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  1. Dave Eastwood (Gadgetman) - Club Secretary

    Dave Eastwood (Gadgetman) - Club Secretary


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  2. Thrustyjust


    WSCC Member

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  3. Chris King - Webmaster and Joint North East AO

    Chris King - Webmaster and Joint North East AO


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  4. Ian Kinder (Bagpuss) - Joint Peak District AO

    Ian Kinder (Bagpuss) - Joint Peak District AO


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Showing content with the highest reputation since 04/01/12 in all areas

  1. 18 points
    Today has been a good day, I now have a car that's ready to go on track Jobs today were fit the rear part of the tub, including some DIY arch extensions (the classic Mini ones I bought just didn't look / fit right), make a screen, fit seat and harness, make spacers for cage and fit it, flash the tweaked map into the ECU, fit the Minilite wheels ready for track day. Extensions - cut a big chunk off the standard arches to leave an angled edge, then riveted some 1mm HDPE in position, located in slots at the front and rear. Plenty of clearance now! Headrest made up from an old bicycle handlebar stem, a lump of plastic I found in a skip, and some foam I found in a parcel that arrived at work. View from the drivers seat... better than I anticipated, the airbox isn't obtrusive really and with the lowline bonnet it drops away nicely. Fixed cycle wing benefit - always in view and perfect 'corner markers' for assisting with apex-hunting Russ kept banging on about speed holes so I devoted one to you mate And I saved the best for last... this is with my 73kg in the drivers seat, 18-19kg of fuel on board, all other fluids, and wheels that are 8kg a set heavier than the slicks / OZ ones... (corner weights not set). So I make that, for the car alone on the slicks with a bit of fuel, under 385kg ready to rock So chuffed all the hard work seems to have paid off! Rear weight looks around 55-56% depending on fuel level which is exactly what I'd estimated, so hopefully the brake bias calculations will be bob on too bl**** can't wait for Saturday
  2. 17 points
    Well today was planned to be a visit during the Xmas break. But a combination of rubbish weather , a re-occurring cold which I felt I would be more than embarrassed if I passed it on , young family duties ( not me anymore hurrah !) , eventually I got to meet half of my area organiser Tim. He is a whole person and glad to say I managed to get there today. Sadly , although the weather looked promising , I chickened out and took the family wagon. Which actually was wise, with the heavy rain, snow and hail that would have caught me out on the way home. So, today , may I introduce Tim Reid After a brew and what seemed like an assault course that anyone with feet bigger than a 10, you would not find a standing place in the garage . Tim is on his way through his engine change from a 2 ltr Zetec black top to a ecoboost 1600. Some might think this as a bit of a loss of capacity being wrong to do, but the ecoboost is the new toy on the (engine) block. The transplant is far from straight forward, with more sensors and fly by wire controls than you could shake a stick at. Really not for the feint hearted and I take my hat of to him of basically starting again with this, the Mk3 incarnation of the car. So Tim, as the usual way , I have some jotted down questions and this time I had more than 30 seconds to think them up. Occupation ? I am a telecoms Project Manager Why did you buy a Westfield ? Its a long story , but I actually started looking at Tiger cars . They seemed a sensible car to buy , but looking into it they were pretty agricultural with their car designs and finish, so I dismissed them. I then saw Caterhams and Westfields and knowing that both cars had been crash tested ( including local members doing it without factory knowledge !) gave me a sense of design and construction safety being put into the cars. Caterhams were out of the financial league, so a Westfield soon appeared. What came first , the car or the club membership ? The car came first and the club soon after How long have you been in the club ? I have been in the club now for 11 years How long have you been an area organiser? I have been here with Steve Thorne for 10 years after we took the reins from Adam Reeves ( remember him ?) Why change a perfectly good Zetec engine ? Well, I have had the car for 11 years now and after blowing one engine and always enjoying the tinkering, I thought about a big change. This is the Mk3 version of this car , from being a factory built car (Mk1) , to buying from it first owner as a standard car. Blowing it up and replacing the engine and suspension and loosing weight (mk2) it was time to make it a bit more sprightly . With doing various driver training days I found a level that was only going to get better/ more enjoyable to look into a major engine transplant. Carbon Fibre ? Oh yes, see over there, that shelf, is full of carbon parts ready to go onto the car when the time is right . I also have diffusers and actually skin my own parts in carbon , which looks very smart. Was the engine change in budget? After hysterical laughter and picking himself off the floor, Tim said. No, its not !! But actually its not too far away from where I financially expected it to be. What helped me out , getting round the financial controller ( wont say too much, incase Ruth does read this !! ) but selling all the parts first from the strip down , sort of built up the bank balance before I started buying things. It seemed to work pretty well but I am now in negative , as that monies gone and now wait for paydays ( like us all !!) Time frame for Completion ? I was planning a year to get the car finished and with all the chassis work taking longer to modify than expected and actually deciding to do all the electrics and electronics myself than farming that bit out , I am 18 months in so far and want to really finish before Stoneleigh , or the Thames Valley Orienteering event or ............well, the summer ............maybe. I do miss driving the car, but I really enjoy just spending time in the garage just tinkering and making progress with something. Whether its mechanical or electrical. the electrics in the beginning daunted me , but I know every wire colour and location now , so adding relays to the original loom , so I can fit push buttons on the dash and variable back lighting is quite in depth but well within my scope now I am the point of no return ! What do you do with your car ? I have a built ( or well I always had but the Mk3 will be moreso) a track biased car that I can use on the road. With all this lighter weight, 3 piece wheels and great looking Siltech suspension fitted to the car, the engine should the next part of the puzzle. Any thing planned when the car is done ? I wish to head back to the tracks I have driven in its various stages of changes and see how much this engine has made to the package I have created and probably relearn everything I have absorbed from previous driving trainer days . So, after a little bit of a grilling, and removing myself from the obstacle course , I said cheerio to Tim. He has not built his car from scratch but has rebuilt his car on now the third time, so can say he knows every nut and bolt on it. It will be a sensational car when it gets put back together. I just hope its soon as the better weather ( albeit not today sadly for me) isnt too far away . Being a family chap, time to tinker is only when the little ones are tucked up at night , which is just a fact of life for a lot of us. I am looking forward to a pax ride in the car to see what all these hair dryers on the engine blocks do to a Westfield as opposed to being normally aspirated.
