Engine Z16XER/A16XER
Z16XER/A16XER Engine Specifications
Production – Plant Szentgotthard
Engine make Z16XER A16XER
Years of production – (2005 – our time)
Cylinder block material – cast iron
Power supply system - injector
Type – in-line
Number of cylinders – 4
Valves per cylinder – 4
Piston stroke – 81.5 mm
Cylinder diameter – 79 mm
Compression ratio – 10.8
Engine capacity – 1598 cm3.
Engine power – 115 hp. /6000 rpm
Torque – 155 Nm/4000 rpm
Fuel – 95
Environmental standards – Euro 5/4
Engine weight - n.a.
Fuel consumption - city 8.3 l. | track 5.1 l. | mixed 6.3 l/100 km
Oil consumption – up to 0.6 l/1000 km
Engine oil Astra/Insignia 1.6 Z16XER/A16XER:
5W-30
5W-40
0W-30 (Areas with temperatures below -25 C)
0W-40 (Areas with temperatures below -25 C)
How much oil is in the A16XER engine: 4.5 l.
When replacing, pour about 4-4.5 liters.
Oil changes are carried out every 15,000 km
In urban conditions, once every 7500 km
Engine life of A16XER/Z16XER Astra:
1. According to the plant – n.d.
2. In practice – 200-250 thousand km
TUNING
Potential – unknown
Without loss of resource ~130 hp.
Malfunctions and repairs of the Z16XER (A16XER) engine
The A16XER engine is a popular and time-tested Opel engine. Initially it had the name Z16XER and was installed on the Opel Astra N.
The current A16XER is a development of the Z16XEP/Z16XE1, on which the cylinder head from the 1.8 liter Z18XER was installed with a variable valve timing system on two shafts.
The motor is available in two variations, for Euro-4 environmental standards and is called Z16XER, for Euro-5 it is called A16XER, don’t look for a lot of two differences, this is one engine.
Among other things, this engine was produced in South Korea, for the sister brand Chevrolet, under the name and accordingly, all problems are completely repeated.
This engine has a brother with a larger displacement and, accordingly, higher power - .
Engine tuning Opel A16XER
Chip tuning of the A16XER engine
The usual calibration of the motor will not change the essence of the matter, an increase of 5 hp. it’s difficult to feel, so in order for your cart to fall over, you need to install a 4-2-1 spider exhaust, this removes the catalyst, buy a receiver, flash it and get a motor with a more sporty character and a power of about 125-130 hp.
Compressor and turbine
This idea is initially not entirely adequate, due to the fact that a standard car will require too serious interventions, modification of the suspension, brake system, replacement of the piston group, etc. But if you need something to do with your hands, then buy a forged ShPG with a compression ratio of about 8.5, a TD04L turbine, an intercooler, a blow-off, a manifold, pipes, we build the exhaust on a 63mm pipe, consumables, we roll it online and get your ~200 hp. With. The price of pleasure is very high.
30.04.2017
Opel Astra cars belong to the family of compact cars in the golf class. These cars were created on the GM Delta II platform. This also applies to such models as Opel Zafira, Chevrolet Cruze.
The Opel Astra was designed to replace the outdated Kadett, generations have changed over time and now, the Opel Astra is distributed in all major markets under various brands Vauxhall (for the British market), Buick Excelle XT (for the Chinese market).
Opel Astra is the younger brother of the big Insignia, and belongs to the European class C, its competitors are Ford Focus, Skoda Octavia, Toyota Corolla, VW Jetta/Golf, Renault Megane, Honda Civic, Mitsubishi Lancer and other similar cars. In this article, we will look at the engines that were installed on third-generation Opel Astra cars.
OPEL A16XER/Z16XER ENGINE
The A16XER engine is a popular and time-tested Opel power unit; it was originally designated Z16XER and installed on the Opel Astra N. The modern A16XER is a modified Z16XER, with a cylinder head from the Z18XER 1.8 liter installed on it. In addition, they used a variable valve timing system on two shafts.
There are two versions of the engine, for Euro-4 environmental standards with the index Z16XER, for Euro-5 with the index A16XER, but in essence they are the same engine. These power units were also produced in South Korea, for Chevrolet models, where the engines had the index F16D4.
This engine is characterized by the presence of a brother with a larger displacement and greater power - the A18XER. Among the disadvantages, troubles are noted that are caused by the solenoid valves of the phase regulator, as a result of which the engine begins to diesel. In addition, oil may leak through the valve cover.
