The main naturally aspirated engines are 1.6 A16XER 115 hp. and 1.8 A18XER 140 hp. They are characterized by an extremely phlegmatic character (thanks to the eco-friendly firmware), and the thermostat also leaks and is set to too high an operating temperature (if you are going to drive for a long time - replace it with a "colder" one), plus phase shifters may start knocking after 100 thousand. Otherwise - an excellent piston, designed for 250+ thousand mileage before overhaul and a predictable timing belt drive.
- There are no hydraulic lifters on the A16XER and A18XER motors, do not forget about the need for adjustment thermal gap once every 80-90 thousand km.
- Another generic sore A16XER and A18XER - leaks of the oil cooler (heat exchanger). 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.
- Turbomotors A14NET were surprisingly good. Here the timing chain drive, nursing at least 120, and with good hands and under 200 thousand (and still, when buying, measuring the phases is required), again a good piston with a resource under 200 and a relatively inexpensive and strong turbine. At a large age, they will be a little more expensive than aspirated, but not critical. By the way, there is no need to adjust the valves - 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 mushroom valve for ventilation of crankcase gases 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 together with the manifold, but the system can be altered so that gases will always be supplied to the turbine, which will slightly increase its contamination with deposits.
- Overall, the 1.6 A16LET (180 hp) turned out to be successful. They are very different from 1.4 in design, they have a belt drive. The injection is distributed, the turbine is reliable and inexpensive, the piston is strong. Generally recommended.
- Engines 1.6 SIDI (A16XHT, 170 hp) in the first years of production distinguished themselves by a number of significant problems: spark plug electrodes fell off and pistons cracked. The cars went through recall campaigns, the firmware was 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, or even better to replace the piston, since there are good tuning options, relatively inexpensive. Problems with the injection pump, early stretching of the timing chain and wear of the turbine up to 100 thousand were not noticed with this engine.
- Leaks from under the valve cover due to not very High Quality seals - a family malfunction of Opel motors, often found on. A good reason to discount the price a little.
- Pumps (and on all motors) 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 alliance between GM and Isuzu. Problems - "common diesel": the risk of blocking the fuel system with bad diesel fuel, the need to clean the EGR valve, change the turbine after 150 thousand kilometers and remove / change the particulate filter.
For such a volume of the engine, the car accelerates very well, in terms of handling, the car behaves very steadily and does not rush in sharp turns. The configuration is very rich, as well as the comfort, the climate control works very well, the seat heating is powerful. The quality of the speaker system surprised me, the system works very powerfully, the sound is clear.
7
Opel Astra, 2010
A very dynamic car for its class. Due to the turbine, it picks up very quickly. During the entire period of operation, there were no problems. Fuel consumption is low. The car is convenient for city driving and long distance travel. Modern design, excellent driving performance, soft suspension, beautiful interior, good noise insulation, adaptive headlights (very convenient on the highway in dark time days). USB outputs and AUX for connecting Iphone / Ipad with steering wheel control. Full spare wheel and roomy trunk... A nice option - steering wheel heating! The very, very option in winter period... Navigation system with the latest map update.
6
Opel Astra, 2010
The car was purchased from Major Auto in September 2010. Gentle operation. Maximum complete set cosmo, real mileage, summer tires Continental, winter Bridgestone (studs). Chip tuning is done, the car is on 98 (95) gasoline. THAT were passed on time. Please do not disturb dealers and salons! The car is sold because of buying a bigger car. Bargaining Is Possible During The Inspection.
Opel, which left us untimely, left as a memento numerous offspring of its once most popular Astra model. Was this Generation J flower (2009-2015) too delicate?
Epics about Opel rusting in a sieve are things of bygone days. Today, elderly Asters J, having a trouble-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 booms are the exception rather than the rule. And the weak point unexpectedly turned out to be the cavity of the rear wing near the fuel filler neck of all five-doors and station wagons: in 2016, they even staged a revocable anticorrosive treatment campaign.
