Good day to all. I want to tell you about the Opel Astra 2011 release. Maybe someone will be useful.
When I thought about what to take, the Opel brand was not considered at all for some reason ... I didn’t drive them much and knew little. Just happened to be in the cabin. My wife and I came to see the Chevrolet Cruze and I saw her. I liked everything right away, except for the price ...))) It cost 920 thousand and did not fit into the budget a little. But then the manager came up, we started talking and she offered to ride. I naturally agreed. Yes, just out of curiosity. To put a tick, so to speak ... I really liked the machine. The design is just super, the engine is peppy, Shumka level. And besides, last year's car is available with a discount of 100 thousand rubles. Then all doubts disappeared and the issue was resolved)
car in maximum configuration with a maximum engine of 1.6T 180 horses. 6 speed automatic tiptronic with torque converter (this was a condition for selected cars). Standard alarm with immobilizer, crankcase protection. Of dopov put pinless lock on the box, floor mats and trunk. Casco, OSAGO, winter tires(I'll get ahead of myself), mudguards - everything turned out close to a million ...
When my wife and I left the cabin, it feels like you are going on a spaceship))) The cabin is very quiet. The design is just great. Still happy) When there was a run-in, more than 3 thousand revolutions did not turn. But you really notice that you start faster than the flow. This pleases) The machine is very fast, just a bullet) If you need to quickly accelerate - no question) Especially on the highway. But don't play checkers on the road. Unless in manual mode, which still needs to be learned to use. But these are the features of the machine)
I read other reviews - there are some scold electronic pedal gas. They say she is stupid ... yes, she is a little thoughtful and you need to get used to her. Reap slowly, not immediately. Press hard and the car will shoot. And there is a chance you just can't handle it. At least at first. At first it was very unusual for me. Plus, I haven’t driven an automatic before ... but I got used to it quickly and get high) It’s clear that the driving style is changing here, this is not a pen. But I really like it, I'm happy. For me, comfort is important, and here it is on top.
The car is a little harsh, but the handling is five points. Turns like it's on rails. Roll zero. Rutting is not felt at all. I could not get used to the fact that the speed is not felt and the cabin is quiet. Many times I caught myself in the city that I was driving at 110 km / h, I looked at the ring once, and there it was 154 km / h. Now I'm used to it and try not to drive too much. Although the machine loves speed and the feeling that she is rushing forward. Provoking you, so to speak...
winter had to buy spikes. here a surprise was waiting in the form of rubber prices) 17th wheels ... I found the cheapest of the normal ones at 6200 per wheel. bridge 7000. in short, tires plus tire fitting almost 30 thousand ... but a pleasant surprise was the silence in the cabin. the difference between winter spikes and summer tires almost didn't feel it. I'm used to riding on spikes - like flying in an airplane. The hum is annoying. And it's quiet here)) Class))
I still really like everything in the car and I don’t see any alternatives for myself yet (everyone who gets into the car, everyone is enthusiastic). Particularly pleased with the steering wheel heating. In general, the song)) The machine is set up very intelligently. The same can be said about everything else) The dual-zone climate pleases. The seat heating is set up as it should. I met such that there are only two heating modes. So on the first one it heats badly, and on the second it burns ...))) This is on a Nissan. At a friend's Toyota Avensis, they also shamelessly spit ... it's not comfortable to drive for a long time. Here you immediately turn it on to the full, and if you even forgot to turn it down, then it’s comfortable to ride. In short, everything works as it should. Everything is worthy) Germans))
I'll try to find the cons. The first is the rear view. It's hard to see because of the bodywork. The Hatch has wide rear side pillars. Saved by a parking attendant. Liquid on windshield does not splash, but is sprayed, which makes washing glass at speed a difficult procedure. Liquid almost does not get on the glass. Washing on the spot is a pleasure. I’ll probably also attribute expensive maintenance, the price of rubber as a minus ... but you have to pay for pleasure ... you have to be careful with the turbine, change the engine oil a little earlier than it should be according to the regulations, but it's worth it). Can't think of any more cons. Don't suck it out of your finger...
Eats 95 gasoline. Consumption on the computer in the summer of 11.4, in the summer of 12.8. I didn’t specifically measure it myself, but somewhere it turns out. Driving style is moderate. Sometimes I like to start, but if you drive like this all the time, then just pour it into the tank ... she will also eat a lot, respectively) I try not to work only on gasoline, but sometimes I can’t resist, to be honest ...