  3. 14 points
    Well, found myself with a few spare hours unexpectedly this afternoon, so I bled the brakes, and stuck some wheels on... Given that our politicians seemingly can't organise anything, I decided to do my own version of Brexit, Lexit: Then had a little drive So, anti climax of the year right there. With my left foot wedged firmly against the brake pedal, which is all the way to the left, my brain thought it was the clutch After that quick recalibration though, the clutch is brilliant. First pull away (the one in the video) perfectly smooth, subsequent ones the same. Downshifts feel natural, grab the lever while pushing the stick. Auto blip works but a little 'flat' right now at low speed / revs, I think its a combination of the map (feels rich) and the cams (engine is a bit grumpy low down). Only went to 5 clicks out of 9 though. Steering and chassis feels amazing. So much communication. When it had warmed up I sent it wheelspinning all the way down the road, opposite lock both ways, and it just felt so natural. Turning circle is very very good! Ergonomics brilliant, everything about the car just feels 'right'. The noise. The acceleration. Different league! Yours sincerely, Chuffed of chuffedsville
  4. 13 points
    Today was the day Stick some headphones on to hear the deeper grumble of the exhaust
  5. 13 points
    My DAD! & Dad's Dad was a car enthusiast too. A few years ago Dad's first car was a sporty Jowett convertible. He drives every day and for last 6+ years he's been driving an MX5 mk3 - with 2 speeding tickets and no bumps! Not unusual you think! But he is now in his mid 90's and has just completed a power upgrade..... So proud of him. & so wish to be as sprightly and able to burn up the highways when I reach his age. (and be able to afford to)
  6. 13 points
    Since having my aeroscreen fitted I hadn’t given a full screen any thought untill I was killing time in the garage and found my old pillars and plastic mirrors..They were looking tired and the plastic had faded a bit and in general looked scruffy ,so I thought about giving them a makeover . I picked them up today and they looked like this got them done at a place called Hydrov8 in Peterborough by a great bloke called Chris . Top job . I may even put them on from time to time.
  7. 13 points
    I bought an 8-channel Freewheel setup from @Kit Car Electronics earlier this year - for the last few weekends I've been tinkering with ideas for the steering wheel. My quest for neatness meant that I wanted everything to be neat, so I was looking at doing all sorts of things with the wiring behind the button panel. Because I have a small-ish steering wheel, I also wanted to hide the transmitter box as well as possible. Then I hit on an idea (I'm sure its not unique, but I couldn't find anything when I searched) Normal facing panel cut out and buttons trial-installed Test fit onto the steering wheel, with screw mountings for a back-plate and a mounting pad for the transmitter. Note the revised fixing for the lower bolt so that the transmitter could be placed nearer the centre of the wheel Back-plate roughed out with "plinth" made from aluminium strip - the cut-out is to go round the steering wheel extension boss Plinth Araldited to the back-plate - (just as well my neatness drive doesn't extend to the bits I can't see...) switches installed into the front panel and wiring soldered on I also covered the aluminium with some fake carbon vinyl, then mounted the back-plate The customisation involved changing the orientation and wiring exit point of the small project box that Mike supplies with the kit - I needed the wiring to exit the box at the other end and much lower down so that it stayed behind the back-plate. I also didn't want the transmitter LED hidden behind the steering wheel boss. Job done It's not quite perfect - if I did another one, I'd certainly be able to make it a lot neater, as a lot of this was trial and error. Still, I'm fairly happy with this first effort.
  8. 13 points
    I purchased my 1990 Westfield last February as a (barely) running project with MOT. After a year long almost nut and bolt restoration (www.10-42.com/westfield) , which included a new stage 3 Crossflow engine, Type 9 gearbox, 3.54:1 CWP, drive shafts, coolant system, ignition system, alternator, starter, carburettor, water pump, battery, complete braking system, wheels, tyres, lights, instruments, carpets, repaint etc, it has passed it's MOT with no advisories! The reason for the post is that Manor Garage in Brundall, Norfolk were truly excellent and very Westfield friendly; being able to MOT the car on a Saturday was a real bonus. I also meant to say they also understood the "Q" plate testing parameters very well.
  9. 12 points
    Very heavy tail wind down into Turn 1 Furthest the new speed series t shirt has traveled I expect
  10. 12 points
    Buttercup earlier today.
  11. 12 points
  12. 11 points
    Ol' Meatypants on it with the puns lately, keep em coming Anyway, Tuesday. Quite a mission in the end. Arrived on time, but only just thanks to a stranded lorry only a few hundred metres from EFI Parts - air brakes stuck on. When I arrived there was a rough-sounding Renault 5 Turbo on the dyno, which had been having issues all day. Eventually I got my car on the rollers an hour and a half late, after having dropped the rear door / ramp of my trailer directly onto my right big toe. The blood in the photo above is only a very small portion of what eventually ended up all over the car park So, a good start... I already knew the car started and ran well, so it was time to show Chris around the Woolich software and the auto tune functions. Except he didn't trust the auto tune, so we ended up doing the map iteratively, with a reflash of the ECU between each change. This works great for a standalone ECU, but when each flash of the Honda ECU takes about 8 minutes... well... you get the idea, hence only finishing at 9:30pm. The Woolich system also, annoyingly, wants to keep the fuel pump running while writing, so I had to disconnect each time. And with the power on and water temp about 70 degrees, the water pump was running also, so I was disconnecting that too I forgot to reconnect it at one point, so during a full throttle run saw about 110 degree water temp, up from 70 within a couple of seconds, which left coolant all over the floor. However - it proves the water pump and cooling system works (car stayed perfectly at temp the rest of the time), also showed the lemon juice bottle works exactly as intended. After the spillage issue, the system sucked the 'tank' dry once it cooled down and so re-filled the system. No significant softening of the bottle either. Happy days. At this point the car started wildly rev blipping while going into 1st, and gear change was becoming troublesome. Hmm. Chris - used to meaty sequential boxes in his 900bhp drag car - had been giving the shift lever so much beans it had bent one of my shift linkages! Luckily it was steel so could bend it back, but the damage was done. Luckily I managed to come up with a way to hold it in position while he went up through the gears, but with this leaving my hand only an inch or two from the prop, I was glad to be able to retreat from the car before it started getting too lairy. I'd been checking header temps with an IR gun and they looked good - 20 degrees or so hotter at the middle two, which is to be expected as they have a bit less chance to cool than pots 1 and 4, so leaving the standard Honda fuel balancing seems to work. So, power. I'd written the ignition map myself a few months back, using the Honda OE as the base, but then following conversations with Andy Bates and looking at some Woolich maps, decided to change it and add more advance at the top end, getting to around 36 degrees at full chat (Andy reckons he uses 40!). We went through the low rpm regions of the map, around 2600 to 5000, using the auto tune and it pulled out some sensible data. Applying changes made the right sort of corrections. It was clear there was a problem though - my heart sank when Chris suggested the clutch may be slipping... Luckily we identified it as wheel slip, phew! A note - don't take track tyres or slicks to a dyno if you have road tyres, sounds daft but the road tyres grip the rollers much better Once we'd adjusted the straps to pull down more vertically, taken some air out of the tyres, and added @maurici to the rear of the chassis, it seemed happier and stopped slipping (huge thanks to