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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

This is my cherished little red rocket. First registered in 2005 and has only covered just over 11000 miles with 1 previous owner who was the builder of it. It is running a lovely strong Vulcan Engineering 2.1ltr pinto with FR32 Cams, twin 45 dellorto carbs which I had tuned and tweeked last summer by Airey Tuning. Rolling road set up with 143 bhp recorded at the wheels. It comes with full wet weather gear which is on great condition. Plus a full all weather car cover. Since I bought it last summer I have done the following: Upgraded all pipes to Roose motorsports silicone hoses New large capacity battery New battery lead and clamps New light weight battery tray Stripped and repainted both front hub uprights Stripped and repainted both rear drums Rechromed the roll bar Had the kick plates and dash trim wrapped in carbon look 3M vinyl New Burton Power race HT leads New NGK spark plugs New carbon look front wings which I secured from the underside so you don't see the bolts. I really haven't spared anything on this car I love it and will be sad to see it go. But for family reasons I need to sell. It comes with a brand new 12 month MOT which it sailed through. It really is a lovely car and right to go for the summer. Couple of points to notice, one patch on the nearside rear wing has some slight cracking to the gel coat but nothing major. And it has a tiny oil leak on the bottom of the engine but hardly noticeable. I check the oil weekly and in 12 months of ownership I've topped it up once with about 150ml. THIS IS NOW BOOKED IN TO BE FIXED EARLY NEXT MONTH. You really will be buying a lovely car and you will not be disappointed. Please email to arrange a viewing and test drive. £7600 OVNO Frenchy2965@gmail.com

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

**NOW SOLD** For sale: 1992 Westfield SEIW 2.0 Pinto Kent FR32 cam Type 9 5speed gearbox Twin Weber DCOE40 carbs M16 front calipers mintex 1144 pads Roughly about 24,000 miles( It had a digital bike speedo on when i bought it) MOT'd until 9/6/2019 The engine was rebuild by the previous owner. 205 block, unleaded head. Detachable steering wheel. The car had a new alternator, starter motor, cambelt with tensioner, clutch cable, front calipers, discs, pads, rear discs, pads, electronic ignition, coil,electronic VDO speedo with sender , water temp gauge and facet electric fuel pump last August before I drove it down to Monza to watch F1 then up to Germany to take it around the Nurburgring. Did a total of 2600 miles and only the throttle cable snapped which was repaired at the side of the road in Switzerland(a replacement will be included but the original is still going). The carbs will need rebalancing at some point, it was done last year before the road trip. Also retrimmed the dash and replaced the warning lights with black facia LED ones. It's got an FIA kill switch wired in, 12V and 2 usb sockets in the dash too. Fibreglass seats that were red so I retrimmed them in black faux alcantara which is on the top of the dash as well, they are a bit wrinkled near the base but are the widest seats i've tried being tall and not slim I kept them. New Luke harnesses fitted. I fitted a new heater in the car with windscreen and lower vents as when I bought the car it had an Aero screen on it. Retrimmed the interior carpet along with a bit of sound proofing material. The bootbox has been cut at the sides as it must of had an RAC roll bar at some point. I've got a replacement one that will be included but its in orange. It will also come with a set of 195/50/15 and 205/50/15 toyo 888 tyres which I removed when I bought it to fit road tyres on. The 205 rears were new on and still have the colour markings on them. It's on Toyo T1R's at the moment. Will also come with 2 new front Westfield fake carbon cycle wings which i never got around to fitting. Just fitted LED headlight bulbs and rear tail/stop lights. The paint work is ok for 26 years old, its worse on the passengers side where a bungee cord rubbed on the rear wing before I fitted the windscreen and hood. Some small stone chips on the rear wing . Its got a crack in the paint on the scuttle passengers side. It also comes with a cover that goes from the rear of the car to the windscreen and a full cover. I've owned it for the past 4 1/2 years and have had some fun in it but the time has come to sell as i've done what I wanted to do with the european road trip with the wife. I also bought a Nissan 350z roadster last year so that has done most of the miles in the past 12 months. I'm looking for £5495 ono Contact me on here or slyv12@hotmail.co.uk

