Leaderboard

Well I've managed to tear myself away from the Christmas food and drink long enough for a quick update... Quick release arrived from Playskool - I'm really impressed with how solid it is, now fitted. Wheel is totally finished and working perfectly (in my study, anyway ) Took a lot of fiddly soldering and heatshrink, but pleased with the results - here's the messy side: The transmitter fits snugly inside the black box, velcro'd to the wheel - so easy to change the battery when the indicators pack up... Buttons are indicators (will be self cancelling), main beam (will flash once if headlights are off, or latch on if headlights are on), trigger for GPS lap timer on ETB DigiDash2. Now I just have to build the vehicle-side control module - hopefully ready before summer Enjoy the mince pies everyone!

Hi I've had a lot of interest on my engine swap Xflow to ST170 Duratec or {Black top Zetec} with a Duratec badge on it And 4 speed to type 9 5 speed box at the same time. So thought Id have a go at a blog to assist owners with the process and put any info in one place A quick over view is ST170 Duratec is for the ordering of parts a Black top Zetec {carbs on the off side} Engine fits on to a type 9 gearbox with a flywheel from 1800 Zetec modded to take a cable clutch {retro ford} Alternator fits with retro ford brackets which allow the water pump to turn in the right direction Sump ERA, carbs ZX6R, manifolds, ECU from Chester Sports Cars who have been very very helpful and put a carb ECU almost full conversion kit of bits together for me Engine mounts from a GBS zero {cut and dropped 1/2"} low pressure fuel pump and exhaust flange from GBS [i cut the flange off the old stainless Xflow downpipes then cut wedges from the bottom of the pipes to allow them to bend and line up with new flange] Standard water rail and pinto bell housing Prop shaft still fits ok Radiator hoses from eBay Its taken 3 weeks over Christmas to swap so quite quick about 42 hours put in build time. Still waiting for exhaust to come back from TIG welders and then off to rolling road :t-up: These are my experiences of swapping the engine and I'm a trained aircraft fitter but not a car mechanic so normal disclaimer!!!!! Gear lever needs moving back with a adaptor from Rally Design http://i1339.photobucket.com/albums/o707/locks125/021_zpsf76729d0.jpg Been in garage again Down pipes fitted Gear lever moved back TPS on carbs wired in Computer pluged in to set up TBS Engine run up cooling fan working Slight weeps to sort on cooling Waiting for snow to melt so I can take it for a run, then off to rolling road Snow melted so off for a run today, car went well warmed up quick, it went very quick after the crossflow too Still to cold and icy for a full test but 60 miles with no leeks or bits dropping off Need to book a rolling road setup now and see what it puts out {what ever it is its enough for me on the road } I've added a link to photo bucket that gives you access to photos of the progress so far, any further questions and photos you my like to help with your builds please just ask http://s1339.beta.photobucket.com/user/locks125/library/#/user/locks125/library/?&_suid=135755530046008616193651777265 USEFULL websites http://www.tiger-super-cat.co.uk/ Graham Neale for his bike carb, ECU, plumbing plan of coolant and all round help and advice http://www.retro-ford.co.uk/shop/ http://www.rallydesign.co.uk/ http://www.kitspares.co.uk/ http://www.robinhoodsportscars.co.uk/ Westfield Sports Cars are missing I called twice and no one seamed to know anything about engine mounts, manifolds, if it would fit COSTS!!!!!!!! Engine £250 Flywheel £140 Clutch £86 Alternator mounts £123 Sump £290 G/Box Dirt shild £29 Spirot bush £12 Carbs ECU £790 Oil filter £5 Engine mounts £90 Air filter £90 Water hoses £350 Hose clips £50 Fuel pump £50 Exhorst flange £15 Paints £50 Scoop £10 Rubber trim £10 Bolts £30 Gear box £220 G/Box turret ext £50 So to swap the engine from a Xflow to an ST170 and the gearbox from a 4 speed to a 5 speed was £2740 I did sell the Xflow engine box and carbs on ebay for £910 so it cost me £1830 WAS IT WORTH IT ??? :yes: :d :d :d :d :d :d see for yourself http://i1339.photobucket.com/albums/o707/locks125/027_zps8f6f727c.jpg http://i1339.photobucket.com/albums/o707/locks125/028_zps5e891334.jpg http://i1339.photobucket.com/albums/o707/locks125/042_zps2f91287f.jpg http://i1339.photobucket.com/albums/o707/locks125/027_zps8f6f727c.jpg http://i1339.photobucket.com/albums/o707/locks125/028_zps5e891334.jpg http://i1339.photobucket.com/albums/o707/locks125/029_zps9b60aace.jpg Just home from rolling road see video clip It all went well putting out 132BHP @ 6500 RPM at the rear wheels. The factory redline is at 7200 RPM with the limiter set at 7350 RPM my BHP was going up at the rate of 7 BHP per 500 RPM so we could have got a higher final reading on paper by increassing my over safe 6500 RPM limit This is still nowhere near Fords claimed 170 BHP but dont let this put you off this engine. The proof of the pudding is in the driving and its plenty on options for power upgrades if you want Its looking like the carbs have had a Dyno jet kit fitted so I need standard needles and the header pipes might need to be made out of larger diameter pipes to release a few more horses, if I want more out of it I have reduced the solenoid valve from 3000RPM to 1500RPM and its a completely different car It now pulls very evenly with no flat spot at 2800RPM right through and is a much easier car to drive on the road Then I can always put cams and gas flow heads if I need more So I still have lots of scope for further upgrades If you want to read more about the Ford ST 170 engine try here http://media.ford.com/print_doc.cfm?article_id=18338

Ok so onto the build up of the bottom end mounted on the engine stand. In this case I am using ARP main studs from SBD which are reusable compared to the OEM bolts. Because I will be using a dry sump pan that fits tight under the Main Bearing ladder I need to shorten the studs to prevent fouling as can be seen in the pic below. I do this by putting each on one the lathe and taking off around 4-5mm. Once this is done the studs are completed with the bench grinder followed by a thread file to clean them up. The studs are screwed in hand tight to the block using ARP Ultra Lube on the threads. This is after cleaning the fasters in brake cleaner and blowing out the holes in the block with the air line to make sure everything is clean and there is nothing to bind up. Once they are all fitted the main shells are pressed into place and lubed up on the bearing surfaces with assembly lube (the red stuff). I check that all the studs have gone in right using a straight edge against the block. Next the crank is cleaned up. In this case a steel Arrow SBD crank is been used. I liberally lube up the bearing surfaces with assembly lube. In this case I have already done a dry build with plastiguage to check clearances already. The crank is put into place and then after pressing the bearings into the main ladder this is placed onto the block studs. Take extra care to ensure nothing is on the mating faces between the block and the ladder. Washers and bolts are fitted with liberal amounts of arp ultra lube, again after cleaning the fasteners in brake cleaner. Next the main studs are tightended using a torque wrench. For these 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 tighten / un-tighten sequence helps ensure that the main ladder is bedded to the block correctly and snug. As you tighten you should spin the crank around to make sure its sat nicely in the bearings. Next - Pistons and Rods.

Way back in 2002 I went on a driving instruction course at Silverstone. We hooned about in various cars, but perhaps the most fun was had larking about in a Caterham on an autotest course. Such a different experience to "normal" cars. A little later in the year I watched "A Racecar Is Born" on the TV which sparked the Westfield idea. Here was an opportunity to own a completely impractical but fun vehicle. I wasn't an experienced mechanic and to be honest I wasn't even sure I could afford it but I decided to take the plunge. In early 2003 I made a factory visit and had a test drive. I knew I was making a good decisionand ordered a basic starter kit for an SEiW. I cleared my garage of junk and started to prepare for the build. Initially I was going to source donor parts from scrapper. I began by sourcing front hubs, front and rear brake calipers and a rear diff. The condition of these was mixed but I set about stripping everything down and offering them up to the chassis. I was disappointed.... A nice, shiny powdercoated chassis was being spoiled by mucky looking parts, so I decided to have a rethink.. What is the point of spending several thousand pounds and making compromises? Could I afford to use newer parts? In the meantime I set about the laborious task of riveting the panels to the chassis (I really should have got the factory to do that). I also wish I had powdercoated all of the panels too. Instead I painted them with Hammerite - not a bad job, but not quite as professional-looking. I also began to source some better components - new steering rack, new uprights and hubs, front and rear brakes, suspension and rear LSD diff. At this point, the kitty was getting empty and I still had to source an engine and gearbox.