In terms of reliability, it's too early to say anything. While the mileage is 7000 km., Nothing broke, everything works like a clock) Five points for safety. Four pillows, beams in the doors, a directional crushing body, even the pedals come unfastened upon impact). Electronic systems security. In short, there is everything you need. The main thing is not to relax ... the music in the car also pleases. 7 speakers. The sound is quite decent. A bunch of settings, so anyone can do for themselves as they like) Two car keys with memory. If the car is used by a couple of people (husband and wife), then he remembers the radio stations and some car settings for each driver. Such a handy feature.)
It seems to have said everything, did not miss anything. There will be questions - ask, I will answer with pleasure)
Main naturally aspirated engines 1.6 A16XER 115 hp and 1.8 A18XER 140 hp they are extremely phlegmatic (thanks to the environmentally friendly firmware), and the thermostat is leaking and set to too high an operating temperature (if you are going to drive for a long time - replace it with a colder one), plus after 100 thousand phase shifters may start knocking. The rest is an excellent piston, designed for 250+ thousand mileage before overhaul and a predictable timing belt drive.
- There are no hydraulic lifters on A16XER and A18XER motors, do not forget about the need for adjustment thermal gap every 80-90 thousand km.
- Another generic sore A16XER and A18XER - oil cooler (heat exchanger) leaks. It is treated by replacing the gasket, but the most unpleasant thing is that you usually also need to flush the cooling system and change the engine oil.
- A14NET turbo engines turned out to be surprisingly good. There is a timing chain drive, which takes care of at least 120, and in good situations even under 200 thousand (and yet phase measurement is required when buying), again, a good piston with a resource of under 200 and a relatively inexpensive and strong turbine. At a great age, they will be a little more expensive than aspirated, but not critical. Valves, by the way, do not need to be regulated here - there are hydraulic lifters. The main thing is not to increase the power with the firmware - and everything will be fine.
- The problem of 1.4-liter engines before restyling is a breakdown of the crankcase ventilation mushroom valve in the intake manifold (it is open at low speeds, at high speeds it lets gases into the turbine). The breakdown is unpleasant, since the valve is not sold separately, it changes as an assembly with the manifold, but you can redo the system so that gases will always be supplied to the turbine, which will slightly increase its pollution with deposits.
- In general, the 1.6 A16LET (180 hp) also turned out to be successful. They are very different from 1.4 in design, have a belt drive. The injection is distributed, the turbine is reliable and inexpensive, the piston is strong. Generally recommended.
- Motors 1.6 SIDI (A16XHT, 170 hp) in the first years of production were distinguished by a number of significant problems: the electrodes of the candles fell off and the pistons cracked. The cars went through revocable campaigns, the firmware changed, but the problem was radically solved by 2015, when Opel was about to leave Russia. When buying, it is recommended to measure the compression in the cylinders, and it is even better to replace the piston one, since there are good tuning options that are relatively inexpensive. There were no problems with the high-pressure fuel pump, early stretching of the timing chain and turbine wear up to 100 thousand in this engine.
- Leaks from under the valve cover due to the not very high quality of the seals - a family malfunction of Opel motors, often found on. A good reason to drop a little off the price.
- Pumps (and on all engines) also do not differ in survivability - on average, the service life is about 70-80 thousand, sometimes more.
- Diesels 1.3 A13DTE - old strong engines jointly developed by GM / Fiat. 2.0 A20DTH - from the same German-Italian opera, but fresher. 1.7 A17DTC / DTR - also quite old, already the fruit of the union between GM and Isuzu. The problems are "general diesel": the risk of screwing up the fuel system with bad diesel fuel, the need to clean the EGR valve, change the turbine on a run after 150 thousand and remove / change the particulate filter.
Astra J gearboxes were not very lucky. Moreover, there are no complaints about the rest of the transmission elements, everything goes long and hard. Thankfully here only front-wheel drive and no additional cardan shafts And there are no gearboxes.
The traditional Opel "trouble" in the form of a manual transmission of the F 17 series is also present on the Astra J. Five-speed box with atmospheric engines of 1.4 and 1.6 liters - this is it. And the saddest thing is that with a 1.8-liter engine, it was also usually installed on its own. This is a frankly problematic unit with a weak differential and very often failing output shaft bearings have been stubbornly put on Opel cars for about twenty years. Moreover, even with 1.6 liter engines, it often failed, and even with 1.8 liters and on heavy cars like Vectra C. But the mass of Astra J is the same 1,500 kg, it is a very heavy car, despite its size and belonging to the golf class.
By the way, the same box is paired with 1.3-liter diesel engines, which are already quite problematic.
