Great work! I have packed similar thing with Z32SE in my Astra, and kept intake manifolds and ECU from previous X25XE setup, but I'm planning to switch to Z32SE intake manifold and X30XE ECU, plus something like ECU Master piggyback, as it gives you almost 25% more power at the end.
Astra Stella Rossa Thanks for your feedback! :) what is ECU master piggy pack? I'm currently struggling with fault code 74 with the current ECU. seems that there is a restriction in the ECU that aviods getting above 4.3V air-flow-sensor voltage and puts out the fault code, but I've never heard that before. Wanted to leave the car in original shape as much as possible, thats why I wanted to keep the original ECU. X30XE ECU needs wiring harness adaption right?
Just google for "ecu master". It's additional ECU, that you add on top of stock one. It alter readings from sensors in manner that you can force original ECU to open fuel injectors more and so. Similar like those for LPG installations. The friend of mine (seach on YT for Calibra Vivi) swapped MV6 (X30XE) with X30XE ECU and wiring to Calibra's C25XE Intake manifold, MAF... And got original power of stock MV6.
Hallo, das Video ist super gemacht. Da sieht man erstmal viel Arbeit dort drinne steckt. Habe den Motor gestern auf den Hoftreffen live gesehen, wir sranden eine Zeit zusammen an deinem Calibra mit "da Steffan" und hatten uns über die Stahlflex-Benzinleitung und ein paar Membranen der Kurbelentlüftung unterhalten. Gruß, Lars
Rainer, hello. My name is Nick. I'm from Russia. I have an Opel Vectra C with an engine of z32se, and in the process of refinement I have done almost the same manipulations as you, only less professional. I also installed the intake manifold from the engine c25xe, increasing channels in it. I have a question for you, has it been possible to deal with the setting of the control unit from Vectra C? Bosch Motronic 3.1.1 No one in Russia can make corrections.
Amazing work there. I was completly astonished with the craftmanship. Congratulations, I wish someday I can do something even close to that! However, there is something bugging my mind: How did the engine only managed an increase of 34 bhp with an increase of 700 cc of displacement, and increase of airflow of those engine heads? I was expecting more than that.
thanks for your recognition :-) Yes that's mainly caused by the intake manifold - it restricts air flow at high rpm and was already close to boarderline with the original 2.5l set-up. Nevertheless if you match the original torque curve with this one, you can see the big torque gains at low and mid rpm, which are caused by the increased engine capacity. Area below the torque curve increased a lot - huge power gains at low and mid rpm. So next step is to upgrade the manifold and of course an individual calibration will follow afterwards.
Really awesome work! How do you stop the valve cover gaskets from leaking? I’m replaced cylinder heads on mine and have gone through three sets of valve cover gaskets. The rear always leaks. I’ve even tried rebuilding the PCV valve (since it’s discontinued).
Thanks Man! Did you check if the Valve Cover sits plane on the flange? Did you check the height of the gasket? Was there a variation in height? Do you maybe use stainless steel headers which are not insulated and therefore causing to much heat in the rear? Did you use RTV to seal the sharp edges?
@@MrVainAUT I did check to make sure that it sits OK on the flange. I also made sure that it was clean and that I followed the torque specifications and pattern. I don’t have aftermarket headers on it, it’s in my 2003 Saturn VUE. But, I assumed that I was getting excessive pressure from the PCV valve being bad. But I did use RTV on the sharp corners around the cams. I didn’t know if perhaps the plastic valve covers had warped. I’m gonna take it all apart again once the warmer weather hits I need to change out one of the timing belt rollers and upper intake manifold gaskets. So I’ll put new valve cover gaskets on again, maybe I’ll just do complete valve covers. Thanks for writing back so quickly.
Проверь тонкую трубку от дросельной заслонки до клапана вентиляции картера(pcv). Продуй её. Если она забита, всегда будет выдавливать масло из под крышек. Используй герметик (rtv)по всей окружности уплотнительной резинки, а не только по углам, так как они пластиковые и от температуры их выкручивает и деформирует.
Nice work, but... all that for a measely 206 horsepower? An X20XEV with individual throttle bodies, a standalone ECU and some intake/exhaust work would have yielded the same power I recon, for a fraction of the work and price. But this is more art than tuning, so props.
