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Popular Content

Showing content with the highest reputation since 13/11/18 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. 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
  3. 13 points
    Today was the day Stick some headphones on to hear the deeper grumble of the exhaust
  4. 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)
  5. 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.
  6. 12 points
    Very heavy tail wind down into Turn 1 Furthest the new speed series t shirt has traveled I expect
  7. 12 points
    Buttercup earlier today.
  8. 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
  9. 11 points
    Final picture for the day before I zipped the car back in its Carcoon .
  10. 10 points
  11. 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.
  12. 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
  13. 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
  14. 10 points
    Took ‘Sparky’ to the local car wrap shop today and had some stripes fitted.
  15. 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.
  16. 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
  17. 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.
  18. 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
  19. 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.
  20. 8 points
    Well, after a few beers in the pub at the start of April, it was decided that we should start scratching our itch to take the Westfields further a field than a weekend blat around the lake district. Destination - Scotland. Where in Scotland - Who Knew!! Date - 17th April and return sometime after the bank holiday weekend. @Bigchris092: 91 Westfield Seiw // 1660 Crossflow // Bike Carbs @Brad Stone: 06 Westfield Sei // 2.1 Ford Pinto // Weber 45s Joe Ashworth: Passenger & Media Extraordinaire (tech geek, who also likes road trips & motorbikes) Day 1: Manchester to Carnforth: Figure 1.1 - My route through the Forest of Bowland National Park - It only seemed right to take a photograph. We decided to originally set off on Thursday 18th April in the early AM, but realising exactly how much mileage we had to cover over the somewhat limited days we had available meant that we took the last minute plunge to get some mileage in the night before. My route was slightly different to Chris & Joe (C&J), taking the more scenic route via the Forest of Bowland national park - Arriving in Carnforth at around 7pm. The route itself was absolutely fantastic, and given that my Westy hadn't had much of a run since a minor rebuild, I was quite happy to arrive without a hitch! Phew. C & J took the more direct route from the other side of Manchester, going directly counter clockwise around the M60 and then straight up the M6 to the lovely caravan park up which was to be our home for the night (Alan and Maggie, Thanks - A very comfy night's sleep!). We then made our way to what seemed to be the only pub anywhere remotely close to the campsite - The Limeburners Arms. This pub was quite different to what the majority of us are accustomed to today, a real pub some would say. No gaming machines, no jukeboxes, just a bar, dartboard and some good ale. Oh, and all the drinks seemed to be £2.50 no matter what was ordered. Miles Completed: 70 Day 2: Carnforth to Dunoon (Via Lockerbie) Figure 1.2: Packed up and ready to take the long stint North. Day 2 involved an early start from the campsite with the absolute intention of getting as far north as possible. We loaded up the absolutely fantastic app: Kurvager, which Chris and Joe advised me is heavily utilised by motorcyclists (I can now understand why!!). The app, for anybody who is not aware, costs around £9.99 for the pro version and is essentially google maps but for driving enthusiasts. It finds routes that would be enjoyed by vehicles that love a corner / single track lane / alternative route to the monotonous A-Roads and Motorways. 10 Miles after setting off, the first slight hitch (although somewhat expected) - Chris' thermostat cap leaked somewhat under some slight enthusiastic throttle, throwing a raft of steam outside of the bonnet. A quick fettle and a muttering of "Be reet", and we were soon on our way again. We seemed to make great progress on the first day, eventually joining up onto an B road that runs parallel with the M6 just shy of Carlisle (B7076 IIRC), eventually ending up at our first planned stop of Lockerbie. For any Air Crash Investigation enthusiasts, I was quite keen to visit the Lockerbie Air Disaster Memorial and we paid our respects in the memorial garden along with a very in depth conversation with the visitor centre assistant. I would highly recommend a visit here if anybody is passing. Figure 1.3: Lockerbie air disaster memorial garden - An eerie but peaceful place of rest. We had made probably one of the only conscious decisions of the trip on this day, deciding to head for the Dunoon Ferry Terminal to avoid the s****y roads around central Glasgow. This would also set us in good stead for our planned Blat up the West Coast. After a number of Fuel Stops (My Pinto was particularly Thirsty, averaging 25 MPG on A & B Roads, and around 15-17 on the roads which required slightly more strenuous usage of the gearbox and rev range) we arrived