ENGINE OPEL A16LET/LEL/LER
Starting in the spring of 2006, Opel Meriva OPC cars were equipped with a new, modern Z16LET turbo engine, which has a high specific power per liter of displacement; at 1.6 liters it developed a power of 180 hp. These impressive figures were achieved through the use of a variable valve timing system on both shafts; the small KKK K03 turbine also played a role. Over time, the engine was suffocated to meet Euro-5 environmental standards and assigned the index A16LET.
However, along with the advantages, the engine also has disadvantages. Oil may be leaking from under the valve cover. Because of this, you will have to periodically change the gasket and tighten the bolts. The engine may run diesel and make clicking sounds. These noises are not signs of malfunction, this is just the way the injectors work in this engine. In addition, the air conditioning compressor may make noise and the engine may vibrate. When the mileage reaches 100,000 km, the pistons may fall apart, and oil burns and detonation may also occur.
ENGINE OPEL A18XER/Z18XER
The A18XER engine is essentially a Z18XER, strangled to meet Euro 5 environmental standards. In the South Korean market, this engine has the index F18D4, and was installed on the Chevrolet Cruze and Opel Mokka. This engine uses a variable length receiver. The timing belt drive and the belt have a good service life. The engine is characterized by the presence of a variable valve timing system on both shafts.
Among the shortcomings of the engine, the following are often noted. Failure of the solenoid valves of the phase regulator, as a result, the engine begins to diesel. In this case, cleaning or replacing the valves will help. Unreliable thermostat, this also applies to the ignition module. Because of the latter, the engine may stall. Finally, leaks from the oil cooler are possible.
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Engine |
Opel A16XER/Z16XER |
Opel A16LET/LEL/LER |
Opel A18XER/Z18XER |
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Years of manufacture |
2004 - present time |
2006 - present time |
2005 - present time |
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Cylinder block material |
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Supply system |
injector |
injector |
injector |
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Number of cylinders |
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Valves per cylinder |
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Piston stroke |
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Cylinder diameter |
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Compression ratio |
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Engine capacity |
1598 cm cube |
1598 cm cube |
1796 cm cube |
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Engine power |
115 hp /6000 rpm |
180(150, 192) hp /5500 (5000, 5850) rpm |
140 hp /6300 rpm |
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Torque |
155Nm/4000 rpm |
230(210, 230) Nm/2200-5400 rpm |
175Nm/3800rpm |
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Environmental standards |
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Fuel consumption |
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mixed |
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Oil consumption |
up to 0.6 l/1000 km |
up to 0.6 l/1000 km |
up to 0.6 l/1000 km |
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Engine oil |
5W-30 |
5W-30 |
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Engine life |
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officially |
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on practice |
200-250 thousand km |
200-250 thousand km |
200-250 thousand km |
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potential |
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without loss of resource |
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The engine was installed |
Opel Astra |
Opel Meriva B |
Opel Astra H, J |
Select it and press Ctrl + Enter
Sales of the modernized version of the iconic Lada 4x4 SUV should begin in January 2020.
The new SUV will receive updated bumpers with standard mounting locations for fog lights. It is assumed that there will be no changes to body panels or lighting fixtures.
The interior of the new product will be equipped with a new dashboard and a modified central tunnel. The changes will also affect the seats of the car; the rear sofa will be modernized, which will also receive headrests.
In addition, the new car will be equipped with another lighting lamp with an integrated system for calling the ERA-GLONASS service.
Some time ago, information appeared that the manufacturer would leave the technical equipment of the Niva the same. The upgraded variation will be driven by a 1.7-liter engine with a capacity of 83 horsepower, combined with a transfer gearbox and a 5-speed manual transmission.
The cost of the new LADA 4x4 is still kept secret.
The new frame version of the KIA Mohave SUV is already on sale in South Korea. Information has also appeared that the new product will appear in the Russian Federation in 2020.
This is the second part of a large review of the Astra H. If you want to find out how quickly the body of this car rots, what breaks first in the chassis, and what electrical “glitches” owners of older vehicles encounter, read.
Mechanical boxes
I would like to say “there are no problems with manual transmissions,” but no... Like Fords of the same years, the “junior” manual transmission comes with a surprise. The situation is complicated by the fact that the engines paired with it were quite powerful. However, the rest of the manual transmissions do not shine with health.