There are also copies of the first years of production (both European and St. Petersburg assembly), the paint from which I tried to fade in pieces: repainted elements are a sign of not only road accidents, but also dealer warranty repairs. The painting technology in terms of improving adhesion was quickly finalized, but the layer itself paintwork from this did not become stronger: in just four to five years, the wheeled "sandblasting" is able to nullify it at the bottom of the flanges of the front fenders and on the sills.
The roof, unlike other exterior body panels, is not honored with a layer of zinc, is prematurely reminiscent of the legends of antiquity deep in a light form. Do not pull with the tint of bugs willingly settling in the edge above the windshield.
Bubbling or peeling of pieces of "chrome" coating on the face or door moldings in three or four years is a sure sign of the present era. As well as flimsy mounts for fog lights (from 100 to 280 euros at the rate of 67 rubles per euro), which cannot tolerate even harmless poking into a snowdrift. And the delicate windshield (220 euros for a brand name and from 100 for high-quality analogs) not only is easily rubbed, but also tends to crack at the slightest temperature changes.
At first, the Astra was only a five-door hatchback, a wagon was added a year later. The three-door GTC is never older than 2011, and the sedan was the last in 2012
Seeing the adaptive headlights AFL (Adaptive Forward Lighting) in the list of equipment of the vending instance, do not rejoice, but carefully look into the eyes of the chosen one. They shine better, but their caps turn cloudy after four to five years as easily as ordinary ones. In addition, the designers missed the mark with the type 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 entirely. So while the dealers were trying to deal with the scourge by reducing the reprogramming time for turning on the sections, the craftsmen mastered their repair - also for the reanimation of the lens drive motors, which after five to seven years become monuments to themselves. At the same time, the headlights are equally likely to stare either under their nose or into the sky. And the AFL control unit is also trying to bring the heap, to replace which in 2014 it was necessary to arrange a revocable campaign.
Water, water, water all around ...
The roof will also have to be inspected not only from the outside, but also from the inside. Condensation on a weakly insulated panel sometimes accumulates noticeably: streaks appear on the ceiling, and the ceiling light tries to depict a shower head! In the presence of a hatch, the situation can be aggravated by its own leakage, and leaking seals of the additional brake light on the tailgate often contribute to flooding the stern. Warranty dealers changed the entire cover together with the seal (40 euros). And if you give up on it, the spare wheel niche can turn into a pool squishing on the go.
A brake light on the tailgate can leak water into the interior
However, the most popular place for a “wet” hangout among pre-styling specimens is the floor underfoot in front. Moreover, one of the methods of penetration, the water chose a very exotic - sniper dripping from the cylindrical trapezium rod of the wiper into the air intake under it. On the way, of course, making it unusable cabin filter... In 2011, we had to start a service campaign to batten down Kingston in an equally original way: clamps were attached to the traction, from which the water flowed down even before the grate, into the groove. And then they staged a second action - to educate the drainage pipe of the air conditioner heat exchanger, which wetted not only the rugs on the floor. If Astra suddenly turns into a haunted house, trying to honk without asking, click the door locks, wave the wipers or arrange a color music, it means that the BCM unit located under the central air duct has been bathed (140 euros).
The Astra J's gearboxes weren't 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 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 gearbox with atmospheric engines 1.4 and 1.6 liters - this is it. And the saddest thing is that with a 1.8-liter engine, they also usually installed it. This frankly problematic unit with a weak differential and very often failing secondary shaft bearings has been stubbornly put on Opel cars for twenty years. Moreover, even with 1.6 liter engines, it already often failed, and even with 1.8 liters and on heavy cars like the Vectra C. But the weight of the Astra J is the same 1,500 kg, it is a very heavy machine, even 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 drive successfully for ten or more years without experiencing any particular problems. Especially if they monitor the oil level in the manual transmission and occasionally change it: the transmission is prone to leaks. But for those who like to drag trailers, for those who are rough with the clutch, they like to break speed mode on the highway, runs over irregularities without slowing down the gas, and generally does not really care about the well-being of the transmission, the chances are much less. "Used" boxes are in great shortage, 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 city traffic.
