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  1. I have a new Stage 3 Scholar Engines built 1650 Crossflow, which has covered 2,000 miles. Originally fitted with a 32/36 DFV it ran out of power in 5th at 4000 rpm, which with a 1:3.54 diff on public roads is above the legal limit. I wanted to go on a few track days and have since fitted 4 of 38mm Keihins from a CBR900RR using the Danst inlet Manifold and am experiencing the same issue. I have an AFR gauge on the dashboard and when I fit small jets (140) it runs lean, and large jets (150) makes it runs really rich, which improves top end power slightly but then it is so rich it stumbles off tick-over and still lacks in power over 4,000 rpm in 5th. I have altered the needle heights to all positions and fitted bigger idle jets, etc. The acceleration in gears 1-2-3 is brilliant and it pulls like a train in 4th I checked the new Accuspark distributor, fitted new cap and rotor arm. I have altered the static timing from 8-24 degrees and set it to get the best tick-over, but no combination of timing/jetting/needle heights seems to get over the problem of the power simply "dropping off a cliff" over 4,000 rpm in 5th, unless it is running so rich (9 AFR) that it creates a misfire off idle and covers the back of the car in black soot! At 4,000rpm in 5th the engine doesn't misfire, the power simply drops smoothly away until about 3500rpm. My aim with the Westie was to keep it all "Old Skool" without any computers, but I am thinking of replacing the new Accuspark distributor with a programmable Nodiz ECU? Please, does anyone have any ideas?
  2. AlexSB

    Fitting a breather on a Xflow

    Hi all, Latest in my line of daft questions! I've done little bit of work over the weekend, involving fitting a catch tank to try relieve some of the fumes I'm getting from the oil cap. The setup from the cap to the new catch tank is easy to fit. However, replacing the 'to atmosphere' breather with the elbow connector to the tank has me puzzled. I don't think there's anything else I need to buy to connect it. But, currently I can't see any method of affixing it. I've attached some photos of the new setup and the old to atmosphere filter. I'd be grateful if anyone who has done this can point me in the right direction. Cheers, Alex
  3. Hi all, After a bit of a battle to get the Westie up and running (knackered battery in the end) it's time for me to run a compression test. I've not done this before, so I want to check the procedure before I do something truly terrible to the car or me... For reference, the engine is a standard 1600 Crossflow, with very little done to it. It was rebuilt a few years ago, it seems to run smoothly, but I get a lot of fumes from the oil cap. There's no fume recirculation system on the crank case - just a breather to atmosphere on the side of the block. My aim is to see if I have a compression issue that would require a closer look. My understanding is that the process is this: 1. Get the engine to temperature 2. Remove spark plug #1 and fit the guage to a firm hand tightness 3. Remove the leads from the plugs 4. Turn the engine over for 5 seconds 5. Read and record the reading (something around 170 psi would be healthy) 6. Do the same down the line of plugs A few questions from this: - Is there anything crucial I've missed in the set up (e.g. anything else from the ignition I need to disconnect)? - Do I need to somehow stop the fuel? If I don't, won't I flood the cylinder? - Do I need to re-warm teh engine between cylinders? - Anything else I'm doing in a daft way! Thanks in advance, Alex
  4. AlexSB

    Best battery for Crossflow

    Hi all - quick question. 1600 Crossflow - pretty much standard - 80-100hp. I'm having trouble starting and it's cranking really slowly, I suspect the battery may not be helping matters. Even in the past, when the battery has been fully charged and everything has been otherwise fine, it struggles to hold enough charge to get things going. I've attached photos of what I have now - it's a PowerVamp 25 racing battery. I believe, these racing batteries are lighter, but have a lower voltage than standard batteries. I've no interntion of taking it racing and the performance gains of the lighter battery aren't really a concern. If I want to replace it with something a little more 'traditional', what should I go for? Thanks in advance!
  5. Ing bkerkhof

    Starter motor

    Good morning, I just bought my first westfield se with a 1700 crossflow engine. It had a large sticker on it from wscc so someone might know this car. Q78jtt. She will be registered in holland. I love it but i ran into the first issue,the starter motor is to low. At least the relais is currently the lowest point of the car, which is facing downward. I would love to find a starter motor with the relais facing upward. It will be closer to the exhaust manifold but it is heat wrapped so it shouldn't cause any issue. Does someone know which starter motor to use in my case? Thank you
  6. Brad Stone

    A Seven Tour (To Scotland!)