very wearily at the ferry terminal. A short wait and £20 lighter in the wallet, we made the short crossing across to the small town of Dunoon. Right on cue, the first technical hitch of the pinto powered Westy: Prior to the trip, the pinto had been fouling the plug on number 3 cylinder - a quick change prior to setting off solved this issue. However, the slow roads leading up to the ferry terminal had caused a build up of fuel and black soot on the plug, causing it to run on 3 cylinders. I think this car has probably been set up for the track in a previous life, and so is planned to go on the rolling road in the not too distant future for a tune and carb setup more suited to the road. The issue we had in this instance is that we had forgot to pack a spark plug spanner and wire brush (Doe!). At this point, we had had a very long day in the cars and were somewhat tired. We found ourselves sat in the cars on the sea (loch?!) front pondering what to do, it was 7pm at this stage and thought all garages locally would be shut on bank holiday. Figure 1.4: Dunoon ferry crossing - A highly efficient service and would highly recommend if a trip to Scotland is being planned. We hadn't planned anywhere to stay for the evening in advance as we didn't know where we'd end up, unfortunately we had rang around the campsites local to Dunoon on the ferry with no luck (Surprising given that it wasn't bank holiday yet!) and started looking into hotel or b&b's in the local area. It was at this current moment that a local hotel manager came out of his hotel and asked if we were looking for a room(s) for the night. We somehow ended up grabbing 2 rooms including a wonderful breakfast for the measly sum of £50 all in - A steal I'm sure you will all agree. For reference, the hotel was called "The Esplanade" and was exactly what we needed. A quick shower and to the bar for a pint to discuss a plan of action on how to solve the running issue. I decided it might be worth a try to call a local garage in hope that I could leave a message and borrow some tools in the AM the next day. To my surprise one of the garage owners picked up (7.40pm) and agreed to meet me at 8pm to help me out. What a saviour. A quick removal of the spark plug and and brush off with a wire brush, and we were back up and running. William even helped point me in the direction of a motor factors locally whom we could visit in the morning to pick up the tools we needed. What an experience so far. Figure 1.5: William came out late on to lend some tools to 3 guys in need. Thank you sir. After the vehicles had had the once over for the day, we put them to bed and headed out for some food - We ended up dining in a local Indian restaurant who'm seemed incredibly rushed due to the need for the waiter to catch the last ferry back to the mainland. The food was absolutely excellent however and the beers were much appreciated at this point of the day. Back to the hotel for a couple more beverages, and then straight to bed. Tired! Miles Completed: 190 Day 3: Dunoon to Isle of Skye (Via Glencoe) Day 3 was started with an early morning breakfast in the hotel (basic, but adequate) and a quick trip to the local motor factors. We were able to pick up all of the supplies that we required and were able to get on our way. The morning started off with some great roads next to the west side of Loch Lomond - I didn't realise how big this particular Loch was. Around 1 hour in, the Kurvager App took us onto a particular road, which was an absolute playground for Lotus 7 type vehicles. The 3 mile track was constructed from pristine, newly laid tarmac with great visibility into each and every corner, and the main bonus was that there was absolutely no traffic. Chris, Joe and I could not wipe the smiles off our faces when we got to the other side, what an absolute gem of a find. Unfortunately, we were enjoying ourselves that much, we didn't take any photos of this or note of the name / road number. You'll just have to take my word for it. The mid morning / early afternoon then allowed us to make significant progress towards the Isle of Skye - Taking us through some breathtaking roads via Glen Coe (I cannot get these views out of my head - Fully surrounded by huge mountain ranges) and the pictures could not do this justice. The one thing I would say about Glen Coe is that naturally it is very touristy and thus the roads can get quite busy. There are a number of great viewing points which allow visitors to capture some great shots. Naturally, the Westfields were attracting some significant attention from overseas tourists and we had some great conversations that may not have otherwise come about - particularly with an Argentinian from Buenos Aires who owned a whole host of Lotus vehicles. In the early afternoon we tried to touch bases with the Ferry company that takes vehicles across to the Isle of Skye - Unfortunately this was fully booked for the evening and we started making alternative arrangements. We had two options at this point: 1) Take the A830 via Fort William to Mallaig and find a local campsite on the coast. 