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Dave Eastwood (Gadgetman) - Club Secretary
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My first visit to the Westfield factory was December 2003, for the usual tour and a test drive. A few short hours later, I was on my way back up the M6, a build manual on the passenger seat and a cheque left safely behind as deposit for my starter kit.

 

It;s been a great ten years of ownership in the meantime, with a car that's gone through quite a few changes and a lot of development.

From the simple aeroscreened, stripped out road/track car with throttle bodied Redtop Vauxhall power, seen here near the end of it's build:

 

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It then saw a couple of short seasons in the Speed Series, where the car developed at an exponential rate, gaining straight cut gears, and considerably more horsepower than it left Vauxhall with:

 

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Not quite it's final look, but here's where the car has roughly got to:

 

BAR_1541.jpg

 

Still love driving the car now, as much as when I first built it. I use it even more in fact, but...

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This should be an interesting build thread............................  bring on the photos Dave 

 

 

I changed to Bonnet to a flat one because when its on the trailer and it raining the engine fills up with water  :down:

 

 

Good Luck with the build Dave

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...A couple of years ago a little niggling worry started eating away at the back of my mind. I love the way the engine in mine works; though reasonably highly tuned, on the road, tootling about, it's an absolute pussycat, yet explore the revs towards the 8.5 k red line and it's like engaging warp drive - especially with the long gearing. Problem is, although it's been stone cold reliable and not put a foot wrong, it's also got harder to ignore the shear amount of money tied up in it that could be quickly wiped out with a rod through the block.

 

It doesn't keep me awake at night :d but it started me looking for a way to get the performance with a less stressed engine and transmission.

 

Daft though it sounds, these doubts first started during the beginnings of a C23XE engine. Which, if truth be know, is probably why it slowed to a halt. I had a look around at alternatives and came up with a plan: the AJ30 engine other wise known as the (Duratec family) 3.0 litre V6 as used in the Jaguar X type. Sadly, i just missed getting one of the last AJ30 to Type 9 bellhousings that had been custom made for Morgan. (I've never been madly keen on adaptor plates). And then I visited the Westfield stand at Stoneleigh in 2012. The Mega S2000 completely put the cat among the pigeons, it used an engine, the F20C from the Honda S2000 convertible, that I've pondered using for years. It was still early days for it though, and much though it appealed, I continued researching the V6 route - and just missed that damn bellhousing, this time last year.

 

Then came Stoneleigh 2013, and that extra years intense development of the S2000 kit and it's new variation of the WF chassis refined by a pukka Motorsport company finally did it!

 

Andy (Greenstreak) was with me on the stand when we were looking at it, I'm pretty sure from the look on my face then, this has come as no surprise to him! :laugh:

 

So, earlier this month, Santa, in the form of a DHL driver, dropped off a pressie for me.

 

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At the start of the week, after months were of questions, Simon at Westfield finally got the call he really wanted from me, and a starter kit for the Mega S2000 was  ordered.

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Out of interest, why the switch from V8 to standard bonnet?

 

The most mundane of reasons actually; I changed from horizontally mounted Jenvey DCOE style throttlebodies to the SF ITB's which match the angle of the inlet ports for best gas flow into the head.

 

This required a new bonnet as the filter comes through much higher, and a standard bonnet in black happened to be the first one that came up.

 

(Well, OK ANDY, the second one - I got a call from Andy one Friday eveneing to say there's a brand new black bonnet for sale on the forum. Knowing how quick these things can go, I go on-line, pounce and drive to Bristol the following day to collect. It's only when I go to start marking up where it will need cutting that I realise it was for a narrow. :blush::bangshead: :bangshead: :bangshead: 

 

I may live that one down. One day.)

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Hopefully, the chassis will be ready for collection around late December, in time to crack on with the panelling over Christmas. The bodywork I've asked for towards the end of January or so.

 

In the mean time it's a case of cracking on with preping the engine and gearbox.

 

For the reasons previously explained, I don't particularly want to be getting into engine rebuilds, trick pistons, hot cams and all the rest. So this is more a case of any service work, any worthwhile preventative work and a good clean up and paint so that it stays looking as new as it feels. (My last Westfield engine originally started life in 1991, so humour me there...)

 

So the first job is to comprehensively strip it down of all the ancillaries so that I can actually get at the engine itself for painting - I'll try and get some pictures of this at the weekend. (Currently all the ones I've got are detail close ups of how it all goes together.

 

The sump came off earlier in the week, and after a thorough clean:

 

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Went off to have the new baffle welded in to reduce the risk of oil surge.