    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
  7. I've a fairly unmolested Xflow 1600 which is kicking out a fair amount of fumes through the oil cap when warm. There's always a bit of blow by from cold, but once it's hot, there's sometimes a noticeable cloud that emerges from the front of the bonnet when stopped at lights. The car has no recirculation system for dealing with fumes in the rocker cover (it seems most recirculate from the breather back to the air filter?) so I had always expected a small amount of smoke, but this seems more serious. I've uploaded a video from today: https://youtu.be/4ThHeHdG-VI Does this look dire? Especially considering there is no recirculation happening at the moment. If so, is the most probable cause bad piston rings? The engine was meant to have been overhauled only 1600 miles ago, so it seems odd for them to have failed already. Thanks in advance for any light you guys can shed on it. Alex
  8. Hi all. I'm a new Westie (SE, 1600) owner. And know now that I've a hundred annoying questions coming up in the coming months. I thought I'd start an 'is this normal for a Xflow' thread, so that any future newbie doesn't have to ask the same silly questions I do. My first daft question. I've just been out for my first proper run (and what a day for it!). A lovely drive and, even though not super quick having no power upgrades, great fun - I get the Xflow sound now! When I arrived, and was finding a parking space, I noticed that the oil pressure was dipping under '20' when idling, after being fairly steady between '30' and '40' while idling and driving when not as warm. Is this pretty normal when up to temperature (around 90-95C)? Picture attached.
  9. 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.
  10. Jürgen Dietrich

    Looking for a SE Narrow

    Hello My wife has one wish for christmas,she wants me to be in my workshop for a longer time Therefore it would be good to find a second Westie... Good condition,a nice project,a damaged Westie,or a driveable one... Best would be first registration before 1991 Best regards Jürgen
  11. Phil Nelson

    Ford Crossflow 711M 1600cc sump

    I know these are hard to find, but I am sick of beating on a 1300cc sump to get it to fit!
  12. Westfield SE Built as a track car but is road legal. Oz alloys, Corbeau seats, Willans 4 point harnesses, Momo steering wheel. Yokohama A008r tyres (tread is like that). Full spare (unused). Mileage 4600. Mechanic maintained. Original donor car registration plate. Always garaged. Never shunted. Racing spec chassis, 156bhp, rev limiter/change gear lights. 1600 Ford crossflow double valve spring head 711M block. Double twin choke 40 DCOE Weber carbs with K&N filters New rear wheel cylinders and brake shoes. New electronic ignition. New battery SORNed with no MoT at the moment. Starts and drives well. Receipts for several thousands of pounds. Several manuals. V5 shows car as 1977 Westfield 1600 and so should be eligible for zero road tax. House move forces sale.
  13. My 1600cc Crossflow 711M as fitted to the Westie had a heavy, cut and welded, baffled and very dented sump that didn't hold much oil. The oil strainer was also in a near vertical orientation, which I don't understand? Apart from that, the engine appears to be original on it's original crank bearings and bore. I have now had the engine completely rebuilt, but have come to fit a new rear bowl sump supposedly for the 711M engine but during the dry test fit and after turning the crank just a few degrees I could hear it was rubbing on the front crank web due to the fact that the new sump has a "trough" under the front crank web that had been removed on the modified sump that came with the engine. What is the trough for, can I simply widen it by a couple of mm, can it be removed or do I have the wrong sump ? Your thoughts greatly of appreciated
  14. 15th April 2018 - SOLD... End of an era... £4,500 for a 1992 registered Narrow Body Live Axle Ford Crossflow in navy blue 1,700 Twin Italian 40DCOE Webers, Kent 244 cam giving 90 wheel horsepower ONLY reason for sale is failing health…. Not man enough for a Xflow anymore… New springs and shocks, ‘new’ Type 3 gearbox, electronic ignition and new lights recently fitted. Body is scruffy and needs TLC on the gelcoat, there is no hand brake to speak of and the interior also needs some love. But the engine (and now gearbox) is a peach and that is all an Xflow is about. Recently Grizlee and Bollocky Bill did all the work mentioned above and @Grizzlee is happy to give folk an independent view on his condition (and he owes me a favour, it was that t***'s fault I got a Westie in the first place..!!!) If any of you are interested get in touch for a longer description. This is a chance to buy motoring history and make noises like the devil after a hot curry…
  15. Simon Waterfall Syman84