you mate for coming along to hold my hand, I was pretty nervous about the whole thing!). Now it was time to do some sweep tests at higher throttle openings. Chris was a little skeptical of the ignition timing but he had connected up a knock sensor just in case. The first pull saw the car jump out of the rollers momentarily, which was bl**** scary, and 225bhp on the screen! He explained this was because of the wheel slip and the jump, but still I was feeling hopeful... Once the fuelling was closer (I had added a bit up top to ensure it was safe - was running in the 11:1 AFR region first pull) and we'd added more downward pressure to the back of the car, it was time for a proper pull or two. 211bhp / 92ftlbs was a consistent figure, with it still making power right up to 13300rpm There was still a touch of wheel slip, so even with the limiter set at 13500 the graph finishes at 13200. We had a few more runs retarding the timing each time to see if it would affect power - it didn't until we'd taken 6 degrees out, meaning we could leave it at 5 degrees less than at the start of the session, putting less strain on the engine and massively reducing the possibility of detonation. More runs at 80, 60, 40% throttle were done and the fuel and ignition tables smoothed between these sites. Final numbers - 210bhp and 92ftlbs (175bhp at the wheels). bl**** chuffed with that to be honest, given a few things. The home-bodged airbox - I was a little worried this might have cocked things up, but it seems not. The home made exhaust, again a huge potential to make a mess of this, but it seems to work great! The last 'Blade Chris did made 185bhp, and his dyno regularly under-reads compared with other places. He also suggested there may have been a few losses due to having to strap the car down so much. I think the biggest improvement will be in the partial throttle stuff though, the shapes of the ignition and fuel tables is vastly improved compared with the OE map. Injector balance (how much of the work the top and bottom injectors are doing) - before: Injector balance - after. Note the smoother transitions which will give less jerking as they come in and out, and top injectors doing a lot more work at full chat now. I believe this accounts for a good chunk of the extra power over OE, especially in the partial throttle regions. It made 120bhp at 40% throttle!! Fuel tables - the OE map is pretty smooth in this respect, has a weird spike at very low revs though, and a 'shelf' around 5000rpm which I am guessing is where the exhaust flap opens. After. Note how much more fuel keeps going in towards full revs, especially in the 100% TPS column. Moooorreee pooowweerrr And ignition - this is where the real driveability changes have been made. Honda do have to cope with loads of emissions, noise, fuel consumption etc regs though, which explains a lot of the choppiness and weird areas, such as that hugely advanced 'plateau' at around 20% TPS and 6000rpm. After - much smoother now! I think it's really important to see this sort of stuff, because so many mappers only do the full throttle column! This often leaves you with a complete dog at partial throttle, where you spend a heck of a lot of time, even on a track car. The dyno plot is produced from only a fraction of the total map (the blue section highlighted here): Haven't got the final dyno plots on me now, but will add them later. And to finish... 13500rpm of glorious noise! Hopefully will get onto sorting the shift linkage today, plus going over the car to check for leaks, other loose things etc, then maybe make a start on bodywork ready for Blyton Park on 27th April
  13. 11 points
    Final picture for the day before I zipped the car back in its Carcoon .
  14. 11 points
    This is the old roll bar, time to go.... old roll bar removed and holes made in bodywork for rear stays: MSA bar arrived and ready to fit :-) roll bar fitted easy compared to the real one!
  15. 10 points
  16. 10 points
    Only a few small bits done in the last few days, was at Cadwell with Barny @BCF Friday and Saturday gathering some trophies in his ****ter instead! Had a few little jobs to tick off so set about those... Easiest one was chucking a jerry can of V Power in the tank. The fuel gauge reads 0% until there's about 3-4L in there due to the position of the sender, after that it's pretty much bang on 3% per litre (20L can was 60%). Handy to know! I'm going to have two maps, one for V Power and another with the timing backed off for road use and 95 RON fuel. The difference in bhp between these two could be as much as 10bhp I reckon, so worth doing. Catch tank - as standard the vapours from the crank case go straight into the airbox, not keen on this. Blocked off the airbox breather and made up a catch tank for the crank case. Ended up using the original fuel filler I bought, then lost, and by the time I'd found it had bought a nicer one But it worked out great here. Inlet pipe cut at an angle to help direct any fluids / vapour downwards, so it gets chance to condense before air comes out the mini filter at the top (still awaiting that - CBS been very slow this time!!). Alloy pipework for heat and weight reasons Also swapped front springs, set ride heights, tightened trailing arms and set front toe. Popped the speedo sensor in. Don't really need it, but the gear display on the dash works from it so decided that would be handy for the dyno. That boss on the crank case is in a perfect position, very handy! Then gave the car a run up and down on the industrial estate, only a short distance but allowed things to get up to temperature and do some logging, so I could make a start on mapping and learn how the Woolich auto tune works. Looking a bit better without the gaffer taped airbox and with the funky snout I can almost envisage it with a full body on........... Surprised myself again how fast the car is... These two passes are at a maximum of 38% and 41% throttle opening respectively, 'only' getting up to about 10500rpm after the rear tyres decided they'd had enough of sticking to the road Crackers. Despite the fairly high rpms and low speed, water temp sat a rock solid 78-79 degrees, happy days. I also tried downshifting without the clutch, using the auto blipper... IT WORKS! Very pleased and a bit surprised to be honest. Not sure how much I'll use that function given that grabbing the clutch lever isn't exactly a hardship, especially considering the consequences of botched downshifts, but it's nice to know it works as intended. By this point the car was obviously warm, so popped the fan on and noticed it was drawing quite a draught through the ducting - pretty cool! Mapping stuff... The Woolich system is pretty bloomin good. The auto tune software is both intuitive and very responsive. Basically you set a target AFR table as I explained earlier in the thread, drive the car, it logs AFR and RPM vs TPS (and IAP), then suggests what changes you should make to meet your target AFR. A few clicks, a reflash of the ECU (takes about 6 minutes) and it's done! On the rollers you simply hold engine rpm using the brake on the dyno, sweep the throttle from min to max TPS, up the revs by 500, repeat throttle sweep, etc. until all the rev range is done. They reckon you can do a full custom map in 20 minutes (and I believe them!). So, first pic - logged AFR. Blue cells are richer than my target, red cells are leaner than my target. This one shows the number of data points taken for each cell. As you can probably figure out, the engine idles around 1200rpm. Again, blue is too rich, red is too lean. This is the suggested changes in percent. Again blue is rich, therefore negative numbers removing fuel, red the opposite - too lean, so fuel is added. You can see alraedy that even at low revs and moderate throttle openings it is running lean... So that means more fuel needed than standard = moorreee powweeerrr The graphical representations of these are cool too. Quite big changes needed - some regions it's taken out 17% fuel, and others it's put in as much as 30%! That one looks like a slight anomaly though, so I have set the software to make maximum changes of 20% (and minimum number of data points as 2). As far as I'm concerned it's ready to go on the dyno now, if I can get a few other bits done (like adding bodywork!) I will, but not going to stress about it. Really can't wait to see what sort of figures it makes I'm gonna go for 205bhp and 135Nm at the crank. Place your bets now! Closest wins... something yet to be decided.