2) Take the long route round to Skye via the A87 and utilise the bridge that goes directly onto the island. Figure 1.6: Stunning views from a pub in Glencoe. Note: Fabulous weather - Phone was indicating 24 degrees! Over a swift shandy at a pub in Glencoe, we decided to go with the latter option, it would add a significant number of miles to the day but would mean we see more of the things we wanted to in the short time we had available. We cracked on up the A82 and stopped off at a local Spar to get some BBQ supplies for the evening. We hadn't booked any campsite at this point and somehow managed to stumble upon a location shortly after arriving. I believe this was called "Ashaig Campsite" and cost around £9 per person for the evening. Although quite a basic (but developing) site, the beauty about this place was it's location, it had 360 degree panoramic views of the whole of Skye and the owner / manager was incredibly helpful and showed us around the site before we had to commit. Tents pitched and BBQ's fired up - 3 or 4 beers and a whole host of food later, we were ready to hit the hay. It was incredibly cold during the night and it seemed by sleeping bag was not quite up to keeping me warm. Luckily I had packed a number of other fleeces / blankets just in case which came in very handy. Ever more tired! Figure 1.7: Isle of Skye Campsite - Stunning views and great company. Miles Completed: 240 Day 4: Isle of Skye to Torridan (Via Applecross) We planned to have a shorter day than the previous 2 on Saturday as we had covered a lot of mileage up to this point. Chris' dad had previously done a tour of Scotland on his push bike and recommended that we take a smaller more intimate ferry back to the mainland. Glenelg Isle of Skye Ferry Terminal was the name, and again was one of the "Off the beaten track" type experiences that you might not necessarily find in a local guide book. We arrived with about 4 vehicles in front of us - 2 Minibuses and 2 standard family cars. Unfortunately the ferry was limited to a maximum of 12 people at a time, and had to make one journey at a time with the Minibus due to size. I think we waited about 1 hr 45 minutes to get across in the end, at quite a pricely sum of £15 per vehicle - not value for money, but an experience none the less. The ferry itself was great as it incorporated a swing bridge, which meant no awkward reversing off at the other side with a fully loaded roll bar and the staff worked incredibly hard and even had time for a brief chat during the crossing. Figure 1.8: The Ferry with it's incredibly handy swing bridge. Figure 1.9: Chris remaining in high spirits despite the delay. Figure 1.10: Chris and Joe locked in conversation about the need to be 'Qualified' to operate the chain carabiner on the boat. Once we crossed back to the mainland - I had the recurring misfire on number 3 cylinder once again. A quick extraction of the plug and a brush down and she was ready to go again. Far from ideal but not a huge problem to have given the mileage we were covering. It was then all mission go towards Applecross - a road I had been pre warned about in terms of it's beauty. On route, we came across a group of younger chaps carrying out a "budget £500 car challenge", basically covering our route but in reverse. One of the MX5's exhausts were hanging off - Chris was able to assist somewhat with the limited tools and supplies we had with us to get his exhaust in a usable condition again - The lads were a great bunch and were definitely happy for the help. We are all a close knit bunch after all!! Applecross road (or Bealach Na Bà as it is known locally) stretches for approximately 14 miles, and gets its warning signs in very early... "This road rises to a height of 2053 ft with gradients of 1 in 5 and hairpin bends" & "NOT ADVISED FOR LEARNER DRIVERS, LARGE VEHICLES OR CARAVANS.” just a couple of signs that get the blood running. With a series of hairpins going and sheer drops off of the side of the mountainside, it really does raise the hairs on the back of the neck. When we reached the summit, it was unfortunately very cloudy and so views we limited somewhat, however you just "knew" that you were in some place special. Monumental. Figure 1.11: A spectacular view of the Mainland - The Five Sisters of Kintail. Figure 1.12: The infamous Applecross Sign - Warning behind the array of Car Club stickers. After carrying out a quick fuel stop at the community run fuel station (Very good price given it's location), we stopped for a drink at the Applecross Inn (Recurring theme throughout this post), made plans to stop in Torridan as the end destination. Upon arrival in Torridan, we spoke with a local garage and filling station owner (Kinlochchewe Service Station) about possible locations to stay for the night - He recommended a campsite no more than 50 meters from where we had pulled in - great facilities and some really welcoming owners. I believe we paid around £12 per pitch in this site, which boasted some great facilities. We found a local hotel and eatery around a 5 minute walk from the campsite which we were able to grab some great food and more than our share of pints for the evening. This was the first time we had to put the covers on the Westfields overnight - as it was forecast rain, and lot's of it! Swift walk back to the tent and it was good night and god bless. Miles completed: 100 Day 5: Torridan to Inveranan This day started with some very damp roads - Caution was absolutely taken as we set off incredibly early and