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December 5th, 2016
Refitted the high level brake light and roll bar back onto the car. Also connected up the high level brake light to wiring loom and tested it to make sure it has never have to come off again
December 9th, 2016
Got a message from @windy at the beginning of the week telling my that my gearbox and diff were ready and were being dropped off at @Marto303's on Thursday. So quickly arranged with Martin to collect the rest today. Graham informed me that it's been a miracle that my gearbox and diff survived the "bodge" job that a previous builder had performed. It did mean that it had now needed more money spend on it to rectify it but that should be money well invested.
December 10th, 2016
Started off with replacing the roll bar set screws with new 10.9 M10x30s and nylocs as the originals were a little too short to my liking. Then onto the axle along with the newly bushed trailing arms and the new Protech rear shocks supplied by Luke from @Plays-Kool. Small issue with the new shocks which have a wider bush fitted than the old Spax, but after advice on the forums and some common sense thinking I fitted those without inner washers inside the bracket.
Got further stuck with the offside top trailing arm when I tried to mate it with the shock using a lengthy 7/16 UNF bolt. The bolt would not go through the bush, and when I tried to force it through without the shock, it got so stuck the only option seemed to be to take the axle out again and cut the bolt. Cue, lots of swearing. After Q jr arrived back home from work we removed the axle again from the car and left it for the next day.
December 11th, 2016
A good nights sleep does wonders.
With a little levering against the brake drum and using a spanner to rotate the bolt, it finally came out again. Pfew! Compared the bolt to the one for the other side and it seemed to be identical, yet the other bolt went through the bush just fine. Weird or what?!? I then checked all trailing arms, and only one of them had no problem with this bolt. So marked them up and asked Mrs Q to help lift the axle to slide it back into the car again. With the assistance of the engine crane I managed to get all trailing arms bolted back up, and also the panhard rod was fitted back in. Took a step back to admire my work and then thought that something was not quite right. Looked through my pictures from the "before" moment, and sure enough, the brake drums were upside down! The OSR and NSR drums need to be reversed and rotated. Cue, more swearing. Quick message to Martin and he's kindly offered to come round on Tuesday evening to swap them over.
December 13th, 2016
In exchange for two cups of coffee Martin and his colleague made short work of swapping the half shafts around
December 17th, 2016
Spend all day getting gearbox and engine in. It's not easy on your own to keep the engine at a certain level without help, and by the time Q jr arrived home from work I was short on time and light and then had to remove engine again. Left the gearbox in the car on a new mount as the old one was cracked.
December 26th, 2016
Put the car the other way around in the garage and on stands. With the assistance of a borrowed engine leveller from @Marto303 the engine was put back in in a jiffy. The inlet side engine mount seems to fit straight onto the position of the old Crossflow mount, but for the exhaust side it is a little more involved.
For the exhaust side I had bought a new mounting plate, after advice from the club I, and am re-using the old Crossflow mount. Little by little taking a bit off the old mount until it starts to fall into place.
December 27th, 2016
Continued to work on engine mount only to discover it would fall foul off the exhaust manifold on the drop. Plan B starts here: Will have to use the mount at the front of the engine instead.
The only issue with this is that the pedestal sits further forward on the welded ground plate so it will need a larger plate to make it more secure.
The exhaust manifold will exit in front of current exit point, so need to check it does not interfere with steering extremities. Shame about the existing hole, but I suppose some flared panels in the future will take care of that.
Also re-fitted the alternator and although it fits, it has minimal space with the chassis bracing. May need to replace this once the engine is on mounts with a smaller alternator.
Finally, I also tried to fit my old Crossflow starter, but it cant be put into position as it fouls on the sump. Guess a new LRS707 is required.
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So the season is now over for the year. I’m missing the racing already and this makes me think about the winter upgrades....
On the list is:
Carbon fibre tonneau cover and half doors (to help with the aero): Aerodynamix are in the process of bringing a tonneau cover to the market so I might well be one of their first customers
Swirl pot: Fuel starvation at Pembrey was an issue and this will allow me to run the car lighter on fuel in Quali.