Tel's Tales 021: Ty Croes, Anglesey Sept 2013-- Race 28 and 29 Well this is the one I wait for every year! The 2 lap National (Saturday) and the 1 lap International circuits are just unbelievable to drive. Good spectating as well with the only downside being that there is no electronic time display as you finish so that waiting for the results can be a little tedious. The additional bonus this year was to be a Sunday visit by members who would drive 2 laps of the International circuit during the lunch break to show off our Westfield club which has supported this event for several years. In the end there were 20 Westfields on track being driven enthusiastically by non competitors in a long snaking parade. The paddock had seen some competition cars being kitted out and tested by some drivers. Jane Loudon was seen to do some practice starts that put John to shame, Julie was in Del's car and feeling at home in the car she used to compete in trying out its latest engine. Sandra Bunn was also pedalling a car as was Sally Herbert who showed Stephen some new lines! Margaret Everall ( Steve's wife not mine) was having a passenger ride with Nico and Paul Aspden was out in someone's car and had time to enjoy the fabulous scenery which when we compete we dont have time to admire. The weekend weather was very good with a strong wind and dry but it kept the track a little too cool maybe so early grip levels appeared low. Scrutineering had its usual interesting interpretations of technical compliance such as a suggestion that all Westfields required 3” belts on harnesses? (Not in my MSA Rulebook) but we all got through ok. We had 1 practice session of 2 laps and then 3 timed runs to count. Big battles loomed between Barry Slingsby and John Hoyle and a few others who were trying to improve their average score in the overall competition. I was chasing John Loudon and Steve Everall and Stephen Herbert again battled away for their own little trophy that is awarded after each head to head event. Paul Morcom and Pete Goulding were out in class F with Marshall Rowland in the Elise (J3) and Steve Davies guest appearance in a Zetec Westfield. Phil Nicholls was contesting class B and Dave Richings in class A. Andrew Lowe (class B ) and Craig Spooner ( class A) joined in for Sunday. P1 was a bit uneventful with reasonable grip but a cold track. Even so we had Barry Slingsby under the class record and laying down a good target for John. What I forgot to tell you was that John was out with his newly built more powerful Vauxhall XE redtop engine (we thought he had enough power before!) When it came to the timed runs the times tumbled and John won D with his first run of 111.95secs knocking 2.5secs off the record and getting 102 points in the process whilst hard charging Barry also beat the record with 112.68secs. John Loudon also took a chunk off the record with 113.02secs. Steve Herbert held off Steve Everall and Pete Goulding did 113.02secs. Despite my aggressive drives and grass cutting I finished with 109.82secs and Gary Bunn (who had more reruns than seemed possible) held off Del with quickest Westfield time of 108.67secs but a little way off target. Phil Nicholls did 128.38secs and Marshall Rowland 127.59secs. John Hoyle was looking a bit dismayed as his new engine spluutered and stopped on T2 and T3 even though the FIA switch had been sorted as a possible electrical fault. Eventually Steve Davies found the problem was with a loose connection from the loom to the coil pack. At least he was ready for Sunday! The cafe and bar was quite well supported and the food was cheap and excellent so please use it in future as it needs our support to stay open. One incident was quite amusing as Ian Morrison was offloading his car from his trailer ready for the parade laps....... lets just say its easier if you attach your ramps to the trailer before reversing off! It took 4 of us to lift it back on but no damage was caused but he had a red face! Sunday saw us have 2 practices and 3 timed runs on the fast International circuit. Early pace was again set by Gary, Del and myself in that order. For those who have not driven it the very fast bend at Church is critical and you need to be brave and try not to lift too much before pulling big speeds towards the complex after School. John's gremlin had been cured and he drove well to set a new record of 90.13secs against target of 91.79secs which won class D again to complete an excellent weekend for him. John Loudon set a new record of 92.41secs against the previous of 93.38secs. Barry broke the record with 90.87sesc ( target 91.79secs) but might have gone faster if he had not have spun. He appeared to have a gearbox problem with downshifts being difficult. He has a synchro box so with big revs and torque its maybe not a surprise that the box is waving a white flag! I broke the record with 88.08secs against Tim Nunns old record of 88.81secs and for a small 1000cc blade engine on a big track I was very pleased. Gary was again fastest Westfield with 86.66 close to the record of 86.16secs whilst Del was a little slower but questioned the timing of his last run. There had been problems with the timing earlier and apparently rabbits and seagulls caused problems. Maybe it would be good to have that time displayed for drivers just after the finish so you know if there has been a problem and can request a rerun. Phil Nicholls won the Novice award for his efforts and Stephen Everall beat Stephen Herbert with a 95.69secs. Particularly pleased was Pete Goulding who beat Barry and picked up the trophy for his class on the day. Andrew Lowe and Craig Spooner loved the track and will want to return next year. Steve Davies seemed to like the Westfield drive but missed the power of his other car but he still fancies a supercharged mini and Marshall Rowland blasted round in his neat Elise to score well in J3. So that was it in a nutshell …... if you want the best you need to compete or do a trackday at Ty Croes as it really does take some beating. Sarah Nield did ask that anyone who has enjoyed the event should email her as the club needs this to continue to promote and run the event. I will be back for the October event so see you there. Terry.everall@virgin.net Speed Series Correspondent Class G competitor

A couple of hours this afternoon has completed the job And a nice little video

Finally finished fitting the 4-1 manifold after 3 evenings. It gave me a chance to investigate the rattling from the exhaust silencer and it does indeed seem like the cat is breaking up. Seems like a good excuse for a carbon silencer soon! Save the current silencer for MOT time I think. Anyway, onto fitting the new manifold. With the exhaust system stripped off and weighed because I'm a bit anal (new manifold saves 620g you know), it was time to attack the bodywork once again. I really hate that job. I started off making the hole square, then slowly expanding it towards the front of the car, checking if I could feed the manifold through each time. For those interested, and please don't use these as your starting dimensions, I ended up with a hole around 165mm wide, 120mm tall and 235mm from the front of the tub. Looks like there is still some filing required on that hole! It fits quite well, and I did a better job of the silencer this time making sure it wasn't pulling down on the support bobbin. The only thing I'm questioning with myself is if I should grind these welds down a bit. I think I'll leave it. I'm not chasing every last bhp and it's brand new so doesn't really deserve meddling with! First impressions are good. I've only had it idling for 10 seconds or so but it already sounds deeper, less raspy. When summer decides to arrive I'll take it for a decent drive.