  17. 10 points
    At last after a few frustrating weeks I’m back on the road As someone with limited knowledge but willing to have a go ,without this resource and the members I’d be lost ( or paying a garage ). One of the reasons I’d always wanted a westfield was so that I could learn the mechanical side of things as well as enjoy the driving . Thanks to you lot I can now do my own servicing, I’ve upgraded my radiator sorted My starter motor and electrical problems and my freewheel is up and running .Id like to say a big thanks to @Thrustyjust who always comes to my help ,his advice has been welcomed on many occasions on varying topics. Mike @Kit Car Electronics For sending me a freewheel package ready soldered with all the information to enable me and a mate to fit it Also for being good enough to give me his phone number on his Saturday afternoon off to help 2 people who didn’t really know that much get it working .It really is not that complicated and a great bit of kit (My favourite upgrade yet ) @Jon Wilkinson who was a Godsend with my electrics ,(turns out he’s an Auto electrician ) Without the above and indeed all of you the forum I’d be lost ,With you I’m gaining experience growing in confidence and ultimately one day may be able to build a car of my own .See you all at Stoneleigh . For anyone that’s not seen a freewheel yet here’s mine get one .. Steve
  18. 10 points
    Now imagine a Subaru Impreza and this is what's he done.....and he's even fitted the scoop the wrong way round. I don't think this is even going to help with cooling....livid
  19. 10 points
    Took ‘Sparky’ to the local car wrap shop today and had some stripes fitted.
  20. 10 points
    My first sprint event with the electric Westfield was at Croft. This is quite a long circuit so I wondered if one charge could last for a whole days sprinting? I also wondered what sort of reception the car would receive from the authorities. The MSA Blue Book has nothing to say about electric cars. In the end the scrutineers were diligent and helpful if a little bemused but they gave it the OK. On the way to the circuit for first practise all cars line up for the noise test. When it came to my turn, the tester looked around the car and asked “where’s the exhaust”. Other marshals, standing nearby, helpfully explained that the car was actually a converted hair dryer and didn’t need an exhaust. He wrote down 0dB. The electrical power systems performed faultlessly and the battery lasted all day. The handling on the other hand was a real handful. The car’s weight, including me, was 975Kgs (885+90). On the track it bounced and wallowed around the circuit. The under slung batteries gave it a ride height of 50mm so it hit the ground several times. Obviously the springs were too soft and with no anti roll bar the car leaned like a ship. After returning home I consulted Westfield and they advised that the very similarly weighted iRacer used 600 lb springs on the rear and 500 lb on the front! I duly fitted the recommended springs and set off for the MIRA sprint. MIRA was wet! My first lap was a disaster. A combination of rain on both sides of the windscreen and a motor cut out meant that I missed a red flag and had to report to the headmaster for a lesson in humility. Subsequent laps were better. The new springs transformed the handling and my times were comparable with the other Westys, mainly due to the extra traction afforded by the car’s weight in the wet. Mine was the only Westfield not aquaplaning – result. The windscreen was worse than useless so before the next event I resolved to remove it along with all the interior trim and fitted a new GRP seat and a 12V lithium battery. This saved a total of 35Kg. Car now weighed “only” 850Kg! After a summer holiday I returned to MIRA with a lighter and more aerodynamic car. Again it was a wet start but the track dried in the afternoon. After P1, I started to adjust the damper settings and tyre pressures, seeking advice from fellow WSCC competitors. Everyone was very helpful. In the end my best time was 59.16 seconds with a top speed of 101 mph (according to my GPS logger anyway) – the slowest Westfield in the dry - but not too bad. After a good run at Curborough I called it a day for this year. Only four events but all fun and I learned a great deal about the car and myself. I need more track time and the car is basically way too heavy for competitive sprinting. It’s clear I’ll need to reduce the number of batteries in the car by 50%. This should save about 200Kgs but it’s a big technical challenge to reconfigure the battery to get the same power from half the cells - but that’s another story.
  21. 10 points
  22. 9 points
    Evening fellas Hope you all keeping well :0) Made a little more progress & got the 2nd most dreaded task out the way......the Aerocatches lol Must say, alot more time consuming than I had originally intended, but happy with how thay turned out. Must say a big thanks to Rich as well as he was a huge help & even made me up a jig. First up marked where I wanted them to go and took Rich's advice & went a tad lower & a tad further forward so the catch would not conflict with the scuttle. Then used the jig which I held in position with double sided carpet tape, then onto my new toy... the router lol Then used the underside of a dremel disk to remove material from inside the bonnet so they sit flush. Then glued into position using VudoGlue from easy composites. Forgot to take a pic, but glue works great & looks rather neat. Then moved onto the brackets which I used a laser level to work out where the stricker engages. Then some of the boys playdo come in handy to work out where the Aerocatches conflict lol Fitted the easy side first. Then onto the harder side which was more awkward due to the pedal box cover. Wanted to keep the pedal area serviceable, so rather than bonding, rivnutted the pedal hox cover after I had trimed it & then delicately trimed it round the bracket.