The five-speed gearbox of the F 17 series and its “weakened” version of the F 13 are descended from the old Kadetts, and in its latest version it has been installed on Opel cars since the late 90s. The old gearbox was not ready for the increase in power of 1.6 engines and the advent of 1.8 engines: its bearings literally fall apart under the load. We even included this checkpoint in.
But if on the venerable Vectra B it was possible to change the manual transmission to a larger and more reliable one from the F 16-F 18-F 23 series, along with new drives and hubs, then such a unit no longer fits under the hood of the Astra H, larger manual transmissions simply rest into the steering rack.
In the photo: Salon of Opel Astra Hatchback (H) "2004–07
Most car owners persistently change the manual transmission to the same one or repair it, which is quite expensive, because if the secondary shaft bearings are damaged, the gearbox body suffers, and literally all its components are damaged by metal chips. Basically they try to replace the box with a used one, with a good chance of the troubles repeating. A new manual transmission costs more than 200 thousand rubles; rare sales of dealers’ “stocks” at prices of 40-60 thousand rubles happen very quickly.
Fortunately, we have learned to solve the problem in at least two ways. The first is to move the mounting points of the power unit. A shift of literally a few centimeters allows you to install a more reliable box of the F 23 series. A more reasonable option is to install a manual transmission from Chevrolet, which is essentially an old Opel F 16 manual transmission assembled in a compact case, or rebuilding an F 16 into a Chevrolet body. This method is much more reasonable, and the owner does not risk having the registration canceled due to gross alterations to the design.
Identifying a “problem” box on an Astra is quite simple. Raise the car on a lift, turn on the engine, spin the wheels. And it’s better - with the wheel rims removed. Engage fourth or fifth gear, turn off the engine and listen. Damaged secondary shaft bearings make a characteristic noise that can be clearly heard.
The price of proper “treatment” now ranges from 30 to 70 thousand rubles, depending on the novelty of the components being installed. Repairing the original box is largely useless: a lot of metal debris, damage to most elements and the initially unsuccessful design of roller bearings with a detachable plastic cage is simply doomed. When slightly larger metal particles appear in the oil, they quickly destroy the weak differential and the main pair, which also work as the gearbox oil pump, and often the satellite axis or gear breaks the housing and there is nothing much to repair.
Also keep an eye on the oil level in the manual transmission and change it occasionally - Opel gearboxes traditionally leak. Moreover, old-timers advise pouring into the box ATF Dextron II, which is not officially recommended by the manufacturer, and not oil for manual transmissions.
For cars with a 1.8 engine and a 1.3 diesel engine, the likelihood of gearbox failure is especially high. According to unofficial estimates, more than a third of cars with such engines and a mileage of more than 60 thousand kilometers have gone through at least one manual transmission replacement/repair. For cars with a 1.6 engine, the risk is significantly less, the gearbox better tolerates a weaker engine, but you still shouldn’t relax. The risks increase greatly for those who like sudden starts, slipping in winter and shock downshifts when overtaking.
On cars with a 2.0 Turbo engine, a manual transmission of the M32 series was installed, and it also sometimes breaks down, and in exactly the same way as the “younger” one. But in this case the problem is not widespread, the differential is an order of magnitude stronger, and there are relatively few cars with such engines, the problem is not so noticeable. But the dual-mass flywheel is not very pleasing to Opel fans. More precisely, its price and resource. Against the backdrop of otherwise very economical designs, such a “consumable” seems unnecessary. The cable drive is quite reliable, the main complaints are the wear of the rocker and the deterioration of the engagement of first and second gears. This can be treated either by replacing the linkage or installing new liners for the ball joint of the lever.
In the photo: Opel Astra Hatchback 2.0 turbo (H) "2004–07
With diesel engines 1.7-1.9, the “good old” five-speed F 23 gearbox is most often found; problems of this kind are rare, but finding a completely live unit is not a problem. The main complaints are about the cable drive and wear of the rocker, the problem is similar to that of the M32 gearbox drive.
Junior 1.3 diesels are most often equipped with a six-speed M20 - the same M32, but lightweight. One of the introduced features is a weak differential, so you shouldn’t skid too much, and you need to monitor the cleanliness of the oil more carefully.
Automatic boxes
Instead of a “real” automatic transmission on cars with low-end diesel engines and gasoline engines up to 1.6, the Opel Astra H was equipped with an EasyTronic robotic transmission. In essence, this is a regular manual transmission of the F 17/M 20 series with all its problems and shortcomings, but also equipped with an automatic clutch drive.