With regret, a change in personal circumstances means I have to sell on my SEW Westfield after only about 3 months ownership. I bought the car late June, and have had a wonderful short period of motoring, the car performs faultlessly, and I have covered around 1000 miles in that time. Its a great car, and my 14 year old son and I will be very sorry to see it go, as we have had great fun driving and tinkering! The car came to me with a comprehensive folder of receipts and build documentation including some original build photos and the original build manual. The original order letter is included, as well as original documentation for the shock absorbers VDO gauges etc and loads of original build receipts. SVA documentation comes with the car, which shows at the time it was tested the car weighed 636kg without driver. I guess its about the same even now, maybe a little less as it no longer has the spare wheel fitted. The car has a 2.0 litre Pinto with the preferable 205 block, and it has been modified with a Kent cam (I can't be sure which one but I think its the FR32), and has also been converted to run on unleaded. There are twin Spanish Weber DCOE40 carburettors. The carbs breathe through a newly fitted ITG JC50 air filter. The engine bay is neat and tidy, and the engine is not leaking oil or smoking. A new fan belt has just been fitted. A wrapped tubular manifold leads to a large steel silencer with a chromed endpipe and newly replaced mounting bobbin. Holds temperature really nicely between 75 and 85 on the gauge at all times even in trafffic, with the fan working as it should. In the receipts I found a dyno trace for the engine from when the car was built showing 123bhp at the wheels (maybe 140bhp or a bit more at the flywheel at a guess?) though of course this was many years ago so who knows what the engine is putting out now. Subjectively the engine feels healthy and moves the car along very well indeed so whatever the output is, it makes a pretty quick and very exciting car! The gearbox is a 5 speed Type 9 - first second and reverse can be a bit baulky - but like most pinto cars I use 2nd to start, so once you are out of that gear it changes really nicely across the rest of the gears. Its not that you can't use the lower gears its just they need a bit of a push to engage. It might be the short gear lever or clutch cable that could benefit from a bit of adjustment, and it doesn't spoil enjoyment of driving the car, but I better mention it anyway. In top gear the car runs at about 3150rpm for 70mph. As an SEW the car has a live axle of course, there are no leaks I can see and can't hear any clunking from the diff. Spax Shocks are fitted all round. Front hubs are Cortina as are front brakes - disks up front of course and drums to the rear. The car runs on Wolfrace Voodoo wheels, with Falken tyres all round, 195/50/15 on the front and 205/50/15 on the rear. There are locking wheelnuts fitted. I run the tyres about 20 psi which for me gives a decent level of compliance in the ride. Its a standard SEW body, with cycle wings and I have removed the rear wheel. The spare is another Wolfrace Voodoo wheel with near new Falken tyre, and I've trimmed the wheel carrier so it can be extended back out to reinstate the wheel if the new owner wants to do that. The rear panel has an alloy filler cap with lock and I added a genuine metal "powered by Ford" badge as fitted to some modern Mustangs to break up the expanse of blue bodywork. The bodywork is in decent condition, by no means pristine, but very presentable. There are a fair few marks here and there as you would expect, but no major damage, and it still polishes up really nicely. One of the cycle wings has a bit of a crack at one of its mounting points as you can see in the photo, and the bonnet could do with a few tidy ups round the edges as its taken a few knocks over the years. The bonnet could be a better fit to the car too, but it is secure and does not stand out a mile by any means and does not at all spoil the looks. The car gets lots of compliments whenever I use it, and at a glance could pass for a much newer car. I've got a brand new Westfield 43mm badge that I was going to put on the nosecone but I will leave that up to the new owner to decide if they want it installed. The interior looks like a pretty typical late 1990's car, with a standard padded vinyl dash and VDO gauges. The gauges are all back lit and all are working correctly, in fact everything works(!) including the 2 speed heater which pumps out a lot of warmth on a chilly morning. The cabin is fully carpeted, the side panels are covered in vinyl and all of it is still in really nice condition, so the interior is very presentable and not at all tatty. There are Willans 4 point harnesses and nice looking sports seats on runners so you can find a decent position from the pedals even if you have short legs like me! A Centurion CarGuard immobiliser is fitted, which has a little fob transponder and there are 2 sets of keys. There is a hood fitted which is in very nice condition still, the only problem is that the plastic header rail has broken in half, which seems to be a normal issue, though it is still completely usable and does not cause any problems when fitting the hood. I use the sidescreens quite a lot, again they are in very good condition and the windows are still nice and clear. In really heavy downpours, like most Westfields I guess this car is not fully waterproof if left for hours unprotected in the elements, and as my garage is a bit of a way from home I invested about £170 in August for a Hamilton 4 layer outdoor semi-fitted car cover which has been absolutely superb - you can fit it in a minute or 2 and there are 2 straps that run under the car to keep it secure. Obviously this comes with the car. The MOT runs to 18 April 2019. I believe I am the 3rd owner - original builder was the first, then the guy I bought it from was the second, but I can't seem to find the number of owners on the V5 (which is in my name) to confirm. I've spent about £400 on the car in the last few months, new air filter and other odds and ends, to ensure it is functional usable and enjoyable. Much as I would like to keep hold of it for another summer, I really have urgent need to release some funds, so I am hoping this can find a new home reasonably quickly as I hope my asking price of £5800 is reasonable. The car is located near Dorking Surrey, though I work near Gatwick airport so could be inspected around that area too if that is more convenient. Robert 078401 48261