    Dry sump parts Inc tanks All sold

    Right the realisation that no matter how much stuff I do to the mighty crossflow I can't compete with the 16v engines in the speed series. Don't worry the cars not for sale I'm just having a clear out. So I have for sale various dry sump parts that would make a good kit Will get some photos together later 3x crossflow/Lotus twin cam dry sump pumps.£100 each 2x dry sump pans 1of which has bracket for alternator if used on formula ford £80 each 2x oil tanks will get sizes. £50 each Mocal remote filter housing £30 Mocal inline oil temp housing £30 Burton rocker cover suitable for dry sump application. £80 If you wanted a pump, sump, tank,rocker cover, remote filter housing and oil temp adapter. So full kit apart from pipework Individually would be £370 would do a deal. Thanks
  16. garytipping

    Crossflow Exhaust Manifold (Sold)

    Hi, I have a genuine Westfield crossflow stainless steel exhaust manifold. Unfortunately I couldn't use it, or modify it to fit the pre-lit chassis. In good condition, but has been slightly modified by a previous owner, as shown in the photos. How does £25.00 + postage sound. Happy for it to be collected from Buckingham. cheers Gary
  17. I am new to the Forum - Hello - this may be apparent if I have failed to post this note correctly. I have joined on Trial Membership for 60 days, but hope that will turn into full membership soon. I am a long term car enthusiast, particularly classics, but have never owner a Westfield - the time has come I feel. I have driven them on the track a few times in my past, but never owned one. My other cars, in case this helps gauge my weird tastes are a '69 MGC, a Saxo VTS, a Riley Elf and my daily driver an Audi S3 - all are fun in their own way, but I feel the need for simple driving pleasures, and open motoring, and the Westfield seems the car - something I have always promised myself to own, but never have - I have garage space. First, I suspect mid July is about the worst time to buy one, I realise, but I would like to buy a car this year, but only to buy the right one, and if I have to wait, I will. From the (very) little I have learnt so far, I want a car that I can be proud of, and enjoy for regular but not every day use, with weather gear, albeit I shall try and keep it in the dry. I want a swift car, car engined, but I want a classic set up, so not looking for an Seight, or anything wickedly fast. So, some questions, for anyone out there who can help:- 1. My budget was originally c. £6-7k, but it seems I shall need to stretch this a little - I want a nice car, so can I do that for c. £8k? 2. For that money, what Spec should I be looking to. A friend has a 2 litre Zetec and says this mis the engine to have - I expect this alone could spark a hundred differing views. I am not sure this is within my budget, but am I going to disappointed with the power from another car. MY gut feeling is to go for an older SE or SEi (or SEiW), with a cross flow engine with webers, as this seemed like a good compromise - views? 3. Are there dealers out there to trust, or avoid, and that the Club approves of that I can seek out? Ultimately, I want a car that I can take to shows, drive in nice weather and have short weekends away in with a small overnight bag - and just enjoy simple fast handling, un-fussy. I am not very mechanically minded, so I want a car that is ready to go. Finally, I would say that I had originally considered having a car to race with - I have a race licence and have recently stopped classic racing in an MG. I do however want a car that would be both a road and race car, and I am not sure if that is realistic? If so, is the Speed Series worth joining, competitive and friendly for a Westfield novice, and can I enjoy owning a race car, and use it also at weekends or for a fun drive to work? If sense dictates these should be two separate cars, I shall probably invest in a road car and look for racing thrills elsewhere. Help and pointers much appreciated thank you R