In the photo: Torpedo Opel Astra Sedan (H) "2007–14 The performance of such gearboxes with a very calm driving style can be considered quite satisfactory, especially with regular adaptation of the grip point and handbrake assistance on steep hills. But in the absence of a hill start assist system and ABS with not the best operating algorithms, it cannot replace a full-fledged “automatic” - the driver constantly risks being left without traction at the right moment and at the same time “enjoys” the bumps when shifting “down” under traction. In addition, in urban traffic jams, the service life of the clutch actuators and the clutch itself is less than 50-60 thousand kilometers, and the price of the gearbox actuators is steep.
The whole bunch of problems with F17 manual transmissions remains with “isitronics”, so a robotic gearbox is perhaps the worst option for Astra.
Those who want a “real automatic transmission” will have to spend money on a more powerful engine. Either for a petrol 1.8, or find a very rare petrol 2.2 series Z 22YH for Astra. In any case, it will be a four-speed Aisin automatic of a very respectable design. With the 2.2 engine they installed the Aisin 50-40NE, which is very strong and familiar from many Opel models, starting with the Vectra A, and the 1.8 is combined with its “younger brother” in the person of the Aisin 60-41SN.
“Younger”, despite its excellent pedigree, is still not a super reliable box, although by modern standards it has a very good service life, and is not prone to unexpected breakdowns. The very reliable mechanics of the box and the dirt-resistant hydraulic unit give rise to confidence in the complete indestructibility of this box. But in practice, with runs over 150 thousand, you can expect wear and tear on the Forward package and fourth gear clutches. The latest generations of this box also very aggressively wear out the gas turbine engine locking lining during active movement. And with the increase in oil contamination, problems appear associated with wear of the linear gas turbine blocking solenoid, and later - the remaining valves.
In the photo: Opel Astra Sedan (H) "2007–14 With smooth pedaling, an automatic transmission can last for 300 thousand, especially if the oil is changed more often, but in our realities, already with a mileage of 200 thousand, it most likely must pass with the replacement of all worn-out components. Fortunately, repairs are usually not too expensive, and consist of cleaning and routine replacement of rubber bands, replacement of worn clutches of the forward and 3-4 packages, as well. The rest of the filling can go many times longer if you do not allow movement at low pressure or oil level and overheating. However, even in this case the losses will be minimal.
Cars before 2006 also had a specific problem of antifreeze getting into the oil, associated with the design of Valeo radiators. Then these radiators spoiled the lives of all automakers who used their services, and Opel was one of the main buyers of their products.
Later designs of radiators with similar problems are rare; usually the cause is a minor accident and reluctance to change a radiator that has not visually leaked, or “defrosting” of the cooling system. If you have the slightest doubt about the normal operation of the box, it is worth conducting the so-called “glycol test” of ATF (at good service stations they know how to do this) or just check for emulsion. Moreover, it doesn’t hurt to carry out a glycol test purely as a preventive measure on any cars with an automatic transmission heat exchanger in the main radiator.
The old AF 22 gearbox, also known as Aisin AW 50-40, found with a 2.2 engine, has a resource comparable to the resource of the car itself, provided that the “autoneutral” function is turned off in time. Otherwise, it requires changing the oil on time and careful operation.
And since, due to natural archaism, this automatic transmission does not know how to partially block the gas turbine engine and blocks it only from third gear, it is not afraid of aggressive movement. Dies mainly from overheating, cracks in the Forward/Direct drum or extreme wear, missed oil level and mechanical problems. However, if you decide to install this old “automatic” instead of the AW60-41 to Astra with 1.8, the idea is doomed to failure - too many alterations will have to be done.
Engines
Opel traditionally does very well with engines, although at one time the 1.6 engines were among the “problematic” ones.
Pump Z18 XER / Z16 XER
price for original
Cars before restyling are represented mainly by related engines 1.6 and 1.8 series Z 16XE and Z 18XE, which in the design of the block and cylinder head go back to the glorious ancestors in the person of Opel Ascona and Kadett. Less common are variants of the same engines with a volume of 1.4 liters of the Z 14XE series. These 16-valve engines have a service life of 250 thousand kilometers, are distinguished by a well-thought-out design and the only serious disadvantage is that the control unit is rather weak, prone to overheating and cracks in the solder joints. Problems that arise are usually initially associated with numerous peripheral failures and only then are they repaired to the ECU.
