What you will find here: Intended to display minor modifications to my Westfield SEi, this blog now witnesses the two year rebuild (and more) after a major crash in October 2011. Have fun and feel free to add a comment at the end of any post.
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Thursday, March 29, 2012

Clutch pedal modification plan

The original clutch pedal will not give enough travel to operate the clutch. As I want to keep the pedal as it is, the mod will be bolt/riveted to the existing installation. Therefore, the lower lever will be extended and the pivot center mounted higher (approx. 15mm). The upper lever will be shortened accordingly.
This is how the higher pivot center should look. With 60/190mm the ratio will be 3,16 (previously 4,77). Hopefully, this will accord with the required clutch-fork travel and give a good pedal feel when driving and changing gears.

Wednesday, March 28, 2012

News up front

New steeringrack mounted up front. Looks posh with those big aluminium brackets.
Front left suspension with wheelcarrier and hub and discbrake. This is only for trial, the body panel has to be fitted first for the final assembly.
And some more homework ... the clutch pedal from OBP has not the right ratio. I have the choice, modifying the existing pedal or designing a new one. Depending on available time (and skills), I will decide. I'm tempted to build a pedal which will exactly suit my needs and keep the original pedal in case I need it anyhow.

Monday, March 26, 2012

Assembly progress

Lovely little budget pipe bender and a little test with 8mm aluminium fuel pipe. The result ist quite ok. On the left, some homework to be done on the handbrake adjuster. It must be shortened due to the new location of the handbrake.
Some assembly work done tonight, rear brake pipes (to be bend in place) and handbrake cables, the Westfield differential which is basically Ford Atlas gear inside a bespoke Westfield differential housing.
Driveshaft is a Caterham part in this particular car (part# 72290) to connect the Ford T9 gearbox with the differential.
Diff and driveshaft and brake piping.
Rear suspension with upper and lower wishbone, half shaft and shock absorber.
Quite satisfied with tonight's assembly work, at least it appears like some progress achieved. More time will be lost in details like the handbrake adjuster and pedalbox which is still not completely finished. The brake pipes will then be mounted properly and the fuel pipes bend to the chassis's profile.

Thursday, March 22, 2012

Size matters

Long versus short. The clutch cable in the car was rather long. The short one is from a Ford Escort MkII and will be a better fit. In case you encountered a similar problem, try to get the clutch cable with the Ford part# 15613600 from a 75-80 Ford Escort (talking about the 20th century!).
The handbrake lever positioned further back will not interfere with the gearlever anymore. I'm quite pleased with this disposition. Hopefully, I will find a good way to clothe both levers and make it look like a well designed car from the inside as well.

Wednesday, March 21, 2012

Always work and no play makes Jack ...

24th Techno-Classica Essen / Germany  from 21st to 25th March 2012.
THE exhibition not to be missed if you're a fan of classic automobiles.
I'll be there on Friday 23rd to buy some stuff for my car and admire all those fantastic cars, motorcycles and accessories. It's an overwhelming fair both in extent and in quality.

Monday, March 19, 2012

The never ending change

Yeah, tonight I want to put the new handbrake lever into the car ... well, that's what I thought. After I put the gearlever with it's extension, it became obvious that they interfere.
Before cutting, welding and painting once again, this time to reposition the handbrake lever, I allowed myself for some trial seating to check for the new gearlever position. Perfect! Later I will cut the lever to the most practical length. The extension works fine, but I have to check for the reverse protection.
The well known history ... I already cut out the old brackets, prepared some steel and marked the chassis. Welding is next, then drilling and painting the altered chassis section. Recurring gestures.

Water cooling circuit

As assembly progresses (well, sort of), some theory worse to be spread about the plumbing. Let's start with the water cooling circuit. Starting with a layout lent in a german forum, I adapted it to what will be found in my car once completed (ex the water temperature gauge which will be integrated into the digital Stack dash). Quite a basic setup without a heater, hence the missing pipes and valves. Note the two separate temperature sensors, one for the stack gauge and one for the Emerald ECU. There are two ways to switch the fan once a set temperature has been reached:
1) via the temperature switch (mechanical / bi-metal) in the thermostat housing, fixed value
2) via the ECU where the switching temperature can be set as wished.

Saturday, March 17, 2012

... and more brackets!

A rebuild is a chance to do things better. One annoying missing feature was a rest-pedal for the clutch foot during long journeys. Out of aftermarket aluminium pedals I cut two small pedals and mounted the larger one. If it appears to be too large, I will mount the smaller one. A small bracket welded to the chassis holds the pedal.
The high pressure pump for the fuel injection conversion will be mounted near the swirlpot and underneath the throttle-bodies. A little bit of steel is needed to fabricate a bespoke bracket.
 Bracket welded in place and holding the HP pump for trial fit.
Top view to show how the HP pump will connect to the swirlpot. The pump will almost not be visible once the throttle-bodies are in mounted.

Sunday, March 11, 2012


The fuel injection system will need a swirl pot. But where to put it in such a small car? After a first attempt to install everything in the boot, the rebuild allows for some other ideas. Starting with the purpose built bracket early this Sunday morning ...
... and the swirlpot mounted. Now the ideal spot for the high pressure fuel pump can be found and another steel bracket will be welded to the frame as this device is quite heavy.
A little bit of theory about the plumbing of a swirlpot in a fuel injection system from SBD. Modern fuel injected cars have the swirlpot integrated in the tank. In a car originally not equipped with EFI, a swirlpot has to be fitted separately to avoid fuel failure due to surge in fast corners.

Thursday, March 8, 2012


The clutch cable routing shows that the cable is quite long. Connecting it to the pedal is not complicated and there is enough remaining cable for adjustment. I wanted to keep the clutch cable operated and not add a piston and convert to hydraulic.
The pedals mounted with the throttle operation finished, the clutch pedal to be adjusted and the brake pedal to be modified. I decided to alter the original adjustment system for ease of use. With all three pedals in place, it is possible to choose a spot for the footrest destined for the clutch-foot. Not much room left, but I really want to try fitting one for comfort during long journeys.

Monday, March 5, 2012


Funny name. Another one could have been "provisory rivets". This would have explained the function as well. A spring loaded inner mechanism expands with the special tool pictured. Then the clecko is fixed and the spring released.
One pic instead of thousand words, a few cleckos help to provisorily fix the panel. Than I can mark the big holes for the brake master cylinders and cut them out.
As soon as the panel is fixed, the brake master cylinders can be mounted. For good.
Backside of the pedalbox prior to mount the pedals. Throttle and brake linkage are solved, a solution for the clutch activation has to be invented yet. But this is basic mechanics and feasable (hopefully...).

Thursday, March 1, 2012


Not the best workshop session tonight because I'm not completely satisfied with my work. Half way through, it became obvious that the reproduced new panel will not enter the frame with the engine already mounted. Two possibilities:
#1 engine out - panel in - engine in
#2 cutting the panel into two pieces
As it will almost not be visible, I opted for solution #2. It would have been nice to have that panel in one piece, but the amount of work would have been immense. Heat shield will cover the cut.
Split panel in place with Sicaflex for sealing and fixing, 4x12mm rivets with large heads. Imagine some heat shield on it and the swirl pot fuel tank mounted. A.s.a.p. I will add a pic with the panel in focus.