Tel's Tales Issue 003 - 19th march 2013 Speed Series 2013 Terry Everall Speed Series Correspondent Preparation for a Sprint/Hillclimb Well the season is about to start with Castle Coombe this coming weekend so I thought I would write a few words about preparation and the event process. I will assume you are trailering the car etc. On the day before the event (or earlier) fuel up and fully charge the battery. Check oil level and water levels are ok and set tyre pressure at around 18psi if using road going radials. Make a pile of stuff to load into tow car including spare fuel, usually in 10 litre cans or larger jerry cans with spouts and funnels. Due to the weight of fuel it is advisable to only fill tank with as much fuel as needed for one run ( plus maybe a re-run) but beware if you do not have a swirl pot or you may suffer fuel starvation on bends or acceleration. Here is a list of some stuff you could need. Spare oil Foot pump and pressure guage Jack Spare tyres Puncture repair aerosol General spares including jubilee clips, duck tape (lots of it), clutch/accelerator cable, brake fluid, battery charger, hoses, spare battery, silencer packing, nuts, special bolts ( 7/16th UNF for suspension), rose joints, cloths and hand wipes, loctite, torque wrench, spare FIA switch key and any other bits that are likely to fail and are easy to pack and have handy. Tools including allen keys/torx, pop rivetter, sockets, spanners. I try to pack my car with spares and tools always in the same place so I know where they are and can get them quickly if time is important. Which it often is …....! MSA licence WSCC membership card including speed series registration Logbook( non road going) MOT certificate (road going) V5 doc (road going) Insurance ( road going) Overalls Gloves Helmet Boots (not compulsory but advisable) Final instructions and a map of where venue is as well as phone numbers in case you are late Suncream and sunglasses for the optimists which includes me Umbrellas and waterproof clothing for the pessimists Fuel in the tow car Sandwiches and non alcoholic drinks Spare key for trailer lock On the departure day double check that you have the main items above (in italics) as forgetting them could be costly or ruin your day. On arrival you will need to park up in your numbered space if there is one or in a general paddock area. Park neatly and leave space for other cars being careful as you swing into place as the trailer needs to miss other cars!!!! In some places you are allowed to park support vehicle, trailer and race car but some restrict this due to space constraints so preplan what you need and where. Most competitors arrive 30mins before drivers signing on time ans unload their car and walk the track asap. After signing on, where your MSA licence is checked ( you may be given a sticker or card to show the scrutineer) you will need to have the car and your personal safety clothing scrutineered and this may take place where you are parked or in a defined area elsewhere (check finals). If you can walk the course with other speed series drivers you can chat about lines, braking points, the places where things go wrong, danger points and where time can be saved. At scrutineering you will have your car checked over and depending on who does it they will mention points of concern or future improvement in terms of safety or technical compliance. They are a bit like football referees and you wont always agree with them! Different day, different track, different scrutineer............ Keep calm and smile is the best approach as unless you are absolutely sure they are wrong ( ie its not in the MSA blue book) its not a good move to say they are wrong so just ask them what they suggest to sort out the problem, then do it. Sometimes you need to bite your tongue and just agree with them as it makes life easier and they are then happy bunnies. Its quite normal for cars that have passed scrutineering for many years to have something questioned etc. You will normally be given a sticker to display on the car and a lot of us use the roll over bar for this. If you have a bump or damage your car during the event then they may recheck your car to make sure its still safe. You will need to take off your bonnet and have your docs with you as well as your helmet, overalls etc So now you are ready to go ( there may be a compulsory drivers briefing – but not always ) so watch what happens to get from your paddock space to the start line. Do a last minute check of your tyre pressures. (and before each run). You will be noise tested either on the way to the start or at the end of your first practice run so you may need to warm your engine up before the test. You will be asked what your maximum revs are and then told what revs they want you to hold for the noise meter. My advice is not to brag about max revs! Try to build up your revs smoothly until you reach the required level and the reading is taken. You will usually be told what it is and if you fail you may need to repack the silencer and try again. As you approach the start line start to visualise the track into simple sections of say 5 parts each with its own challenge in terms of line, speed or braking. Do final tightening of seat belts, check engine temps etc and then concentrate. The start line marshalls will roll car into place so ake sure you have foot on clutch (in 1st gear) and hand brake off with feet off all pedals. Once in placethey will hold or chock the car until you start. Look for the release light to go green then drop visor, build start revs and go, go, go …...........not too much wheelspin but needs to be aggressive. Some competitors do a rear wheel spin up before the start (where permitted) to clean the rears and get a bit of heat into them but it can cause broken halfshafts and diffs on the more powerful cars so beware. Try to be smooth around corners but push hard all the time and dont just ease into a corner or onto the straight. If the car is not understeering, oversteering or just losing grip then you need to push harder on the loud pedal. When you finish drive back to paddock and let car cool down. Check engine for leaks etc and readjust tyre pressure which are likely to have gone up. Chat to others about track conditions and how they are doing and if you can the watch some cars on track to see how they approach corners and how late they brake etc. Depending on how your car is handling you may need to adjust shock settings and or ARB settings. Sometimes a compromise is needed as cold tyres at the start react differently to warm ones and slow/high speed corners pose different problems. Whatever you do try to record it and dont alter too much at once! Whatever happens enjoy it and talk to everyone you can and time will fly by and at the end of the day you will be looking forward to the next event. 3 Sisters sprint course No 1- One way of driving it....... Once again for newbies I am about to try and give you an idea about how to drive the 3 sisters sprint circuit quickly. Exit the paddock and turn left going round the right hand cafe corner towards the start on Conrod Straight. There is a short area for tyre warming before lining up on the start line. Grip here is excellent so off you go flat out towards the right hand approaching Pentith climb. A short lift is all thats needed and you need to move from the left aggressively to get as close as possible to the concrete strip on the apex and it really is a fast corner that needs commitment. As you exit the corner you need to let the car move left as far as you can without touching the grass and keeping you foot on the accelerator to prevent lift off oversteer. You are now approaching the aptly named Coward's Summit which is a high speed right hander that falls away from you and you cant see the line or apex until you are committed to the turn. Keep it smooth here and try not to lift whilst you dive to the right hand side before drifting the car to the extreme left on the exit which straightens up towards the 90deg right hander. You must now brake hard before this right hander and the apex is clear to see and you can use the outside rumble strip on the exit if its a dry track. (avoid it like the plaque if its wet). Flat out now past the pit wall and leave your braking as late as you dare completing it in a straight line before the difficult right hander called Paddock bend. There are different lines possible here depending on how you car is set up and behaves but generally you run wide and come in to make a late apex and hope you do not have too much understeer coming out on the left hand side. Get the car straight again and move right as you brake really really hard and turn sharp left around the Valley kerb and let the car run wide to the outside on exit but watch how you apply power as this corner has an adverse camber. Get on the power asap for a quick squirt down to the Left-Right-Left sequence of the Esses where a lot of time is gained or lost. The approach is downhill and the left hand entry is blind but you need to get close to but not on the inside kerb. Immediately look forward and pick a line through the right to left Esses onto the finish line on Rodgersons Straight. I find it best to ride high on top of these kerbs but be very very careful as you accelerate towards the finish because if you are not careful the back end will get loose or break away with bad results as it spits you to the inside tyre wall and damage will be the result!!!!!!! A greasy or slightly wet track makes this very tricky so be warned. Also of note is that the track is used by 2 stroke karts and their residual oil on the track does not mix well with water. Look right as you finish and you will see your time and think …...I could have gone quicker!!!!! Terry Everall Class G Speed Series Correspondence

Finally managed to get both my Westies out in some decent weather

From this: To this: First upgrade of the winter There's a prize for lamest upgrade right?

I picked the job up again this afternoon, and decided to fit the switch into the dashboard. Firstly I chose my position Then I cut away the vinyl and foam very carefully, followed by drilling a series of holes to form the square hole After some tidying up with a file, the switch is in Whilst out collecting some last minute bits today, I picked up a can of top coat paint. I sanded one of the primed mirrors down with 800 grit wet and dry, and gave it a couple of coats. More to follow - but thats it for a few days now!

Evening all, Time is short today so may I Introduce myself. I'm James Alexander (Alexander72) and less than a year ago I bought my first Westfield from Martin Parkes. Its a 1990 SE with a X-Flow engine and lots of bits and pieces. It starts, and goes, and stops - thats the limit of my knowledge. Oh, kids point at me in it and depending on their age they either say "look at that racing car" or "that man is too big for that car... what a.........." I'm planning on doing some competition next year when work and my daughters show jumping allows me a weekend off. I plan to chronicle my trials, tribulations, failures, and successes (hopefully) over the coming months. TTFN Alexander72 (James)

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 .