When buying, it is recommended to check the manual transmission noise on the lift, for which you need to spin the wheels with the motor and drown it. 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. New box costs about 200 thousand, which looks almost unrealistic for a car with a price of 400-500 thousand rubles. Used box good condition will cost from 20 thousand, and repair - from ten to infinity: spare parts are very expensive, and many in the process of restoration put "used" ones.
With turbocharged engines 1.4-1.6 liters and almost all diesels, a stronger six-speed M32WR was installed. Unfortunately, similar problems plague her. True, the failure rate is generally lower than that of the F 17. The gearbox feels especially good with the 1.4 turbo engines or the first 1.6 turbo, which has low torque.
With the 1.6 SIDI, especially with the 200 hp version of the GTC, everything is much more complicated. The box holds more than 280 Nm of torque much worse and is damaged more often. With a 1.7 liter diesel engine, 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 deficit and are not cheap. However, earlier this box was put on cars with turbocharged two-liter engines, and there it broke down much faster. So for Astra J owners, things are not so bad.
Only owners of cars with 2.0-liter gasoline and diesel engines were completely lucky. They are entitled to 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 make owners fork out for something other than a new clutch.
On the picture: Opel astra GTC (J) "2011 – present.
If you think that here, as well as at, the automatic transmission is more reliable than the manual transmission, then I am afraid that I will have to upset you. For this generation of the car, GM has become generous with a new machine of its own design. More precisely, jointly with Ford. On Ford cars these boxes have performed well, but GM squeezes the best out of them. Especially in the boxes of the first editions. However, let's go in order.
Atmospheric engines 1.6 l put automatic transmission gear GM 6T30 series. With 1.4 turbo engines, a 6T 40 series box was installed, and an even stronger 6T45 version was installed on the 1.6 SIDI. These automatic transmissions of the modular series also repeat each other in technical terms, but the younger ones have a noticeably lighter mechanical part of the box.
A characteristic feature of GM machines is the very aggressive valve body operation. If the driver likes to "immerse", he literally lets you rip the box apart. And most of all, the cars with the 6T30 gearbox 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 in general perfectly. It's nice, but sometimes you can find 6T45 with a 1.4 turbo engine, 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 also optimized firmware "brains", providing better safety of the mechanical part, and eliminated structural defects.
All variants of boxes have a very intense thermal regime, which naturally leads to problems in the electrical part and accelerated wear of all clutches, including the "main" one - the blocking lining of the gas turbine engine.
Well, how without obvious errors in the mechanical part? There is also a typical mechanical problem due to 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 out of the control hole. Many unsuccessful translations of the user manual have missed this point.
And, of course, the box is sorely lacking in cooling and an external filter. The standard heat exchanger in the radiator on a number of cars is supplemented with a small external radiator under the number 52432861, but its area is also not enough for a heavy load. And yet, with normal use, the situation with him improves markedly. 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 line: like many other automatic transmissions, this one has solenoids that are very sensitive to pollution.
The main mechanical problem of 6T40 / 6T45 for early releases (until about 2011) is a breakage of the 4-5-6 drum retaining ring. After breaking off the ring, the drum is almost irreversibly damaged and requires replacement. 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 stands up immediately.
Subsequently, the drum was changed to a reinforced one, and the problem disappeared. Note that 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 used "wave spring" - a volumetric ring for pressing the bag. 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 appearing jerks, then the drum 213550 is damaged, and fragments can "kill" the sun gear of the planetary gear, and the entire "planet" numbered 213580 will be sent for replacement. And this is much more expensive. If you call the service on time, then everything will cost either by replacing the long-suffering drum 4-5-6, or even by installing a repair spacer on it and, of course, a new spring.
The planetary gear Output Planet of 6T40 boxes of release before 2011 is also a weak point. Later, this unit was unified with a similar part from 6T45 under the number 213584, and earlier, the frequent use of maximum engine power could lead to the destruction of the satellite gears.
Another feature of the box is the relatively intense wear of the slide bushings due to the adopted hydraulic scheme. Pulsations of pressure and load lead to their wear and tear, and therefore, even if the mechanical and hydraulic parts are in good working order, the pressure in the box is steadily decreasing. This completely natural process is usually noticeably accelerated in case of problems with valve body and oil contamination. Even with normal operation of the box for a run of 250-300 thousand, the bushings must be replaced preventively. The bushings are changed when any problems with the operation of the box and oil contamination appear.