Der ist nicht abgestimmt, dann Nacht der lmm zu. Der 3l oder 3,2l Block zieht zu viel Luft. Das gibt dann nen Fehler und er macht zu. Das muß erst angepasst werden
Hi Nikolai! Thanks! :-) Great idea, but I wanted to Keep the car and engine bay appearance-wise in original condition - that's why I do just n/a Tuning :-) Best regards, Rainer
Hi Hasan! There are numbers in the casting on the back side of the engine block around at the height of the intermediate drive shaft bearing. It should show either 2,5 3,0 or 3,2! Best regards, Rainer
What are the pistons, where can I found them? I want to find them for myself. I want to increase compression ratio to 12.2:1 for a 106 octane fuel. Describe how did you achieve 11:1
Hi Bax442! I modified them by myself. the valve pockets have been designed in CAD and the Pistons were CNC-machined afterwards. After all these modifications I have to say, that I think for 11:1 CR you don't even Need valve pockets at the Y/Z32SE engines - but if you wan't to do further improvements, valve pockets might become nessecary. If you wan't to machine them also by yourself, take care of Minimum wall thickness to the Piston ring grooves and remove all sharp edges afterwards, which could become 'glowing edges' during engine Operation and therefore cause knock. Best regards, Rainer
Did you remove any material on the cylinder block or heads to increase compression? The head seems to be so close to the valves in the stock engine. I am starting the job in few days, just willing to learn more before breaking anything :)
bax442 hi bax! Yes, I removed about 0.9mm from the cylinder block deck face. Was no problem with the timing belt - enough play to compensate the 4x0.9mm at the belt with the excentric pulleys. The head is pretty much already at borderline in stock condition. Maybe you can still remove 0.3mm at the head deck face without damaging the valve seats. But since the piston height is decreased at the Y/Z32SE engines to decrease CR, I think it makes more sense, to remove the material from the Block. BR, Rainer
Fantastic info! Thank you... I hope I can remove more to get closer to 12.2 CR. It will be about 2.1mm :( Its so much... However I want to use the benefit of high octane of LPG... Like I said, its about 106-110 octane
I think from block point of view, it should be possible - also from piston point of view it should work - I would even say, that the design Level of the Pistons as shown in the Video should work for these CR's if you use Standard cams. With modified cams it would be definetly different. Beside that, please take care of the oil cooler mounting plate and the cooling circuit Bridge between the heads. These two things could become tricky to assembly when milling 2mm off the block deck face. BR, Rainer
bax442 How should you get factory power with just 2/3 of original runner cross-section? XD Measurement also depends on the dyno. Dynojet measures 6% more than this dyno
Do you mean exhaust lenght? I really hope that you get much more in the end. There are 2 documented 3.2 which do 256hp, with only modification to the exhaust manifold and porting. I hope that you can get more. If you want or are interested in porting, I can send you some of my pictures where I cut head into small segments to check the wall thicknesses. Or did you port them already? Very interested in your project, please post more videos!
Yeah - my last dyno run with adaption to ROZ100 was at 252bhp and 328Nm with the current set-up, 3D printed static intake manifold and std. ECU. I think now I have even more since I removed tge restrictions in the Bastuck exhaust. 100-200km/h times: 18,9s Part 1 Video 16,9s switch to 3D printed Manifold 15,7s calibration to ROZ100 14,3s removed restrictions of bastuck exhaust (=lastest measurement) best regards. Rainer
bax442 no, the no.1 priority for this project is, to keep the original appearence of the car. Ceramic coating is just to have some heat protection to avoid the need of piston cooling jet introduction
Thanks! :-) Yes you're right. Just because it is plug and Play and I didn't want to modify the wiring harness or the Hood, to maintain the value of the car - I wanted to Keep the original apperance, which is as we see not the right way to get the horses out of the engine. Thats why I continue with a new designed manifold with improoved air-flow, but original apperance!
Hi! thanks for video! great work! now I use the same- Vectra-A v6 and prepared x30xe for . did You think about small intake manifold from c25xe cause I think its not enough air that z32xe can eat (also for c25xe its not enough) looks for a intake from i-500 (vectra-b), what do You think? Regards!
Hi Gasmobile! As far as I tested, the Vectra B Intake manifold has pretty much the same max. 'static' air flow, as the Calibra manifold. The Advantage seems to be the better fill factor/volumetric Efficiency in mid rpm, due to resonance charging. A colleuge did a dyno run, with this manifold on a X30XE with the best factory cams and ended up somewhere in the mid 220 hp. But he did the run with open Hood, so I guess the power number was due to the open Hood and changed cam shafts. The Z32SE manifold has much better airflow values on the short channel, but I think the best manifold would be the X30XE one. Unfortunately I've never tested this one. My 3D-printed manifold that I'm currently running has the same static airflow as the stock Z32SE manifold, just longer runners. Another Option would be the 5th type: Manifold from the 3.0L Saturn LS V6. Looks similar to the Vectra B manifold, but seems to have increased port size. I don't like both, because of the huge amount of Surface area, with will attract hot air from the engine compartment. BR, Rainer
how much it costs to machine 2.5v6 head to fit on 3.2v6 for 12.5CRpistons valve relives and porting and with ceramic coating each operation cost individually please thank you
From where you get harder con rod bolts? i try find, but not lucky - strange bolt thread p.s. i thin you need do also cam`s mod, stock cam position not so good. i change position and have +40kw with stock engine
Hi fregis! Yes bolt thread is not so common - M9x1.25 - originally 10.9 grade - here updated to 12.9grade. I organized the parts from a bolt manufacturer - wasn't able to tell me the original usage P/N but I think he mentioned it was from a PSA (Peugeot-Citroen) main bearing bolt. I modified the original bolt to have sufficient pre-tension in comparison to it's original shape! - Yes Cams are still an open Topic! Do you use still the factory MAF-Sensor? I'm pretty scared, that I will soon run into it's Limit since it's already measuring 4.8V at max. power! BR, Rainer
Der Z32SE hat doch ab Werk im C Vectra 211 PS. Nach den Modifikationen hat er jetzt im Cali 202PS? Liegt das an der Ansaugbrücke? Wo ist der Flaschenhals?
