finished brackets. I had about a dozen or so brackets and frames to paint so these were sent away to be powder coated.
A new two section prop shaft was made to order and a centre bearing bracket welded in place.
Over the summer I was unable to do much work on the car due to other commitments but with the new brackets finished and the chassis repaired and rebuilt, new propshaft in and a roll over cage fitted, I've able to reassembled the chassis. With the addition of the cooling system I now have a complete rolling chassis.
The cooling system has been upgraded with a much bigger radiator - high power electric motors need to be cooled! The power controller is mounted low down in the engine bay with the charger and power switching box above.
The original bodywork was badly damaged. Luckily Potenza had lightly damaged and hacked red and black FW body kit from one of the early prototype cars gathering leaves and slugs behind the factory. Potenza Technology (not Westfield) are unofficially sponsoring this rebuild so this was donated to the cause (along with the roll cage, wheels and suspension parts). When the car is finished it will look quite different with it's new red bodywork.
Then next stage is to either fit the body work or I start the body electrical and power train wiring (at last). Another 6 months of effort probably.
Progress often seems to be one step forward, fifteen back.
My own total lack of knowledge of vehicle wiring doesn't help here so I've appealed to an old friend to come and rescue me. He's a time served auto electrician (handy) and can probably help me finish the wiring with no more than a custard cream and a cup of tea.
Mind you, the wipers are now working. Previously only one speed was connected. Following the installation of a new 2 speed switch and a little help from the Car Builder Solutions catalogue which carries a wiring diagram for the Lucas wiper motor, I made it function as intended. At the insistence of Graham (as above) I stripped and re-greased the spindle boxes then turned them over for a better fit on the scuttle. This helped with the angle that the spindles have with the screen too so better operation is in order!
Having accidentally blown a fuse today (dropped the indicator/high beam lever on the stainless side panels) and not having any old style glass fuses, I was prompted to put the new blade style fuse box in. This of course involved more work than intended and ultimately meant the battery had to be turned through 180 degrees to aid cable reach. It's an improvement all round though.
On the basis of making one thing at a time work, this is progress for me. Graham has promised to visit and help sort out the issues and even said the scary words 'let's make a new loom' so hold tight, more coming.
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Had a few things that needed doing over the Winter, but a few electrical gremlins and time flying have seen the list cut back.
However the main thing, to get the Westy ready for track days this year, is almost complete.
Have a few fixings to sort and fettling to do but finally, it looks how I visualised when I started to make the changes.
Not had much chance to get stuck in recently due to work being busy, but can't complain. Have had a lot of time to think about stuff though and work things through in my head, which helped when I did get a few hours at the weekend.
Things will quieten down at work now after Xmas so hoping to make better progress... although I have just taken on two engine builds and (pretty much) a full MX-5 race car rebuild to be completed before early March so we shall see :lol:
Anyway - bits I have done:
Ended up with 3 steering racks. A de-powered MX-5 one, a 2.4 ratio Escort Mk2 one and another from a Mk1 Golf. There were a few considerations for each of these - mainly distance between tie rod ball joints (bump steer), weight / simplicity and amount of rack movement per 360 degree turn of the pinion.
The standard Mazda rack gives 44mm per turn which is a 22.5 deg turn of the front wheels when the length of the steering arms on the uprights is worked through. I want something a little faster than this ideally, and it was too far between ball joints (about 640mm, I'm after 580-585mm) - could be chopped down to suit though.
The Escort rack offers 52mm per turn (26 deg at the front wheels) which is pretty quick... maybe a touch too much when combined with a fairly small (300mm ish) steering wheel, but it is very light / simple and has a good ball joint distance of 583mm. I need to investigate these further but it looks like I may be able to slightly tweak bump steer by adjusting the position of the inner tie rods on the rack. They are locked off with collars at the moment but have a pin smashed in there to prevent loosening.