In short, a car with such a manual transmission resembles a lottery. The chances are not so bad, most of the cars successfully drive for ten years or more without experiencing any special problems. Especially if they monitor the oil level in the manual transmission and occasionally change it: the box is prone to leaks. But those who like to pull trailers, those who rudely handle the clutch, like to break the speed limit on the highway a lot, move over bumps without slowing down, and generally do not particularly care about the well-being of the transmission, the chances are much less. "Used" boxes are in great short supply, they are in great demand for older cars.
Replacing with another manual transmission is a dubious way out. Stronger boxes F 16 / F 18 do not fit under the hood of Astra, and the more expensive six-speed M32 is also not ideal, and even does not have a version with suitable gear ratios: it will be frankly "long" for driving around the city.
When buying, it is recommended that you check the noise of the manual transmission on the lift, for which you need to spin the wheels with the engine and turn it off. If the bearings are already failing, a characteristic noise will be heard. And be sure to check the oil for metal dust. If you have any suspicions about the manual transmission, it is worth bargaining. A new box costs about 200 thousand, which looks almost unrealistic for a car priced at 400-500 thousand rubles. Used box good condition it will cost from 20 thousand, and repairs - from ten to infinity: spare parts are very expensive, and many put second-hand ones in the process of restoration.
With turbocharged engines of 1.4-1.6 liters and almost all diesel engines, a stronger six-speed M32WR was installed. Unfortunately, similar problems haunt her. True, the failure rate is generally lower than that of the F 17. The box feels especially good with 1.4 turbo engines or the first 1.6 turbo, which has a small torque.
With 1.6 SIDI, especially with the 200-horsepower version of the GTC, everything is much more complicated. More than 280 Nm of torque, the box holds much worse and is damaged more often. With a 1.7 liter diesel, the M 32 is also quite vulnerable.
When buying, the same check is required as for the F 17. The gearbox is a little better repairable, but in the same way, used units are in good condition - in some shortage and are not cheap. However, earlier this box was put on cars with turbocharged two-liter engines, and there it failed much faster. So the owners of Astra J are not so bad.
Only owners of cars with 2.0-liter gasoline and diesel engines were very lucky. They rely on an "adult" box of the F 40 series, for which 350-400 Nm of these motors are children's toys. Unless a dual-mass flywheel will force owners to fork out for something other than a new clutch.
In the photo: Opel Astra GTC(J) "2011–present
If you think that here, like at, automatic transmission is more reliable than manual transmission, then I'm afraid that I will have to upset you. For this generation of cars, GM has been generous with new machine own development. More precisely, joint with Ford. On Ford cars, these boxes performed well, but on GM they squeeze everything that can be squeezed out of them. Especially in the boxes of the first releases. However, let's go in order.
Atmospheric engines 1.6 liters automatic transmission GM 6T30 series gears. With 1.4 turbo engines, a box of the 6T 40 series was installed, but 1.6 SIDI put an even stronger version of 6T45. These automatic transmissions of the modular series technically repeat each other, but the younger ones have a noticeably lightened mechanical part of the box.
A characteristic feature of GM machines is the very aggressive operation of the valve body. If the driver likes to "sink", he literally allows you to tear the box apart. And most of all, cars with a 6T30 box were unlucky, it is simply not suitable for this. The 6T40 with a 1.4 liter turbo engine gets along noticeably better, and the 6T45 with 1.6 SIDI works just fine. It's nice, but sometimes with a 1.4 turbo engine you can also find 6T45, moreover, "from the factory", and on cars with atmospheric engines - 6T40. But these are extremely rare options, you should not seriously expect to find such a car. Moreover, the problem of these automatic transmissions is connected not only with the power of the motors ...
First of all, we note that the box at the time of the release of Astra J was quite fresh and was constantly being improved throughout the entire period of its release. So there are many modifications and options for the execution of internal nodes.
Later automatic transmissions have both optimized “brain” firmware, which ensure better preservation of the mechanical part, and eliminated design defects.
All gearbox options have a very intense thermal regime, which naturally leads to problems in the electrical part and accelerated wear of all friction clutches, including the “main” one - the gas turbine engine blocking lining.
Well, how without obvious errors in the mechanical part? There is also a typical mechanical problem, determined constructively. When buying and during operation, it is recommended to check the oil in the automatic transmission for level and color. The level is often measured incorrectly, which can also lead to bad consequences. In short, the oil should just drip, and not pour from control hole. Many unsuccessful translations of the instruction manual miss this point.