Psygamer Galerika Hi! also ich denke Hauptgrund ist die 2.5L Ansaugbrücke und mit Sicherheit auch der Fakt, dass ich nur einen Plug&Play EPROM von ebay fahre. Mit einer Einzelabstimmung würde das ganze sicher nochmal anders aussehen! Das Vectra C Saugrohr hat mehr Durchfluss und kürzere Kanäle. Whsl auch Einspritzdüsen, die feiner zerstäuben. Aber als Hauptgrund sehe ich das Saugrohr. Die mechanische Servopumpe die ich oben hab schluckt auch nochmal ca. 4-5PS. VG Rainer
Die Vectra C Ansaugbrücke wirst du wahrscheinlich so gar nicht unter die Haube bekommen. Habe auf einem Opeltreffen einen Vectra B gesehen der einen Z32SE mit Vectra C Ansaugbrücke verbaut hatte. Der hat die komplette Haube bearbeitet dass die Ansaugbrücke passt. Hat jetzt vorne in der Haube eine Kante drin .. aber Motor passt. Wie sieht es mit der Ansaugbrücke vom Y32SE aus? Du hast halt das Problem mit dem Luftfilter weshalb viele es sich einfach machen und einen offenen Luftfilter fahren. Im Opel Regal findet man aber bestimmt ein passendes Gehäuse was man für den Calibra anpassen kann. Vielleicht passt die Z32SE Brücke auch in den Calibra rein und den Vectra C Luftfilter Adaptiert. Beim Cali mit C25XE ist das ja total blöd gelöst. Wird wohl wahrscheinlich so konstruiert worden sein wegen seinen C20xx Brüdern.
Psygamer Galerika ja es gibt ein paar Leute, die das Vectra C Magnesium-Saugrohr im Cali fahren: Dazu muss der Motor über Zwischenhülsen zw. Motorlager und Längsträgern tiefergelegt werden, die Dämmmatte aus der Haube raus und die Kunsstoffdeckeln an der Ansaugbrücke weggelassen werden. Und am Ende des Tages schaut der Motorraum komplett verbastelt aus. Deswegen hab ich jetzt das 3D-gedruckte Saugrohr, dass am Ende zu sehen ist, konstruiert. Sieht aus wie original und hat den selben stationären Durchfluss wie das Vectra C Saugrohr am kurzen Kanal. Einziger Nachteil: die Kanäle sind länger als beim Vectra C Saugrohr in Zustand “Schaltklappen offen“. Jetzt muss ich noch Fehlercode 74 hinbekommen und dann sollte am Prüfstand deutliche Mehrleistung zu sehen sein! VG
schönes video. allerdings bin ich von der leistung der gezeigten maschine ziemlich enttäuscht. ich hab die maschine im vectra gts gehabt und runde 225ps stock gemessen. du hast diverses an tuning betrieben und bleibst unterhalb der eigentlich 211ps. ich hab mit 230...235ps gerechnet. aber 204ps sind da schon traurig. nicht nur wegen dem immensen aufwand, sondern auch von den kosten her.
