99 replies to this topic

[vocky]

Vocky can you please stop mod'in
your gonna cost us a small fortune !!!

stop, I don't understand that word

2.4 vvt with itb's and 275 bhp is on my wish list

[vocky]

anyone feel brave

2007 2.2 M32 6 speed gearbox (at a salvage company) on ebay for £323 'buy it now'

ebay - 2.2 6 speed box

[SteveA]

I would have a go if it were the Z20LEH 6 speed box.

[j0n]

SO what benefit is this then, I cant see an improvement??

[joshua]

Just finished an LEH engine and 6 speed box conversion to my VXT, as yet the car has the original ecu/map so power is about the same but the box with the closer ratios is fab, the car drives superbly - engine can be kept right in the power band all the time... Why bother with a pivot to adapt the otherwise round backwards gear linkage - there is a much easier way to keep the standard gear stick pattern. The selector cables can be kept very nearly in their original position and with no extra joints there's no loss of gear change precision either. Will see if I can dig out some photos of my mod.

[vocky]

updates;

About June 2008 I replaced the kevlar clutch plate with a Helix sprung M32 item, much better as it required no 'bedding in'.

Today I replaced the M32 gearbox internals with a 4.17 V2 set, this makes my M32 gearbox equivalent to a 4.55 F23

I have ordered a z22se M32 lightened flywheel, so the slave cylinder spacer is no longer required as the flywheel is 15mm nearer the gearbox.

So the M32 6 speed is fast becoming an 'off the shelf' conversion, only the gear lever to go

[siztenboots]

updates;

About June 2008 I replaced the kevlar clutch plate with a Helix sprung M32 item, much better as it required no 'bedding in'.

Today I replaced the M32 gearbox internals with a 4.17 V2 set, this makes my M32 gearbox equivalent to a 4.55 F23

I have ordered a z22se M32 lightened flywheel, so the slave cylinder spacer is no longer required as the flywheel is 15mm nearer the gearbox.

So the M32 6 speed is fast becoming an 'off the shelf' conversion, only the gear lever to go

what are the options for mating this to an existing z20let clutch and flyw ?

[vocky]

you can use the original F23 cover plate but you must use a M32 clutch disc and slave cylinder, but some flywheels are designed for the astra vxr clutch which is bigger than the F23 clutch, so really depends on which flywheel you use. The F23 flywheel isn't really deep enough, so you would require a M32 version The vxT could use the standard dual mass flywheel (DMF) and clutch from the astra vxr. The z22yh uses an eight bolt flywheel so the DMF won't fit the z22se engine as it uses a six bolt flywheel.

[siztenboots]

you can use the original F23 cover plate but you must use a M32 clutch disc and slave cylinder, but some flywheels are designed for the astra vxr clutch which is bigger than the F23 clutch, so really depends on which flywheel you use.

The F23 flywheel isn't really deep enough, so you would require a M32 version

The vxT could use the standard dual mass flywheel (DMF) and clutch from the astra vxr.

The z22yh uses an eight bolt flywheel so the DMF won't fit the z22se engine as it uses a six bolt flywheel.

think i will stick to a built up f23 5 speed then , but see what ratios and final drivers are about, hopefully with a built engine and much raised rev limit it should make 3rd / 4th give a massive advantage with torque at the wheels and flexibility on track

[alanoo]

Honestly with a VXT, stick with a F23

[Duncan VXR]

you can use the original F23 cover plate but you must use a M32 clutch disc and slave cylinder, but some flywheels are designed for the astra vxr clutch which is bigger than the F23 clutch, so really depends on which flywheel you use.

The F23 flywheel isn't really deep enough, so you would require a M32 version

The vxT could use the standard dual mass flywheel (DMF) and clutch from the astra vxr.

The z22yh uses an eight bolt flywheel so the DMF won't fit the z22se engine as it uses a six bolt flywheel.

Steve I stuck with the dual mass flywheel, oe cover and 4 paddle disc from helix - works spot on. At the time I did look at converting to solid fly (lightened) but Terry was on holiday at Helix and was struggling to confirm off the shelf parts. Remember been told the solid fly available for my setup still needed some machining so never bothered in the end. The DMF does help a bit with the character of a paddle clutch and my clutch peddal is still like a super light city car

Later conversation with Terry confirms I could have gone solid fly, not sure how much this would have effected the clutch pedal resistance?

Vocky what are your reasons for changing the FD on the 6 speed box? Find the ratios really good on mine - if my limiter was higher maybe this would be something to work with?