The VFS solenoids used in this box are also very sensitive to contamination and oil temperature. The good news is they are relatively inexpensive and can even be washed with a good chance of success. The bad thing is that for most car owners who have not changed the oil, almost all of them will require replacement, like the bushings.
Black solenoids prior to 2011 are less reliable and less resistant to high temperatures, and the green-yellow 213420K kit is slightly more reliable and often solves jerky problems for a while. But if the oil pressure is insufficient, the GTE lining has not been replaced, the bushings are old, and the O-rings on the drums are worn out, then the repair will not last long.
Another typical problem of these boxes, which 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 wear sensor for the "mechanics": the state of the unit can be seen by the amount of debris on it.
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 installing it correctly requires extraordinary skill and therefore often does not help.
As you can imagine, these boxes are considered problematic for a reason. There is little chance of a long and happy life. The situation can be slightly improved by frequently changing the oil, using an external filter for the automatic transmission, installing a good radiator and not overloading the unit. Unfortunately, most owners violate these requirements in one way or another, and even upgraded boxes after 2011 have a finite resource and very high chances for an extraordinary repair.
Not everyone knows, but with diesel two-liter engine another box is aggregated. This is a noticeably more reliable Aisin TF 81SC. Its undoubted advantages include a reliable mechanical part, which can withstand 450 Nm as standard, and all 600 Nm non-standard.
There are also disadvantages: the box has a very sensitive to dirt and frankly capricious valve body, 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 Opel, and in this version the automatic transmission is definitely the leader in terms of reliability among all Astra J transmission options.
Motors
Talking about Opel powertrains for the twentieth time is a bit boring - I hope you have studied the relevant materials on and. In fact, the naturally aspirated engines have not changed at all, and the diesels are almost the same.
Engines A14XER, A16XER, A 18XER are the same here and with the same features. They are relatively reliable and simple motors, which, however, have a number of unpleasant weaknesses.
Leaking heat exchangers, capricious phase regulator valves and current phase shifters, unsuccessful thermostats, a dirty intake manifold and exhaust cracks have not gone anywhere. The chains on 1.4 liter engines and belts for 1.6 and 1.8 are not encouraging with a resource.
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 one hundred and one and a half hundred thousand mileage, you don't have to worry too much.
If not yet applied branded oil Dexos II, which is very prone to the "oil plague" and in general does not differ in special quality, but something decent, then you can count on a quite decent piston group resource and the absence of an "oil plague" up to a mileage of 200-300 thousand kilometers.
In the photo: Opel Astra (J) "2009-12 If the engine eats up the oil, nothing terrible 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
price for original
7 093 rubles
Of the additional problems on the Astra J, only a dense layout, shortcomings of 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 engines, see the materials about and, on older cars the number of problems is noticeably greater. On the Astra J, these motors suffer only from heat exchanger leaks, and very much at an advanced age or after serious operational disruptions - cover leaks, oil appetite and similar consequences.
Much more interesting are the new turbo engines. I would like to 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 person of A 14XER and A 16XER. Unless the chain resource on a 1.4-liter engine is still less 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) makes it possible 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 body 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.
price for original
6 531 rubles
There are sometimes malfunctions of the supercharging control system. Most often, the boost control valve fails, here they did with the usual vacuum drive, without any of your fashionable electronic actuators.
The resource of a turbine 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 repair for Volkswagen cars.
The most serious, but, fortunately, rare problem of such engines is burnout and piston breakage. They are possible when the temperature at the inlet rises to 60 degrees and above, using low-quality fuel or piston coking. Therefore, the cleanliness of the radiators and the condition of the piston must be monitored extremely 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 an atmospheric 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 increased chances of piston burnout and block damage.
The pistons themselves are rather weak, detonation often causes breakage of the baffles or even cracks. The crankshaft and the lubrication system are also working to the limit, and the SAE 30 oil for this engine is frankly liquid, although there are cases of bedding on the more viscous oil scraper rings due to a violation of the oil drain.