In the photo: Under the hood of the Opel Kadett "1988–91 The ignition modules and throttle valve have a more than decent service life and only need regular maintenance and cleaning. But the EGR system and variable intake manifold are poorly adapted to our realities. The EGR valve becomes dirty and stops closing, the manifold also becomes contaminated with soot and oil, the length adjustment flaps fail, even to the point of breaking their axle.
But the base of the engine is made with a reserve: the pistons are a little prone to coking, but nothing more, the service life of the valve seals is limited first of all. With timely replacement of the timing belt and elimination of leaks that inevitably arise due to the primitive crankcase ventilation system and clogging of the hole in the throttle body, the engine will last a long time.
As I already said, 250 thousand before overhaul is an almost guaranteed option; there are engines with mileage over 400 thousand, with only a moderate oil appetite of 100-200 grams “per thousand”. And when the engine finally breaks down, repairs will not be expensive, because the price of spare parts is ridiculous by modern standards.
Newer engines 1.6 and 1.8 series Z 16XEP / Z 16XER and Z 18XER are distinguished primarily by a new cylinder head and the presence of a phase shifter in the timing system of the XER versions, which slightly increases torque at low speeds and increases maximum power - the 1.8 engine produces very good results by standards mid-2000s 140 hp
The absence of hydraulic compensators is less noticeable; now the valves need to be adjusted with washers, best of all - once every 60 thousand, although the manufacturer optimistically writes about 150. And excess noise during operation is often associated precisely with “lost” gaps. A controlled thermostat has also appeared, the operating temperature has increased, an oil heat exchanger has appeared, the type of oil filter has changed, and the pump is no longer driven by a timing belt.
In the photo: Opel Astra Hatchback (H) "2004–07 The changes had little effect on the maximum service life of the piston group; it is still very high with a reasonable maintenance interval, but the likelihood of failure of individual components has increased. Particularly a lot of criticism is caused by phase shifters and their valves, which are prone to unpleasant knocking and cause floating speed. But there is no EGR, and the intake does not become dirty. Heat exchangers are prone to leaks among those who like to anneal them cold, and sometimes their oil filter is also damaged.
A controlled thermostat turned out to be a rather harmful option; oils with DEXOS approval actively “curdle” after overheating, and detonation occurs in engines at high temperatures. At the same time, the manufacturing quality of the thermostat seals is not too high, so the operating temperature is usually noticeably lower than the calculated one, and if desired, you can set the “cold” thermostat to 85 degrees and forget about early aging of the oil and malfunction of the afterheater. At the same time, the service life of the couplings and valves of the phase shifters increases, because the latter react poorly to a minimal increase in temperature and frequent stays in traffic jams.
These motors with slightly different calibrations can also be found with the designations A 16XER and A 18XER, they are a little more “thoughtful”, but essentially the motors are the same. Among the unpleasant features, although not related to the engines themselves, is the new European technical regulation that has appeared, requiring oil changes at long intervals on cars with these engines. Cars from Europe often have noticeably worse engine condition, even with confirmed mileage, than Russian ones. Take this into account when purchasing and try to change the oil more often, for example, once every 10 thousand kilometers, use oils with a viscosity of SAE 40 and without DEXOS approval - the additive that provides it causes severe coking of the piston rings and heavy deposits inside the engine.
The 2.0 engines of the Z 20LEH / Z 20LER / Z 20LEL series are based on the old Opel block, familiar from such series of engines as the C 20XE, X 20XEV and the “million-dollar” C 20NE. Of course, with a turbine, the service life is usually significantly less than that of its eight-valve ancestor, but the engines take care of their 200-300 thousand, and the maintainability of the design and the price of spare parts are pleasantly impressive. By and large, apart from rarity and not the most successful wiring, the motors simply have no serious problems. Unless, of course, you consider the operating style and possible tuning to increase power to 280-350 hp as a problem.
In the photo: Under the hood of the Opel Astra OPC (H) "2005–10 In imported European cars, you may find such exotics as 1.2 and turbocharged 1.6 engines, but the chances are approximately zero.
Diesel engines are mainly represented by the Z 13DTH series, which in practice has a very obstinate character. With high efficiency and a very high degree of boost, there are enough problems with both fuel equipment and cylinder head corrosion. But the main complaints at low mileage are still about the turbine, EGR, intake leaks and clogged catalyst and particulate filter.