  23. 9 points
    Finished my last winter upgrades, finally fitted my mk 2 version carbon cycle wing brackets First photo before trimming And at long last changed my dash light bulbs to LED LED bulbs fitted Steve
  24. 9 points
    Steipping the wishbones off last weekend, for blasting and powder coating was something of a horror story in its own right, , but removing the rear first gave me a bit more access to get in with the nylon stripping wheels mounted to the angle grinder. I’d originally thought it would just be the usual case of get any loose powder coat and rust off. It in this case, as soon as I exposed bare metal, even under seemingly good, solid powder coat I’d still pick up rust traces. So ended up having to really aggressively strip the rear back. I soon ran through the couple of stripping discs I had. While I had the angle grinder out, a small surgical operation was performed, to remove the old spare wheel carrier mounts. A package of five 3M Scortchbrite discs arrived this week, ready for the weekend’s work. It took another three yesterday, along with drill mounted wire brushes and the trusty Black and Decker powerfile to clear 90% off the powder coat off. The remainder in the inaccessible to power tool areas was taken off with paint stripper and wire wool, by hand. Incidentally, since the changes in the law over here, none of the really good on powder coat chemical strippers, which were based on dichloromethane (sp?) are available any more. Modern versions of old favourite general strippers, like Nitromors don’t even mark the surface. The best easily findable one I’ve used so far is this stuff, which softens it pretty well with a couple of applications, and seems to lift most off eventually. I finally ended up at this stage. The photo above shows the chassis with all the loose stuff and worst affected areas stripped right back. It wasn’t necessary to strip all the powder coat off everywhere, some sections did seem clear of hidden rust. As I’m using POR15 - designed to seal and encapsulate rust, it’s not actually necessary to grind it all off either, just remove all the loose stuff. In the picture, the chassis has been washed/degreased with Marine Clean, mixed down 5:1 with hot water, then scrubbed in and rinsed off. Followed by a liberal brushing over of Metal Prep solution, which once left to activate, was rinsed off this morning. Before allowing the chassis to dry. Followed finally, by several hours of hand painting POR15 on. That all now needs to cure thoroughly, before it can be top coated next weekend, and I can start rebuilding the back end. in between waiting for stages to dry, I cleaned up the read damper assemblies and removed the old springs, here you can see the new 1” longer 225lb springs (Black) alongside the original, (mostly) white ones! the new 9” springs were just too long to go on without a compressor, doh, that’s why 8” are used normally! As my old standard spring compressor wasn’t even close to working I took the angle grinder to it and re-shaped the hooks to suit the much smaller 1.9” OD springs and the (relatively) much bigger damper body. Took quite a bit of fettling, but it’s done now, and they’ll work next time without any tweaks! Mad all fitted. As a starting point, I’ve set the heights to roughly what they were, less an inch, then I can wind them down a bit from there, once on the car, to allow for the greater rate. So, about those wishbones... The fronts had a few medium sized chunks of powder coat come away while removing them, obviously, revealing rust underneath. But nothing like the horror story of the rears. The rears have sat quietly dropping powder coat in little heaps in the garage all week. Everytime I walked past them, there seemed less powder coat and must dust and flakes on the floor. So much so, that I decided, rather than to waste time removing the metalastic bushes, I was going to ship them down to Westfield, and ask Mark to confirm if he even thought they were salvageable, given the car’s power level, and if so, get them to remove the bushes and send them back. (I’d pay, for the bush removal and carriage, obviously). At the same time, I was also working on a plan B. And I’m so relieved Plan B. came off. Looking at the rears again on Saturday after even more powder coat had come off, I was really deeply uneasy about reuse without proper testing. Thankfully, by that point, I’d already arranged to buy a full set of never fitted front and rear ‘bones from Terry. I’m going to condemn the old rears myself, and scrap them, as a precaution. Though the fronts, would be perfectly reusable after blasting and re-powdercoating, (once they’ve had the bushes removed, of course!) This morning therefore, I took a run up to sunny Lamcashire, and collected Terry’s old wishbones. I am going to get them stripped and re-done, even though they’ve never been fitted; my local powder coaters will thoroughly media blast them, before zinc primeing them, and then powder coating them properly. They’re always going to be an exposed item, that see’s wear in use. But hopefully I can get considerably more life out of the new set. Oh, and i’ll Protect the leading edges in particular, that tend to take all the stone chips, with leading edge tape.
  25. 9 points
    Shows my lack of experience with all things electrical A 12 hour stint yesterday and it looks like nothing much has changed, but I guess that's what it takes to make (to my eyes) wiring (at least fairly) neat and tidy. Also had a bit of a mare with the kill switch, I'd modified it slightly to clear the prop, but that had shot bits of plastic into the connections admit dropped working. Stumped me for a bit! The two switches at the top of the panel facing the driver are for headlights, and fan on / both off / fan and water pump on. The first two are fairly self explanatory, the third function allows the car to be cooled while turned off (eg. sitting in the paddock after a run). PS: To the eagle-eyed, sadly no heatwave in the North yesterday, I'd just run the engine for a few seconds to test I'd got the re-wiring correct! Engine bay looking pretty neat I've made a mini loom for all the senders, fan and water pump, which hides along / underneath the chassis rails and all comes out in the top corner of the drivers footwell panel. And the power arena. Battery live cables all no more than 6" long before they meet a fuse or breaker. Earth lead from the battery, which will be yellow, sticks up so easy to identify and chop if necessary. Reg/rec raised up to help cooling and mounted on rubber bobbins to damp vibrations. Starter, charging and fuel pump fuses easily accessible. So that's phase 1 of the wiring complete. Though I'll move the ECU and need to find a home for the HISS. Then its time to bleed up the brakes, throw some wheels on and drive it out the workshop
  26. 9 points
    So, as a few of you have already guess, I had the pleasure to interrogate none other that Adge C . Was great to have an afternoon with him and the South Western guys and girls at Castle Coombe supporting our sprint guys in their groups and other club members in the Mini. Obviously after he was asking who the next candidate could be last week after Tim's write up, amazingly Adge received the PM to say he was next . ' Who would have guessed that !' was his reply. Now, I don't want to ask the same old questions 'all' the time, so , apart from car related ones, I did throw a couple of side tracking ones . So if you do wish to meet me for question time , then be aware that not all the questions are the same. Remember Stoneleigh is not far away , so you could be called upon . You can tell me to sod off, that's not a problem So, without any more waffling from me, I took to Google Somerset Translation , to assist me in working out what was being said to me. So, Adge , you know the score ! ................... Er............. Ok, So, Adge, what is your name ? It is actually Alan Francis Cutler . The nickname Adge has been a long standing name from many years ago Any other names ? Yes, from my interview from Complete Kit Car, I had a name change to Martin. Chap was a bit of a wally ( Lets hope all interviewers aren't considered this ? ) Age ? I am 67 years young Occupation ? I am happily retired . I used to be a nuclear powerstation engineer . Any links to the Worzels ? Only by nick name as that was the lead singers name . ( Glad it wasnt the original lead singer, as he would have been re-incarnated as died in a crash many years ago) Why build a Westfield? Always been into cars from an early age. Used to have a Morris 8 and drove it round the orchard. Spent a lot of my time tinkering with cars and the usual family and married life took precedence. Used to enjoy road rallying and bought a motor home and toured Europe in 2014. That year also went to Goodwood and went to the Westfield