8 years after the engine swap, I still have a 2 litre Pinto engine, and a Westfield Pinto pre SVA/IVA stainless exhaust. Supplied as a recon unit by Westfield in 1996. About 6,500 miles. Hand gas flowed big valve head. Kent RL32 cam, extended ball studs, vernier pulley, balanced crank & lightened flywheel. ARP rod bolts, RS2000 alloy sump, spare sump pan somewhere, Kent high pressure oil pump, fuel pump. Clutch, cover (balanced to flywheel) It turns, but needs a bit of TLC. Exhaust is without clamps etc, and the manifold section could do with a clean. Located in Reading. Buyers to collect. Engine £50, exhaust £25

This thread doesn't start with a trip to the Westfield factory, or a picture of a shiney floored empty garage, it starts with a long neglected unfinished machine, that looks like this As you can see it's as much a restoration as it is a build. It's a 1991 Pinto Seiw that has never been near a road. Bought by a friend as an unfinished project in 1993 and never progressed further than this. Aiming to Get it road legal eventually if at all possible, maybe, well we can always just do a few track days in it, let's see how far we get

Hi, I own a Ford Pinto 2.1 with twin Webber 45's, if I run it until it is propery hot in the summer (it is not overheating) and immediately try to start again (even 30mins later) it simply will not start and yesterday I could not even bump start it. My mechanic tells me that this is due to high temperatures evaporating the petrol out of the carbs through the air intakes and that I should try depressing the accelarator 4x before turning the ignition to try an get the petrol in. Do people concur/ are there any other ideas out there? He did mention that some people have put a baffle between the engine and the carbs to reduce carb temps, but it doesn't sound very convincing to me. I suppose I could upgrade the fan to reduce temps to a consistent 80deg? Trevor