there was very little sunlight at this point. We decided to take a rather large detour than the most direct route to Inveranan, we wanted to touch the outskirts of the Cairngorn Mountains and chose Aviemore as the intermediary stop off point. Via some awe-inspiring Kurvager suggestions, we then picked up the A827 southbound, stopping at the Falls of Dochart for some ice cream en-route. At this point the weather was fantastic, and this lovely local village was full of fellow engine enthusiasts on both 2, 3 and 4 wheels. We eventually arrived at our campsite nice and early on the Sunday evening to set up camp for the night, which was based in Inveranan. Chris & Joe had stopped at this particular campsite before now, and recommended it due to it's lively atmosphere and likely host of person(s) completing the West Highland Trail. We also paid a visit to the Drovers Inn pub which was very closeby, and I am led to believe is one of the (if not THE) oldest Inn in Scotland. I found this pub to be absolutely full of Character, some great local ales were served and the food was great. We then made it back to the campsite for a final couple of beers and sampled the not so delightful whiskey, and then headed off to sleep. Again we had covered quite a considerable amount of miles given the Cairngorns detour. Figure 1.13: Chris enjoying life en route to the Cairngorns. Note: Long and twisty road in background - Epic thrills. Figure 1.14: Falls of Dochart - Based in the Historic Killin Village. Miles Completed: 197 Day 6: Inveranan to Manchester Unfortunately not so many great roads on the way home - We got on the road very early (7.45) with the aim of getting home as quickly as possible. The first 50 miles completed were quite nice, passing down the west side of Loch Lomond before heading onto the M8 around Glasgow. We then picked up the A74M via a quick coffee stop in Moffatt (This town is lovely), and joined the parallel road to the M6 as we got further South. This road is actually a fantastic option if you're heading up to / from Scotland, as it is so devoid of traffic and although it may be slightly slower, is much more enjoyable than the groan of an engine running at the same RPM for miles and miles upon end. We reached the Lake District at around 2.30pm which was really good going given the mileage we had done. We had a quick final drink stop locally in Kendal and then headed off in Seperate directions due to the alternate onward journeys that we needed to carry out. Mileage Completed: Circa 280 Final Thoughts: Although this was a very broad summary of the trip, we were able to cover a lot of mileage and visit exactly what we wanted to see + more. The cars performed absolutely flawlessly (apart from a couple of almost expected issues) and we seemed to benefit in certain situations from not being bothered particularly about where we stayed. The fact that we didn't book hotels and campsites in advance meant that we were able to be flexible in terms of our own itinerary. I will post a separate blog post about the type of camping gear that we decided to take as this may be of benefit to somebody else planning a trip of this nature. I think in terms of plans for future trips, we are definitely looking into Europe (France would be a great start) and we'd also like to carry out a trip to complete the North Coast 500 route in Scotland. //Brads
  21. 8 points
    I've now fitted my Carbon NV carbon tunnel cover and scuttle cover and I'm pretty chuffed with it Seeing how the forum loves a piccy (also showing the new FreeWheel steering wheel buttons).... Check out how the weave matches on the join just behind the gear lever - well pleased I'll get a photo of the scuttle later, complete with new battery cover and much tidied wiring
  22. 8 points
    Well, first failure on the car! I'd bought a proper exhaust mounting bobbin for the first time ever, but it seems it couldn't take the heat... So went back to my Plan A method of a bolt and an offcut of silicone hose. Had a bit of a panic when I realised the forecast for tomorrow was dire, and @Andrew pointed out that some TDOs insist on brake lights... so off came the scuttle (gave me a chance to improve the mounting system, it comes off in under a minute / 4 bolts now) and a wired in a fog light to the brake light switch, via my relay board. Also added 5th/6th mounting point to the drivers harness and moved the splitter by an inch, so it sticks out more. I've decided this one will be experimental so I'm gonna chop it about a bit before doing a final design in something lighter. Car is now on the trailer ready for Blyton tomorrow A dry forecast would have been nice to see what sort of lap times the car can do, but I love a bit of rain so it's all good, and should mean a bit less strain on all the components
  23. 8 points
    Wayhay it fired up rough as anything popped banged and spat back but it fired up so will get the timing light on it and see if we can smooth it out the video is kinda embarrassing unless you like seeing flames lol will put up a video once the timing is set but it started
  24. 8 points
    My friend Graham has been out and about today. I just thought this picture said it all. Graham did say to me at one point before he bought his car that he "just didn't get it" Looks like he has "got it" now.