Well hello - been a while and you may well be asking 'Where's your latest update what have you been doing all summer?' and that would be an excellent question. Well apart from starting a new job, painting the extterior to the house, catchiing up on odd DIY jobs there is nothing more depressing than a half built car and looking out at beautiful summer driving days lost. With the best will in the world this build was never going to be done before Spring 2014 so I don't feel too bad and some progress has been made. So as the main image would suggest I am well into modifying the Mazda loom.Firstly I failed to follow the 6 P's principle and cut 2 beautiful holes in the scuttle, and then decided to re route the wiring through the firewall - which turned out to be a much neater option, but leaves me with some patchwork repairs or to buy a new scuttle . Still as the images suggest I think I have done a pretty tidy job.... http://forum.wscc.co.uk/forum/index.php/gallery/image/1229-ns-wiring/ http://forum.wscc.co.uk/forum/index.php/gallery/image/1230-os-wiring/ And this will make ths scuttle area much tidier particularly as the battery will be hidden away behind the radiator. So where is the airbox going then? Well I have made up an new air intake with cone filter. http://forum.wscc.co.uk/forum/index.php/gallery/image/1232-intake/ Which now means I will have to re rouite the cooling system - but this was on the cards anyway. Sump was sent away for modification to a local engineering firm - nice job and will add detail to blog next time. So next update should have a video of first start - hopefully so don't hold your breath. Take Care

Decided to fit a swirl pot all parts on order. 1st part to arrive fuel pump. Fitted it this morning. http://forum.wscc.co.uk/forum/index.php/gallery/image/1013-swirl-tank-instalation-pump/

Tel's Tales 020: Curborough 24th August 2013-- Race 27 Well Steve's car was now repaired with new bottom wishbone, new bottom bearing, and a new wings fitted to all 4 corners so we were ready for the 2 lap event at Curborough run by BMMC attended by 17 WSCC sprinters. The weather forecast was horrendous with rain predicted but there was a dividing line running north to south down the country and amazingly we were about 5 miles away from the rain front and survived the whole day in dry, warmish weather. There were very few Caterhams there so I guess our previous performances against them must have put them off challenging for the Trophy currently held by Paul Edden on our behalf. A few stalwarts had stayed overnight to prepare for the event and Richard James and Tim Nunn managed to get some kip at about 0415hrs so appeared late in the paddock “looking full of beans!” Lee Smith was making his first appearance in a sprint and is another addition to those like James Spicer who are driving to events. Matt Turner was in his repaired Yamaha R1 car looking immaculate with Matt Hillam double driving Barry Slingsby's car and Del Hodder and Garry Bunn doubling up again. James Alexander and David Reed contested class A. John Loudon and Graham Frankland were in class C. Martin Watson was in class F as was Pete Goulding. Steve Everall was going to find it hard in class D and Matt Turner and I would battle it out in class G. We were a bit spread out in the paddock so it was hard to keep a record of what was happening on track. Lee Smith was having a great time and seemed to be hooked even though when I checked his suspension the front was rock solid in compression (looked coil bound) and he got faster all day. Matt had 2 NTRs in practice and in P2 he only did one lap as he forgot to turn right! In P2, I approached the Mole Hill far too quickly (and in 3rd gear rather than 2nd) and just held a couple of big slides and a partial assent of the bank. At the end of P2 Matt had a misfire and oil around the throttle bodies and suspected a major problem so packed up for the day. (It turned out to be an oil leak from that had oiled up the plug coil and caused the problem so it should be a cheap simple fix. It was particularly annoying for him as he had already posted a P2 time of 57.28secs which was very quick and bettered my time of 57.91secs. I was beginning to experience a few missed up shifts but I could not trace the problem in the linkage etc and I was losing time. During the day a few cars caused delays including the Force car of Lindsay Mercer collapsing after the finish line.( Rose joint connecting upright to bottom wishbone failed dramatically. We eventually had just 2 Practices and 2 Timed runs which was a little disappointing. Steve managed to avoid hitting anything with his wings but I did not heed my own advice and hit the third cone from the start as I turned left (its my favourite cone). I hit it on 2 runs and needed some duck tape to make repairs. Gary Bunn thought he had an engine misfire on his last run but the consensus is that he forgot to put more fuel in the car (its an age thing!). Barry Slingsby actually smashed the target time on P1 and eventually scored another 102 points. John Loudon beat the target time to score 100.75 points. Class H target was so hard that Del only scored 97.83 points but did take FTD with a great drive of 55.49secs in T1 showing everyone the way to do it. He is becoming the King of Curborough as he took FTD there earlier in the year at the single lap event. Martin Watson won the best Novice award with 60.29 secs. James Alexander had gearbox problems on his last run and I also had 2 missed shifts which b*******ed up my final run (turned out to be a loose adjuster screw in the trickshifter which prevented the engine cut) Steve was happy with his time and scored a PB and Lee Smith left with a big grin on his face wanting to join the speed series next year. Tim Nunn stole the points in class E and Pete Goulding scored best in class F with a best of 57.48 in T1. So Barry maxed out again and is blowing away all the class D records as if he is not even trying. In the end the first 6 cars were Westfields. There are now 5 competitors that have averaged more than 100 points in their 10 events and they are Barry Slingsby, John Hoyle, Stu Hill, John Loudon and myself in that order. Next event is Ty Croes double header so maybe see you there. Terry.everall@virgin.net Speed Series Correspondent Class G competitor

Tel's Tales 019: Hethel 4th August 2013 Following the trauma of Steve having a moment with the grass and tyre wall at MIRA we had a relaxing night at the pub near Hethel and arrived in the paddock at 0630hrs and Steve immediately got stuck into taking the b*******ed wishbone off and getting the car ready to accept the donor part from Keith Adams, delivered on time by Barry Slingsby ---Thanks guys. Steve and I got stuck into the repairs and by 0730hrs the car was back in business with replaced wishbone and a fancy yellow offside wing courtesy of Barry and passed scrutineering easily with compliments on the expertly applied duck tape and its effectiveness. We both had time to cycle round the track with John Loudon and realised that it was easy to get lost on this fast and tricky circuit particularly as the entry to the chicanes were very difficult to judge and see whilst pulling big speeds. We would end up getting two practices and 3 timed runs during a well organised day. My problems during the day revolved around more missed changes due to the trickshifter settings being too soft again and a reduction in battery power that I suspect is the regulator acting up. Steve pushed me to the start line a couple of times and seemed to enjoy the exercise. Keeping slick tyres clean was impossible as the grit from the paddock seemed to be magnetic and attracted to rubber. On my first practice I felt like a total novice and a satnav would have been useful. God knows what gears I used or where and sorting out a good line was beyond me. I wondered why I had bothered to come and was apprehensive about the challenge as I really could not memorise the track well enough to go quickly right from the start. I was not alone with this as others talked about nearly going straight on at the hairpin and not being able to see the route/entrance to the chicanes and at high speed this is one hell of a nail biting challenge. I was doing 126mph down the straights and others were quicker so the scenery passes a bit quickly and the black stuff soon runs out. Del and Gary fancied their chances due the power of the supercharged honda and Barry was looking very quick in practice and John Loudon was checking his suspension settings again. David & Chris Hussey were out in the Striker and during the day they lost a front wing as the retaining bolt pulled through and also had busa engine failure, so they were not too happy. Del was still not sure that the reinstalled diff was working right which meant a lack of predictable rear end grip. Mick Cooper and his better half Jan were having a good look round and chatting to most people as they enjoyed another hot, sunny day. Steve was going well and had a smile on his face as he drove around with his newly decorated car (somebody should have told him that yellow and maroon is not a cool mixture of colours) David Cleaver improved as the day progressed. John Loudon achieved 82.33secs against a target of 83.34secs! Steve Everall picked up 4th place trophy in his class and was well pleased with 86.32secs whilst Barry took 3 runs to get to 80.36secs which is a new class record for us against 81.95 so thats close to 102 points I think so that may be game over for the rest of us in terms of the championship. James Spicer had driven from MIRA to Hethel and was going well when I saw him. Gary Bunn was fastest Westield and 2nd overall with Del 7th overall. Finally I just achieved a new class record with 79.31secs against target of 79.37secs and was 4th fastest overall. In summary its a great track but a long way from most places. I hope it stays in our calendar but they may change the track so target times will not be available..... lets wait and see. Terry.everall@virgin.net Speed Series Correspondent Class G competitor