I ended up with the Golf rack as a bit of a punt from eBay at £25 delivered. I'd read that the ball joint distance was about 550mm (chassis could be tweaked to compensate for that), but it turned out to be somewhere around 570-590mm due to the tie rods being adjustable and locked off with a lockring, result.
The downside is that it only offers 36mm per turn... but I could chop the steering arms down to 80mm from 106mm to give 24deg of front wheel movement per turn. It was also designed to run with the rack behind the front hubs (Escort and MX-5 are in front), meaning I could flip the rack over and have the column to the left (rather than to the right like Mazda and Escort), which would give better clearance to the pedals.
I decided on the Golf rack, so chopped / modified the tie rods ready to take some aluminium track rods with rod ends:
Then found out that the input spline was a stupid size (40T spline) and all the UJs were megabucks So I've now gone back to plan B and the Escort rack... no big deal, it will still work fine!
Thought I'd found the perfect wheels too - OZ Racing ones from a Formula student car, 13x7", 3.4kg each, forged, 4 with slicks, 4 with wets, advertised as the correct 4x100 fitment for Mazda - couldn't have envisaged a better setup all for £350!
A***. Turns out they are actually something like 97-98 PCD. I've got a way around it though after some deliberation... just awaiting a 60 degree inverted dovetail cutter to arrive through the post then I can confirm it's good to go. An additional ballache I didn't really want, but worth going through for these wheels I think.
Then I also found a bargain dry sump system (£400 for the lot) and couldn't resist... so much for a budget build, lol.
But this does have a few benefits. 1) It will definitely not oil starve now, 2) the manifold clears the sump without modification (by less than 2mm), wooo:
The oil pump goes in place of the standard water pump, meaning I need a separate electric pump now... Luckily the cooling requirements of the engine aren't huge, so only needs a tiny pump - in fact the one SBD recommend for their up-to-300bhp-turbo-nutter-Busa engine is a Bosch PAD one (15L/min), which turns out to be exactly the same pump Mercedes use to cool the gearbox on an E320... You can guess which option was cheaper I can also mount the pump almost anywhere, also really low down, so gives more options regarding radiator position.
Need to sort out a way of controlling it now (sod paying £150 for a Craaaiiigg Daaaavid one) - have got thoughts about a heater fan resistor / switch from an MX-5 (just stick the pump on low for warm-up to keep things circulating and avoid hotspots - also as a manual controller for when back in the paddock to keep things moving around) plus a low temp (75-80 deg, ish) fan switch that kicks the pump in and out, running it at full beans when needed. Just need to get it all straight in my head...
Anyway, had a gander inside while the sump was being swapped and it is absolutely spanking in there, can definitely believe this was a ~750 mile engine:
Manifold hangs down from the sump by 75mm, so set up a 78mm tall platform and sat the engine on this in the rear part of the chassis - before I got stuck in with the welder I wanted to make sure the diff / half shafts would work and the engine cleared the chassis...
Engine is about 8-10mm away from the chassis there, and lining the sprockets up puts the diff about 11-12mm from the centreline of the chassis - result. The 1.8 half shaft was 20mm shorter than the 1.6 one, so that almost perfectly puts everything back into line again.
(Diff isn't going there, it was just to check the left-right spacing)
It was then time to grow some balls and actually do some welding. Just tacked the rear part into place for now, in case of any severe oversights. My tacking is usually ****e, about 30% on one tube and 70% on the other or something, haha, so actually concentrated this time and it came out ok.
Then re-situated the rear part to give space for the front part to get built up. Also chucked the seat in to give an idea of perspective. Yes, that is a high roll hoop, yes I did typo the dimension when I sent the drawing off, lol.
Never mind, there's a couple of benefits from it being taller than planned, and at least it means even giants will be able to drive it, haha.
Next up - more chassis work, then once the main outline for that is done I can move onto making wishbone jigs.