And, of course, the box really lacks cooling and an external filter. The regular heat exchanger in the radiator on a number of machines is supplemented by a small remote radiator under the number 52432861, but its area is also not enough for a heavy load. And yet, with normal operation, the situation improves markedly with it. But in the mountains, or if you like to ride dynamically, you need a radiator twice as large in area.
Of course, the oil needs to be changed every 30-40 thousand. And it is very desirable to embed the external filter of the box into the highway: like many other automatic transmissions, this one has solenoids that are very sensitive to contamination.
The main mechanical problem of 6T40 / 6T45 for early releases (until about 2011) is the breakdown of the 4-5-6 drum retaining ring. After the ring breaks, the drum is damaged almost irreversibly and needs to be replaced. The part itself is not too expensive, about 11-15 thousand rubles, but there can be a lot of incidental damage. After this breakdown, the car usually gets up immediately.
Subsequently, the drum was changed to a reinforced one, and the problem disappeared. I note that new item 213550BB-EM requires a new piston and a new caliper.
However, this drum is long-suffering on all boxes of the family, including the 6T30, where a part of a slightly smaller diameter is used. The problem is still in the “wavy spring” used - a volumetric ring for pressing the package. It bursts under load, and this problem cannot be solved, you can only fix it in time and not load the box to the maximum at which the spring breaks most often.
If you ignore the jerks that appear, then the drum 213550 is damaged, and the fragments can “kill” the sun gear of the planetary gear, and the entire “planet” number 213580 will go for a replacement. And this is already a big expense. If you stop by the service in time, then everything will be fine either by replacing the long-suffering 4-5-6 drum, or even installing a repair spacer on it and, of course, a new spring.
Planetary transmission Output Planet boxes 6T40 release before 2011 is also a weak point. Later, this assembly was unified with a similar part from 6T45, number 213584, and earlier, frequent use of the maximum engine power could lead to the destruction of satellite gears.
Another feature of the box is the relatively intense wear of the sleeves due to the adopted hydraulic scheme. Pressure and load pulsations lead to their wear and tear, and therefore, even with a good mechanical and hydraulic part, the pressure in the box steadily drops. This completely natural process is usually noticeably accelerated in case of problems with contamination of the valve body and oil. Even with normal operation of the box, for a run of 250-300 thousand, the bushings must be replaced preventively. The bushings are changed if there are any problems with the operation of the box and oil pollution.
The VFS solenoids used in this box are also very sensitive to contamination and oil temperature. The good news is that they are relatively inexpensive and can even be washed with a good chance of success. The bad news is that for most car owners who have not changed the oil, almost all of them will require replacement, as well as bushings.
The pre-2011 black solenoids are less reliable and less tolerant of high temperatures, while the green/yellow 213420K kit is a bit more reliable and often solves jerking problems for a while. But if the oil pressure is insufficient, the gas turbine lining has not been replaced, the bushings are old, and the sealing rings on the drums are worn out, then the repair will not last long.
Another typical problem with these boxes that have worked under high load is the contamination of the Hall sensors with magnetic wear products of the box. Moreover, the turbine speed sensor can be used as a “mechanics” wear sensor: the state of the unit can be seen on it by the amount of debris.
Of the remaining problems, the most unpleasant is the abrasive wear of the channels of the valve body plate. There is a Sonnax kit for repairs, but its correct installation requires extraordinary skill and therefore often does not help.
As you understand, these boxes are not in vain considered problematic. There are few chances for a long and happy life. You can slightly improve the situation by changing the oil often, using an external filter for automatic transmissions, installing a good radiator and not overloading the unit. Unfortunately, most owners violate these requirements one way or another, and even modernized boxes after 2011 have a finite resource and very high chances for extraordinary repairs.
Not everyone knows, but another box is aggregated with a two-liter diesel engine. This is the noticeably more reliable Aisin TF 81SC. Its undoubted advantages include a reliable mechanical part that can withstand 450 Nm nominally, and abnormally all 600.
There are also disadvantages: the box has a valve body that is very sensitive to pollution and frankly capricious, in which the plate itself suffers greatly from wear, and very expensive spare parts. But due to the relatively rare use on the Opel Astra, it is better to read detailed description where this automatic transmission is widely used. You can not be afraid of overheating with a diesel engine on an Opel, and in this version, the automatic transmission is definitely the leader in reliability among all Astra J transmission options.
Motors
Talking about Opel powertrains for the twentieth time is a little boring - I hope you have studied the relevant materials on and. In fact, atmospheric engines have not changed at all, and diesel engines are almost the same.