In general, this motor will ask you to fill in high-quality synthetics, and not anyhow, and better than ester and with minimal loss of additives and very careful maintenance. Regular oil does not suit him well, take this into account. By the way, only high quality gasoline is recommended 95, and better 98-100, and for temperature regime you need to keep track of both.
When buying a car, be sure to check the condition of the piston group and do not be lazy to do an endoscopy of the fourth cylinder: the initial stage of problems is marked there by small sticks of the piston and corresponding marks on the cylinder.
And in the future, the chances of problems with piston group remain high enough. High oil temperatures result in more frequent heat exchanger leaks. Taking into account that there is not only a catalyst, but also a turbine above it, the cost of repairs slightly increases. The motor itself, unfortunately, has a small boost margin. To achieve decent power and a torque of more than 300 Nm, it is necessary to change the oil pump and reinforce the cylinder block with a plate in the lower part. Yet the original design was designed for half the load, and ignoring these restrictions leads to dire consequences. Usually, the lubrication of a part of the crankshaft journals is disrupted due to curvature, and then - where the curve will take.
In the photo: Opel Astra Sedan (J) "2012 – present. The turbine here is a regular KKK03, as well as on a 1.4-liter engine. It is not recommended to set KKK04 due to the restrictions described above. But in general, don't be intimidated. The motor is very inexpensive in design, well understood and well known. And even if his 180 forces are in fact not more cheerful than 122-140 forces from a 1.4 engine from another manufacturer of downsized motors, but 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
price for original
8 329 rubles
Here are the A16XHT motors, they are 1.6 SIDI, this is a completely different calico. Despite the lower power (there is "only" 170 forces in the initial version), the cylinder block, crankshaft and the power supply system is clearly designed for a noticeably heavy 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 balancer shafts have been added and the motor is completely vibration-free.
Direct injection gives it a reduced sensitivity to the octane number of fuel, the engine runs at "just 95" and does not find fault.
And now fly in the ointment. Unsuccessful piston material is very sensitive to detonation: pistons crack, and it is good if it does without damaging the cylinder block. Detonation is still often managed to get in the event of fuel equipment breakdowns, dirty radiators and intercoolers: the turbine blows here for real, and direct injection is very sensitive to fuel contamination and the quality and condition of filters and, as a result, to contamination of injectors. Moreover, a change in the shape of the injection torch can lead to increased wear of the cylinder and piston rings.
It is possible to ruin an expensive high-pressure fuel pump with unsuccessful gasoline, and the coarse filter on the pump in the gas tank is often clogged here and shuts off the fuel supply.
In cars before 2013, the standard firmware is unsuccessful, it does not take into account possible violations in the operation of the fuel equipment and the fact that we have especially smart drivers pouring "pure 92nd" gasoline. And therefore the pistons "fly" with it regularly, so it is recommended to update to the latest software version.
Carbon formation on the pistons and valves of the motor is simply creepy, it requires regular braking every 30 thousand km. Well, or installing a 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 starts knocking 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 with good tuning German companies do not hesitate to remove up to 300 hp from it, but I am afraid this fact will not help "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 one hundred to one 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 1.6 liter supercharged engines are generally a minefield. Of course, you can put a 6T40 automatic transmission 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 weak spots, and it will delight you with a low operating cost.
Would you buy a used Opel Astra J?
30.11.2016
Opel astra) Is the fourth generation of the popular model, which many consider not only the most beautiful, but also the most successful car in the golf class. Smooth shapes, large discs, muscular arches and excellent optics with diode cilia - such a machine is simply obliged to attract attention, because marketers worked on it no less than design engineers. And these efforts were not in vain, since 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 a new generation of 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 made its debut on the market only in 2010. Since 2011, a sports version of the hatchback has become available to customers, which received the "GTC" index. After a minor facelift in 2012, the Astra J appeared in the sedan body. The Opel Astra J, model year 2010, was developed in Rüsselheim, Germany, and shares the same platform with.