 

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Hopefully, it should be back with me later this week. (Being welded up by Russ, an artist with a Tig welder that does work for one of our other club members - lloydox - who is considerably further through building a superb looking S2000 engined Westfield than me. (Phil's isn't actually a Mega, it's his own work, and a cracking job it is too)

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(Well, OK ANDY, the second one - I got a call from Andy one Friday eveneing to say there's a brand new black bonnet for sale on the forum. Knowing how quick these things can go, I go on-line, pounce and drive to Bristol the following day to collect. It's only when I go to start marking up where it will need cutting that I realise it was for a narrow. :blush::bangshead: :bangshead: :bangshead:

I may live that one down. One day.)

Never live that one down… and I took the blame too!!! Ha ha

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As I know how much everyone likes pics, here are a few semi-random ones. (Apologies for quality, taken one handed on the 'phone while actually pulling stuff apart).

 

The first task, as it was a complete engine/box literally just removed from the car and couriered down to me. (Heard and saw it run in the car). Was to get some of the hoses out of the way and split the engine/box so that I could get the engine on my stand.

 

IMG_1472.jpg

 

Once the engine was safely bolted on the stand, i could make a start stripping it back to a bare head/block. (I won't be stripping it internally though, just the ancillaries)

 

The shear number of hoses, lines and brackets is just amazing, you can see how full the blue crate is on the floor, and I've hardly started here.

 

IMG_1502.jpg

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While the sump was off, I popped a big end bearing cap off to check the bearings - absolutely fine, with very little sign of wear.

 

Mind you, once you wipe away the oil, the engine is nice and clean inside, with no traces of lacquer build up, burning, sludge, or other nasties.

 

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The other interesting thing, though perhaps more obvious looking under the cam cover, is how "watch" like these engines feel internally. No rough castings with machined mating surfaces, all the surfaces have a precision feel to them.

 

Incidentally, the gubbins you can see within the sump, at the right, is the actual oil pump. And yes the pick up really is enormous compared to those I've seen on any other four pot, two litre engine. That's down to the requirements of the VTEC system though. When the VTEV valve opens it allows oil through that top end at a hell of a rate. So the F20C's oil system isn't just running at some high pressures, it also must shift a high volume. Does make life trickier for those needing dry sumps. It's also one of a couple of reasons why, unlike my XE engined car, which is dry sumped, this one won't be.

 

(And in case anyone was wondering, the red tape on number 4's big end cap was to remind me at that stage it hadn't been re-torqued.)

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Looking good Dave. So no dry sump, no mods needed to make the sump shallow either? Just a TIG welded baffle plate!

Andy

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Once the engine was safely bolted on the stand, i could make a start stripping it back to a bare head/block. (I won't be stripping it internally though, just the ancillaries)

 

The shear number of hoses, lines and brackets is just amazing, you can see how full the blue crate is on the floor, and I've hardly started here.

 

IMG_1502.jpg

you really can now imagine just how much weight could be saved when push comes to shove.

it must make you think about throttle bodies :cool:

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Aye, shaving castings and removing unnecessary mounting bosses would soon get some more weight out.

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Only got an hour in the garage tonight.

 

Just time to finish cleaning, degreasing and wire brushing/Scotchbriting the inlet manifold, ready for painting.

(Ignore the odd vertical lines on the top of the main part of the  casting, it's a slight mark in the aly itself, but only really shows in the photos.) It's exactly part of the reason why all the Aluminium's getting painted to look like, well, Aluminium!

 

IMAGE_18.jpg

 

After er that, I stripped, cleaned and checked the clutch slave cylinder, removing the delayed action release valve while I was at it.

 

Mines an 04 M.Y. Engine from the face lifted AP2 car, it's not what the Americans understand as the AP2 engine, that's the F22C 2.2 litre affair. But is what we know as AP2 in Europe. A couple of the mods Honda did for the upgraded car was to fit a slightly heavier flywheel and a special "delayed action" valve in the slave cylinder.

 

Essentially, it was done so that the 1/4 mile fans couldn't do clutch dumping red line starts and blow the rear drivetrain quite so easily. The ever so slight delay in the clutch action means it releases slightly softly/slowly when you let it out very quickly. Impossible to detect in normal driving they reckon, but can feel like clutch slip occasionally when making full throttle gear changes on track at high rpm. (Specifically, in the VTEC zone). It's one of those things that's an easy job now, but a pig if I should find it needing doing once the gearbox is in the car. So mod done, just in case! (No pictures I'm afraid, as the slave cylinder was covered in an evil miss of special grease and brake fluid. Hands were far too messy to get the camera).

 

Need to clean up the water pump tomorrow evening if I get a chance. Hopefully I can get some paint on some of the ancillaries this weekend.

 

Can't do much to prep the engine for paint till the sumps back.

 

incidentally, baffles are now available from Westfield, and for slightly less than I paid last week from the Honda specialist. Doh. But only just found out the factory stock them. Ah well, you win some, you loose some.

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you're not hanging about Dave :d will be all set to drop the engine in when the chassis turns up :d

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