Engines A14XER, A16XER, A 18XER here are the same and with the same features. These are relatively reliable and simple motors, which, nevertheless, have a number of unpleasant weaknesses.
Current heat exchangers, capricious phase regulator valves and current phase shifters, unsuccessful thermostats, a dirty intake manifold and exhaust cracks have not gone away. The chains on 1.4 liter engines and belts on 1.6 and 1.8 do not please with the resource either.
But cars with these motors are not troublesome, these minor troubles are solved quite reliably and inexpensively. And during the warranty period, there are usually no problems at all, up to a hundred or one and a half hundred thousand mileage you don’t have to worry too much.
If you still use non-branded oil Dexos II, which is very prone to "oil plague" and in general does not differ in special quality, but something decent, then you can count on a quite decent resource of the piston group and the absence of an "oil burner" up to a run of 200- 300 thousand kilometers.
On the picture: Opel Astra(J)"2009–12 If the engine eats up oil, nothing bad will happen either. A complete loss of oil pressure or global breakdowns are unlikely: the design is not only conservative, but also has a good margin of safety.
Radiator
original price
7 093 rubles
Of the additional problems, the Astra J only added a tight layout, flaws in the cooling system seals and its design in general, including too closely spaced radiators and constantly flowing expansion tank. If you want to see more criticism on these motors, see the materials about and, on older machines, the number of problems is noticeably greater. On Astra J, these motors suffer only from heat exchanger leaks, and even in old age or after serious operational violations - cover leaks, oil appetite, and similar consequences.
Much more interesting new turbo engines. I note right away that in terms of the mechanical part, A 14NET, A 14NEL and A 16LET almost completely repeat their ancestors of the same working volume in the face of A 14XER and A 16XER. Unless the chain resource on a 1.4-liter engine is still smaller than that of an atmospheric engine, and you need to monitor it more carefully. But this problem is not great either: usually for the first time everything is limited to replacing the chain itself and occasionally the tensioner. A complete set with stars and a phase shifter changes much less often, usually with runs over 200 thousand.
In the photo: Under the hood of Opel AstraOPC(J) "2011–present A lower operating temperature (there is a 90-degree thermostat here) allows us to hope for a longer resource of plastic and rubber elements of the cooling system. True, for some reason there are a lot of complaints about the pump and its housing just for the A 14NET motor, often it is only enough for 60-80 thousand mileage. It not only starts to make noise, but also loses its tightness.
original price
6 531 rubles
Sometimes there are also failures of the boost control system. Most often, the boost control valve fails, here they managed with the usual vacuum actuator, without any of your fashionable electronic actuators.
The turbine resource is usually at least 150 thousand kilometers. There is a simple KKK03 here, the cartridges for which are inexpensive and have long been mastered in repairs for Volkswagen cars.
The most serious, but, fortunately, rare problem of such motors is burnout and broken pistons. They are possible when the intake temperature rises to 60 degrees and above, the use of low-quality fuel or piston coking. Therefore, the cleanliness of radiators and the condition of the piston must be monitored very carefully.
In the photo: Under the hood of the Opel Astra BiTurbo (J) "2012–15 But the 180-horsepower A 16LET is an example of a less successful conversion of a naturally aspirated engine to a turbocharged one. A clear lack of performance of the cooling system - more precisely, the circulation of fluid in the block - leads to an increased load on the fourth cylinder and, as a result, to an increased chance of piston burnout and damage to the block.
The pistons themselves are rather weak, detonation often causes baffle breaks or even cracks. The crankshaft and lubrication system are also working to the limit, and the SAE 30 oil for this motor is frankly thin, although cases of occurrence are noted on a more viscous oil scraper rings due to oil leakage.
In general, this motor will ask you to fill in high-quality synthetics, and not just anything, and ester is better and with minimal dropout of additives and very thorough maintenance. Regular oil does not suit him well, consider this. By the way, only high-quality 95 gasoline is recommended, and preferably 98-100, and you need to monitor the temperature regime in both.
When buying a car, be sure to check the condition of the piston group and do not be too lazy to do an endoscopy of the fourth cylinder: the initial stage of problems is marked there by small seizures of the piston and corresponding marks on the cylinder.
And in the future, the chances of problems with the piston group remain quite high. Heat oil is poured into more frequent heat exchanger leaks. Taking into account the fact that not only a catalyst, but also a turbine stands above it, the repair price increases slightly. The motor itself, unfortunately, has a small margin for forcing. To achieve decent power and torque of more than 300 Nm, it is necessary to change the oil pump and reinforce the cylinder block with a plate at the bottom. Yet the original design was designed for half the load, and ignoring these restrictions leads to sad consequences. Usually, the lubrication of a part of the crankshaft journals is violated due to curvature, and then where the curve will take it.