stand and looked at the cars. Practicality at that point wasnt there , so bought an MX5 . Then a family bereavement meant we didn't need the MX 5 , so that was sold and went to the factory after the financial controller gave the nod and bought the ST250 kit. Was the build done in the time frame you had hoped ? It was far quicker that I had planned. I set my sights on 18 months to 2 years, but the reality was it was done in 9 months. What was the most awkward part of the build ? Definitely the scuttle and wipers. Took so much time to get them to line up and fit properly. Must admit that without the help of many Westfield builders on the forum , especially Steve for the ST bits , I would have been much further behind with solving issues . So, the forum is fantastic for helping builders with questions needing answers quickly. Anything you built, you wish you did different ? Trying to sort this rattle out I have. I believe I may have made the steering column mouse hole or pedal box too tight to the scuttle as the diagnosis I need to resolve. Was the IVA test as daunting as people make it sound ? No, not at all. It was a really nerve wracking experience , not just the day but leading up to it. But the test was good. I had the support of the local guys, who spent a Saturday evening going through the car , to check it before I went for the test, which was fantastic. Anything you want to change on the car ? I have just changed the tyres and hope they work better for me and the car , so thats about all at the moment. How long have you been in the club ? 2016 I joined just when I bought the kit What came first the car or the club ? I joined the club before the car was made and can definitely say its well worth being a member here. Carbon Fibre ? Yes, I have cycle wings , rear diffuser, wing mirror covers and Mick Made chassis rail protectors, which I covered in clear film as look so good , I dont want to mark them ! What do you use the car for mainly ? We love just going out as a retired couple and enjoying nice drives when we want to. We have runs out with the Dorset group too . Also went to Classic Le Mans and France for a week last year. Anything planned this year ? Stoneleigh , of course ! , Isle of Man for a holiday, Devon run , trip to Tring and Bletchley Park and Classic Kitcar show in November , so far. Can you explain what a Grockle is ? Its a ( probably be bleeped) holiday maker passing through Somerset. Have you used all the wood in the garage as yet or is it still a big pile ? Slowly its going down, but then I go shopping and think, that's a nice piece of wood and buy it, so I keep finding more ! Is retirement all its cracked up to be ? Oh yes ! and some. I love having this time to myself and playing cars and playing wood . Its great. Name a celebrity who you would allow a pax seat for a ride in the Westie ? Oh, well , I can't really have a conversation with the person , so need someone pleasing to the eye, so I would say Susan George from the 70's Now, i had to google her and in way of Adge's car being black and white, so is the picture of the lady in question. Still alive and a bit more wrinkly, but he did mention 'In the 70's' So, after spending a very pleasant afternoon in the company of Adge and the south west crew, the latest wife and myself had to head off home. Was fab to chat to you Adge and catch up at Stoneleigh in May.
  27. 9 points
  28. 9 points
    PASSED YIPPEE! With a few dramas, Full beam indicator wasn't working some T**t had took the dash out and pulled the earth off, soon fixed. Noise was just in at 4500 he seemed happy. Good breakfast at 7:00! Thanks for all the help and advice . More questions about registration coming sorry. Rich
  29. 9 points
    The car passed IVA this afternoon so I'm pleased that's over and done with, Definitely more fun and less hassle than I expected It rained pretty much from when I left home until I got back home so the car Is filthy and In need of some TLC. Insurance has been sorted with APlan Nearly there and onto the registration paperwork minefield I go!! Thanks everyone for the comments above.
  30. 9 points
    Progress is plodding along. The inlet mock up is complete and will hopefully be sent away for finishing this week. Some spangly new shocks arrived courtesy of the ever helpful @DamperMan So threw them on. Body has now been shuffled around to line of best fit and riveted in place. Which will now open up a load of work while I'm waiting on parts. Particularly the scuttle build (yay). I did end up with the tub maybe 10mm further forward than the book figure of 400mm but I wanted the wheels as central in the rear arches as possible. The bonnet needed a bit of a tweak too. So it's been strapped in place and gently heated up to hopefully get it a bit better fit. Excuse the garage I've left it a tip!
  31. 9 points
    Manifold now all welded up. I bought a new mask when getting a gas refill, oh my what a difference! Well worth spending a little more for a good one, visibility is tons better and the glass is light enough to see your work when not welding, meaning reduced flipping up and down. The fit is still perfect, can't detect any distortion at all. I did run around 1cm I of weld at 12, 4, 8 O'clock before tackling the full way round though, so maybe this helped. Afterwards I taped up the end of each of the primaries and filled them with water, for two reasons: 1) to check for leaks (revealed a tiny pinprick on #4), and 2) so I could weigh the water that came back out in order to check the volume of each primary. The general rule is to build to a length but I'm fairly certain exhaust gases don't carry tape measures, so they'll be more concerned with the volume. Results were... 1: 544cc, 2: 545cc, 3: 540cc, 4: 532cc. I knew 4 was a bit short, but I'd been slightly grumpy thinking it was way more than this, so that cheered me up! What cheered me up even more is that there is enough wiggle room to extend #4 by 6mm right down at the collector (so it will be hidden), giving 7cc more volume and making it 539cc, and therefore all of them within ~1%. That'll do pig
  32. 9 points
    Early finish yesterday, and a cheeky little run out in the sunshine!
  33. 9 points
    Zetec Engine block install: Exhaust plumbed in, air filter caused problems with bonnet not closing requiring a minor tweek ........and finished : .................OOps wrong pic ! here we go:
  34. 8 points
    At Stoneleigh 2018, I bought an 8-channel FreeWheel system from Mike at @Kit Car Electronics. I'd only had the car for a few weeks and having to use dash controls for everything irritated me. It was always going to be a winter project, so the box went straight onto the garage shelf. Roll on a few months and the car was tucked away in the garage for winter. I started and completed the steering wheel button arrangement. Roll on a couple more months and I thought I'd better get cracking. So - off comes the dash and the scuttle to reveal a horror story of wiring. It all worked, but when a previous owner had fitted Savage dash switches, the standard wiring loom had been quite severely chopped about and replaced with only three colours of wire. Even worse, when I pulled the dash forward, most of the connectors to the Savage switches came off - none were labelled.... Over the next couple of months, with some encouraging words from this forum, I gradually sussed out the tangle of wiring and got everything working again (and labelled for future reference). So - the next task - working out where to splice in the 20(!) wires for the FreeWheel receiver. We all know that the FreeWheel system is the go-to solution for Westfield owners (and presumably quite a few other kit car and race car groups too). However, it was only when I started to ask questions that the true value of the FreeWheel system became apparent - it's Mike! He put up with a string of lengthy emails from me, trying to understand how / where to make connections without frying the car's electrics or having the horn sound in unison with the hazards. I've had last week off work to complete the car (I also bought a few carbon bits from Mark at Carbon NV) and yesterday, everything was completed. I just have to clean six month's worth of garage dust off the car and I can go out and enjoy to great Easter weather So - a huge thanks to Mike at @Kit Car Electronics - without his help, I would probably have given up and paid an auto electrician to come and do it all for me (and in doing so, I wouldn't have learned anything about the car's electrics - I now feel pretty comfortable with the spaghetti behind the dash). Cheers Mike - I owe you a beer
  35. 8 points
    Mine. Don't have a brake pipe union near the tub, and also don't run side repeaters, don't see the point as MOT never look for them. I cut mine at an angle to follow the line of the bonnet/scuttle.