Hallo Mave! Dann schau dir die weiteren Teile an, um deine Enttäuschung zu lindern! ;-) aktuell bin ich mit den Nockenwellen in Teil4 bei 275PS (mit dem starren Saugrohr wohlgemerkt). Video ist allerdings noch nicht geschnitten! VG, Rainer
Hi! Ja doch - da komm ich her! :) Jetzt kommt bald Teil2! Das neue Saugrohr ist drauf; 100-200km/h Zeit hat sich auf 16,9s verbessert (nur durchs Saugrohr, mit dem selben Conny Chip!). Jetzt geht er auch obenrum! Jetzt dann noch Leistungsprüfstand, dann kann ich das Teil2 Video schneiden. Ich denk mal Teil3 wird dann eine Einzelabstimmung bei KLASEN Motors sein! VG, Rainer
MrVainAUT Ja klass, vielleicht sieht ma sich ja mal? Komm aus der Steiermark Dein neuestes Video ist super! Grad das mit dem SLS druck, ist bei mir beruflich auch grad ein brandheißes Thema. So ein saugrohr wär für meinen Astra f x30xe bestimmt auch nicht schlecht.. Gruß, Alex
Hi MrVainAUT , if this is your project, I would like to have an contact from you, I 've started a new project, new generation of Calibra will be available in a new different way than before (not by GM, and not wide series) . I will be glad to have you aside in building it. Please PM me , since you have no Google+ channel to contact you
George Tsinikos Hi George! It's going on - step by step. Part2 will follow soon. 3d printed manifold added 30hp in peak and 50hp at max rpm. Let's see what an individual calibration can additionally add to this! I wanted to keep the engine bay in original condition - thats why I went for this! And it sounds better! :) Best regards, Rainer
Soviel Arbeit für nichts, jeder serienmäßige Turbo mit 200tkm und 200ps zieht davon 🙈. Selbstbaueinzeldrossel hatte über 400Nm bei 285 PS im z32se gebracht mit Abstimmung und freiprogrammierbares Steuergerät ☝️
Es geht hierbei nicht nur um Leistung sondern auch um Emotion, Standfestigkeit, Sound und Optik. Wenn das Base-Engineering passt, kann man gut was rausholen, auch unter Wahrung der Standardoptik: Siehe Teil 2&3.Aktueller Stand mit Nockenwellen:275PS und 330Nm. Die Videoserie zeigt auch, wie Rollenprufstände streuen können. Wer schon mal einen Std. Turbo gemessen hat, der nicht gut im Futter steht, weiß auch, dass er dank Allradantrieb keine 100-200km/h in 18,9s fährt. Wer sich eine Einzeldrossel reinknallen will, kann viel mehr rausholen, aber das war nicht das Ziel dieses Projekts - das Ziel des Projekts ist es, den besten "ab Werk" Calibra zu bauen, wie es Opel hätte auch machen können - nur mit Plug and play Anbauteilen, ohne den Motor tieferzulegen oder irgendwelche Kabelbaumumbauten zu machen wegen anderen Steuergeräten. Aber danke für die Komplimente - für so Leute wie dich schneide ich gern die Videos. Ich hoffe du hattest eine schöne gratis Unterhaltung, bei der dir nichts anderes einfällt, als das Video zu kritisieren und ein Saugertuning, das bekannter maßen viel komplizierter und anspruchsvoller ist, mit einem Serienturbo zu vergleichen, den man einfach mit einem Chip auf 250ps kriegt. VG, Rainer
@@MrVainAUT Es gibt immer Spinner, die alles besser wissen und meinen, die Weisheit mit Löffeln gefressen zu haben. Mit der Multiram-Ansaugbrücke vom Omega wäre man hier sicher über 218PS Serienleistung gekommen, würde sie in den Calibra-Motorraum passen - aber das bisschen Mitdenken ist für viele User ganz offenbar zu viel verlangt. Ich bin in Deutschland für das verantwortlich, was ihr bei euch wohl "pickerl" nennt (habe ich gehört :-)) und ich erlebe dieses Poser-pseudo-know-how fast täglich - leider.
That engine looks too good to be ever used haha, awesome project
RiceFlavouredVTEC Thanks man! :)
This is pure art.
Great work! I have packed similar thing with Z32SE in my Astra, and kept intake manifolds and ECU from previous X25XE setup, but I'm planning to switch to Z32SE intake manifold and X30XE ECU, plus something like ECU Master piggyback, as it gives you almost 25% more power at the end.
Astra Stella Rossa Thanks for your feedback! :) what is ECU master piggy pack? I'm currently struggling with fault code 74 with the current ECU. seems that there is a restriction in the ECU that aviods getting above 4.3V air-flow-sensor voltage and puts out the fault code, but I've never heard that before. Wanted to leave the car in original shape as much as possible, thats why I wanted to keep the original ECU. X30XE ECU needs wiring harness adaption right?
Just google for "ecu master". It's additional ECU, that you add on top of stock one. It alter readings from sensors in manner that you can force original ECU to open fuel injectors more and so. Similar like those for LPG installations. The friend of mine (seach on YT for Calibra Vivi) swapped MV6 (X30XE) with X30XE ECU and wiring to Calibra's C25XE Intake manifold, MAF... And got original power of stock MV6.
Hallo, das Video ist super gemacht. Da sieht man erstmal viel Arbeit dort drinne steckt.
Habe den Motor gestern auf den Hoftreffen live gesehen, wir sranden eine Zeit zusammen
an deinem Calibra mit "da Steffan" und hatten uns über die Stahlflex-Benzinleitung und ein
paar Membranen der Kurbelentlüftung unterhalten.
Gruß, Lars
Lars LarryV6 Hi Lars! Ach ja, stimmt! :) Danke für die Anerkennung! Finde ich super wenn das Video gut ankommt! VG Rainer
Super nice work & vidjeo. My z32se refurb assembly is still on the way, so nice to see it done proper.
Tolle Arbeit!
great work!
Rainer, hello. My name is Nick. I'm from Russia. I have an Opel Vectra C with an engine of z32se, and in the process of refinement I have done almost the same manipulations as you, only less professional. I also installed the intake manifold from the engine c25xe, increasing channels in it. I have a question for you, has it been possible to deal with the setting of the control unit from Vectra C? Bosch Motronic 3.1.1 No one in Russia can make corrections.
still amazing.