In the photo: Opel Astra Sedan (J) "2012–present The turbine here is the usual KKK03, as on a 1.4-liter engine. Installing KKK04 is not recommended due to the limitations described above. But in general, don't be scared. The motor is very inexpensive in design, well understood and known. And even though its 180 forces are in fact no more cheerful than 122-140 forces from a 1.4 engine from another manufacturer of downsized motors, a car with such an engine drives briskly. And with careful operation, it is quite possible to count on 200 thousand trouble-free mileage.
In the photo: Under the hood of the Opel Astra (J) "2012–15 Timing kit 1.6 / 1.8 16v
original price
8 329 rubles
Here are the A16XHT motors, they are also 1.6 SIDI, - this is a completely different calico. Despite the lower power (here "only" 170 forces in the initial version), the cylinder block, crankshaft and the power supply system is clearly designed for a noticeably large load. In practice, this means that without much intervention in the hardware, you can get more than 300 Nm of torque from it, and the standard version has a good safety margin. Even balance shafts are added, and the motor is completely devoid of vibrations.
Direct injection gives it a reduced sensitivity to the octane number of the fuel, the engine runs at "just 95" and does not find fault.
And now a fly in the ointment. Poor piston material is very sensitive to detonation: pistons crack, and it's good if you do without damaging the cylinder block. Detonation is still often managed to be obtained when fuel equipment breaks down, dirty radiators and intercoolers: the turbine blows for real here, and direct injection is very sensitive to fuel contamination and the quality and condition of filters and, as a result, to nozzle contamination. Moreover, a change in the shape of the injection jet can lead to increased wear of the cylinder and piston rings.
You can ruin an expensive high-pressure fuel pump with unsuccessful gasoline, and the coarse filter on the pump in the gas tank often clogs here and cuts off the fuel supply.
The standard firmware of cars until 2013 is unsuccessful, it does not take into account possible malfunctions in the operation of the fuel equipment and the fact that we have especially smart drivers pouring “clean 92nd” gasoline. And therefore, pistons “fly” with it regularly, so it is recommended to upgrade to the latest software version.
The carbon formation on the pistons and valves of the motor is simply terrible, it requires regular bracing once every 30 thousand km. Well, or installing a water-methanol injection system, which helps very well.
In the photo: Opel Astra (J) "2012–15 The chain has a very small resource, often stretching to a mileage of 60 thousand to such an extent that it begins to knock on the motor cover. It's good that at least it doesn't fly off.
In general, the motor is still very "raw", although it has potential. with forged pistons and good tuning German companies do not hesitate to remove up to 300 hp from it, but I'm afraid this fact will not help in any way for "the guys from our yard", and in the standard version this engine remains a risky option with high potential.
Summary
Astra J is a very good car. Especially if you are lucky and you did not choose the initially problematic option. You know, here a step to the right, a step to the left - and now ... Typically, this is only after a run of a hundred and a half thousand kilometers, but the age of the car is already quite sufficient for such a run to be considered normal.
In general, everything is fine, but atmospheric engines rely on very unsuccessful manual transmissions and hardly more reliable automatic machines, which, although they were finalized after 2011, did not completely eliminate the shortcomings.
In the photo: Opel Astra GTC (J) "2011–present Powerful supercharged 1.6 liter engines are generally a minefield. Of course, you can install an automatic transmission 6T40 with atmospheric 1.8, modify the supercharged 1.6 by installing a new forged piston ... But for this reason, the model does not have as many fans as it could be. Choose a car wisely, check for weaknesses, and it will please you with a low cost of operation.
Would you buy a used Opel Astra J?
30.11.2016
Opel Astra) is the fourth generation popular model, which many consider not only the most beautiful, but also the most successful car in golf class. Smooth shapes, large wheels, muscular arches and excellent optics with diode eyelashes - such a car is simply obliged to attract attention, because marketers worked on it no less than design engineers. And these efforts were not in vain, as the car was one of the leaders in sales in many countries of the world. More than six years have passed since the start of sales, which means that it is already possible to draw certain conclusions regarding the reliability of the car.