  25. 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
  26. 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.
  27. 8 points
    Here's some photos of the models currently in the cabinet.
  28. 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.
  29. 8 points
    Finished last night. 9hrs 20minutes.
  30. 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.
  31. 8 points
    need to check tyre pressures not been out in a while
  32. 8 points
    Dashboard template
  33. 8 points
    First time out in the wild today
  34. 8 points
    Nice day for a drive around the South Downs with the sun making the colour(s) pop. Any other owners around Sussex?
  35. 7 points
    Hey all, new member and new Westfield owner Im in Tassie so just about as far away from the uk as you can get but if your ancestors stole bread, we are probably related. The car is an Aussie built Westfield running a Toyota 4AGE with Quaife gearing and lsd. Joined the forum a few weeks ago for research and ended up buying. Loving it so far and really just posting to say thanks for the wealth of information Inhave found. Joined as a member to do my bit despite my location. Stu
  36. 7 points
    God awful weather for it but it’s dry and warm in the garage so on went the primer
  37. 7 points
    Westy with his recently imported step-brother...
  38. 7 points
    Landmark day today, as the engine has now been fitted for the last time. First job today was to fit the battery in it's new position behind the radiator Then I hit a bit of a snag, when I discovered my new clutch fork was not compatible with the bellhousing. Had a rummage in a box of bits and retrieved the old one, which seemed to work, but with doubts in my mind I messaged Mike @Kit Car Electronics for a bit of advice. Imagine my relief when he replied that he would be over in an hour! So, with a bit of expert advice and hands on help, the clutch fork and thrust bearing were fitted, the gearbox mated to the engine and the operation of the clutch checked. Fitted the starter motor and dropped the lot into the car for the last time and doesn't it look lovely! A huge thank you to Mike, without his help I would not have been able to fit it today. Feels like the home stretch now, sadly, just too late for Stoneleigh.
  39. 7 points
    More bodywork / panelling today, perhaps another day's worth of work and it'll be track ready Made up a floor tray (thanks @tkm_dave) and splitter, fitted those. Gap is to allow air out of the oil cooler duct. Splitter is on 12mm spacers from the chassis, so the very front of it is about 10mm higher than the lowest part of the sump. With some rake in the chassis they'll be about the same height I reckon. And now some controversy This is a classic Westfield with a 1988 chassis, right? So it'd be rude not to use the original swept wings With a twist, of course - they are cut down much shorter than standard. Went this route for a few reasons... it's a touch lighter overall (half the amount of steel needed compared with cycle wing brackets), the weight is sprung rather than unsprung, it was 'free' as I already had the bits and I like to recycle as much as poss, I reckon the aerodynamics will be tons better (both lift and drag), and it looks a bit like the car has lobster claws! (or totally ****) Airy... and very few planes which offer resistance to the direction of movement. The rear of standard cycle wings gives rise to both lift and drag, the underside creates lift. Not so here I can also mount the headlights on the same struts at a later date. Some fitting details... mount goes through the wing rather than up from the bottom, I needed a bit more clearance for the track tyres on full lock, and didn't want to put the bracket on top as it looked rubbish. Bolts go straight into the brackets, holes are threaded. Excited to finish it and lob it on the scales now! 385kg would mean I'm tempted to add a degree of timing at full chat, it made 212bhp like that so would be 550bhp/ton. I know chasing numbers is bad news, but that sounds better than 540 per ton
  40. 7 points