I have 1995 Westfield with the traditional halogen headlights and I would like to upgrade to something brighter/whiter, ideally both. Does anyone have any suggestions for brands, suppliers. Prefer the smaller headlights mine are approx. 140mm diameter (guessing from memory).
Curborough July 5th 2015 Stephen’s story
Arrived at the track at 7.20am to find most of the Westfields already there and ready for signing on and scrutineering.
Unfortunately the driver’s briefing wasn’t until 8.50 but we managed to fill the time! The briefing was exceedingly brief for the 99% who had driven the track before and rather more detailed for the few who hadn’t.
P1 arrived to find that Graham Frankland had forgotten to put his timing strut on! Howard Gaskin went fastest on 60.50 with me chasing at a rather slower 62.11
P2. This got going but the 11th car to start, John Roberts in the electric Westfield, had a major ‘off’ rolling over two or three times with severe damage to the car. John was left suspended from the up turned car – a lesson to keep your seat belt tightly fastened – and the marshalls and organisers acted extremely promptly in extracting him. The paramedics eventually gave him, the all clear and he emerged with a plaster on his elbow! By all accounts his helmet was a complete write off and the car didn’t look much better.
Eventually P2 resumed with Howard and I swapping places at 60.15 and 59.84 respectively.
Lunch was next and after I had enjoyed my burger lunch, Sally and my sister arrived with a lovely slimming smoked salmon sandwich for me. It made a tasty pudding.
T1 got underway and Howard was fastest in our class at 59.54 secs. But my 60.93 was (although second fastest in class) frustratingly over one second slower than P2.
T2 stopped soon after it began when the cloud burst descended and gazebo’s tried to be kites, chairs had to be folded, everything had to be shoved in the car including us! It poured and poured for about 20 mins and then the sun gradually came out. Racing didn’t resume for a little while to let the track drain and dry out a bit. Fortunately it is a fast drying track and we got going. None of the times were anywhere near T1 but the weather got better and better so when the opportunity for T3 was given, the Westfields all went for it. A good third of the other cars had left but the reduced field enjoyed their run.
In Class 2A the Westfields were 2nd Rich Abraham, 4th Jason Brown and 6th Colin Way.
In Class B Howard was 1st with 59.19, I was 2nd with 60.54 PB, 3rd Graham Frankland 63.96, 5th David Richings and 6th Dave Reed.
Howard was 6th fastest overall for the day and I was 7th.
A good day for most of us thankfully not resulting in a tragedy and as far as the weather is concerned it was exactly the same as last year!
Slow going today, realised that I have set off on the wrong foot with my build (following a printed manual i got when i collected my kit from Ian which I assume is now out of date) suggests to fit all the panels first. Here is the culprit .........
I only realised this today at work when i stumbled across a downloaded .pdf of the S2000 specific manual which I forgot I had acquired from someone's dropbox well before i ordered my kit . I don't think it's a major problem (fingers crossed), just might be awkward running brake and fuel lines down the tunnel etc.
Hopefully tomorrow evening will be more fruitful
(time spent - 2 hours)
So after months of anticipation Wednesday 27th May had finally arrived and time for us ( Michelle & I ) to set off on our trip to the St Goueno Hill Climb. We set off for our ferry from Portsmouth to St Marlo at 2.00pm, after an easy run down the A34 we’d soon joined the queue at the ferry terminal and could see ahead another member of Team WSCC Graham ( Windy ) Millar. Once checked in the three of us headed for the terminal bar to get in the spirit of the weekend while we waited to be loaded. The crossing was an overnight run so following an evening meal and a few drinks in the bar chatting to fellow competitors we retired to our cabin for a few hours sleep.
In the morning we joined Graham in his commodore cabin for a complimentary continental breakfast before setting off on the short drive from St Marlo to St Goueno. Just over an hour later around 10.00am we’d arrived at the empty paddock hoping to drop our trailers off but not only were we turned away until 3pm we also noticed that one of Grahams trailer tyres had delaminated and lost a large chunk of tread, so out came the jacks and in true motorsport style the wheel was changed in no time.