But well done, look good stuff!

[vocky]

Vocky what are your reasons for changing the FD on the 6 speed box? Find the ratios really good on mine - if my limiter was higher maybe this would be something to work with?

quite simply my 7800 rpm limiter needs a lower final drive, I may go to 8000 rpm at my next alpha mapping session.

3.94 V2 MPH
1 - 39
2 - 72
3 - 113
4 - 153
5 - 198
6 - 240

4.17 V2 MPH
1 - 36
2 - 64
3 - 94
4 - 130
5 - 159
6 - 187

so I really need a 4.17 V1 so I could hit the limiter in 6th
1 - 36
2 - 59
3 - 88
4 - 121
5 - 147
6 - 161

[siztenboots]

does anyone know about the about further revisions or improvement on the synchro rings on the F23

"There are sintered bronze double-cone blocker rings on the synchronizers for 1st and 2nd gears, while 3rd and 4th gears use carbon fiber blocker rings, and 5th and Reverse gears use molybdenum on their synchronizers. Carbon and molybdenum are extremely durable friction surfaces that remain stable even under extreme heat. Reverse gear is synchronized, which is a design advantage. That means the vehicle does not have to be completely stationary in order for reverse gear to be selected by the driver. On-going improvements include refinements such as a new synchronizer sleeve for first and second gear that improves cold-weather engagement of the gears."

is there an upgrade for 1st and 2nd to use similar to 3rd and 4th , are they interchangeable ?


hmm,. interesting

http://www.petitiono...5/petition.html

Edited by siztenboots, 29 October 2009 - 11:41 AM.

[Duncan VXR]

Vocky you crazy fool 8k in 6th bouncing off the limiter you will really feel the difference with those ratios!!! Motorway cruising could be effected Interested to see what you think once done

[vocky]

the main reason I fitted a 6 speed gearbox was for the ability to lower the final drive ratio the corsa vxr 4.17 V2 has very good ratio's, similar to a 4.55 F23 the 4.17 V1 is as rare as hens teeth, I know of only one for sale secondhand (in Germany) and the guy wants 'new' money for it £2k for a new 4.17 V1 is quite tempting, but seriously I have better things to spend £2k on than a gearbox

[siztenboots]

2.4 vvt with itb's and 275 bhp is on my wish list

wondering about the 2.0l LNF

[vocky]

2.4 vvt with itb's and 275 bhp is on my wish list

wondering about the 2.0l LNF

I have no current plans for phase 3, so the 2.4 is on hold

if I ever decide to go phase 3 it would now involve reboring the 2.4 bottom end to create a 2.5, use the saab head and fit a rotrex sc with the throttle bodies

maybe another year

[siztenboots]

" LNF Turbo Upgrade kit to kick its 2.0L turbo direct injection engine into gear. The kit consists of a new engine calibration and MAP sensors that will push your turbo four to 290 horsepower and up to 340 lb-ft of torque with the six-speed manual transmission. The LNF Turbo Upgrade also gives the GXP, Redline and SS the same "no-lift shift" functionality as the Cobalt SS Turbo, which enables you to shift without taking your foot off the accelerator "

[Duncan VXR]

the main reason I fitted a 6 speed gearbox was for the ability to lower the final drive ratio

the corsa vxr 4.17 V2 has very good ratio's, similar to a 4.55 F23

the 4.17 V1 is as rare as hens teeth, I know of only one for sale secondhand (in Germany) and the guy wants 'new' money for it

£2k for a new 4.17 V1 is quite tempting, but seriously I have better things to spend £2k on than a gearbox

Not fully read all of the the thread so sorry if it has been covered. What are the differences between the V1 & V2? Is it not cheaper to swap the differences?

[vocky]

as with anything new it's a learning curve finding out info there are three sets of gear ratios available (that I know off) and many final drive ratios, so the V1 may be a V2 with a different final drive ratio so a 3.94 can have; gear - V1 - V2 1 - 3.818 - 3.818 2 - 2.158 - 2.053 3 - 1.475 - 1.302 4 - 1.067 - 0.959 5 - 0.875 - 0.744 6 - 0.744 - 0.614 also a 4.17 can have; gear - V1 - V2 1 - 3.818 - 3.818 2 - 2.353 - 2.158 3 - 1.571 - 1.475 4 - 1.146 - 1.067 5 - 0.943 - 0.875 6 - 0.861 - 0.744 so V1 is a close ratio box and a V2 is a wide ratio box

Edited by vocky, 29 October 2009 - 01:08 PM.