Starting problem: I have an earthing issue I think so I need to get the volt meter out!
New front arches: Needed after one came off mid-race down Craner Curves! I bought a pair from Carbon NV
Oil and filter change
Grease extinguisher lines: So they can move freely when required.
New number plates: Already purchased and fitted, including Velcro for the rear for easy removal
Lap timer: Aim Solo GPS will be purchased (see post in the forum) and fitted to help with quali and testing
Exhaust wrap: I have bought the wrap and I think I’ll take the headers off to do this
Pit board: This really helped during quali at Donny (30 mins). I have already bought one of these: https://www.merlinmotorsport.co.uk/p/3-row-aluminium-pit-board-pb-03 I then bought some custom vinyl on ebay and I’m pleased with the end result:
Upgrade of licence: from National B to National A. I got my 6th signature marshalling at Combe so this should be an easy exercise
Polish the car: It’s had a load of scratches from the seasons racing so over the course of 4 work nights, I managed to put on 2 coats of Autoglym super resin polish and a coat of the gold labelled sealer stuff. It came up a treat. I also fitted stickers to the car to match the pit board and replaced some of the ‘tow’ and extinguisher stickers as these were peeling off.
So now the cars laid up for the winter in the garage:
Roll on next year!
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- Carbon fibre tonneau cover and half doors (to help with the aero): Aerodynamix are in the process of bringing a tonneau cover to the market so I might well be one of their first customers
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.
TEL's TALES 071/16
Ty Croes weekend 1st/2nd Oct 2016
The third visit of the season and the climax of our speed series saw 22 competitors plus Dave Cleaver who was tyre testing. The overall championship had already been sewn up by John Loudon so the pressure was off him but there was a great battle between Maurici Tevilla and Barny Francis which would be decided over the weekend. Derek Hodder was tyring to overhaul me to get 4th overall and Matt Turner was in with a chance of beating me for the class G championship. Friday afternoon saw many of us setting up and enjoying the late afternoon sunshine but dreading the rain forecast for Saturday. Sure enough at about 3am I was woken by the noise of heavy rain on the motorhome roof. By morning it was stil raining and the track was soaking wet with standing water on many corners so there would be no cutting of apexes. For the slick shod cars in class G, H and J2 this meant we all put our wet tyres on and in act they stayed on all day! There was too much going on over the weekend for me to give you a full run down as we were in covered garages as well as in the paddock so it was hard to keep up with events. Most people had spins, big slides, gear shift issues and in Matt Turner's case a red oil warning light that worried him all weekend. The timing was causing a bit of concern as some times were clearly wrong and faster cars caught slower cars which messed up the timings and produced several reruns. Indeed Gary Bunn had so many reruns that he was nicknamed “Re Run Bun” and Barny Francis nearly ran out of fuel as he did more reruns than Gary! The conditions during the day were very wet and it was only on our second and unfortunately final timed runs tah the track dried a little. As the road going cars ran more than an hour later than the slick cars they were the quickest Westfields. Despite trying his hardest Maurici Revilla could not beat Barny Francis who was the fastest Westfield and nearly took the National B fastest time of the day whilst also securing the Overall Novice Championshipso he was very pleased. Roz Kennet won the fastest lady trophy on the day and Barny picked up fastest novice.
The evening celebrations were great and quite noisy as the 20 or so Westfield crew took over the bar and the booze flowed. Richard Kerr had a free massage from Julie Hodder who pinned him to the floor and she was later seen sandwiched on the settee between Richie and Tim all wearing ginger wigs( whoops..except Julie).After we were thrown out at about 1130pm Barny finished the evening befriended the infamous Richie and Tim duo who had a date with Captan Morgan. After the bottle was finished Barny left for his bed. Next thing he knew it was about 5am and he had apparently spent a very uncomfortable in the gents loos overnight! He was up bright and breezy ready for battle on Sunday as we woke to a glorious sunny day. At lunchtime we gathered together to congratulate John Loudon on winning the overall championship. He is a worthy winner and has set some great times over the years and his persiverance has paid off. Sunday saw us get 2 practices and 2 timed runs in dry conditions although P1 was a bit slippy. We had a stoppage for sheep on the track and timing issues (reruns) lost us valuable track time. Highlight of the day was Derek Hodder breaking the class H record and moving into 4th place overall and moving me down to 5th as I was beaten by Tim Nunn and Matt Turner on both days. Mark Anson won his first trophy in the OMS and was very pleased with how it went. All cars kept running and were not damaged as far as I know despite the usual mechanical and electrical gremlins that happen. Dave Cleaver was testing his car on a combination of slicks and ZZRs but I think his gearbox shift system was not playing ball. In summary I think everyone had a great weekend but struggled with the traffic jams on the way home. Hope to see many of you at the Awards dinner and hopefully out competing next year.