Many competitors camp in the paddock however following Grahams visit last year we opted to share a small gite in a village a few miles away and used our time to pop to the gite, unpack and have a cuppa. Time rolled by and no sooner had we sat down than it was time to head back to the paddock and set camp ready for the rest of Team WSCC. We quickly had our paddock area set up banners flying and cars ready, just in time actually as the remainder of the team had arrived, Tim Nunn & Karen, Richard Kerr & Lisa and Paul Morcom and then with a mass joint effort we organised the motorhomes and trailers ready for the weekend.
Now the time had come for us to drive the hill for the first time, all be it still an open road but we couldn’t wait to set sight on the hill and see how it compared with the video’s I’d watch a thousand times before. With Graham taking Tim, Richard & Paul for passenger rides in his gorgeous orange MK2 Escort Michelle & I jumped in the Westy to get a proper view of the road.
Wow this was going to be the most challenging hill climb I’ve driven so far, 2 miles of fast tight & twisty narrow road, steep banks to one side and armco to the other it became very clear there would be no room for mistakes here.
So with the recky runs done and much debate about how to tackle this for practice on Saturday it was soon time to get ready for our first evenings entertainment in the Sal d fete in St Goueno. The hospitality here was exceptional with the organisers laying on evening meals and entertainment all weekend for drivers and their crew, they even provide a free Navette ( minibus ) to run everyone the couple of miles from the paddock to the village centre & back and also to and from our gite so we could all kick back enjoy a few beers blonde, cidre and vin rouge, bring it on.
Friday was a nice relaxing day, as other than signing on and scrutineering in the afternoon we had no other motor sport duties so took full advantage and enjoyed a bit of a lay in ( we needed it after the night before trying to keep up with Tim & Rich in the bar ) followed by a walk to the village patisserie for croissants and pan aux chocolait . When we finally made it back to the paddock not much was going on so we took the short walk across to the Cheval hair pin to watch some of the local historic regularity cars running up the hill, a very enjoyable couple of hours drifted by and it was time to return for signing on. Friday nights entertainment was bigger and better than the night before with a live band playing and plenty good food and drink, again the Plays-kool boys were a bad influence forcing me to have one or two beers too many ;-) When we got home to our gite we had been joined by David Birch & his brother Alan, Ade ACW and a friend of Windy’s Paul who were all sharing the gite next door and spectating for the weekend.
Saturday morning was beautiful bright and sunny, full of nervous anticipation ( well certainly on my part ) as our practice runs started at 9.30am. Unlike our British hill climbs the paddock was not laid out in competitor order, so to get everyone back in order before a run you first get called out to the pre grille. We had been divided into three groups of around thirty who get called out together, on leaving the paddock your given a pre grille number which you go find painted on the road and park behind it. Just as soon as the pre grille has all assembled your taken off in a convoy on the 2.2 mile drive down to the start line.
Finally my group were called and off I set for my first proper run up the hill all be it un-timed, I quite liked that idea as it was a chance to sight the hill without the pressure of posting a reasonable time. It wasn’t far into my first run that the scale of this hill hit home, despite watching last years video’s a thousand times and driving the hill the previous day it only took a couple of corners before I was completely flummoxed as to what was coming next, that would be the challenge to driving this hill fast, memorising the course well enough to attach the corners. Well my first run was fairly cautious but completed without any dramas so I was happy with that. Back in the paddock we all chatted about our first runs, exchanged ideas on how to memorise the course and couldn’t wait to have another go and post a time.
After lunch we were called again, wished each other luck and set off for the start line. Things all started to go a little wayward from here with delay after delay ( breakdowns and accidents that took an age to clear ) then at last it was my turn. My start was ok and the first half of the run went pretty much to plan ( I almost felt like I knew where I was going ) until I was Red Flagged just after the crossing ( a cross roads about half way up ), I pulled over to a marshall’s post only to be told the red flag was a mistake and I should turn around go back down to the start for a re-run. This was the last thing I’d expected and after a stressful 5 point turn I trundled back down to the start line, with one thought in my mind, I now had warm tyres and should take full advantage.
