Main naturally aspirated engines 1.6 A16XER 115 hp and 1.8 A18XER 140 hp they are extremely phlegmatic in nature (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 compensators on the A16XER and A18XER motors, do not forget about the need to adjust the 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.
The Opel company, which left us untimely, left numerous offspring of its once most popular Astra model as a keepsake. Isn't this generation J flower (2009-2015) too tender?
Epics about Opels rusting in a sieve are things of bygone days. Today, the elderly Asters J, having an accident-free fate, resist serious age-related corrosion quite successfully - the initial signs of disease in the rear arches, the lower edges of the doors or the trunk lid of two-volume vehicles are the exception rather than the rule. And unexpectedly, the cavity of the rear wing near the filler neck of all five-doors and station wagons turned out to be a weak point: in 2016 they even staged a revocable campaign for anticorrosive treatment.
The copies of the first years of production (both European and St. Petersburg assembly) are also kept, the paint from which they tried to peel off in pieces: repainted elements are a sign not only of traffic accidents, but also of a warranty dealer repair. The painting technology in terms of improving adhesion was quickly finalized, but the paint layer itself did not become stronger from this: in just four to five years, the wheel “sandblasting” is able to nullify it at the bottom of the fenders of the front fenders and on the thresholds.
Prematurely, only the roof, unlike other external body panels, is not awarded with a layer of zinc, in a light form, reminiscent of the legends of antiquity. With a tint of bugs that willingly inhabit the edge above the windshield, do not pull.
Here is the bubbling or peeling of pieces of "chrome" coating on the face or door moldings in three or four years - this is already a sure sign of the current era. As well as flimsy fog lamp mounts (from 100 to 280 euros at the rate of 67 rubles per euro), which do not tolerate even harmless pokes into a snowdrift. And the delicate windshield (220 euros for branded and from 100 for high-quality counterparts) is not only easily rubbed, but also strives to crack at the slightest temperature changes.
At the beginning Astra was only a five-door hatchback, a station wagon was added a year later. Three-door GTC is never older than 2011, and the last sedan appeared in 2012
When you see adaptive AFL (Adaptive Forward Lighting) headlights in the list of equipment of the instance you like, do not rejoice, but carefully look into the eyes of your chosen one. They shine better, but they become cloudy with caps after four or five years just as easily as ordinary ones. In addition, the designers missed the grade of plastic for the reflectors of the additional side sections: over time, it melts and flows like plasticine in the sun! Expensive (600 euros each) headlights, of course, can only be officially changed in their entirety. So while the dealers were trying to fight the misfortune, reducing the turn-on time of the sections by reprogramming, the craftsmen mastered their repair - also to resuscitate the lens drive motors, which harden monuments to themselves after five to seven years. At the same time, headlights are equally likely to stare either under their noses or at the sky. And the AFL control unit is also trying to bring it down to the heap, for the replacement of which in 2014 it was necessary to organize a revocable campaign.
Water, water, all around water...
The roof will also have to be inspected not only from the outside, but also from the inside. Condensation on a poorly insulated panel sometimes accumulates notably: stains appear on the ceiling, and the ceiling light tries to portray a shower head! In the presence of a hatch, the situation can be aggravated due to its own leakage, and leaking seals of an additional brake light on the tailgate often contribute to the flooding of the stern. Dealers under warranty changed the entire ceiling along with the seal (40 euros). And if you give up on it, the spare wheel niche can turn into a pool squelching on the move.
The brake light on the tailgate can let water into the passenger compartment
However, the most popular place for a “wet” hangout for pre-styling specimens is the floor under your feet in front. Moreover, one of the methods of penetration of the water chose a very exotic one - dripping sniper from the cylindrical rod of the windshield wiper trapezoid into the air intake under it. On the way, of course, disabling the cabin filter. In 2011, I had to start a service campaign to batten down the kingston in a no less original way: clamps were attached to the traction, from which water flowed down to the grate, into the groove. And then they arranged a second action - to bring up the drainage pipe of the air conditioner heat exchanger, which soaked not only the floor mats. If the Astra suddenly turns into a haunted house, having decided to honk without asking, click the door locks, wave the wipers or arrange color music, then the BCM block located under the central air duct (140 euros) has bathed.
Astra J gearboxes were not very lucky. Moreover, there are no complaints about the rest of the transmission elements, everything goes long and hard. Fortunately, there is only front-wheel drive and there are no additional cardan shafts and gearboxes.