The novelty was created from scratch, the manufacturer relied on an unconventional design for the Opel brand, spacious salon, increased safety, comfort and handling, as well as advanced technology. New wheelbase, combined with increased track distance and good design rear suspension, gave the car controllability, excitement and stability on the road, while maintaining a decent level of comfort. The list of equipment also includes an electrically adjustable mechatronic chassis, adaptive lighting, a system for tracking the markings and recognizing road signs. Opel Astra J was assembled in Germany, Poland, Great Britain, as well as in Russia at the plant in Shushary.
Weaknesses and disadvantages of the Opel Astra J with mileage.
Previous models of Opel are very much criticized for the poor protection of the body against corrosion; among motorists, the saying was very popular: "If you put the 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. This is not to say that the body rots as before, but the appearance of bugs on it after winter is a common thing (it should be noted that the manufacturer gives a 12-year warranty on the body). When examining, special attention should be paid to: sills, wheel arches, tailgate and door edges.
Power units
The range of Opel Astra J engines 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 motors 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 replacement is required, and the pleasure is not cheap (700-900 USD, with work).
Of the common engine problems, it can be noted: a small thermostat resource - 30,000 km (many owners solve this problem by installing a more reliable cruise thermostat) 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, the weak point is the phase regulator solenoid valve. Once every 60,000 km, cleaning or replacing the valves is required, a signal about the need for this procedure will be a noise resembling a diesel rumble. If you neglect this procedure, then expensive engine repairs are inevitable. The car is equipped with an electronic throttle valve, the complex structure complies with the Euro-5 eco-standards , but its resource, unfortunately, is not great, 60-80 thousand km. To prolong life throttle and injectors, they need to be washed as soon as you feel a deterioration in traction, also try to refuel the car with high-quality gasoline.
Diesel engines with fuel system « Common rail»(TDCI) are very sensitive to fuel quality. And, if the previous owner was refueled with low-quality diesel fuel, you will have to replace the fuel injectors, injection pump, EGR valve and catalyst (repair cost 2000-3000 USD). When choosing a diesel version of the Opel Astra J imported from Europe, carry out a detailed diagnosis of the power unit. The fact is that these cars are very economical, and abroad more than one hundred thousand kilometers are wound on them, and in our country they are often sold with a mileage of 50-80 thousand kilometers.
Transmission
The Opel Astra J is equipped with a five- and six-speed manual transmission, as well as an automatic six-speed transmission. Operating experience has shown that mechanical boxes gears have established themselves as the most reliable, but things with automatic transmission are worse. So, in particular, the owners name an extraneous unpleasant sound when the car stops, and jerks are also 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. Re-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 use of poor-quality pipes for supplying oil to the cooling radiator by the manufacturer. If you neglect the rules for operating the 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 MacPherson-type front independent suspension, at the rear, traditionally for all generations. deutsche mark, a torsional semi-dependent beam with springs and shock absorbers on the axle is installed. Design feature suspension of the Opel Astra J is that at sub-zero temperatures, it begins to tap when driving on a rough road. Often, the cause of the knock in the suspension is a detached shock absorber boot. This problem can be solved quite simply - you need to install the boot in place and secure it with sealant or clamps. Another source of knocking on 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 is on, most likely a software reinstallation is required.
Traditionally, for most cars, stabilizer struts most often deteriorate, replacement every 30,000 km. Support bearings do not last much longer, their resource is 40-50 thousand km, approximately at the same mileage, replacement of stabilizer bushings will be required. The service life of original shock absorbers does not exceed 100,000 km, non-original ones can last less than 50,000 km. Ball joints, 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 can be distinguished: wear of the rack bushing (knocking 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 trim on the center console, a plastic trim around the door windows, a ceiling light, 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 an arbitrary reboot of all on-board equipment (the reason has not been established), a failure of the standard alarm, spontaneous lowering of windows and a failure of the air conditioning compressor.
Outcome:
Opel AstraJ- inexpensive, economical and reliable vehicle for everyday use. Thanks to the combination of modern looks, decent dynamics and good handling, the car will be a good option for young and practical car enthusiasts.
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 feedback that will help the readers of our site when choosing a car.
Best regards, editors AutoAvenu