  18. The replacement distributor that I fitted a year or so ago has self-destructed. It was a cheap part from eBay and the clasps never did hold the cap on properly... you only had to look at them for them to ping off. Anyway, the car wouldn't start a couple of weeks ago and the top of the distributor is now damaged beyond repair. I could replace like-for-like, but this time either hope for a better fitting part or drill, tap and bolt the cap on. But I am drawn to the promise of improved drivability that comes with a mappable ECU. I'm thinking now that I am going to bit the bullet and go distributor-less and use an ECU. I have found plenty of helpful information on here and think I now understand how such a system (regardless of manufacturer) hangs together, e.g. crank sensor, throttle position sensor, ECU, EDIS (limp home mode), and coil. With that in mind, the alternatives appear much of a muchness, so I can't work out how to choose between them. On price it appears that a Megajolt kit from Trigger Wheels wins hands-down. Is there anything I am missing as to the functionality of other brands, e.g. DTA, Omex, QED, etc? Things that would interest me are more of the practicalities: Can the software be run on a Mac (as I'd rather not use the work laptop but I could if pushed). Is the ECU small, easy to mount. Availability of a xflow map to get me started as its a bit of a trek over to Blink Club discounts P.S. I rang Blink (as they will be doing the mapping) and spoke to Richard; they have the software to map most anything so there doesn't appear to be any reason to choose one over the other from a mapping perspective.
  19. 2001 Westfield SEW - 1700cc Crossflow Sold and gone! Westfield Chrome Yellow Configuration 711M Block bored and honed to 1700cc Piper BP285 “Ultimate road” Cam 1300 AE pistons high compression Type 18647 Vulcan maxiflow 2 Head, ported and for oversize seats and valves (inlet 41.3mm, outlet 34.9mm) Brise high torque starter motor Double value spring and cap set Twin Webber Burton power FP201A high pressure oil pump Burton Power FP280A aluminium breather / catch tank Cast aluminium baffled sump Aldon automotive non-vac-advance mag-trigger distributor(103FXYS) Lumenitium leads Toothed belt water-pump and alternator drive Gell lightweight battery Ford RS Mexico English Axle Diff Ratio 3.89:1 w/ 9” drums ​Spax shocks Type 9 - 5 Speed box Momo Mod.27 290mm steering Wheel Rapfix Quick Release self centre hub Plays Kool - Lightweight Full Cage (Fitted by Plays Kool) CarbonMods Carbon wheel arch protectors Rear high break-light Titon 5 point harness (crotch strap not fitted but supplied) Westfield race seats Full folder of every (and I mean every) receipt for the cars life. Covercraft cover under which it is always stored when garaged.
  20. Hi there, I have a Westfield which I have re-built with my dad, unfortunately he passed away and was the person I would ask for engine bits, so here I am It was a racing westfield, with a tuned engine, it was then in a crash, and we bought it, and re-built it, so we could run it on the road. We have now pretty much replacing every part, I am having trouble with the engine losing power once I am out and running. After about 20mins of driving, I can be accelerating, and then the car starts to drop power instantly and splutters, then the power comes back, then it will drop again, needing to change down and slow down, then I can go again, and its fine. This will again happen.. and needs to cool down, before it is ok again.. We replaced the fuel pump recently and it made no difference. Someone said to me, it might be the spark plugs? That they might need a different set-up - but I have no idea. Any one got any ideas, or where to go from here.. or had similar problems? I am taking the car to be set-up correctly, adjusted for all its parts at a racing workshop, but they have asked me to run all the parts in for a few hundred miles, before they will set the car up.. thanks nick
  21. Wagoneer

    7SE - at last, it's arrived.