The traditional Opel "trouble" in the form of a manual transmission of the F 17 series is also present on the Astra J. A five-speed gearbox with atmospheric engines of 1.4 and 1.6 liters is exactly 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 are rude with the clutch, like to break the speed limit on the highway, drive over bumps without slowing down, and generally do not really 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 F 16 / F 18 boxes do not fit under the hood of the Astra, and the more expensive six-speed M32 is also not ideal, and it also 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. A used box in good condition will cost from 20 thousand, and repairs - from ten to infinity: spare parts are very expensive, and many put "used" 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 become generous with a new machine of its own design. 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 1.6-liter engines are equipped with an automatic transmission GM 6T30 series. 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 due to the design. 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 the 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. Note that the new part 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 contamination.
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 the 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 Dexos II oil, 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.
In the photo: 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 on the Astra J, only a tight layout, flaws in the seals of the cooling system and its design in general, including too closely spaced radiators and a constantly flowing expansion tank, were added. 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 the Opel Astra OPC (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 also work to the limit, and the SAE 30 oil for this motor is frankly thin, although there are cases of oil scraper rings due to oil drain problems on a more viscous one.
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. High oil temperatures result in 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 (there are “only” 170 forces in the initial version), the cylinder block, crankshaft and power system are clearly designed for a noticeably greater 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 margin of reliability. 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 an intercooler: the turbine really blows 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 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 take 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 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?
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 and not very high-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.
- Maximum 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.
While the entire automotive world was following the developments around Opel with interest, Opel itself was fascinated not only with the question of the “future owner” of the company. The Opelevites did not forget about the work - the result of which is a new generation car - Astra J, a five-door hatchback made in the back.
A few months after the presentation of the 4th generation Opel Astra, this new product will also be presented on the Russian market. And there was a presentation in November 2009 in Frankfurt, where everyone was invited for the first acquaintance with the car. And only a short trip on this hatchback along the closed tracks of the Dudenhofen test site already leaves only positive emotions. However, later he showed himself very well on the winding paths in the areas of the business capital of Germany and on the autobahns.
Five-door Opel Astra J and pulls to compare with the "small Insignia". By the way, in the course of the review, we will return more than once for comparison to the “big sister”.
The precision and pedantry inherent in the Germans were embodied in the design of this car. The headlights, reminiscent of the shape of eagle eyes, are enhanced by a fashionable LED garland today. The elegant appearance of the 5-door hatchback is created by a squat shape and A-pillars flowing smoothly from the hood. To create an impression of lightness and "unsportsmanlike power", the designers created a wide air intake under the front bumper and emphasized the power of the shoulder line. This brings some revival in the design of the car. An interesting feature of the appearance of the “fourth Astra” is an underlined blade-shaped stamping element at the rear doors, an upward bend and a visual transition to the rear pillar. This defines the boundaries of the cabin and visually defines dynamics and perspective, giving the rear wheel arches a more massive appearance. Behind, the hatchback can be recognized only by the lanterns, made in a seasoned style in the form of a double wing.
The Opel brand does not clone, but creates. Therefore, the “fourth Astra” has practically nothing in common with the previous models of this line, which, in our opinion, may not be very good for “brand recognition”, but it has a very positive effect on attracting the interest of those who were not previously attracted to Opel products. - "winning new hearts."
When you first get acquainted with this model, it is difficult not to pay attention to the door, which slams quietly and softly, which is not typical for a “mass small car”. In previous models, Astra had a weak point: sound insulation and vibration isolation of cars. But, in this model, Opel has invested enough money to purchase better sound insulation, which can be seen when examining the door and seals in the doorways. This is just one of many techniques to improve acoustic comfort and minimize vibration levels.
Strengthening the engine mounts, all front and rear suspension attachment points, increasing body rigidity, isolating all hollow sections in the car frame, optimizing the aerodynamic properties of external body parts (for example, door handles and side mirrors), and mixing noise at the frequency level, highlighting important sounds that carry useful information for the driver.
Opel Astra J stands on an increased track. The track of the front wheels has been increased by 56 mm, the rear by 70 mm, which gives even better stability on the road and improved vehicle handling. Body torsional rigidity increased by 43% and an additional 10% flexural rigidity added. This, together, significantly improves the driving performance of the car.