In the photo: Opel Astra OPC (H) "2005–10 Timing kit 1.6/1.8 16V
price for original
The presence of a chain in the timing drive is presented by some as a big plus, but in practice it is just a big headache. The life of the chain is difficult to predict; it ranges from 60-70 thousand to almost 200, depending on the driving style, oil and its replacement intervals. The high efficiency of the engine often does not justify the increased costs of maintaining it on older cars. And problems with oil flow through the turbine often lead to burnout of pistons and injectors.
The 1.7 and 1.9 engines are so rare that there are simply no reviews of their use specifically on Astra, but practice shows that the engines are noticeably better than the 1.3 diesel, with a slightly larger appetite. At least ask.
Summary
It turned out to be a good car, and it confidently competed with its own “successor” in the form of Astra J for many years in a row, if only because sometimes reliability, practicality and interior volume are much more important than modernity and beauty. If you buy, look for one with minimal damage to the body and careful operation. This is trivial, but there are too many cars literally “crushed in circles” and somehow restored. This is not the case when it will rot anyway; with the right choice, you can enjoy the car for many more years.
Your voice
The Opel Astra H series was first presented to the public at the Frankfurt Motor Show in 2003, and in 2004 the first cars found their owners. These were five-door hatchbacks, a three-door version appeared a little later, then a station wagon, sedan and convertible. The Opel Astra immediately attracted many buyers thanks to its fast-aggressive appearance, sporty character and affordable price.
Engines
The Astra was equipped with gasoline and diesel engines. Gasoline engines were presented in eight options - 1.4 liter TWINPORT with 90 hp, 1.6 liter TWINPORT with 105 and 115 hp, 1.8 liter ECOTEC with 125 and 140 hp. and the most powerful 2-liter turbocharged engine of the ECOTEC series - 170, 200 and 240 hp. The diesel line is represented by engines with a displacement of 1.3 liters with a capacity of 90 hp, 1.7 liters - 80 and 100 hp ., 1.9 l – 120 and 150 hp. The power units meet all environmental requirements and do not require high fuel costs - the average consumption, with a small difference for the working volume, is about 12-13 liters in the city, 6-7 liters on the highway, and 8-10 liters in the combined cycle liters per 100 km. The exception is the 2-liter turbocharged version, which consumes 15-20 liters in the city, up to 10 liters on the highway, and up to 11-12 liters per 100 km in the combined cycle. The most economical, of course, are diesel engines, consuming 7-8 liters in the city cycle and 5-7 liters on the highway.
In all the variety of gasoline engines, the 1.4 liter engine turned out to be the most reliable. The remaining units had their own characteristics and problems, which Opel representatives tried to eliminate, but not always successfully.
Gasoline engines have a timing belt drive, which the manufacturer prescribes replacing after 150 thousand km, but experience shows that it is better to take care of the timing belt after a mileage of 100,000 km.
The stumbling block of the 1.6 and 1.8 liter engines was the intake and exhaust camshaft gears, which jam after a mileage of 50 - 80 thousand km. If at least one of them fails, it is recommended to change both. Signs of imminent death will be a short (about 2 seconds) roar or grinding noise at startup, noise from the timing belt on the rollers and gear, and a drop in dynamics. Subsequently, the gears were modified, and they began to serve much longer.
Opel Astra sometimes attracts attention with a failed temperature sensor. Often the engine starts to stall due to a faulty ignition cassette or a failed camshaft position solenoid valve. Sometimes a coolant leak appears from the throttle heating tube. The weak point is also the electrically controlled thermostat, which requires replacement after a mileage of more than 80-90 thousand km. Radiators often leaked along the seam.
The 1.6 liter engine has a specific feature - vibration in the speed range of 2500-3000 rpm; with a further increase in speed above 3000, the vibration disappears. This is due to changes in valve timing and, as a rule, appears after 30-40 thousand km. Another feature is the chirping of the injectors at idle.
A non-standard idle sound accompaniment is also present in the operation of the petrol 1.8. Typically the cause is the exhaust valves, but replacing them will silence the engine for a short time. After 40-50 thousand km, the “choir” may appear again. Here it is better to accept it and not interfere with the engine’s operation. After 70 - 80 thousand km on a 1.8 liter engine, the camshaft oil seal and the crankshaft front oil seal may leak. During its existence, the 1.8 liter engine managed to survive a recall company, the reason being the destruction of the oil separator diaphragm, which led to oil escaping through the crankcase ventilation into the exhaust manifold.
Overall, the 1.6L engine is less of a hassle than its big brother, the 1.8L. Despite all these “shortcomings”, the majority of Opel Astra H owners have their engines quietly maintained for at least 160 thousand km before the first minor repair.