Amazing work there. I was completly astonished with the craftmanship. Congratulations, I wish someday I can do something even close to that!
However, there is something bugging my mind: How did the engine only managed an increase of 34 bhp with an increase of 700 cc of displacement, and increase of airflow of those engine heads? I was expecting more than that.
thanks for your recognition :-) Yes that's mainly caused by the intake manifold - it restricts air flow at high rpm and was already close to boarderline with the original 2.5l set-up. Nevertheless if you match the original torque curve with this one, you can see the big torque gains at low and mid rpm, which are caused by the increased engine capacity. Area below the torque curve increased a lot - huge power gains at low and mid rpm. So next step is to upgrade the manifold and of course an individual calibration will follow afterwards.
Thank you for your answer.
Keep up the good work.
Really awesome work! How do you stop the valve cover gaskets from leaking? I’m replaced cylinder heads on mine and have gone through three sets of valve cover gaskets. The rear always leaks. I’ve even tried rebuilding the PCV valve (since it’s discontinued).
Thanks Man! Did you check if the Valve Cover sits plane on the flange? Did you check the height of the gasket? Was there a variation in height? Do you maybe use stainless steel headers which are not insulated and therefore causing to much heat in the rear? Did you use RTV to seal the sharp edges?
@@MrVainAUT I did check to make sure that it sits OK on the flange. I also made sure that it was clean and that I followed the torque specifications and pattern. I don’t have aftermarket headers on it, it’s in my 2003 Saturn VUE. But, I assumed that I was getting excessive pressure from the PCV valve being bad. But I did use RTV on the sharp corners around the cams. I didn’t know if perhaps the plastic valve covers had warped. I’m gonna take it all apart again once the warmer weather hits I need to change out one of the timing belt rollers and upper intake manifold gaskets. So I’ll put new valve cover gaskets on again, maybe I’ll just do complete valve covers. Thanks for writing back so quickly.
Проверь тонкую трубку от дросельной заслонки до клапана вентиляции картера(pcv). Продуй её. Если она забита, всегда будет выдавливать масло из под крышек. Используй герметик (rtv)по всей окружности уплотнительной резинки, а не только по углам, так как они пластиковые и от температуры их выкручивает и деформирует.
Nice work, but... all that for a measely 206 horsepower? An X20XEV with individual throttle bodies, a standalone ECU and some intake/exhaust work would have yielded the same power I recon, for a fraction of the work and price. But this is more art than tuning, so props.
Der ist nicht abgestimmt, dann Nacht der lmm zu. Der 3l oder 3,2l Block zieht zu viel Luft. Das gibt dann nen Fehler und er macht zu.
Das muß erst angepasst werden
Ich hätte einige Fragen zu dem Projekt wie kann ich dir eine pn schreiben?
Hi Stefan. Schick mir hier einfach deine Email Adresse dann kann ich dich kontaktieren! VG, Rainer (ich lösche den Kommentar dann wieder)
Great job!
any news or updates on exhaust part 5
Is the intake manifold or 3D plan for sale?
Hi! Not for now. I'll might make some cast aluminum Manifolds in the next future so I need my 3d data ;-)
@@MrVainAUT how much does 3d manufacturing by laser sintering cost for a collector like this one? bravo for the preparation and the design.
@@racingmotorsfr238 thanks! :) I think it was at about 2.500eur, without all the work afterwards
Very nice job - next time try to install compressor kit ;)
Hi Nikolai! Thanks! :-) Great idea, but I wanted to Keep the car and engine bay appearance-wise in original condition - that's why I do just n/a Tuning :-) Best regards, Rainer
Isn’t that the engine they used in the 1995 900 SE convertible?
Hi, yes exactly! They've used a lot of common parts due to the merger
Nice Work dude!
Love it :-)
Thanks man! :-)
Top Arbeit (Y)
Danke! :-)
Hello friend, how can I distinguish between a 3200 and 2500 engine?
Hi Hasan! There are numbers in the casting on the back side of the engine block around at the height of the intermediate drive shaft bearing. It should show either 2,5 3,0 or 3,2! Best regards, Rainer
@@MrVainAUT thank you my friend
How many horses does this engine produce?
@@hasanbasel6234 Its depends. As you can See in Part 3 engine makes 256hp. In part 4 engine will make 274 hp with cam shafts
My friend, what size can I put a turbo for this engine and how much is it how many horsepower?
Amazing !