Tel's Tales 018: MIRA 3rd August 2013 Due to holidays I had missed the earlier MIRA event so I was eager to get out there again. As we know itsa fast track and has lots of horrible cones to test how well the car wings are attached to the tub. There was a three quarter hour delay to get in and there was a reasonable Westfield turnout with 14 cars, except for Del and Gary who had fallen out with the track and course previously. Scrutineering proved difficult for Kev Jones as there was side to side play on his steering rack as it moved through the alloy mounts. We spent quite a long time trying to put I extra packers and shims to stop the thing moving but there was not much improvement . Eventually Kev convinced them that it was safe and he got out to practice in P3. At the briefing we were told there would be 2 or 3 practice runs and 2 timed runs. I asked if we could have 2 practice and 3 timed runs (at least) but were told that the regs did not allow this but they understood my concern in terms of value for money competition. This was particularly frustrating as the sun was shining and there was a low entry. Martin Hepworth borrowed my big socket and bar to check rear axle nuts were tight and later had a battery/alternator problem. Steve was out with his car and we had now fitted my 3.92 LSD to help top speed today and tomorrow at Hethel. Barry Slingsby was pacing up and down and calculating what time he needed for his 102 points! James Spicer was next to me and had driven to the event so used my trailer to store his bits. Practice saw a few cars swiping the cones just to check if they moved and Barry was seen to T cut and polish off a telltale mark on his car. Barry and I were leading the times right from the start but I had problems with my trickshifter in P2 giving me false neutrals (I nearly had to be towed in as I could not get any gear and stopped mid circuit) so tried a stiffer setting which made things slightly better but not perfect. In the lower capacity John Loudon was going well as was Chris Bennett. Steve set a PB. Unfortunately Pete Goulding spotted a low oil pressure and found that the oil had a bronze tint to it suggesting a bearing/shell was on its way out so he decided to pull out and go home to fix it. We quickly got into T1 whehen the big casualty was Steve who was trying so hard he just touched the grass before the finish and ended up in the tyre wall. Ambulance and recovery truck were needed to sort him out. Luckily he was unhurt but it was quite a big off. The car had a badly bent lower offside wishbone, no front wing, split nose cone and the rear wing hanging off. Now this posed a problem as we were going on to Hethel for the Sunday event. Steve had a spare wishbone but it was at home, miles away in Leeds! After asking if anyone had a spare Keith Adams came to the rescue and said he had one at home and Barry could pick it up and bring ot to Hethel to fit in the morning. What a result and typical of the Westfield spirit! Duck tape sorted the rear wing and nose cone whilst Barry sorted some cycle wings in bright yellow....awesome! So Steve was out for the day but there was a chance he would be out tomorrow. Barry was quickest on 48.44 secs which beat target of 49.96secs so he put car on trailer (job done) with 102 points in the bag. I still had gear change problems but posted 49.51 secs. Keith Adams was also going well and under 50secs with david Cleaver under 51secs. T2 was the last run that would count and John Loudon made it pay with 49.29secs and under target of 50.22secs followed in his class on the day by Chris Bennett. I got down to 48.09 secs to be quickest Westfield on the day but did not beat target time. Craig Spooner, Graham Frakland, Martin Hepworth and David Reed also posted good times. In my opinion the only downside was that we were all done by about 1445hrs and the sun was still shining so I wanted more runs! Several of us packed up and set off for Hethel and another tilt at those target times and for me a track I had never driven. Terry.everall@virgin.net Speed Series Correspondent Class G competitor

Tel's Tales 014 – Curborough 16th June 2013 Behind the scenes people such as John Fisher, Emma Gaskin, Nick Algar etc had worked their magic and organised the 2 day event including the sprint school on Saturday and the speed series event on Sunday which was blessed with sunny weather all day until it started to rain a bit after the awards ceremony which was brilliant timing. Following my engine problem at Pembrey I was desperately hoping that the new trigger wheel I needed would be ready to fit but it turned out not to be possible! I was not happy but Steve again offered me the double drive so that I would at least keep my hand in although the cars and competitors in class D looked fast and I would not score any points. (Round 19 of the year and I have only scored twice not counting practice at Pembrey. We had a small but quality field consisting of experienced as well as keen new faces out to do battle with the short, sharp narrow track including the Molehill and the Fradley hairpin. The need to push really hard into the first left hander is always difficult but lots of time can be saved there and cars need to handle well to not experience understeer exiting Fradley hairpin whilst trying to get the power down for the finish straight. Ian and Dave (gadgetman) were on start line and achieved an all time record number of starts whilst Richard and Luke played with their walkie talkie radios to keep the paddock and start line moving well throughout the long day. There were quite a few double drives taking place including ACW and Stu Hill, Barry Slingsby (Mr 102) and Matt Hillam (Fatbloke), Derek Hodder (Del) and Gary Bunn, Kevin and Paul Jones. The day turned out to be one of the best run and slick meetings, helped by few breakdown or incidents where people went grasstracking or attempting to climb the mountain. We had two practice runs and 2 timed runs before lunch and it was all go with no time for bacon butties or pots of coffee never mind trips to the loo!(weight saving exercise) Rob Crossland had a bit of a misfire which turned out to be a faulty plug and Mark Schlanker blew a water hose off at the start but thank god it wasnt an oil pipe. The Jones boys continued to occupy themselves with technical issues throughout the day but they posted good times with Paul just quickest. Kevin was busy logging tyre temperatures for later analysis. When I did my first sprint here a lot of years ago Paul Aspden walked around the track with me and said that anything under 40secs was a good start...... and it still is but the cars are now getting much , much quicker so that below 35 secs is achieved by many.... thats progress for you! Novice results: In class A, with 6 competitors, Chris Bennett was the big point scorer with a time of 34.97secs Rob Crossland drove well to achieve a 34.40 winning class D. Peter Steel only did 2 timed runs but I dont know if he had a problem. Class F was close between Martin Watson and James Thatcher who did only 3 timed runs each ending with 33.92 and 34.18secs respectively. Others: Class C was close with Stu Hill just beating John Loudon as well as the target time with 32.23secs. In the experts class D was won by Barry Slingsby who ran 31.21secs to secure his 5th 102 result in a row. Tim Pennington also beat the class record with 31.95 secs. Matt Hillam, Howard Gaskin, myself, Stephen Everall and Stephen Herbert were all close behind on the dry track and in good conditions. Andy Hargreaves and Matt Turner drove very well in their BECs in class E and G. Matt's new colour scheme looked the dog's danglies. The battle in F was great to watch and ended up with Pete Gouldingjust pipping Paul Morcom with 31.85secs. I must not forget Steve Davies and Marshall Rowland in their Elises (class J3) where Steve beat target with a fast 34.69secs. In class H Del produced the goods with some aggressive but consistent driving to take FTD with a his T1 time of 30.36 secs (0.5secs quicker than Bunny) in his supercharged honda beast. This was a credit to the club and thanks are due to all the organisers and helpers without whom the drivers would not have been able to have such a great day.

No idea what I am doing with this blog, but if it works, you should be seeing pictures of a Westfield cake that my friend had made for me for my birthday. If you are interested, it was made by The Three Cakeatiers, based in Bedworth, Warwickshire (02477 988922, www.thethreecakeatiers.co.uk, www.facebook.com/Thethreecakeatiers ) And no, I'm not on commission!

No updates of late, but having now picked up my completion kit there'll be no holding me back - LOL. Boxes of unidentified bits all over the place. Still no manifold but am assured that its not far away.......... I now have a pile of wire in a box stripped back from the loom - hopefully I have only removed the bits I definitely don't need - but there is still an awful lot of wire in the MX5 loom. Loom now draped over the car- still not looking forward to this bit. Anybody got a decent wiring diagram for the Mk1 1.8? Concentrating on getting the rear of the car completed, so have been a little delayed whilst refurbing the MX5 parts and then finding the tank protection bar was missing from my completion kit. As usual, easily sorted but frustrating non the less and then having to fit a longer bolt to the lower rear wishbone as there was no thread showing beyond the nyloc nut on the original. Also forgot to save the spring clips that hold the handbrake cables from the donor so had to wait for them, but as the pic above shows, backend now complete bar final adjustments. Moving to engine and gearbox next. Maybe see some of you at Stoneleigh