PINTO AND OTHER ITEMS FOR SALE I am currently converting my 2.0L Pinto engined Westfield from carburettors to fuel injection and have a number of components surplus to requirements. The car has covered around 2000 miles since built and everything for sale is in good serviceable condition. Everything was working when removed from the car. Pair of Weber DCOE 45 (152) Carburettors (No manifold) NOW SOLD These carbs were purchased new when the car was built and are a matched pair. They were fitted to a 2.0L Pinto engine with a Stage 2 cylinder head and ultimate road cam. They are jetted as follows:- . Chokes 36, Emulsion Tubes F16, Pump Jets 40, Idle Jets F8/65, Air Correctors 190, Main Jets 150 and Aux Venturi 4.5 Fitted with twin cable throttle linkages Air Trumpets (26mm) Includes mounting kit (Misab plates, Thackerey washers etc.) Also have some literature on set up etc. £ 450.00 (Includes UK postage) Collection of Weber DCOE 45 Jets, Tubes etc. (4 of each unless otherwise stated). NOW SOLD Some are new and unused. Others used for tuning. Air Corrector Jets 155, 170,180 & 200 Idle Jets F8/60, F9/50, F9/55, F9/60 & F9/65 Pump Jets 45 Emulsion Tubes F2 Auxiliary Vent Lock Screw (1 only) £40.00 (Includes UK postage) NOW SOLD. Webcon Carburettor Mesh Filters NOW SOLD Set of 4 low profile filters to fit trumpets of 63mm diameter. Good where engine bay space is restricted. £ 30.00 (Includes UK postage) NOW SOLD. AN-6 Weber Carburettor Fittings. NOW SOLD Made in black aluminium alloy and connected with short length of stainless steel braided hose. Swivel seal tee and single end. Sorry only one banjo bolt but obtainable on internet (around £13) or could use standard Weber banjos (M12 x 1.5mm) £ 35.00 (Including UK postage) NOW SOLD Aldon (Non vacuum) Distributor (Model 104FPRI) and Luminition Performance Ignition Kit. The Luminition system comes complete with ignition module, matched coil, connection leads etc and the distributor is fitted with the “windmill” inside the plug cap. Instruction sheet included. The distributor may not have been purchased from new and could be a bit older but was working satisfactorily when removed. £ 250.00 (Includes UK postage) Facet Fuel Pump NOW SOLD Complete with filter and short connection hose. (Low pressure type) £20.00 (Includes UK postage) NOW SOLD. Filter King Fuel Pressure Regulator (Carburettor Low Pressure) NOW SOLD Fitted with male AN-6 hose ends but easily changed to BSP barbs if required. Complete with mounting bracket and instructions. Also included is pressure gauge for use during initial set up (gauge adaptor required) £ 35.00 (Includes UK postage) NOW SOLD Will do my best to answer any queries.

Hi everybody, after much soul searching I have made the tough decision to sell my SEIW Chrome Yellow Westy This car may not be the fastest, nor the loudest – although still loud – but she is really reliable, in good condition and great fun to drive. She is ready for a new owner, who can give her a new loving home so she can continue to give you as much pleasure as she has given me over the last few years. Here is a brief run down of her, Car Registered December 2006, Age related F-Plate (not Q) Built as a single donor vehicle using a 1988 Ford Sierra by previous owner Engine sourced originally from independent engine rebuilder not from donor Lots of receipts and pictures of the build up – but not by me, by the previous owner MOT December 2016 Engine 2.0 litre Pinto powered SEIW with 205 Block Vernier Pulley wheel from Burton Power FR32 CAM Long range fuel tank Twin Weber 40DCOE carburettors Accu spark electronic ignition Chassis and suspension Powder coated as optional extra by Westfield Standard Westfield shock absorbers (with adjustable ride height and damping), fully independent wishbones front and rear, with Westfield rear uprights and Ford Sierra front hubs Transmission Original Sierra type 9 gear box and differential Type 9, 5 speed gear box – no crunching or baulking Interior Black Westfield seats Carpeted interior with Westfield 4 point harness Wheels / Tyres Toyo T1-R Tyres all round including spare, with locking wheel nuts Full suspension set up and wheel alignment by Westfield factory Additional items added / Additional information Carbon mods stone deflectors on detachable arches 12v lighter socket and USB socket under dashboard Roof and sidescreens Scissor jack and wheel spanner Sierra Calipers, drums at rear Recent oil and water change with new filter and 82degrees thermostat Heater Price £6450 ono This is a great car and regret selling it but time to move to something else,lots of paperwork. Please contact me here or jtillyard@btinternet.com Jason 07812011085