What are the pistons, where can I found them? I want to find them for myself. I want to increase compression ratio to 12.2:1 for a 106 octane fuel. Describe how did you achieve 11:1
Hi Bax442! I modified them by myself. the valve pockets have been designed in CAD and the Pistons were CNC-machined afterwards. After all these modifications I have to say, that I think for 11:1 CR you don't even Need valve pockets at the Y/Z32SE engines - but if you wan't to do further improvements, valve pockets might become nessecary. If you wan't to machine them also by yourself, take care of Minimum wall thickness to the Piston ring grooves and remove all sharp edges afterwards, which could become 'glowing edges' during engine Operation and therefore cause knock. Best regards, Rainer
Did you remove any material on the cylinder block or heads to increase compression? The head seems to be so close to the valves in the stock engine. I am starting the job in few days, just willing to learn more before breaking anything :)
bax442 hi bax! Yes, I removed about 0.9mm from the cylinder block deck face. Was no problem with the timing belt - enough play to compensate the 4x0.9mm at the belt with the excentric pulleys. The head is pretty much already at borderline in stock condition. Maybe you can still remove 0.3mm at the head deck face without damaging the valve seats. But since the piston height is decreased at the Y/Z32SE engines to decrease CR, I think it makes more sense, to remove the material from the Block. BR, Rainer
Fantastic info! Thank you... I hope I can remove more to get closer to 12.2 CR. It will be about 2.1mm :(
Its so much... However I want to use the benefit of high octane of LPG... Like I said, its about 106-110 octane
I think from block point of view, it should be possible - also from piston point of view it should work - I would even say, that the design Level of the Pistons as shown in the Video should work for these CR's if you use Standard cams. With modified cams it would be definetly different. Beside that, please take care of the oil cooler mounting plate and the cooling circuit Bridge between the heads. These two things could become tricky to assembly when milling 2mm off the block deck face. BR, Rainer
So much work and money, and you dont even get factory power :?
bax442 How should you get factory power with just 2/3 of original runner cross-section? XD
Measurement also depends on the dyno. Dynojet measures 6% more than this dyno
Do you mean exhaust lenght? I really hope that you get much more in the end. There are 2 documented 3.2 which do 256hp, with only modification to the exhaust manifold and porting. I hope that you can get more.
If you want or are interested in porting, I can send you some of my pictures where I cut head into small segments to check the wall thicknesses.
Or did you port them already?
Very interested in your project, please post more videos!
Yeah - my last dyno run with adaption to ROZ100 was at 252bhp and 328Nm with the current set-up, 3D printed static intake manifold and std. ECU. I think now I have even more since I removed tge restrictions in the Bastuck exhaust.
100-200km/h times:
18,9s Part 1 Video
16,9s switch to 3D printed Manifold
15,7s calibration to ROZ100
14,3s removed restrictions of bastuck exhaust (=lastest measurement)
best regards. Rainer
The engine looks great with new parts, ceramic coated pistons etc.
But why? Do you plan to go turbo?
bax442 no, the no.1 priority for this project is, to keep the original appearence of the car. Ceramic coating is just to have some heat protection to avoid the need of piston cooling jet introduction
greate project! But why you use intake manifold from 2.5 litre engine? It is not good choice..
Thanks! :-) Yes you're right. Just because it is plug and Play and I didn't want to modify the wiring harness or the Hood, to maintain the value of the car - I wanted to Keep the original apperance, which is as we see not the right way to get the horses out of the engine. Thats why I continue with a new designed manifold with improoved air-flow, but original apperance!
Amazing work!! I also wanted to know what the firing order is on the Z32SE
Hi ClvyD; thanks for the compliment! :-) Firing order is 1-2-3-4-5-6
@@MrVainAUT Awesome thanks man! Cheers :D
Hi! thanks for video! great work! now I use the same- Vectra-A v6 and prepared x30xe for . did You think about small intake manifold from c25xe cause I think its not enough air that z32xe can eat (also for c25xe its not enough) looks for a intake from i-500 (vectra-b), what do You think? Regards!
Hi Gasmobile! As far as I tested, the Vectra B Intake manifold has pretty much the same max. 'static' air flow, as the Calibra manifold. The Advantage seems to be the better fill factor/volumetric Efficiency in mid rpm, due to resonance charging. A colleuge did a dyno run, with this manifold on a X30XE with the best factory cams and ended up somewhere in the mid 220 hp. But he did the run with open Hood, so I guess the power number was due to the open Hood and changed cam shafts.
The Z32SE manifold has much better airflow values on the short channel, but I think the best manifold would be the X30XE one. Unfortunately I've never tested this one. My 3D-printed manifold that I'm currently running has the same static airflow as the stock Z32SE manifold, just longer runners. Another Option would be the 5th type: Manifold from the 3.0L Saturn LS V6. Looks similar to the Vectra B manifold, but seems to have increased port size. I don't like both, because of the huge amount of Surface area, with will attract hot air from the engine compartment. BR, Rainer
+MrVainAUT , do You think about Sintra Manifold? throtle dia. approx 150mm
connecting rod bolts from what?
I believe the raw parts were the main bearing bolts from a Peugeot engine.
how much it costs to machine 2.5v6 head to fit on 3.2v6 for 12.5CRpistons valve relives and porting and with ceramic coating
each operation cost individually please
thank you
204@ the wheels? so around 220 - 235bhp fly? just the stock 3.2 makes 208bhp.
Also take a look at the part2 & 3 video please.
