If you need to change the dual mass flywheel I have a genuine Alfa one in stock, they are hideously expensive though!
I knew you were going to say that:depressed:
For future reference - mine:-
Throttle and Pumping losses - relevance to the 3.2 JTS. Following quote from Quora:-
Ragasruoban S, former Intern at Daimler India Commercial Vehicles (2017-2018)
Answered Feb 22, 2018
Pumping loss in IC engines is the difference in work done to pump out the exhaust gas and the work done to induce the fresh charge(fuel+air mixture) into the intake manifold. Since the exhaust gases must be pumped out against the atmospheric pressure, higher the intake presure, lesser will be the pressure difference between intake and exhaust ports. During half load or partial throttle inputs, the pressure at the intake manifold is lesser than in the case of full load or full throttle. Hence at higher loads, the pressure difference is lower which leads to lesser pumping loss.
"Get the engine right, fit some decat manifolds and a good exhaust system" -correct.
Manifold cats produce enormous restrictions upon evacuating the cylinder burnt gases. So the pressure differential between the inlet manifold and the exhaust manifold is less than it could be part load. One could overcome this to a large extent by either turbo - ing or Blowing the 3.2 JTS. Insignia 2.8 Turbo, Saab and Opel are turbo - er and better than the 3.2 JTS - opinion.
But the simplest way is to reduce the back pressure the manifolds create - by design it has to be said - and replace them with Cat Free manifolds, such as Auto Delta's. By reducing the restriction to gas flow, at the time the inlet valve is opening, the gas flow in the exhaust manifold has reduced the pressure, closer to atmospheric, but preferably created a negative pressure. The pressure differential between the inlet manifold and the exhaust manifold as a result, causes the air flowing in, to be nearer to the ideal Stoichiometric ratio for the engine's velocity. This reduces Pumping Losses, the consequence of which is Better Throttle Response and Improved Economy.
This however is only one part of a complex equation this GM engine creates. Another part is, "Poor Valve Timing Dynamics", which like it or not, is directly related to Oil Flow/Pressure Inadequacy, which can also be blamed for woeful timing chain tension and early failure.
A decent set of camshafts would be the cherry on the cake. But a total waste if Oil Flow/Pressure issues are not addressed. But even without changing the camshafts would put this engine well over 280 BHP. Current power is 260 PS - 256 BHP - pathetic for a 3.2 JTS with VVT and direct injection.
Direct injection should result in almost eliminating "Throttle Losses", which are poor in this engine, as the Valve timing cannot respond fast enough. The ECU is trying to set stoichiometric fuel ratio - right across the rev range, but cannot compensate for ingested air being restricted because the valve timing is incorrect. Eventually it is correct - but the time it takes, reduces the engines dynamic response to throttle changes.
So, The JTS Camshafts cannot be changed without removing timing chains - without removing front engine cover - without taking the engine out as some wags would have it!!!!
And the Rear Bank Position Exhaust Camshaft Sensor doesn't need realigning!
There are some really good engineers in East Anglia. One's who can take what you ask them to do, and do it, without "Talking One To a Standstill", by bringing every minutia into the conversation, to the extent that one gives up in frustration. A bit like Stone Wall Brexiteers.
All three of these devices were produced locally by an engineer that knows no limits, as to what can be done.
Superb workmanship.
lotok · updated 
Vespasian · updated 
tomt1990t · updated 
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