This second start was much better and I set off at a faster pace, to my surprise the next few corners were all in the order I’d imagined, the run was going well I soon recognised the next section which is much faster and even managed to keep my foot half in through the crossing, the next two right handers went well ( including the nasty tightening one which was catching out a lot of drivers ) and I was heading down to the Cheval Hair Pin then just the last two corners and I was done, first timed run over and I thought went pretty well, just needed to see my time which was displayed on the return road, blimey 1min 46s I was very pleased with that. When I returned to our paddock all was very quiet, the girls had all gone to spectate as had Windy so I had a few quiet moments to re -run the hill in my head before I expected Tim & Richard to return as they were a couple of cars behind me at the start.
It soon became clear more problems followed my run as no sign of Tim let alone anyone else, what I didn’t realise was it was Team WSCC causing some of the hold ups. Unfortunately Tim suffered a mechanical problem and had to quit his run half way up, then Richie rather enthusiastically clipped the armoc on the nasty right hander which he seamed to get away with only then to suffer steering failure on the very last corner and collided heavily head on into the water filled barriers, finally Paul returned in his beautiful Merlin having completed a successful run and we waited to hear of of Tim & Richie.
Thankfully the Plays-kool boys escapades were not too serious, Tim’s air box had worked loose and was soon fixed and Richards off ( which looked spectacular on the big screen ) had left his supercharged Duratec unrepairable for the rest of the weekend but more importantly, other than a sore wrist ( no jokes about using the other hand please ) he was fine. A perfect example of why we should ALL be wearing HANS devices if ever one was needed. Due to all the hold up’s P2 was cancelled so that was practice over. Saturday evening was again full of good food, drink and great friends as we all reflected on the days events. ( I seam to remember even finding a bar selling hot dogs and chips somewhere, or did I just dream that ) ??
5am Sunday morning I woke to the sound of rain lashing down on our gite roof, not good but what can you do, the bad weather looked set for the day. We arrived at the paddock with everything cold wet and soggy, while Michelle sat in the camper with heating on I set about drying out the Silver Bullet which although covered had not faired well overnight. Thankfully I’d done most of the prep for Sunday already so just a check of tyre pressures, get togged up and I was ready, leaving my time free to dry the car out and wonder what this hill was going to drive like in the wet. Soon enough we were called out to the pre grille, time for our first run. Well the conditions certainly slowed everybody, we all returned from our first runs having wheel spun, slipped and slided up the hill safely but non of us made it in under 2 minuets, this was now a very tricky and treacherous hill to drive. Before our next run we had lunch laid on, cold meats, bread & cheese and strangely cidre & vin rouge, shame we had to drive later! With lunch done time to return to the serious part driving the hill, unfortunately the weather had got a little worse over lunch and any chance of having a dry run looked off. Somehow we all improved for T2 ( maybe the wine at lunch ) and now Tim was leading our class, Windy second in his and Paul battling well with the other formula ford in his. We now waited in the drizzle to be called for T3, Windy, Tim & Paul were all eager for their final run but I was unsure, I had a few moments thinking I’d enjoyed my weekend, the car was still in one piece, the weather didn’t look like improving and maybe I should call it a day, thankfully I was talked out of that thought as T3 although still treacherous turned out to be all of our fastest run of the day and we all got round safely.
The final results for Team WSCC were:
Tim Nunn 1m 52.489s 1st in class & 9th overall out of 84 entries
Graham Millar 1m 55.369s 2nd in class & 13th overall
Paul Morcom 2m 01.828s 2nd in class & 24th overall
Martin Harvey 2m 08.904s 7th in class & 36th overall
Richard Kerr NTR
With the cars and kit all loaded we headed up for the presentations and made sure Tim got the reception he deserved as he received his trophy, well done Tim.