    After a bit of a wait for the right time to bring it home, here's my latest project. I'll let the pictures do the work. So, it's not been on the road a while and needs a wash! I got quite excited over the slot mags having never thought they'd work on a Westfield but I do rather like them. The car has a 1600cc crossflow with a twin choke carb, 4 speed 'box and a live axle. If anyone knows anything about it I'd love to know more.
  22. More of a post for the archives really!!!! For any and all staring down the barrel of £45 for a fancy alloy breather cap from Burton Power, or £7+p&p for that awful looking yellow one (which im convinced is deliberate to make you fork out for the alloy one). The filler cap for an Austin Maestro or Montego is EXACTLY the same fit, identical to the yellow one that Burton sell BUT in a nice neutral black colour. It's taken months of searching and researching, but I finally found an old forum post on a Maestro owners forum, where one single line mentioned it was the same as for old Fords. All I had to go on was an old Austin part number, which I then traced to an old website and found an "alternative" part number, which then lead me to the ads on ebay Edit - 2014/07/20 - Part number POBC01, seems to be the yellow cap, searching for "POBC01 oil cap" will bring up a bunch of "alternative" replacements. I just got one on Ebay for £6.61 delivered
  23. THIS CAR HAS NOW BEEN SOLD Westfield SE Wide Body
  24. My crossflow powered Westy has been off the road for quite a number of years (8 years) after it became afflicted with a bogging down on acceleration problem (only when warm) and so many "recommended" people took so much money off me without actually fixing the problem (not to mention causing hidden damage to the car), that I was forced to take the car off the road. This year, finally in a well (enough) paid job and not hopping between redundancies, I finally have the cash to start getting this thing back in working order, i've decided to stay away from rip off merchants and basically replace everything until the problem goes away. I've done a lot of work, but I'm stuck on a few very silly things, replacing the misab plates (which are fitted wrong and looking rather tired), cleaning/servicing the carbs and replacing the inlet manifold gasket. My problem is the throttle cable linkage, which requires two flat bladed screwdrivers which cannot be fit into the space available, attempts to remove the throttle cable have resulted in the damage seen (hopefully) in the pictures below. I can't remove the misab plates without getting the carbs out of the car and I can't do that without releasing the throttle cable. If I attempt to carry out this job without removing the carbs from the car, i'm probably going to end up damaging the brake lines or the dizzy. Basically I didn't build the car and this is some silly DIY throttle cable linkage and everything is in the way of everything else...... It's like a jigsaw puzzle. Alternatively, if I have to cut through that clamp (I can't find anything like a replacement), i'm thinking of using a bolt and a lock nut to replace it, then a wire rope thimble and some wire rope clamps to create a loop at the end of the throttle cable. Does anyone know of another way I can do this? Does my "solution" sound reasonable? Assistance greatly appreciated!
  25. Lyonspride

    Aldon / Lucas distributor for X-flow

    Greetings!! Whilst i'm rebuilding the carbs (waiting on a few parts), I decided to change the condenser on the distributor and also to dismantle and check/lube the advance. Can someone in the know, please tell me if this photo looks correct? (ignore the red splodges, it's grease) The red arrows point to the advance mechanism, the blue arrows/dots point to holes in the base of the dizzy at 12, 3, 6 and 9 oclock. Can anyone tell me if the mechanism should be lined up and bolted to the dizzy case? I didn't find any loose screws, im fairly confident it's "ok", but when I see holes that look like they should line up I get a little curious/concerned/confused......
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