The most powerful unit, the 2-liter Turbo, easily overcomes the 100-150 thousand km mark without causing much trouble. Minor defects, as a rule, appear already after 20,000 km. If you see that the valve cover is “sweating”, do not be alarmed - this is a “disease” of a turbo engine that should be taken for granted. Another unpleasant feature is associated with prolonged driving at high speed in severe frost, which leads to freezing of the crankcase exhaust pipe and an increase in pressure in the crankcase. Gases escape through either the valve cover gasket or the crankshaft seal. According to the recall company, the exhaust manifold studs on these engines were replaced.
A diesel engine is no less reliable than its gasoline counterpart. But he is not without his gun. They say about this engine: “Diesel loves service, but there is no service.” With proper care, it will serve faithfully for hundreds of thousands of kilometers. One of the design flaws is the location of the control unit, which is forced to constantly resist the aggressive effects of water and dirt. The diesel engine uses a dual-mass flywheel, the service life of which is more than 100 - 150 thousand km. Replacement is not a cheap pleasure. When it “dies”, knocking and vibrations appear during gear shifts, but the gears themselves are switched on clearly.
If during operation the traction suddenly disappears, and the engine begins to smoke, like a KAMAZ at a pass, then, most likely, the particulate filter, a consumable item, is clogged (the result of concern for the environment). The filter resource is about 90-110 thousand km. If at the same time there are still interruptions in operation, then the reason may be in the fuel injectors or the EGR valve. Fortunately, it doesn't happen often.
Diesel engines have a self-cleaning (or regeneration) program for the particulate filter, lasting 10-20 minutes. The beginning of the process can be recognized by a sharp increase in fuel consumption and a change in the sound of the engine. As a rule, the program runs approximately every 1,500 km, more often under more severe operating conditions (for example, in the city). If signs of regeneration appear, it is not recommended to interrupt the process by stopping the engine.
Another disease is a sound in the area of the alternator belt, reminiscent of a whistling or grinding sound, the cause is the liners. For 1.7 liter diesel engines, antifreeze may leak from under the oil cooler.
Transmission
The Astra was offered with three transmission options: manual transmission, automatic transmission and Easytronic robotic gearbox.
A peculiarity of the manual transmission is poor engagement of reverse gear immediately after stopping due to the lack of synchronizers. To turn it on, you need to wait 2-3 seconds after stopping. Many people note the rough operation of the box when switching - jolts; it is difficult to adapt to smooth operation of the clutch and gas. A mechanical gearbox disease is a leak of the crankshaft rear oil seal at the junction of the gearbox and the engine. Also after 70,000 km. Some boxes had cracks along the seams. If shocks occur when engaging 1st and 3rd gears, it is better not to delay repairs. Perhaps the reason is poor quality oil or oil starvation. The secondary shaft bearing may wear out after a mileage of more than 50 thousand km. Signs - the appearance of jerking at the beginning of movement from a standstill, annoying noise,growing into a rumblewith increasing speed.
An automatic transmission should not frighten owners with noticeable jolts when switching from first to second gear, as this is its feature. But if shocks appear when switching from 2nd to 3rd, it is better to visit a car service center; perhaps the valve body will need to be replaced. There were frequent automatic transmission failures due to coolant getting into the transmission fluid due to a leak in the transmission radiator. Many Astra owners, without waiting for the late recall company, installed KIT kits that allow them to remove the radiator from the box. If you rarely use the “winter” mode of the box, it may not turn on when you press the button. The reason is contact souring. Often cleaning or pressing the button multiple times will enable the mode. If the auto neutral fails, cleaning the jet in the box will most likely help. If you see that the transmission has switched to 4th gear and does not change gears, it means that it has entered emergency mode. In this case, you need to visit the service.
A robotic gearbox requires more careful attention than other types of transmissions. For comfortable operation of the box, regular (every 30,000 km) adjustments of the setting points and fluid replacement are necessary. If vibrations occur during smooth braking, adaptation of the box is necessary. The clutch lasts about 100 - 120 thousand km; to save life when stopping for more than 5 seconds, it is necessary to engage neutral. With a mileage of more than 110 thousand km, the fork may need to be replaced due to wear. Easytronic really doesn’t like slipping, which leads to overheating and the box going into emergency mode. In this case, it is impossible to engage reverse. To restore functionality, you need to let the box cool down; after this, an adaptation procedure may be required.