That just left the final nights meal which was a quieter affair, still loads of good food, great company with friends old & new and yep you guessed it all the vin rouge you could drink, in fact I think I had a few too many as I don't remember the journey back our gite, lol
So how would I sum up the weekend for any of you thinking of giving it a go next year, hmm, well if you put our Blyton weekend and all your other favourites together your getting close to St Goueno experience, see you there next year!!!!
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Last year after seeing a photo of a Caterham stuffed under some Armco on the internet and being horrified by just 4 x 8mm bolts through fiberglass holding my windscreen away from my face I started making some phone call about buying a cage
For one reason or another I could not buy one off the shelf, have a delivery date or I would have to trail the car halfway across the country then do the same trip a few weeks later to pick up the car again
With this in mind I started looking at retaining my RAC bar for its integrity and adding a forward loop of my own construction
Don't do this if you don't know how to weld or doubt your ability. Treat it as information I no nothing about the subject and do your own research or just buy the off the shelf item and have it fitted
So I leant a pipe bender from a mate bought some seamless pipe and made a start reading the blue book for info and ideas
I first started by bending the pipes to shape
I made saddle type claps to fit over the box section with spacers to stop the saddle hitting the bodywork or the
box section collapsing
I trimmed the end of the tubing using rolled up toilet paper centres to sit on the saddle stubs
I cut trimmed and tacked the roof bars to the rear loop, the put a bit of wood across the tub to support the side impact bars at the right height to tack them on
I tacked in a diagonal to give strength and shield the mirror mounting plate from passengers
Cleaned old powder coating off with abrasive disc
Fresh back from powder coating
Fitted to car
£160 for steel tubing
£40 for powder coating
£20 for cutting and grinding discs, mig wire and bolts
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Spent 8 months looking for a decent XTR, Anyone out there help me?
I had a 2 year association with a 2 in 2006/8 and want to reaqaint myself with this quirky mini Le Mans racer.
I would appreciate any help in finding the right car!!
Do you know anyone who is hiding one??
Well after a couple of years warming the passenger seat in Mark Redpath's SEW i started to look for one of my own. Following a car accident when i was younger (which we don't talk about. do we Mark?) its time to give up motorcycling. The pain in my wrist and hand is just to much. I needed something to replace the feeling i get from biking but without the pain. After failing to put a deal together for a mates car it was off to the interweb where i came across this.
A 1993 SeIw with 5k miles from new. As my Westi adviser told me. " find one as close as you can get to what you want and then change those things you don't like"
Good advice. This seemed to be everything i was looking for. Not too low or track based, full wet weather gear, Body without a scratch or crack anywhere. Good solid 2ltr Pinto ( EFI version. not seen that before). And came with some assorted spares plus a cover. I emailed the owner pete and went to see it the next day. Off to Stoke saw it and bought it on the spot.
Picked it up on sunday and drove it over to my mums in north wales ( empty double garage ) and it didn't skip a beat. Its going to be good enough to just drive as is until winter then theres a job list thats starting to take shape already.
It would seem i have been a little remiss in keeping this blog up to date - but all things come to an end. So ends this blog
Long story short I passed IVA on Friday 20th June
Admittedly it was 2nd attempt, but not dissapointed - I trailered the car for the first appointment on Tuesday and as it passed all the safety bits i.e brakes, steering, build quality etc the opportunity to drive it up on Friday was too good to miss.
Took the car up to Carlisle VOSA and was met by a very friendly team - would recommend if you are remotely close. Andrew was happy to answer any questions and demonstrate and explain the measurements, tests as he undertook his task.
Minor fails on unidentified horn, padding in upper seatbelt harness covers too thin, front steering arm covers (although I did use those supplied from westfield it was considered inadequate), RAC rollbar upper mounts ( I had covered the bolt heads, but the 100mm hemisphere touched the bracket. Note - if the RAC bar is used and there is no evidence of a hood it is considered as exterior. A couple of press studs on the back of the car would have placed the bar as interior and therefore exempt....)