From where you get harder con rod bolts? i try find, but not lucky - strange bolt thread
p.s. i thin you need do also cam`s mod, stock cam position not so good. i change position and have +40kw with stock engine
Hi fregis! Yes bolt thread is not so common - M9x1.25 - originally 10.9 grade - here updated to 12.9grade. I organized the parts from a bolt manufacturer - wasn't able to tell me the original usage P/N but I think he mentioned it was from a PSA (Peugeot-Citroen) main bearing bolt. I modified the original bolt to have sufficient pre-tension in comparison to it's original shape! - Yes Cams are still an open Topic! Do you use still the factory MAF-Sensor? I'm pretty scared, that I will soon run into it's Limit since it's already measuring 4.8V at max. power! BR, Rainer
Super!!!
Der Z32SE hat doch ab Werk im C Vectra 211 PS. Nach den Modifikationen hat er jetzt im Cali 202PS? Liegt das an der Ansaugbrücke? Wo ist der Flaschenhals?
Psygamer Galerika Hi! also ich denke Hauptgrund ist die 2.5L Ansaugbrücke und mit Sicherheit auch der Fakt, dass ich nur einen Plug&Play EPROM von ebay fahre. Mit einer Einzelabstimmung würde das ganze sicher nochmal anders aussehen! Das Vectra C Saugrohr hat mehr Durchfluss und kürzere Kanäle. Whsl auch Einspritzdüsen, die feiner zerstäuben. Aber als Hauptgrund sehe ich das Saugrohr. Die mechanische Servopumpe die ich oben hab schluckt auch nochmal ca. 4-5PS. VG Rainer
Die Vectra C Ansaugbrücke wirst du wahrscheinlich so gar nicht unter die Haube bekommen. Habe auf einem Opeltreffen einen Vectra B gesehen der einen Z32SE mit Vectra C Ansaugbrücke verbaut hatte. Der hat die komplette Haube bearbeitet dass die Ansaugbrücke passt. Hat jetzt vorne in der Haube eine Kante drin .. aber Motor passt.
Wie sieht es mit der Ansaugbrücke vom Y32SE aus? Du hast halt das Problem mit dem Luftfilter weshalb viele es sich einfach machen und einen offenen Luftfilter fahren. Im Opel Regal findet man aber bestimmt ein passendes Gehäuse was man für den Calibra anpassen kann. Vielleicht passt die Z32SE Brücke auch in den Calibra rein und den Vectra C Luftfilter Adaptiert. Beim Cali mit C25XE ist das ja total blöd gelöst. Wird wohl wahrscheinlich so konstruiert worden sein wegen seinen C20xx Brüdern.
Psygamer Galerika ja es gibt ein paar Leute, die das Vectra C Magnesium-Saugrohr im Cali fahren: Dazu muss der Motor über Zwischenhülsen zw. Motorlager und Längsträgern tiefergelegt werden, die Dämmmatte aus der Haube raus und die Kunsstoffdeckeln an der Ansaugbrücke weggelassen werden. Und am Ende des Tages schaut der Motorraum komplett verbastelt aus.
Deswegen hab ich jetzt das 3D-gedruckte Saugrohr, dass am Ende zu sehen ist, konstruiert. Sieht aus wie original und hat den selben stationären Durchfluss wie das Vectra C Saugrohr am kurzen Kanal. Einziger Nachteil: die Kanäle sind länger als beim Vectra C Saugrohr in Zustand “Schaltklappen offen“.
Jetzt muss ich noch Fehlercode 74 hinbekommen und dann sollte am Prüfstand deutliche Mehrleistung zu sehen sein! VG
@@MrVainAUT calibra hat Standart nur 170 ps
Can I install a turbo for this engine?
What is the horsepower of these engines 2500, 3000 and 3200
170 for 2.5, 211 for 3.0 & 211/218 for 3.2 in Stock condition :-)
Pure art,,, but that Music is a Pain the Ass!
how are the things going with part 2? you are. doing a great job!! Are you sure your hotmail is working-sent serveral pm 2u
hallo 1 frage seit ihr aus Österreich
Mal dort mal da wieso? :)
Alles gemacht und nur 204 PS wo er doch Serie 218 PS haben sollte ?
Schau dir zuerst alle Videos an, das wird dir mögliche Fragen selbst beantworten
schönes video.
allerdings bin ich von der leistung der gezeigten maschine ziemlich enttäuscht.
ich hab die maschine im vectra gts gehabt und runde 225ps stock gemessen.
du hast diverses an tuning betrieben und bleibst unterhalb der eigentlich 211ps.
ich hab mit 230...235ps gerechnet. aber 204ps sind da schon traurig. nicht nur wegen dem immensen aufwand, sondern auch von den kosten her.
Hallo Mave! Dann schau dir die weiteren Teile an, um deine Enttäuschung zu lindern! ;-) aktuell bin ich mit den Nockenwellen in Teil4 bei 275PS (mit dem starren Saugrohr wohlgemerkt). Video ist allerdings noch nicht geschnitten! VG, Rainer
Geiles Ding, aber die Schraube der Lichtmaschine ist verkehrt rum 😉
Wie kann ich Dir eine Pn zukommen lassen ?