Tel's tales Issue 006- April 2013 Speed Series Terry Everall Speed Series Correpondent 3 Sisters Wigan 14th April 2013 (Round 3) The first 2 rounds down south had hightened the anticipation for the first northern round and we all hoped for dry weather and a bit of warmth. The date in April seemed miles away at the start of the year but it came as no surprise that final preparations for several competitors was a last minute job just like every year. In my case the newly built race spec blade posed a few problems with matching the mbe ecu with the engine crank sensor and the engine cranking speed. In the end it produced extra power on Daytuner's rolling road and it was necessary to install a slave battery to use 24volt starting until some new software solves the cranking problem. I also fitted new Playskool ARB's to produce a softer bar than before due to having a lightweight car. I even checked the acoustafil silencer fill and was amazed that it looked just as good as it did at the start of last season. Matt Turner is still not quite ready but Andy Hargreaves made it ok as did Derek Hodder. A late change was Tim Nunn coming into class G with his refreshed blade engine due to Richard James's car not being quite ready and he was supposed to be double driving. Prior to the event early weather forecasts said dry and 19deg but by Thursday it was looking like rain and 9deg so it was not looking good. So up at the ungodly time of 0500hrs and on the road from home in York by 0600hrs with car and all spare parts etc including waterproofs. Met brother Steve on M62 near Leeds to travel in convoy with weather looking a bit iffy and dark black clouds. So, down to the event itself which kicked off at 1000hrs with a few new faces to 3 sisters including Stephen Herbert (who was seen legging it round the track because he did not see my Blog on how to drive the track!) and Andrew Lowe in class B. First and second practice was wet and the track was cold so the times were not impressive but the slides and the lack of grip was entertaining. Keeping the car on track and in one piece was definitely the best course of action and all the Westfields managed it. Even Steve Everall managed to keep all his wings attached to the car. The first timed run was before lunch and the fresh tyres/new slicks came out in classes G and H. T1 still saw a damp cold track but in class G Tim put in a storming run of 44.89sec to lead the field closely followed by myself and John Hoyle with Andy Hargreaves in the R1 car, Stephen Everall ( car lightened by 40kgs!) and Stephen Herbert chasing hard. Del's car was being double driven by Garry Bunn again and had starting problems on P2 but they both managed to put in times before it returned to the paddock with an obvious problem which is suspected as being a main or big end bearing. More late night work to get it ready for Aintree hopefully but it ended a disappointing day for them. As the day progressed the slick organisation of Longton & District motor club came up trumps and we eventually got 7 timed runs in drying conditions so that it was evident that the last runs would be critical. John Hoyle dominated class D eventually achieving 45.59secs against the target of 46.08secs hence setting a new record on his Avon ZZR tyres. Andy Hargreaves got within 0.7secs of the record despite a sticking throttle and a few hairy moments. It was good to see Kevin Jones out again in the turbo busa but the gremlins hit and he struggled with a wiring/fuelling problem finishing up with 51.60secs. Marshall Rowland was enjoying his car heater earlier in the day and flew round in the Elise ending up with 52.07secs just outside the record. Andy Lowe had 5 runs in the 53secs range ending a good day on 53.38secs on a new track to him. The two Stephens battle ended with Everall just pipping Herbert on the last run with 48.22secs ( new record) against 48.51secs. In class G times were coming down all day but Tim just had the edge on every run by about 0.2secs on average with both of us looking hard at the class record(target time). The last run saw Terry (me) away first and taking 3rd gear rather than 2nd over Cowards summit. For once it was a smooth run and no problems and as I finished I punched the air as I saw 43.35secs on the clock which broke Tim's record. Tim was straight behind me but I did not see his time. Mark Anson had watched us both and went over to Tim but I still didn't know how quick he had gone. As Mark walked back to me he said I had won …..... but only by 0.01secs. Hell's bells that was unbelievably close and whilst being over the moon I did feel that Tim had been robbed. In the end it turned out that I had also got FTD so that was a great start to the season. John Hoyle was the biggest points scorer setting a new record with 45.59secs. Cant wait for the next event and see watch the new engine is like on a long track like Aintree. Hope I haven't missed anybody out of my report and hope to see you all in the paddock. Terry Everall Speed Series Commentator (Class G competitor)

Several months ago I bought a pair of electric mirrors and a control switch on E-Bay They are from a MGF (Rover) So yesterday I decided to have a go at getting them sorted out and fitted. The first job was to whip the battery off the Westy. I bought the battery inside and sat at the dining room table and got stuck into working out the wiring on the mirrors and switch. This didnt take too long with the help of google. Once I got both mirrors 100% operational, I labelled up all the wires and also made a seperate note of connections. Then I took off the cover surround and mirror glass After a quick clean up inside the housing, I gave them a rub down with 400 grit wet and dry The next process was to mask up the rubber shrouding covering the mounting lugs, and give them a coat of primer

Tel's tales Issue 004- March 2013 Speed Series Terry Everall Speed Series Correpondent Castle Coombe 23rd March 2013 Report by Stu Hill ( Woodman) / Terry Everall Well we are off at last into the new 2013 season, not so much a flying start but more like a damp squib! Many competitors still seem to be building engines or putting cars together so well done to theose that got ready on time. It never ceases to amaze me how every year its always down to the last minute. Due to a massive 50% oversubscription for the event some Westfield competitors may not have gained an entry to the opening round of the 2013 championship. However, they may be counting their blessings now as challenging conditions greeted the Speed series competitors who made the trip. The forecast early in the week had promised snow but in the end it was only a bit of rain, sleet a bit of now and a cold wind which prevailed through a practice session that, I believe, had been curtailed from the usual 2.75 to 1.75 laps. This was probably due to the many spins and accidents causing delays as people got too enthusiastic with their right foot and levels of grip were tested. Brass monkey weather made life a bit tricky particularly with any mechanical problems as cold hands are not good at holding spanners. Their were seven Speed series competitors in classes A,C,D and F who were joined by Matt Hillam who had a guest drive in Mark Smith's SBD Reynard single seater. I am sure the prospect of driving this type of racing car in these conditions will have really focused Matt’s mind and caused him to have some very tensed muscles particularly due to the slippy surface of the track. In Class A speed series ‘newbies’, James Alexander and Roger Donaghue lined up with the more experienced novices Mark Wendon and Simon Broadbridge. Simon had upgraded from X/Flow power to a Zetec, in the well sorted car that was formerly driven by Tom Couldicott. Class C was represented by Graham Frankland ( Mr Rollover- Loton Park)) and Class D by Rob Crossland. Rob was keen to try out the full potential of his new power plant fresh from a recent setting up by Dave Pillenger.- maybe today was not a good time to test it to its limit! Martin Watson, another newbie, topped off the entry with his Class F machine. So first practice was a real ‘baptism of fire’ for James, Roger and Martin but they all came through unscathed . Mark decided to try out the escape roads at both chicanes. Graham and Simon tested out the handling through 360 degrees.(they were not attempting doughnuts). Rob had a shortened practice due to a RS 2000 coming to grief at one of the barriers. Martin kept it all together and was pleased to have had a relatively safe run. This was definitely a day to keep it on the black stuff and try to keep it smooth and even getting off the start line was difficult. All the competitors were glad that the weather seemed to be improving for their first timed runs and that the wind was helping to dry the track a little, however there were still large puddles and a very slippery surface to contend with. James posted a massive 36 sec improvement from practice with Roger only slightly seconds adrift. All the others made gains and kept their cars facing the right way with some smooth driving and a bit of oversteer as they tried to get the power down. Unfortunately I ( Stu Hill) was unable to stay for the final timed run ,so I hope the weather didn’t get any worse and they had a good, safe run and a bagful of points to boot. The final results showed that the dry target times were not going to be achieved so 100 points were up for grabs for class winners Martin Watson, Graham Frankland and Mark Wendon who took Class A. The other Class A guys were all very close and I think have caught the bug. Hope to see you all out again soon in some drier, warmer weather and glad you all got through your baptism of fire ( or should that be water?) Terry Everall Speed Series Commentator