I have been unable to start my Westy after replacing the cylinder head and would appreciate any help to get it up and running again. I have a Westfield SEiW with a 2.0l Pinto engine and twin DCOE 45 Weber carburettors. The bottom end is unmodified, save for a lightened flywheel and I decided to improve performance by adding a big valve cylinder head and uprated camshaft. I purchased a Stage 2 unleaded head and a Kent GTS1 camshaft from Burton Power. Burtons fitted the camshaft to ensure the geometry etc was correct. I removed the old cylinder head and fitted the new one without any difficulty and set up the valve timing using the Full Lift Before/After TDC Method as follows. Established TDC on No1 Cylinder Fitted Timing Disc to crankshaft pulley and set to zero degrees. Adjusted Auxilliary pulley so that distributor rotor pointed to No 1 cylinder Fitted and tensioned timing belt Released vernier pulley on camshaft so that it rotated freely Rotated engine clockwise by 108 degrees (the quoted value for full valve lift) Turned camshaft so that inlet valve on No 1 cylinder was at maximum lift Tightened vernier pulley Torqued everything up Turned engine over by hand without issue. But it refuses to start. I have tried advancing/ retarding the ignition slightly but to no avail. I have a healthy spark and fuel seems OK. I have run out of ideas and would appreciate comments on my methodology or anything else that I may have forgotten about or failed to do. Thanks in anticipation. Alastair.

Hi all, Got my membership sorted so hopefully some kind people can offer some advice. I have a 1990 narrow that runs a 2L pinto. When I got the car it was in quite a state, it's a bit better now, but very much still a project! It didn't run at all. Now it runs after an electrical fault was sorted, new battery, timing sorted etc. It passed it's MOT and I then taxed it. All fine. It was then after some longer drives (only a few miles) that another gremlin reared it's head. On the first trip of a few miles, it overheated horribly and vented a load of coolant on to the road. We let it cool off and then a day or so later took it out again and it over heated once more. So then I took the following steps. - Checked the thermostat and replaced the 92c for an 88c (checked the thermostat worked in pan before fitting) - Used two stage rad flush and filled with new coolant. Put it all back together and still overheating. So I then - Swapped out the thermostat for an 82c (drilled a 3mm hole in the thermostat too) - Took of the water pump for inspection which seems ok, is there anything specific to look for? The current set up has a radiator with a pressure cap and no expansion tank. Whilst the radiator allows water through, would it be worth replacing it with a Polo unit and adding an expansion tank to the set up. At the moment the current system vents to the road via an outlet on the radiator filler neck. Or shall I put it back together as is with the 82c thermostat and see where that gets me. I also did a compression test and got 160ish on all four cylinders. The engine as far as i know is standard apart from it has R1 carbs fitted. Any ideas or advice would be great. Thanks

NOW SOLD!!! 2004 registered Westfield SEW Wide Body, only done 3500 miles British Racing Green 2.1 VULCAN PINTO with Maxiflow unleaded Head FR32 Fast Road Cam Twin 45 DELLORTOs Facet pump with Filterking regulator Type 9 Gearbox Westfield 3.89 Escort Rear Axle Westfield 4 pot front brakes, drums rear Front wheels 6x13 minilights with 185x60x13 TOYO 888 rear wheels 7x13 minilights with 205x60x13 TOYO 888 + 4...7x15 woolfrace sport wheels [black] with 195x50x15 deep tread tyres Protech alloy adjustable shocks and springs all round from Procomp Tyres and Suspension only done about 1000 miles Heater Full weather gear, roof and doors [tan] Soft Bits for Sevens Half Top Lockable boot lid rear skirt RAC style roll bar with high level brake light Will come with 12 months mot taxed end of June All build receipts and SVA and registration paperwork Looking for around £6000 Only advertised on WSCC Contact me on 07734 972007 or krisandnikki@sky.com

I'm not pretending to know anything much about electrics and wiring, but somehow I've got to create an XE loom from a Pinto one. Having stripped it out of the car last night, the issue that sticks out to me is that of the wiring for the ignition amplifier module for the old pinto engine. Does anyone have any wiring diagrams etc. for an XE loom. What should I do with the amplifier wiring, I suppose strip it back and investigate where it originates from.