Hand brake travel was excessive - as the brakes had not been bedded in this adjustment went off as the brake test continued.
But the killer was a small fuel leak from the fuel return union that had returned to haunt me - just wet to the touch, but no point pleading for time at this point to remedy the minor faults as this was going to get messy, so took my fail sheet and went home.
All the minors were simple fixes and hand brake adjusted up nicely to 3 clicks.
Fuel leak required draining a full tank of fuel (topped tank needed for IVA) remaking the seal and refilling.
Got some insurance on Chassis number via Adrian Flux, re booked test and drove her back up on Friday.
Passed cleanly - Result.
And the 200 mile round trip? Wow - fully justified the long hours, bad back, scuffed knuckles, and drained bank account.
Weather perfect, all vital signs good, and with a soudtrack to die for.
Can't wait to get her registered - forms in the post.
Next trip to Blink for suspension setup and some headwork.
Need a new project.
Apologies for the delay in preparing this blog but I have been on a Site Supervisors Health and Safety Course all week.... enough to drive any one insane!
Prescott Hill is owned by the Bugatti Owners Club and as such is one of the old classics in the Hillclimb world. Situated in gorgeous woodland on the edge of the Winchcombe hills it really is typically Cotswold's (£4.50 a pint and £12 quid for a burger but more of that later). The weather was set fair for the weekend and the entries for this 2 day event were pretty good with the slick organisation of the Longton and District Motor Club there were over 15 for class 2B and over 9 for class 2A. Paul Morcom was there in his magnificent Merlyn historic Formula Ford with a mighty cross flow in the back end.
David Birch (XTR2 turbo) was on a maiden run in his new Busa which was finished with great attention to detail at the 11th hour. Indeed, David had a 14 hour day running in the engine and setting it up on the dyno just a few hours before the start of practice on Saturday.
"Rain God" Martin Harvey (Marto) arrived in his sliver bullet SEiw with well sorted Zetec towed behind the lovely VW camper (Silver again) and parked in the shadow of Phil Nichol's magnificently original chip fat burning Landrover LWB. The camp site was filling up quick with Stu Hill joining the parking zone next to me.
Dinner was a few ciders and a chat round the barbeque on Friday night before I called it a day to sleep on my "air free" air bed.
Conditions were near perfect on Saturday for racing and practice saw some early runs with slow times as we all had a look at the hill. For many of us it was our first time at Prescott and I can only say it is a technical hill that really requires some good car control. Bacon sandwiches were consumed
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So, I've not had a great deal of time to work on the car, but some stuff has happened.
I finally found an exhaust manifold that will do what I want.
It's a universal type thing but it's pretty much designed for a Duratec, once I have my flange for it I'll get it modified to fit. For anyone that might be thinking of doing this type of conversion it's this one: http://www.kitspares.co.uk/index.php?route=product/product&path=43_24&product_id=736&car=43
Engine mounts are also nearly done, the driver side mount is fitted and passenger side one just needs a plate welding on to the frame:
Next up is the fuel system. I was going to just run an external pump to keep things simple, but when I came to fit it and measure up a swirl pot I realised there was no space for it all. I was going to put it behind the diff, but the pipes would encroach into the suspension area.
So I've decided to run an in-tank pump, so I started modifying the tank for one:
I'll be running a Walbro 255, which is total overkill, but, I have one lying around so why not. I'll need to sort fuel pressure once it's setup but it will future proof things.
The last notable thing is I decided to spruce up the dash, so I ditched the stock one for this:
It's from Aerodynamix and looks awesome! It needs final trimming and holes cutting for dials. I still need to deiced what I'm doing with dials though...
I'm still hoping to have it done this year, but work is sapping a lot of my time just now so we'll see.
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