  36. 8 points
    Here's some photos of the models currently in the cabinet.
  37. 8 points
    My father taught me how to ride a motorcycle when I was 13, I rode a bike all year round until about 15 years ago when following a slide down a wet road on my knees my family bought me driving lessons for Christmas... So I was over 50 when I passed my test, my first car was an Alfa Romeo Spider which I adored... it was followed by a variety of cars but I always had a love of Alfas. Makes me smile that I had trouble getting insured for my Spider, Saga and Sheila's wheels.. not interested! Almost 4 years ago the Alfa Romeo I loved was hit by a KTM Superduke doing 120 mph, head on. The ensuing fire ended the life of the biker at the scene and my husband 3 days later. I inherited his Westfield and although it was built by him on a shoestring almost 20 years ago I am so proud to drive it and drive it I do - constantly.
  38. 8 points
    Finished last night. 9hrs 20minutes.
  39. 8 points
    Well as I said yesterday I was getting the car mapped today. It was such a miserable drive there. The car ran terribly and the weather was miserable. I couldn't wait to get out of the thing. I can't remember feeling as cold as when I got there. I guess the bright side is that it did make it there and I didn't actually have hypothermia, regardless of how it felt. We soon had it strapped down and ready to go. The nerves were definitely showing at this point. Nick then started to work his magic, taking one of his maps and changing the basic settings for my setup. He had it idling nicely in about 5 mins. I was happy, but also annoyed as I couldn't get it to do it at all. After this was done it was time to make some noise on the dyno. There were lots of runs with fine tuning inbetween them. The power and torque figures slowly increasing. Here's the end result. 233bhp at the wheels with 202ftlbs torque. I'm really happy with their results! You can see 2 lines on the graph, the red line is my map and the green is what we had originally. The difference is that the torque comes in more gradually. The drive home was much better, dry and with a car behaving itself. It drives better now than when it was in the Mazda. Worth every last penny. I'd highly recommend Skuzzle Motorsport.
  40. 8 points
    need to check tyre pressures not been out in a while
  41. 8 points
    Dashboard template
  42. 8 points
    First time out in the wild today
  43. 8 points
    We pressed the button and nothing happened. I'd connected the starter input on the loom to ground rather than 12v Then we wrested for a few hours ******g about chasing what I thought was no oil pressure. Andy Bates had told me I'd see 3-4 psi from turning it over with the plugs out, but nada. Hoses off, connectors off, senders off, oil everywhere. Still no pressure from turning over on the starter. So Maurici grew a pair of balls and decided there must be pressure from the tests we'd done, and we should fire it up. Fired immediately first time Warms up exactly as expected, perfect oil pressure just took a few seconds to build / register, thermostat, water pump and fan work exactly as intended, no leaks now I actually tightened one of the fuel line hose clips properly, oops. So chuffed! Plenty more work to do but I can book the dyno now.
  44. 8 points
    It appears I have Brexit enduced Tourette’s. After just a few seconds of watching I can’t help myself.... it starts with are they all Bleeping stupid. You’d never negotiate a used car buy like that you stupid bleeps. Have you not realised the UK is the EU’s biggest market you Bleeping bleep bleeps. I’d not trust you bleeps to run a bleeping bath let alone run a bleeping country... Corbin just shut the bleep up you are a cun—- bleep. Sorry I need to go lye down I feel a massive attack coming on!
  45. 8 points
    Another update tonight : My plate turned up, although I’m not that pleased with the spacing but it’s now legal! Well sort of as I’ve not got a front plate nor am I planning on fitting one. My snap off steering column also arrive so I got this fitted, built my new OMP wheel up and also fitted the volantech backplate with freewheel buttons. Really pleased with the wheel and it finishes it off perfectly. Although i might buy a spacer for the wheel but I’ll get some miles on it first. Hopefully the weather stays dry for some miles tomorrow
  46. 8 points
    Wow you lot are just fantastic. Taking me down memory lane. I’ll have to dig out some of my stuff.
  47. 8 points
    A quick gather together and then it was up to The Barrel Inn for a coffee and a catch up on everyone's news The Barrel Inn At The Barrel Inn, parked on the 'sea front' there are wonderful views if the fog would just do one please Then we went for a drive round, the roads were nice and quiet but we did follow a wobble box for a short while, pah, it is February, caravans are not allowed in the Peak District until the summer. The good news is that we did not find any cow poo. We arrived at The Yonderman and most of the motorbikes had already left, apparently it was packed earlier, it is a bit of a breakfast place though and we had come for lunch. The Yonderman Most of us had a full English breakfast for lunch, which set us up nicely for cake time, for which we went to the Insomnia Cafe. Appropriately named because Martyn had a little sleep while Glen held his nose. Coconut and chocolate bar, lemon drizzle, fruit cake and a pecan sponge cake were enjoyed as we sat outside in the sunshine. I had to pity poor Mo, sat at a crossroads with a load of car enthusiasts, who proceeded to name every kind of interesting car that went past. It was surprising just what we all saw, the weather brings them all out I think. We had a laugh though with Glen and Sue and their 'was it a snake or was it a hosepipe story'. We might be a bunch of old farts but we covered some strange topics and had a good laugh along the way, so thank you Chris and Mo, Martyn and Sue for being fabulous company for us.