Tel's Tales – Speed Series 2013 - Part 1 by Terry Everall - Speed Series Correspondent Introduction Well, in a rash possibly inebriated moment I agreed to appoint myself as official Speed Series Correspondent for 2013. So unless someone else volunteers you are stuck with me but I hope to publish both factual reports as well as coordinate articles , views and questions from all members so that we communicate the interest in our Speed Series, which many other clubs envy and congratulate us on at events. Please note that my views are not necessarily those of the speed series committee but I hope this will enable competitors to air their views and suggest future improvements or see what other people think. I have enlisted the help of Bob Green for photos and hope to ask others for class reports and commentary on events I dont attend due to being a tight Yorkshireman who grumbles at the cost of fuel to get to events as I need all the money for upgrades and more power. If I dont get the facts from drivers I will just have to make it up. Future possibilities include driver and car profiles, interviews, a range of excuses to be used when things go wrong and technical discussions regarding engines, suspension, scrutineering etc. What's it all about ? The speed series committee have done some great work behind the scenes arranging the programme and issuing this years regulations which have produced a few changes to classes and target times which will be debated in the paddock or bar at great length and depending on your view, you will agree with some points and disagree with others. What is a fact is that whilst you cant please all the people all of the time they are trying to achieve several things such as:- provide a full programme of events, encourage new competitors with minimal experience, accommodate road going unmodified cars, follow MSA classes, provide a reasonably level playing field in terms of tyres, gearboxes and power etc. What is a fact is that those of us who are afflicted by this incurable pastime will compete no matter how much we express concern about the regs or Target Times. We, as competitors, cant get enough of it and the leg pulling and wind ups that are all part of the scene. However, when someone has a problem with their car everyone gets stuck in to help and its rare that we cant sort out most issues which would normally take too long to fit or outface a single person attempting a repair on their own. Spares are readily available as is technical expertise. A classic example of the camaraderie was at Ty Croes last year when Tim Nunn's clutch failed so his drinking partner Richard James offered to give him his own clutch. So in about 45 mins we took clutch from one fireblade car and swapped it into the other. How about that for sportsmanship – you don't see it elsewhere as far as I know. So, what can I say about Target Times? For those of you who know sweet nothing about sprints and hillclimbs its really like an F1 qualifying lap but we do it from a standing start. In Westfields we have classes A through to H and J1,J2 and J3 for other makes. In my opinion most of the speed series drivers are seriously quick and our results against other supposedly faster cars speak for themselves with car often taking Fastest Time of the Day (FTD). We have moved into target times over the last 3 years and despite teething problems it seems like this is the future and should provide everyone with the same chance of winning the overall championship. Except for a few classes at a few venues we now have target times which are our class records so are difficult to achieve even when we have perfect track conditions. An adjusted formula is used if we have wet conditions or visit a new venue for the first time and where no sensible record existed this has been calculated. Each class is hotly contested and often competitors are divided by tenths of a second or less so each run has to be perfect to get close to or better the target time and requires total concentration and often a lot of bravery to carry maximum speed through tricky corners or brake much later than seems possible. The cars are on the very limit of traction and adhesion for much of the time pulling big lateral g forces. The lightweight slick shod cars often achieve 64 feet times of 2.0secs from a standing start! That is some serious acceleration and would win a traffic light grand prix easily. Most events provide 2 practice runs (timed) and 2 or more official timed runs with normally 3 or 4 possible unless there are too many offs or crashes or it starts raining. Clearly ,in general, the more powerful and light slick shod cars are quickest but not always and on some circuits bike engined cars (BEC) are just as quick as the car engined cars (CEC). Cars typically have full screen or aeroscreens with roll over bar or full cages. Power units in CECs are normally Zetec, Vauxhall XE red top, Duratec, Puma, Toyota and the odd V8 producing power between 150bhp and approx 305bhp using H pattern or sequential gearboxes. Most CECs weigh between approx 485kgs and 600kgs and many have dry sump systems. BECs currently run YamahaR1, Suzuki Hayabusa or Honda Fireblade producing between 150bhp and 190 bhp. All these figure scan be increased by running superchargers or turbos as long as you can deal with the extra weight and heat produced. There are 2 types of venue, which are sprints or hillclimbs with some drivers doing both and others preferring one or the other. Some circuits are tight and narrow whilst others are wide but big speeds are possible on all tracks so long as you stay on the black stuff and dont visit the scenery too often. If you do get on the green stuff then the car acts like a bar of soap skidding across the bathroom floor and damage to both ones pride and car is likely. Preparations As I write this its winter and as well as the stomach bug Norovirus causing problems, severe cases of upgraditis have been witnessed. The first snow has fallen but things are stirring behind closed garage doors and more preparation was in evidence at the Autosports Show at the NEC. Speed series records and times have improved every year and therefore drivers all want the lightest and best car available so the basic recipe involves some of the following:- weight loss, brakes, rolling roads, engine transplants, better cams and throttle bodies, lighter seats, smaller fuel tanks, geometry set ups and last but not least a new set of tyres. Budgets are blown and bank balances suffer but its all for a good cause............ Terry Everall, Curborough 2012. in the Fireblade car Rumours So rumours have it that Adrian Clinton Watkins is preparing to prepare the twin engined busa monster to attack class H and I wonder if Mick Allard aka the duck will also be in the seat or in the 2litre Duratec. Class D will see more drivers like my brother Steve Everall with lighter cars and aeroscreens rather than full screens with John Hoyle also refreshing his powerful XE . John Loudon in class C will be on the pace again with Puma power and Stephen Herbert has had his aeroscreen / windscreen on and off more times than a bride's nightie and will be battling away in class D this year. In class G, I will be running my lightweight car with the Andy Bates 2008 Fireblade engine (with slipper clutch) which will hopefully have more power than last year. Although Tim Nunn and Mark Anson are holding their cards close to their chests I hope they will be out this year to support the class again. They were both seen sniffing around at the NEC and I don't mean glue. Tim's great season last year will take some beating and I know Mark is hoping to get his blade rebuilt to join the fun. Breaking news suggests that Matt Turner has a more powerful R1 available and is currently looking at the size of slicks to use so that looks like he is moving to class G. It is believed that there may be more people double driving next year following the successful example set by Derek Hodder and Gary Bunn in the supercharged Honda built by Del attacking the class H times. I believe that SBD will be out in their factory car being driven by Matt Hillam and Carol Torkington as Craig Sampson may be double driving the single seater and we also see Kurt Ramsden leaving to drive a Radical SR3 as he is selling the Flymo. Will Richard Kerr join Luke Algar in the purple rocket in class D? Will Phil Newall (Barney) reappear in his own or someone else's BEC? Maybe he has been chatting up Richard James in the class E car so they will meet up Andy Hargreaves with Yamaha R1 power. I guess that class F will see Barry Slingsby blasting around at a ridiculous speed again with Pete Goulding and Paul Morcom but who will join them? No news yet from Paul Aspden but hopefully he will be out again with a rebuilt engine. For those running CECs the choice of tyre is still vigorously debated in the paddock. Not long ago drivers using 1B tyres were using the softest Toyo 888 but more recently Kuhmo V70 and Avon ZZR are the choice rubber. Both are a little limited on widths for 13” rims, which most people now use but they certainly give fantastic grip. It is hoped that there will be a few fresh faces coming into A & B to bring new blood into the series and they will be most welcome and I hope they have a great season. A message from Kevin Jones suggests that the turbo 'busa is back together and he will be out but not sure what his brother Paul is doing yet. Steve Everall, on start line at Curborough 2012 The event The following is a part of the sequence that most drivers go through initially before the day and then on the day itself. Preparation - bolt check, check nothing loose or leaking oil on engine, charge battery, check tyre pressures, fuel up, clean slicks, attach competition numbers, put car in trailer, load all tools, spare battery and as many spare parts as you can fit in, clean helmet and overalls, gloves, pack competition licence, speed series club card and other paperwork and don't forget the kitchen sink! Then panic that you have forgotten something so check again. On the day – Find paddock space, unload car, sign on, get car through scrutineering, attend drivers briefing, walk course to check where the black bits are and decide in theory where to brake and where the apexes are but its rare you will get that right, check tyre pressures and wheel nuts, warm car up, pass noise test. Although most people arrive very early at around 0700hrs they may have already driven for 2 or 3 hours to get there and the time flies by and you are soon ready for the first run. So, up to the start line and with cold tyres and not too many revs away you go. Try to breathe normally and not panic as you brake for the first corner with cold tyres and brakes and not much grip. You cant afford to make any mistakes as you will ruin your time so the combination of the right revs and gear, good lines, very late braking, bravery and a bit of luck throw the car sideways at the finish line. Back to the paddock and check how others went, discuss how little grip there was and then check your time before deciding which excuse to use if you were not the quickest. Some experienced drivers get their excuses in first before the event starts to avoid embarrassment later! eg. car not running well, too much liquid refreshment the night before, tyres worn out, man flu.....etc. Finally after practice and timed runs the clock is king and your best time counts and quick times means good points and you are already chomping at the bit for the next event. Its totally addictive. So come and watch or better still, enter the series , even if you can only do a few events . You will not regret it and you will find a new group of friends (it's almost like an extended family) For more information, suggested future topics or gossip please click here to contact me