    So, not an awful lot been going on with the build of late bar some tidying of wires at the front really. All the wiring other than final connection to the rear lights (not yet fitted) has now been done and tested. Found one small SNAFU at the front, I'd swapped the left & right indicator feeds when condensing connectors a long time back. Easily fixed. I had an abortive stab at the scuttle top but just couldn't get my head round the shape of the cutout needed to clear the A pillar where it passes through the 'shoulder' of the scuttle. Made lots of card scraps but not much else. Thankfully, another builder of the car has completely modelled it in CAD, and he was kind enough to plot out the intersection profile for me into a PDF. Very happy with the results of his efforts Just need to finish turning this into a template then making it in metal. I'll have a similar challenge at the back of the car where the C pillar intersects the top/side curve of the panel. Hopefully I can use the profile from the front to get me started, but I know it won't be correct as it is. Good job I bought lots of card for CAD use. Before I can finalise this part though, I need to decide what to do at the front and back edges of the scuttle. Do I have an overlap. If so, front, back or both, if yes, how large. If yes, how do I trim it to look OK and satisfy the radius requirements. At the front edge, I need to consider how it matches up with the 'bonnet' too. Most of the answers I am coming up with seem to require some skills and/or equipment I don't possess. To further complicate things, I need to be able to remove the front face of the scuttle and the 'dash' which means being careful about any material overlaps I might build in. I don't really want to resort to just sticking some plastic P profile in the joint, but it might end up at that. If you've been following the 3D printing thread in Tech Talk, you've probably seen I've not been alone in spending some of my time messing with that. The suspension bracket covers came out pretty well in the end. It's a two-piece part, held in place by slight interference with the bolthead & nut, and where the two sides meet at the very thin section (bottom of the picture) there is a pin made from a piece of filament to keep it aligned and snug (thanks for that tip @nice_guy) The two parts were printed in different materials and different orientations for testing - I'll decide which is best later. I also have a more open design that just covers the edges of the square tubes and uses ordinary separate nut covers to, well, cover the nuts, but it doesn't really have anything holding it firmly in place so tends to rattle about a bit. It can't come off as it's trapped in place, but it isn't ideal, so I'll probably go with this much more bulky design. Hopefully the IVA man will appreciate the effort. I might have got away with the brackets un-protected as I did blunt the cut edges a bit, with just nut covers on the bolt, but I don't want to risk it for the sake of a couple of quid of printing filament. And I needed to do something about an inlet for the air filter box. The donor car was missing the OEM bit, but it was a badly formed flimsy plastic thing of the wrong shape for this car anyway, so no great loss. I designed a two-part replacement which came out nicely (about 20 hours on the printer in total) and fits a treat. Only thing it could do with if I ever have to print another would be some sort of grip/lugs on the inner collar so it can be gripped for tightening. As it is, it's a bit tricky but not worth a reprint just for that I don't think. In situ. This is the cold area of the engine bay in front of/to the left of the gearbox, so hopefully the PLA plastic I used will be OK with the environment here. There will be a fresh air inlet in the side panel of the car here too. For orientation, this is looking from the left side of the car, left rear tyre just visible on the bottom right hand corner of the frame.
  41. 7 points
    Things seems to be coming together quite nicely, if a little slower than planned on the car front. It is running though, and have dyno on Tuesday: Hoping no more than a month to get it road legal now Also been up to Scotland this week and completed 4 consecutive days of Munro-bagging, each of them 'bigger' and considerably more technical than Ben Nevis. Day 3 was a killer, equivalent in distance and elevation change to doing the easiest route up (and down) Snowdon 3 times! Conditions up there are kind though, with little snow even over 1000m, so it looks like I've picked a good year!
  42. 7 points
    I needed somewhere better than the dining room/living room to store the new tub, so as the old one is now off... Mind you, lots of work to be done before I can fettle and fit it properly, but at least I’m not falling over it every day, now!