Chassis
The suspension copes well with the peculiarities of Russian roads, but its operation is noisy. As a rule, the suspension runs up to 100,000 km without any problems. The weakest point is the front hub, namely the speed sensor, which generates an error in the ABS. Its resource is at least 50 thousand km. The bearing itself runs at least 70 thousand km. Less commonly, after 50 thousand km, stabilizer struts, steering rods, and support bearings are replaced.
The brakes work properly, consumables - the front pads last 30,000 km, and the rear ones - 60,000 km. Brake discs will last 50-60 thousand km.
Electrics
There are also a number of questions regarding electronics. Many have suffered with the buttons on the steering wheel, the sound signal and turning on the turn signal. The culprit is the steering column sim module. Soon he fell under a recall company, the essence of which was to install a clamp for the contact group of the wiring harness and replace the modules themselves. Due to moisture getting there, spots may appear on the on-board computer screen. When warming up, they usually disappear, but if not, then the matrix will need to be replaced.
Often the cause of a blinking ABS light is poor contact in the connectors. This “glitch” mainly occurs in wet weather. The antifreeze sensor and mileage meter often malfunction.
Problems also arise with the generator, the main ones being inconsistency of the charge current and overheating.
Body and interior
The Opel Astra's paintwork is not the best, but no worse than the others. Typical complaints: swelling of the paint and its subsequent peeling during the washing process. Foci of corrosion appear already after the 2nd salty winter at the bottom of the doors (usually the rear ones) and on the thresholds. Often the “rust” reaches the trim above the rear number plate. Bumpers don't like chipping - they'll soon peel off. Some Opel Astras with high mileage have already been repainted almost completely, except for the roof and hood.
The sound insulation of the Opel Astra is very good. That’s why you can often hear squeaks in interior parts. Favorite places for “crickets”: the instrument panel, front and rear lamps for reading passengers (wires), glove compartment, rear panel and, a little less often, in the pillars. Over time, with a mileage of more than 70-80 thousand km, the recirculation damper in the air flow control system fails.
Conclusion
Despite the above disadvantages, the Opel Astra H does not differ at all in quality and reliability from representatives of its class. Today you can find many H-series Asters on the streets, which indicates a high interest in this model, its availability and reliability.
Engine Opel Astra n 1.6 liters 115 hp quite a popular power unit in our country. A reliable naturally aspirated engine was developed by German engineers taking into account all modern trends. The in-line 4-cylinder 16 valve engine of the Opel Astra h is an evolution of the Ecotec series. These gasoline units can be found not only on Opel, but also on other models of the global concern General Motors.
An engine that complies with Euro 4 environmental standards is marked Z16XER; if it is a re-flashed engine for Euro 5, then its name is A16XER. Although structurally, these are the same motor. Now let's talk about construction.
Device Opel Astra h 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 compensators and there is no need to adjust the thermal clearance of the valves. The timing belt drive is based on the timing belt. But we’ll talk about the belt drive a little lower. The main feature of the engine 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 exclusively due to oil pressure, focusing on various sensors. If you hear a strange rattling sound (diesel sound) from under the hood, then do not rush to blame the hydraulic compensators; most likely it is the actuators of the CVCP variable valve timing system that have failed.
The operation of the CVCP phase change system is shown schematically in the following picture.
Timing device Opel Astra h 1.6
Astra engine timing diagram A16XER in the next photo.
Characteristics of Opel Astra h 1.6 (115 hp)
- Working volume – 1598 cm3
- Number of cylinders – 4
- Number of valves – 16
- Cylinder diameter – 79 mm
- Piston stroke – 81.5 mm
- Timing drive - belt
- Power hp (kW) – 115 (85) at 6000 rpm. per minute
- Torque – 155 Nm at 4000 rpm. per minute
- Maximum speed – 191 km/h
- Acceleration to the first hundred – 11.7 seconds
- Fuel type – gasoline AI-95
- Compression ratio – 10.8
- Fuel consumption in the city – 8.8 liters
- Fuel consumption on the highway – 5.5 liters
- Fuel consumption in the combined cycle – 6.8 liters
With proper and timely maintenance, this power unit can travel for quite a long time, without any problems at all. The engine is assembled at the Opel plant in Hungary in the town of Szentgotthard. The A16XER/Z16XER engine can be found in the Opel Astra, Mokka, Insignia and, of course, in the Chevrolet Cruze (although there it easily produces 124 hp).