The Delta II front-wheel drive platform with an independent front suspension and a semi-independent rear suspension is the basis for the Opel Astra J. The exact same suspension is installed on the Chevrolet Cruze, Chevrole Volt and will be installed in the future on some GM models.
But in this Astra, thanks to the engineers, the suspension is installed taking into account more advanced technologies (than the Chevrolet Cruze suspension). To compare the technical data, let's pay attention to the fact that the front suspension with MacPherson struts, the same as installed on the Insignia, all the hydraulic mounts were partially replaced with conventional and familiar to all rubber-metal hinges, while using spaced mounting springs and shock absorbers, aluminum levers ... anti-roll bar, electric power steering instead of power steering, and FlexRide chassis control system.
You can also see that the company has made changes to the rear suspension, namely: for the first time they combined a torsion beam with a Watt mechanism. This makes it possible to resist (up to 80%) the impact on the car when cornering lateral loads, displacements and shocks arising from rough roads, which gives the car good maneuverability and excellent stability. This decision made it possible to install soft silent blocks in order to reduce the transmission of oscillations and vibrations to the cabin. Thanks to all the technical applications and the use of new technologies, it is possible to reduce unnecessary noise and vibration, to maximize the ease of driving, to enable the owner of such a compact and inexpensive car to take corners at higher speeds. Another serious step in creating a high level of comfort is the rear suspension of the car.
To confirm the above, we, together with experienced test drivers, drove at different speeds along special test tracks of the test site. There are various types of road surface and driving conditions: this is an autobahn with a perfectly smooth surface and roads that have bumps and roughness. After that, we can confirm with confidence that the driving was confident, the road grip is good, the vibrations are felt minimally, the body of the fourth Opel Astra does not sway, and when crossing large patches or small pits, the interior shakes without sharp bumps and changes in direction, but this is not creates inconvenience. The ride of the car is smooth. This is very good for a "golf-class" car.
If you compare Astra with Insignia, you will notice a strong similarity. If you pay attention to the blocks and controls, the shape of the front panel, plastic - it will be very difficult to find any special differences. The salon, despite the appearance of luxury, is created in a relaxed atmosphere and leaves a warm and friendly impression, this is exactly what the previous generation Astra lacked.
In expensive trim levels, LED lighting of mahogany parts is installed, which emphasizes the richness of the valuable wood species.
In winter, Russian owners of this model will be able to appreciate the heated steering wheel. And, regardless of the time of year - all the convenience of a multimedia system with a Russified interface (the minus in this system is small, but at first the user will experience inconvenience - a shiny wheel that hugs the joystick is a button that performs the Enter function, it would be much more convenient to place this button on the joystick itself... it takes some getting used to).
Another interesting innovation is the air conditioner deflectors. They dissipate ventilation flows as much as possible. There is a handle for fixing the blade. With its help, you can install the blades of the air ducts in a different direction and the direction you need. This makes it possible not to experience discomfort, since air flows can be directed in different directions and save yourself from a draft.
The manufacturer took into account the subtleties of comfort and well thought out the location of all drawers and shelves. To the left of the steering wheel is a sliding compartment, next to the USB AUX-AUT is a niche for the player. There are quite large pockets in the car doors, which are designed for convenient location of a half-liter bottle in front and a liter in the back. The glove compartment is also quite roomy and comfortable. In this model, the manufacturer installed an electromechanical system button instead of the usual parking brake lever, thereby creating additional free space on the central tunnel for small items (changes, keys, etc.). Some tricks, such as the double bottom of the coasters between the driver and passengers. Here you can store, for example, valuables. A person who does not know about such a small trick will not even guess to look there. Also, a small chest, which is located under the front passenger seat, will enjoy attention, as it can store road atlases, several magazines or a laptop and these things will not interfere and move while the car is moving. It also creates convenience and you do not have to think about how to put it all in the glove box.
The great attention of any producer to the consumer speaks of a mutually good relationship. And in this case, when creating a driver's seat, the designers took into account the growth of a potential driver, from a tall man to a petite woman, and created a seat that is equally comfortable for both tall and short. This chair has a six-way adjustment, a four-way lumbar support system, an extending seat cushion and side support. Such a seat is a personal pride of the manufacturer, as this seat is the only one of its kind used in the "C-segment", which is confirmed by the prestigious certificate of the independent council of German experts and doctors AGR, who are members of the "For Healthy Back" movement. A characteristic feature of many German cars is that it is very comfortable to sit behind the wheel of these cars.