Given the recent news surrounding this horse meat kerfuffle I thought it best to check on my horses. M444444444TTB was already dropping his Westfield off at BTec racing for his carbs to be rebuilt and The Stoat was getting a go on the rollers to check his air fuel ratio - it only seemed natural to tag along. Since I've built it I've not been massively impressed with the speed of my Westfield. After wrapping up like the Michelin man I met with the above Swindonites and we convoy'd off. It was a bit foggy made worse with it condensating on the windscreen. Curse my decision not to bother with the intermittent setting for the wipers! Still we arrived there safe and sound and Stu put his loud and proud VX effort on first. That's a really impressive engine that just doesn't stop making power. And then it was time for my much more sedate version. Two runs were done, one with the AFR probe in and one without. Interestingly it made slightly more torque with the probe in but with figures that small and close I don't think you could confidently say that my car runs better with an ever so slightly more restricted exhaust! Standard MX5 power is 133, so only one of mine has become lasagne. That's not bad, and a shame really. I was all set to replace the engine to save fixing the coolant leak but as it's giving good power I don't think I should write it off, even after 144,000 miles! So at some point, assuming I ever get around to it I've got to pull the engine and get the block skimmed. A Westfield manifold will make an appearance some time soon and I'm tempted to fit an induction kit to replace the standard air box. It'd be interesting to see what kind of difference that makes.

Part 3 Fitting the engine into the car (will it fit?) First mistake, I thought "hmm gearbox oil tricky to get to, I know I'll put a litre in then I'll only have to top it off" DO NOT DO THIS! I knew I would have to tilt it to get it in but didn't realise by how much I have now wasted 1litre of oil and added a "nice smell" to my hat and drive floor. Second mistake, "I'll fit the speedo cable just as we put it in the car" This is a pain in the @rse and I'm still not certain its in right. This was the hardest part of the job. I recommend Fitting the cable before putting it into the car and then tying it out of the way to attach to the speedo later. The rest is ok. 2 people are required, engine crane is required, anyone say "you can do it with jacks" is either extremely strong and/or likes pain. The engine crane made the job simple. Top tip give yourself plenty of chain to manover the engine. Oh and take off the intake side mount as it catches on the steering column on the way down. I have used tiger mounts as I have no welding experience. These are good but a little short so I will have to use rubber mounts and some spacers to fit. I have cut some wooden blocks to support engine in place wilst I work out what would be needed. Engine in on wooden blocks these are 52mm thick. Notice that the tiger mounts are a bit short sticking out. The standard westfield down and out exhaust is actually the main problem. With 52mm blocks the bottom of the exhaust still touches the chassis. So I need to raise the engine to give clearance. I will use 10mm spacers/plates to mount it. This means the engine will also be level, with ground clearance of 100mm plus. Now the disadvantage, it does'y fit below the bonnet. (photos to follow) I have decided to keep the westfield exhaust and have a bonnet bulge, as I have clamshell wings and don't want to go the cycle wing route, (I also like the idea of the engine being level). I am certain that if you wanted the engine to fit under. You could do it with a modified exhaust or "out and down" style and you don;t mind the engine tilted forward. More photos to follow.

Hi all, This is my first blog so be gentle. Also usual disclaimer: I am an amateur builder, not a mechanic. I am working in a single garage with the usual small array of tools. I am writing this to hopefully help people thinking of doing the same in the future on a budget. Please take what I have written as this and not a "do it this way". I am certain that I will make mistakes and probably not do things the "proper way" it is "a/my way". Please feel free to comment and/or recommendations however please don't make this blog a "Kit Car Crisis" p*** take. Thank you The aim is to diary build of putting a black top zetec 2.0l into a lowline narrow westfield to replace the now well documented knackered xflow. Part 1 The parts I've bought I have been collecting parts and have a brief description below. I will also add photos if I can. Main parts: Zetec Engine - nb mine is a donor engine which has come in bare engine format. You may find that a crated engine may be a better option but I was on a budget. Mine is standard 2.0l Blacktop done approx 50,000 miles from a mk1 focus 1999 and has just had the cambelt changed. I also got my supplier to fit the Raceline sump (see below) Raceline sump - I wanted as much clearance as possible as its a lowline bonnet. Also it is a cracking piece of kit. Ford Type E gearbox - I wanted 4 speed rather than the type 9 (saving a bit of weight) as mine is a country road car. Got it from a WSCC member. This is to replace a Type 3 gearbox which has the wrong size input shaft (splines and diameter) and would not be strong enough to take the zetec power/torque. Engine mounts: Tiger sportscars shop. I have no experience of welding and I know the WF ones need modifying. These are shorter and hopefully will allow me to fit by simply bolting to parts of the chassis. Starter: Standard CVH (S/H from WSCC member) Clutch: Mondeo mk 1 12/1992-07/1994 Motoquip number: VCK726 (E-bay) Flywheel: Standard 1.8 zetec (bought S/H from WSCC member) ARP bolts (WSCC group buy from Partbox) ECU: I will be fitting the new NoDiz pro as I got a group buy discount through locost forum. It is different from megajolt as it comes with everything on it (eg rev output, hard and soft limiter, shift light signal etc.) and doesn't use an EDIS ie it plugs straight into the coil. Coil, Plugs, Leads, Crank position sensor: New various suppliers. The plan is that all the electrics for ignition is new. Thermostat housing: New WSCC member Carbs: Zx9r bike carbs mated to a bogg brothers manifold with a banger converter. I bought these for my xflow (1700) and they were excellent but ran too rich so will see if they are "just right" or need new jets for the zetec. Thats about it for now, part from here is a gallery image of my engine with raceline sump just before my supplier shipped it.

I decided to swap my flat bottomed steering wheel and QR for some new models So out with the old And in with the new - Brown & Geeson QR with a Momo Team 280mm diameter wheel For the usual suspects - that is a bit LESS blue in the car now

SHMBO is getting a bit peeved off now (even though I explain this is surely better than me spending every night in the pub or all night in the garage ) and the kids keep getting upset when I explain Lego is for adults not for children… …………. But I am getting there …. V8 ducted nose cone (could not manage to union jack ) V8 bonnet Rear arch with stone guards:

Decided it needs to be green unfortunately green lego is a rare colour. I created a few parts in red pieces to work our quantities and then purchased a shed load of green pieces from a well known lego bricks site on't tinterweb hhmmmm lego Tub sides: Sides on: Rear tub, Scuttle and aeroscreen: Fixed:

Progressed further with the Lego Westy. I have built a few Lego technic cars in years gone by, I started with the 8860 car chassis model. The westy is a mix of old and new style lego technic pieces. Here is a pic of the rear chassis complete with rear suspension and diff. The diff configuration is a fairly standard set up on large lego technic car models: After contemplating which engine to use for about 1 second I decided on a V8 This engine either V8 or V10 is fairly popular in a lot of current lego technic car models: The gearbox - biggest headache so far being restricted by space its limited to four speed. My first attempt had 2 forward and 2 reverse gears Finally got a configuration to work with 4 forward gears but unfortunately no reverse. The four upturned bushes to the right of the picture above the drive shaft are for the remote gear linkage: Trial assembly of parts so far. I need to do this to assemble the drive train and tweak gearbox ratios and also to position engine, gearbox and remote gear level assembly so the are all in the correct position: Once the drive train is fitted correctly I built the chassis around it connecting the rear section to the front, is this how real ones are built :

A bit of fresh air was needed today, so I used some fine cutting compound, followed by Autoglym SRP and finally some wax. Three coats of each left me with this Then I cleaned the mirror glass and applied some Rainex. I also cleaned the plastic glass surround with some trim detailer And finally I re-assembled the mirror The windscreen pillars need a small amount of modifying. I drilled out the fixing holes to enlarge the diameter of them. This allows the mirror to be rotated slightly to make it more vertical as without this it points a little bit too much skywards. You will also see an additional hole that I have drilled to feed the cables through

hi im steved i have read the rules and apparantly i cant say or do to much so.............................. goodbye