Class G competitor
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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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The last even at North Weald I left feeling a bit frustrated by the huge margin by which the others had beaten my by plus my struggle to actually put a clean lap in!
I was hoping for more sun shine but the weather forecast was for rain all day, never having driven the Busa in the wet i knew this would be an interesting day should it rain. The morning was actually nice and dry for the cruise over to the event how ever as is typical 2mins before the 1st practice run the rain started... for some reason the marshals wouldn't let me drive round holding the brolly!
Watching the other competitors slip and slide round the airfield it was with some trepidation that I lined up to the start line, especially with my braking troubles in the dry at the previous events. The track was incredibly slippery even in 5th gear i was unable to use full throttle as the rears would just spin up, but I made it round both practice laps without incident and only 1 second off the other guys in my class so was quite happy with that.
Green Belt managed to fit in 1 timed run before lunch in order to try and get a lap in before the weather worsened, i took this as an opportunity to bank a clean lap in knocking 5 seconds off my best practice run however so did the other guys leaving me trailing by 1.2 seconds.Still I was happy with that performance in the challenging conditions so treated my self to a Greasy Cheese Burger from the catering van :-)
After lunch the conditions hadn't really changed so some more slippery fun was in order, putting in my best lap of the day giving my 2nd in class 0.9 seconds ahead of 3rd place and 9th overall. The class winner was another westfield who was a whole 4 seconds faster... though my racing driver excuse is that he did have traction control which would have been handy in those conditions!!!
Looking forwards to the next event Hethel 4th May
So the next job is to fit the head to the block. Start off by fitting the oil restrictor to the block. It is critical this this has the tapered hole towards the top to ensure that it will align up with the head regardless of the casing position.
Next the ARP studs are screwed into position. These need to be cleaned spotless with brake cleaner, and I use an airline to ensure no foreign bodies are in the block threads. Once this is done they are coated with ARP Ultra lube and screwed hand tight into the block. Using a straight edge you can check that they have all screwed into the same level in the block.
Next the head gasket and head can be fitted onto the studs. It is important to make sure the mating surfaces are spotless. After cleaning the ARP washers and nuts in brake cleaner the washers can be fitted onto the studs after applying ultra lube to both sides of the washers. The next stage is to fit the nuts after again applying ultralube to these.
The head can now be tightened down following the same procedure as the main bearing ladder. The technique is staring from the centre and working outwards to tighten initially to 25 lb-ft then to undo working out to in by 1/2 turn. Then back to 25 lb-ft starting centre to outside. Once this is complete they are done up to 60 lb-ft starting from centre to outside. Then undo 1/4 turn from outside back to centre. Then back up again to 60 lb-ft from centre to outside. This will ensure the threads are polished and the correct pressure is applied.
Once the head is fitted we can shim the valves next....
I have a year 2000 SEiW westfield with a 1996cc pinto SHOC engine. Does anyone know the official CO2 emissions (g/km) for this model, and if so do you have (or can you direct me to) official documentary evidence of this from Westfield Cars please.
Moving on literally , hopefully will have the up to this point pictures soon .. Interior and panels are well stripped , wooden
dash has gone , wilton carpets and soundproofing has been removed. Crossflow has gone , sigma is trial fitted , Isobel is driving and Jack better watch out !!
Q357GDH is now being moved to the unit where I had hoped for some swift progress .