  43. 7 points
    Another long day in the workshop! I've sorted out the tweaks we made to the oil pressure system, fixed a weep on a coolant hose, fitted the expansion tank (photo below, just for you @Archibald Meatpants, #teamtanks), tidied some wiring, filled the diff, fired it up again, Maurici worked out a better way to bleed the cooling system, we tested that (video below), tried the clutch and it works great (initial bite point when the lever is about 20mm from the shift lever), auto blip on downchange works nicely too! Coolant amount was just under 3.5L, oil about 4L, so both of them less than expected, an easy way to 'save' a couple of kilos Lemon goes well with prawns so I figure it will with lobster too? I know a guy who does cooling stuff for footballers cars and he says this works right: The Chinese **** is the big red numbers, that's taking a reading in the thermostat housing on the head, the dash reads top hose to radiator. Oil pressure is perfect at 70psi cold, 15ish when warmed up. Oil cooler works great but I think the stat line opens at less than the 82 degrees advertised, one side of the pipework gets warm at around 65 degrees. Still, that's enough for the oil to flow well. After all that I took all the wiring off again so I could start to place components in position, ready for final wiring. Actually really enjoyed that bit and looking forward to having it done! Oh and also changed springs and did corner weighting / a setup on Mauricis car, changed a lower ball joint on my track MX5 (using big hammer and an actual fire, a bit scary), and packed up two roll bars, a set of wheels and a pair of seats. Phew. Time for a rest. By that I mean go and pick my girlfriend up from the airport... no rest for the wicked
  44. 6 points
    Yesterday.... also Cotswolds
  45. 6 points
    Lots more done this last couple of weeks ready for spring/summer. Fitted the Raceline sump, this turned out to be a big job (full details here for anyone looking to do the same), I gave it a new set of bolts, seals and o-rings...and I’m really happy I invested, not only is it a proper, baffled RWD sump for piece of mind on track - it’s also ~60mm shallower than the FWD sump fitted before. This did mean I had to trim the bellhousing which was a horrible job under the car with a hack saw but now the lowest point of the car by far is the chassis hoop which is much more preferable! While I was under there I noticed one of the trans mounts was perished and as well as the clutch arm boot, so I replaced this and will order a replacement rubber mount also (anyone advise part no/suppler?) I also stripped and repainted the exhaust bracket and replaced the rubber mount. The more I go over the car I realise that after 20 years most rubber/plastic parts are damaged/perished and need replacement. Anything I replace I try to either paint, swap out for stainless and/or give a good coat of copperslip to try and avoid future corrosion. I also got my new battery cables (custom made by Electrical Car Services) I was extremely impressed by these guys, they were really helpful on advising cable type via email, provide soldering and crimping service with plastic conduit option, and the cables arrived 48hrs after ordering!...if only all suppliers were that efficient A small upgrade but worth a mention - I tarted up my new steering wheel with a custom badge made by Go To Graphics I pulled apart the unused horn mechanism and bonded a piece of G10 plastic in place, Simon is able to supply any size badge so I ordered 39mm which fits perfectly, very happy with this little mod. Last but not least I stripped back all the ally cooling pipes, re-jigged the heater circuit a little to be closer to the exhaust (to aid warm up), painted satin black and ordered a load of black silicone hosing with stainless clips to finish...all plumbed in and so far working great. The engine bay looks loads cleaner now and the silicone hose is a nice finishing touch. just need to give everything a good clean, polish and fit some new foam tape now before I get in to cutting the bonnet for the ITG filter fit. It’s back on the road now and still have plenty of jobs to do but I’m looking forward to finally going to a club meet in an actual Westy this week... and am booked in to Stoneleigh and a couple of track days too...roll on summer! Made a little video to celebrate:
  46. 6 points
    Not the best photo with my ugly mug sat in it.
  47. 6 points
    I'm now on revision 7...... My most ambitious yet, trying to incorporate some catches for holding the wiring.
  48. 6 points
    I have had these rocker covers in the store since before Xmas last year. I spotted them for a bargain price (not long after cooking the red rover ones) so could not resist them. Tonight I decided to do a trial fit of one. I now need to get the mop on them to make them sparkle
  49. 6 points
    So what's next after the car is almost ready for bodywork? Start taking it apart again of course Airbox modifications... had half planned these but mostly just cracked on and made it up as I went. Cut away the centre section and opened up the 'front' to approx twice the size. Riveted 1mm thick HDPE sheet in to blank everything off. The rivets have washers under the heads and they are the other side of the air filter from the throttle bodies anyway. HDPE is brilliant stuff to work with. This thickness can be cut with sharp scissors, drilled, bent with the heat gun, and it's pretty damn tough. Part of this job was also tweaking the loom slightly so I could re-home the ECU. As standard it sits in the top cover for the airbox and this is pretty tall... But with the ECU moved I could knock up an alloy plate instead. Before... After I could have gone down the full AB Performance airbox route but with little change from a grand it it still not going under my bonnet I thought I might as well give the homebrew version a go! Last little job, because I like my throttle cable in one piece... A much underestimated component - throttle pedal stop (hard to see but an alloy bar coming out sideways from the pedal, which hits the chassis). Prevents too much tension going into the cable at full throttle. Also ticked off a few other jobs from the pre-dyno essentials to-do list, not much remaining now before bodywork starts to happen.
  50. 6 points
    Just had the drone out for an above shot
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