The center console in the Opel Astra J has quite convenient and clearly located buttons. An exception may be the joystick, which has a slightly inconvenient information menu. Like the Insignia, the five-door Astra has all the on-board computer controls located on the steering column levers, although the previous Astra was criticized for being touch-sensitive.
If you pay attention, you may notice that the small size of the windshield and the narrow triangular side mirrors make it difficult for the comfort of the view and do not create sufficient convenience for the driver.
The dimensions of the car, with the change of generation, have not changed much, respectively - and there has not been much space in the cabin. The machine has grown in length by 170 mm, in width by 6 mm, and in height by 5 mm. The wheelbase has been increased by 71 mm.
A thinner back at the front seat and an increase in passenger space in width still do not allow us to call this model spacious. There is already enough space on the second row and this allows you not to experience discomfort, but no more. The rear sofa cushion is too low, which creates a noticeable inconvenience even for a short trip.
Trunk - 370 liters, this can not be called big enough. But the ability to lay out the seats makes it possible to increase the capacity to 1235 liters. The two main “Opel features” that allow you to “play” with volume will also be available for Astra J: the first is the (FlexFloor) raised floor (it has three levels - this will make it easier to load heavy and bulky items into the trunk, as in the upper position, it is located at the level of the bumper, the shelf can withstand up to one hundred kilograms), and the second feature is the standard FlexFix mount device for transporting no more than two bicycles weighing up to forty kilograms (these mounts extend from the rear bumper, while there is only one drawback - you will need to discard the spare wheel).
In terms of the technical characteristics of the 4th generation Opel Astra, the following can be noted: internal combustion engines with power from 95 to 180 hp are available for the car. Five engines of this line will be supplied to the Russian market: 1.4 (100 hp) and 1.6 (115 hp) gasoline engines, their turbo versions from 140 to 180 hp, as well as a two-liter 160-horsepower turbo diesel The choice of the consumer will be presented with five and six-speed manual transmissions and a six-speed automatic transmission.
A car with a 1.6-liter engine of the turbo version with a six-speed manual gearbox does not raise any complaints. The quiet running motor and the responsive short-shift gearbox create convenience and comfort. The only thing is a noticeable lack of traction in low gears. 100 km / h in eight seconds, and good traction after a hundred allow you to drive confidently. At 180 km / h, you also do not feel any difficulty in aerodynamics and car stability. This car is for those who like fast driving.
Opel Astra J with a two-liter turbodiesel and automatic transmission makes a tractor-like sound and vibrates noticeably at idle. The main advantage is confident and even traction throughout the entire operating range. A six-speed automatic transmission is not the best solution for this engine, since in low gears with a sharp push on the gas pedal, acceleration comes late, but fuel consumption is also less. A car with this configuration is a power solution.
In addition, the Astra J now has the ability for the driver to control shock absorbers, electric power steering, stabilization system, throttle, gear shift via the on-board computer (this function is only for FRGG).
The “fourth Astra” also has adaptive lighting technology, the intensity of which is itself adjusted depending on road conditions. FlexRide offers three driving modes and automatically adapts to your driving style. The following driving modes are set: normal, sporty and comfortable. When choosing any style, the stiffness of the steering wheel, shock absorbers automatically changes, the reaction of the accelerator pedal changes.
For example, the Sport style: here the steering becomes tighter, the shock absorbers are stiffer, the accelerator response is sharper, less roll, the car follows commands better, it becomes more stable in corners (which has not been seen before) ... but at the same time you infringe on your comfort.
The “comfort” mode makes the car more “gentle”: the suspension becomes soft, the steering wheel is light, the car sways, there is a strong roll in corners, but on a bad road, in this mode, the car goes softer and smoother.
Well, for daily use, we recommend "Standard" - it is in this "compromise mode" that it will be convenient to move most of the time.
In 2015, the Opel Astra J hatchback is presented on the Russian market in three trim levels: Essentia, Active and Cosmo. The price of the five-door Astra J in the basic Essentia configuration is ~ 800 thousand rubles (1.6-liter 115-horsepower engine and 5-speed "mechanics"). The cost of the Astra J party door in the maximum Cosmo configuration (with a 1.6-liter 170-horsepower engine and a 6-speed automatic) will be about 1,215 thousand rubles.