A bit of history:
In 1991, the Opel Cadet was replaced by new generation golf class models with the sonorous name "Astra" (translated from Latin "Astra » means star). Since then, three generations have changed. The premiere of this model took place in 2009 at the Frankfurt auto show, but the car debuted on the market only in 2010. Starting in 2011, a sports version of the hatchback became available to customers, which received the GTC index. After a minor facelift in 2012, the Astra J sedan appeared. Opel Astra J, 2010 model year, was developed in Rüsselsheim, Germany, and shares a platform with the .
The novelty was created from scratch, the manufacturer relied on unconventional, for the Opel brand, design, spacious salon, increased safety, comfort and controllability, as well as advanced technologies. New wheelbase, combined with increased gauge and good design rear suspension, gave the car controllability, passion and stability on the road, while maintaining a decent level of comfort. The list of equipment also includes a mechatronic chassis with electrical adjustments, adaptive lighting, a system for tracking markings and recognizing road signs. Opel Astra J was assembled in Germany, Poland, Great Britain, and also in Russia at the plant in Shushary.
Weaknesses and shortcomings of the Opel Astra J with mileage.
Previous Opel models are very much criticized for poor body protection against corrosion, among motorists the statement was very popular: "If you put an Opel in a quiet place, you can hear how it rusts." The manufacturer took into account this drawback and completely galvanized the car body, but, unfortunately, this did not give the desired result. It cannot be said that the body rots as before, but the appearance of bugs on it after the winter is a common thing (it is worth noting that the manufacturer gives a 12-year warranty on the body). When inspecting, special attention should be paid to: thresholds, wheel arches, tailgate and door edges.
Power units
The Opel Astra J engine range consists of atmospheric 1.4 (100 hp), 1.6 (115 hp) and turbocharged 1.4 (140 hp), 1.6 (180 hp) gasoline power units. Also available and diesel engines 1.3 (85 hp), 1.7 (110-170 hp), 2.0 (160 hp). As operating experience has shown, power units are very reliable, and rarely cause trouble. In terms of dynamics, turbocharged engines look preferable to outdated aspirated engines, but you need to understand that such engines will be more expensive to maintain and repair. So, for example, every 180-200 thousand km a turbine needs to be replaced, and this pleasure is not cheap (700-900 USD, with work).
Common engine problems include: a short thermostat life of 30,000 km (many owners solve this problem by installing a more reliable thermostat from Cruz) and failure of the coolant level valve in the tank. On the 1.6 engine, a system for changing the valve timing on two shafts is used, this not only increases the power of the unit, but also makes the engine less reliable, weakness– solenoid valve of the phase regulator. Once every 60,000 km, cleaning or replacement of valves is required, a noise resembling a diesel rumble will signal the need for this procedure. If this procedure is neglected, then expensive engine repairs are inevitable. The car is equipped with an electronic throttle valve, the sophisticated design complies with Euro-5 eco-standards , but its resource, unfortunately, is not great, 60-80 thousand km. To prolong life throttle and nozzles, they need to be washed as soon as you feel a deterioration in traction, also, try to fill the car with high-quality gasoline.
Diesel engines with fuel system Common Rail (TDCI) is very sensitive to fuel quality. And, if the previous owner refueled with low-quality diesel fuel, you will have to replace fuel injectors, injection pump, EGR valve and catalyst (repair cost 2000-3000 USD). When choosing diesel version Opel Astra J imported from Europe, carry out detailed diagnostics power unit. The fact is that these cars are very economical, and abroad they wind more than one hundred thousand kilometers on them, but in our country they are sold all the time with a mileage of 50-80 thousand km.
Transmission
Opel Astra J is equipped with a five- and six-speed manual gearbox, as well as a six-speed automatic transmission. As experience has shown, mechanical boxes gears have proven to be the most reliable, but things with automatic transmission are worse. So, in particular, the owners blame for an extraneous unpleasant sound when the car stops, and jerks are felt when shifting gears. The reason for this behavior of the transmission, in the service, is explained by a software failure of the transmission control unit. Flashing the block slightly improves performance characteristics but does not completely solve the problem. At each maintenance, check the oil level in the box, as it often leaks due to the manufacturer's use of low-quality oil supply pipes to the cooling radiator. If you neglect the rules for operating an automatic transmission, the transmission will last no more than 150,000 km (replacement will cost about 2000 USD).
Problem areas running Opel Astra J
This model is equipped with a front independent suspension MacPherson type, rear, traditional for all generations german mark, a semi-dependent torsion beam with springs and shock absorbers on the axle is installed. Design feature Opel Astra J suspension is that at sub-zero temperatures it starts to tap when driving on rough roads. Often, the cause of a knock in the suspension is a detached shock absorber boot. This problem is solved quite simply - you need to install the anther in place and secure it with sealant or clamps. Another source of knocking of a working suspension can be brake calipers, the problem is eliminated by installing special gaskets between the calipers and brake pads. If on dashboard the “BRAKE” indicator lights up, most likely the software needs to be reinstalled.