Gruß
Hi! Schreib mir einfach kurz deine Email Adresse. Ich lösche den Kommentar dann wieder
Sehr schönes Projekt, verfolg das schon länger.
Hab aber nicht gewusst das du aus Österreich bist?
Hi! Ja doch - da komm ich her! :)
Jetzt kommt bald Teil2! Das neue Saugrohr ist drauf; 100-200km/h Zeit hat sich auf 16,9s verbessert (nur durchs Saugrohr, mit dem selben Conny Chip!). Jetzt geht er auch obenrum! Jetzt dann noch Leistungsprüfstand, dann kann ich das Teil2 Video schneiden. Ich denk mal Teil3 wird dann eine Einzelabstimmung bei KLASEN Motors sein! VG, Rainer
MrVainAUT
Ja klass, vielleicht sieht ma sich ja mal? Komm aus der Steiermark
Dein neuestes Video ist super! Grad das mit dem SLS druck, ist bei mir beruflich auch grad ein brandheißes Thema.
So ein saugrohr wär für meinen Astra f x30xe bestimmt auch nicht schlecht..
Gruß, Alex
Salam mator lazımdı qiyməti neçədi
Hi MrVainAUT , if this is your project, I would like to have an contact from you, I 've started a new project, new generation of Calibra will be available in a new different way than before (not by GM, and not wide series) . I will be glad to have you aside in building it. Please PM me , since you have no Google+ channel to contact you
Hi Sechtor! Cool - I'm curious what you've planned! Do you have an E-Mail address? BR, Rainer
Nice Job, but bed Musik
hi man can you wrote me down your email i have few questions for you because im building similar project like you..thanks in advance!
Marko Markovic Hi Marko! can you send me yours and I'll reply to you via E-Mail? Thanks, Rainer
markorg0502@gmail.com
i ja slazem y32se sa 2.5 glavom za 12.5 kompresiju
F Astra gsi jobb
To much work for nothing.. Better put a c20let
George Tsinikos Hi George! It's going on - step by step. Part2 will follow soon. 3d printed manifold added 30hp in peak and 50hp at max rpm. Let's see what an individual calibration can additionally add to this! I wanted to keep the engine bay in original condition - thats why I went for this! And it sounds better! :) Best regards, Rainer
Put Z28NET or A28NER sound+power
Same engine in Vectra C does 0-100kph in 7 seconds, surprised Calibra is slower 7.3
low
Soviel Arbeit für nichts, jeder serienmäßige Turbo mit 200tkm und 200ps zieht davon 🙈. Selbstbaueinzeldrossel hatte über 400Nm bei 285 PS im z32se gebracht mit Abstimmung und freiprogrammierbares Steuergerät ☝️
Es geht hierbei nicht nur um Leistung sondern auch um Emotion, Standfestigkeit, Sound und Optik. Wenn das Base-Engineering passt, kann man gut was rausholen, auch unter Wahrung der Standardoptik: Siehe Teil 2&3.Aktueller Stand mit Nockenwellen:275PS und 330Nm. Die Videoserie zeigt auch, wie Rollenprufstände streuen können. Wer schon mal einen Std. Turbo gemessen hat, der nicht gut im Futter steht, weiß auch, dass er dank Allradantrieb keine 100-200km/h in 18,9s fährt.
Wer sich eine Einzeldrossel reinknallen will, kann viel mehr rausholen, aber das war nicht das Ziel dieses Projekts - das Ziel des Projekts ist es, den besten "ab Werk" Calibra zu bauen, wie es Opel hätte auch machen können - nur mit Plug and play Anbauteilen, ohne den Motor tieferzulegen oder irgendwelche Kabelbaumumbauten zu machen wegen anderen Steuergeräten. Aber danke für die Komplimente - für so Leute wie dich schneide ich gern die Videos. Ich hoffe du hattest eine schöne gratis Unterhaltung, bei der dir nichts anderes einfällt, als das Video zu kritisieren und ein Saugertuning, das bekannter maßen viel komplizierter und anspruchsvoller ist, mit einem Serienturbo zu vergleichen, den man einfach mit einem Chip auf 250ps kriegt. VG, Rainer
@@MrVainAUT Es gibt immer Spinner, die alles besser wissen und meinen, die Weisheit mit Löffeln gefressen zu haben. Mit der Multiram-Ansaugbrücke vom Omega wäre man hier sicher über 218PS Serienleistung gekommen, würde sie in den Calibra-Motorraum passen - aber das bisschen Mitdenken ist für viele User ganz offenbar zu viel verlangt. Ich bin in Deutschland für das verantwortlich, was ihr bei euch wohl "pickerl" nennt (habe ich gehört :-)) und ich erlebe dieses Poser-pseudo-know-how fast täglich - leider.