  48. 8 points
    It's big thank you time tonight. Over the last 8 weeks or so @CL290005 has been building me a wiring loom for the car. He has done an absolutely amazing job on it and tonight we strapped it into the chassis. There is still more to do on it dashboard side but it is a massive step forward. It fits like a glove. We started off at the end of November by laying a rope through the car and taping/ labelling it up with take offs, connections etc. Chris then took this away and started thinking about the loom. We went through a couple of fuseboxes (BMW Mini and Corsa) before finding one that fitted the needs. I sourced a Vauxhall Corsa C column complete as well as a matching wiper motor and assembly which I hope to use. As the weeks have gone by we have got together a few times to lay the loom in the car to check for cable lengths and positions. So here are a few photos of the loom when being built And the moment before we started fitting it to the chassis
  49. 8 points
    I still have a little work to do, making matching plastic cover plates, but the first 'easy-fit' transmitter is made. It was, err, easy
  50. 8 points
    Tel's Tales 035– Blyton Park 12th and 13th July 2014 Well I don't know where to start really as there was so much going on it was hard to record or remember all the good and bad bits. Firstly I have to say that as our own WSCC organised event this was very well managed and executed by Nick Algar and all the team of volunteers to which are thanks go are offered. Steve and myself set off early Friday afternoon to get settled in before the rush of competitors. It was good to see lots of Westfields blasting around the inner circuit on their trackday and for once the weather was hot and dry so I even had my shorts on which was not a pretty sight! Friday night saw the arrival of Richard Kerr with the long awaited supercharged duratec that he has been putting together with Luke Algar from Playskool. Luke, Nick and family were flying back from a family birthday in France so several of us got stuck in and helped big Rich finish the car off ready for scrutineering the following morning. It has to be said that there was still quite a lot to do........ I found some thin ally sheet to fabricate an alternator heat shield as well as helping to fit bulkhead panels and the scuttle and some careful use of black duct tape etc.... it kept us from the beer for a while!. Paddock parking was a bit tight in places but nice and friendly and several families were camping in the middle of the large grassed area. Pete Goulding was missing after his car suspension/ brakes fell apart whilst out on the road last week but he still turned up to spectate. Several guys went to the local pub with Phil Nicholls acting as taxi driver in his chip fat guzzling Landrover. Most of us managed to walk the track and remind ourselves just how tricky this track really is and how committed and accurate you have to be into the corners on this fast circuit which would be tackled by a full 125 entry. Saturday I think there were 6 Class A, 5 ClassB, 2 Class C, 3 Class E, 6 Class D,4 Class F, 5 Class G, 2 Class H and 1 Class J2 car, so a great turnout. Lee Smith's car seemed ok after we had tightened up a water hose to cure a leak as well as putting the alternator belt back on his crank pulley and new alternator which kept throwing it off all weekend as it was not aligned correctly. Lee's excuse was that he was too busy installing his new Cateringvan 6 speed box. Richard and Luke passed scrutineeringok and were seen to be tossing a coin to see who would break the car first... sorry I meant drive it first and experience the wallop from the supercharger. Practice saw Dave Cleaver showing us the way and Stu Hill frightening the culprits in class G which included Mark Anson (back in the fold) who was suffering a bit from binding front brakes. Lee's belt flew off again and the Tricky (aka Richard) brought it back in one piece to be refitted AGAIN! Drivers were trying hard to stay between the white lines and not have 4 wheels off as well as avoid the hares and rabbits crossing the track. The new guys in class Aand B were realy having good battles as indeed they did on Sunday. Into the 3 timed runs and the competition hotted up as the guys in G and H put on newer rubber to get every last bit of grip. In class H Del's car suffered a terminal failure of the geartronics ECU controlling gear shifts so the only managed 1 run with Gary beatig Del by just 0.30sec. They were loaned a car by Justin and drove back to Garry's place in Derby to rip the ECU out of Gary's car and get it replaced ready for Sunday. In class A the improving Jason Brown drove well to take first with 73.43secs with James Alexander allowing his mighty crossflow to get him to second closely followed by Dave Richings, Craig Spooner, Barry Francis and John Williams. Class B was blitzed by Phil (vodka jelly) Nicholls (aka Filfan) with an impressive 68.91secs which beat all the class D cars except John Hoyle.. Martin Harvey drove well to get second with 72.07secs followed by Lee Smith, John Walters (Shaggydo) and Christian James. In class E Paul Aspden was struggling to get on the pace against Andy Hargreaves but the guy out front by miles was Adrian Clinton Watkins in the unique 1800cc Duratec he has just completed and he won with 65.83secs to smash the class E record. Andy Hargreaves tried so hard that on T3 he missed the finish and cocked up the timing. Class D was a great battle and John Hoyle won with 66.33secs followed by Matt Hillam,, Howard Gaskin, Keith Adams, Steve Everall, Stephen Herbert and Michael Skidmore who all had their own battles in the group. In F Dave Cleaver won with a great time of 64.56 secs after removing his rear carbon wing on a cone. Rich Kerr shad with a spin after the finish on T3 and was just pipped by young Algar with 66.31secs whilst David Birch had only one run due to technical problems I think. Stu Hill tried hard in G and had a spin during T2 as he attacked Bishop's bend too hard, I broke the record on T3 with 65.26secs but nutter Nunn spun but had already beaten the record to win with an impressive 65.04secs. Matt Turner drove well with 66.63secs chased by Stu Hill and Mark Anson who was a bit short of seat time. Paul Morcom in his immaculate Merlyn had a good battle in his class. Fastest Westfield was Dave Cleaver and he was 5th overall, Tim Nunn 6th and me 7th overall so pretty impressive performance against some quick cars. So due to John Fisher's paddock control and the Jane Algar and Jane Loudons efficient recording of results we had a great day and got in 5 runs and all retired for vodka jelly or vodka gin as well as getting the cars ready for tomorrow and nursing our red sunburned faces....what a day! My day was complete when I saw a T shirt that said “ Racing is living- everything before or after is just waiting!” Sunday Two practice and two timed runs today: Del's car was back running with gear selection possible again, John Loudon was showing off his new orange onesey complete with a brimmed hat and he looked like one of the flowerpot men! Overnight we had heavy rain but the weather cleared and we had a dry warm day. Practice was ok but Phil Nicholls had all 4 wheels off in P2 and Matt Turner repeated last year's feat by removing his rear wheel arch on a cone again and also dented his silencer. Stu Hill took my advice and lowered his tyre pressures and I helped free off Mark Anson's brakes to cure the binding issue. Lee now had a new alternator belt as his other one gave up the struggle and snapped in bits. In the timed runs Paul Aspden unfortunately had 2 failed runs so did not score. Saturday times were hard to beat and this may have been due to the strong crosswind. Class A was won by Jason Brown again on 73.37secs, class B order was same as yesterday Phil, Martin and Lee in that order. In D John Hoyle's 65,44sesc wrapped it up from a fast drive by Howard Gaskin who beat Matt (Fatbloke) Hillam and Keith Adams chased hard by the two Stephens. Class C was won by Graham (gluten free) Frankland on 72.65sesc so he was well pleased. ACW won E easily with 66.15sesc against Andy Hargreaves(GOM) 69.85secs but he was worried about his noisy R1 after its rebuild. Class F gave Dave Cleaver a chance to show how fast he was again with a win on 64.40 secs being fastest Westfield and 5th overall and Luke sneaked a win over Rich to make it a double. In G Tim won with 65.30secs, with a massively improved Mark Anson taking second on 65.54secs and me on 65.81secs, Matt on 65.91secs and Stu on 66.65secs so all quite close in this very competitive class. Gary Bunn pipped Del and took the win as well as 6th overall. Paul Morcom also won his class on the day. So there you have it, a well organised and run event that we should all be proud of. If I have missed something or someone I am sorry but there was a lot going on and sometimes I have to keep an eye on my own battle. For those that were not there it was a great spectacle and a fantastic track to drive. Let's hope that whoever takes over fro Nick can get a good team in place and repeat this next year. Terry Everall Speed Series Correspondent Class G competitor
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