Traditionally, for most cars, the stabilizer struts most often fail, replacing every 30,000 km. Thrust bearings do not live much longer, their resource is 40-50 thousand km, approximately at the same run, the stabilizer bushings will need to be replaced. The service life of original shock absorbers does not exceed 100,000 km, non-original ones can last less than 50,000 km. Ball bearings, wheel bearings and shock absorber springs are well adapted to our roads, and with careful operation they will last 100-120 thousand km. Silent blocks of levers, on average, serve 120-150 thousand km. Steering quite reliable, among the shortcomings we can distinguish: wear of the rack bushing (knock when driving over bumps, play in the steering wheel, oil smudges on the rack) and a small resource of steering tips (30-50 thousand km).
Salon
Interior finishing materials are of average quality, as a result, the appearance of crickets is a matter of time. The main sources of sound are: a decorative overlay on the center console, a plastic overlay around the door windows, a ceiling light on the ceiling, and front seat adjustment mechanisms. Opel boldly integrated a lot of modern electronics into the Astra, unfortunately, the sores were not long in coming. The most significant ones are arbitrary reboot of all on-board equipment (the reason has not been established), failure of the standard alarm system, spontaneous lowering of windows and failure of the air conditioning compressor.
Outcome:
Opel AstraJ– inexpensive, economical and reliable vehicle for everyday use. Thanks to the combination of modern appearance, decent dynamics and good handling, the car will be a good option for young and practical motorists.
If you are the owner of this car model, please describe the problems that you had to face during the operation of the car. Perhaps it is your review that will help readers of our site when choosing a car.
Sincerely, editorial Autoavenue
Engine Opel Astra j 1.6 liter. Today we’ll talk about his turbocharged modification Opel Astra J with a capacity of 180 hp. Z16LET. The motor appeared in 2006 and was created on the basis of the Z16XER series engine.
The Z16LET turbo engine, in addition to the well-known design, received the same problems as the atmospheric counterpart. As for reliability, the Opel Astra turbo engine on our fuel is not very quality oil can become unusable after 100 thousand kilometers. A rather capricious engine that requires high-quality and timely maintenance.
Device Opel Astra j 1.6
The basis of the engine design is a cast-iron cylinder block. The cylinders are machined directly into the block. The 16-valve mechanism usually does not cause problems, since there are hydraulic lifters and it is not necessary to adjust the thermal clearance of the valves. At the heart of the timing belt. But we will talk about the belt drive a little lower. The main feature of the motor can be considered a phase change system on both camshafts. It is this system that causes a lot of trouble. especially if you pour low-quality oil. After all, phase shifters work solely due to oil pressure, focusing on various sensors. If a strange rattling sound (diesel sound) is heard from under the hood, then do not rush to sin on the hydraulic lifters, it is most likely that the actuators of the CVCP valve timing system have failed.
Schematically, the operation of the CVCP phase change system is shown in the following picture.
As a turbine, the engine designers installed the KKK K03 unit, which provides not only high power, but also excellent torque from 2000-2300 rpm. The compression ratio is reduced to 8.8. Due to the high loads, under which almost all parts of the motor, extraneous noise and vibration often appear. Of the minuses, one can note the great appetite of the engine for oil.
Timing device Opel Astra j 1.6
Astra engine timing diagram A16LET in the next photo.
Characteristics Opel Astra j 1.6 (180 hp)
- Working volume - 1598 cm3
- Number of cylinders - 4
- Number of valves - 16
- Cylinder diameter - 79 mm
- Stroke - 81.5 mm
- Timing drive - belt
- HP power (kW) - 180 (132) at 5500 rpm in min.
- Torque - 230 Nm at 5400 rpm. in min.
- Max speed– 221 km/h
- Acceleration to the first hundred - 8.5 seconds
- Fuel type - gasoline AI-98
- Compression ratio - 8.8
- Fuel consumption in the city - 9.8 liters
- Fuel consumption on the highway - 5.5 liters
- Combined fuel consumption - 7.3 liters
If the modification of the Z16LET engine met the requirements for Euro-4, then the A16LET version fits into the Euro-5 environmental standard. The engines have no actual design difference, only the settings have changed. Among other things, the Opel Astra j 1.6 turbo engine is very demanding on fuel quality. In our country, it is better to fill in AI-98 gasoline.