Deciphering the error code p1101 Opel Astra J talks about the reasons why it appears. How does this threaten Astra, and most importantly, how to fix the error with your own hands?
Error code p1101 Opel Astra J displays in case of incorrect operation of the intake system. And in the case of the Opel Astra 1.4 turbo, the mushroom-shaped intake tract valve may be the cause. The car's consumption increases, the reaction to pressing the gas pedal slows down. Astra also starts to sound differently, less smoothly, the engine speed can float. But do not despair, the p1101 error code is not a sentence for Opel.
Causes
So, the main reason why Astra has the p1101 code is an intake manifold error. There are many reasons for the error:
- faulty flowmeter;
- leaky path;
- dirty throttle.
For the Opel Astra 1.4 turbo, the reason may be that the mushroom valve has fallen off. This happens due to the design features of the Opel. But after modifying the design of the Astra collector in 2011, the error was corrected.
Despite the abundance of options, the most common reason for the appearance of the p1101 code is throttle contamination. It becomes contaminated due to the penetration of oil dust into the Opel intake system. Dust enters through the crankcase ventilation tube, which is located under the Astra valve cover. It also affects the quality of the fuel.
An easy way to repair Astra
Cleaning the intake tract on the Opel Astra, like on most other cars, can be done without dismantling the parts. For these purposes, there are a number of specialized auto chemistry. All have approximately the same principle of operation: the chemical composition is sprayed into the air intake, or into the disconnected intake manifold. Further, the chemistry does its job, and the contaminants on the damper dissolve. It is important to use reliable auto chemicals and act strictly according to the instructions. Perhaps after that, Astra will smoke more than usual for some time. But in this case, this is a good sign - pollution burns out. The error code may not disappear immediately, so you will probably have to use the services of the service.
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.
In 2010, GM, inspired by the idea of downsizing, released its next engine. With a 1.4-liter volume, thanks to a low-pressure turbine (about 0.5 bar), a power of 140 hp was removed. This power unit is known under the designation A14NET in the Opel model range, and under the LUJ index among Chevrolet models. The 120 hp versions of this engine are designated A14NEL and LUH respectively.
The 1.4-liter GM turbo engine is widely distributed not only in Europe, but also in the CIS countries, as well as overseas - in the USA. Thanks to the "passing" working volume, cars with a 1.4 Turbo engine are gradually arriving in the states of the customs union. In this case, we are talking not only about compact Opel models, but also about Chevrolet Cruze and Buick Encore, purchased in the USA.
Motor problems 1.4Turbo (A14NET/LUJ). Ventilation of crankcase gases
This engine generally does not cause serious problems, but it has some congenital "sores" that have been recognized by the manufacturer. During the warranty period, these problems were fixed free of charge, but most often they manifested themselves after the warranty period.
The crankcase ventilation system delivers special troubles. As with any turbo engine, engineers had to resort to certain tricks to implement it. But practice has shown that the quality of the implementation of these tricks is lame. In fact, 100% of the A14NET / LUJ engines encountered malfunctions in the crankcase ventilation (CVG) system.
All three components of the VCG system fail:
- diaphragm located directly in the plastic valve cover;
- check valve in the plastic intake manifold;
- corrugated hose from the intake manifold to the turbine.
Usually problems happen with the first two nodes of the VCG system.
Signs of problems with the VKG system of the 1.4 Turbo engine (A14NET / LUJ) are:
- increased oil consumption (oil burns in the cylinders or in the exhaust manifold, seeping through the turbine cartridge or will go out through the seals and / or through the valve cover);
- smoky exhaust;
- hissing sound in the engine compartment (bleeding sound);
- floating speed or engine tripping;
- reduction in engine power;
- increased fuel consumption;
- computer diagnostics will show the following errors: P0106, P0171, P0299, P0507, P1101, P2096 (they indicate a lean mixture or a difference in the calculated and actual air consumption);
- indirect sign: the impossibility of unscrewing the oil filler cap, or after unscrewing it or removing the oil dipstick, the engine speed starts to float.
Due to the failure of one or another component of the system, the pressure in the crankcase and in the cavity of the valve cover will greatly increase under the action of the air pressurized by the turbine. Ignore problems with the VCG system can not be: incorrect mixture formation and detonation occur, oil is squeezed out and shaft seals wear out, the catalyst is clogged, spark plugs fail. Due to the high pressure in the crankcase, the oil from the turbine cartridge stops flowing into it and is instead squeezed out into the turbine or compressor part.
What to do if the operation of the crankcase ventilation system is disrupted?
First you need to make sure that the malfunctions really concern the VCG system. To do this, we do the following:
- open the hood and remove the decorative cover from the motor;
- on the driver's side on the plastic valve cover we see a round casting (see photo below);
- there is a rubber diaphragm-regulator of the VKG system in the casting;
- if it is destroyed / torn, then when the motor is running, air is sucked through the hole, simultaneously making a whistling sound. This whistle stops if you plug this hole with your finger. In this case, the engine speed may begin to "float", the vibration will increase.
This casting contains the rubber diaphragm of the crankcase ventilation system. When the diaphragm is destroyed, air is sucked in through this hole (in some cases, crankcase gases are blown out from here).
Regardless of whether you are convinced that the diaphragm is working, you need to check one more element of the VCG system. The engine must be turned off. Then you need to find the place where the corrugated hose connects to the plastic intake manifold. The hose must be disconnected by first removing the bracket fixing it.
At this point, crankcase gases enter the intake manifold and, through a hose, into the intake tract before the turbine. Thus, crankcase ventilation is ensured. The valves block the backflow of gases from the intake tract (where, due to boost, the pressure is almost always high and there is no vacuum, as in an atmospheric engine) back into the crankcase.
After disconnecting the hose, you need to look into the hole in the intake manifold. The “nipple” of the mushroom valve should be visible there. It is clearly visible by its bright orange or red color. In some cases, you may need a cotton swab, soaked in solvent: Use it to feel and lightly clean the valve to make sure it is present. If the valve cannot be detected either visually or with a stick, then it simply does not exist. The fact is that the valve simply rips off the seat, after which it flies somewhere along the hose towards the turbine.
The mushroom valve of the VCG system must be present in the intake manifold.
The next step is to check the patency of the entire hose and the operability of the second valve located at the point where the hose is attached to the intake tract near the turbine. It is necessary to blow into the hose - while the air must pass freely. And then you need to “breathe” from the hose - while the air from it (i.e. in the opposite direction) should not pass. Often the hose simply cracks, which causes air leakage. If none of this happens, the entire hose must be replaced.
To solve problems with the VCG system, you have to change the plastic valve cover (there are already offers for used ear covers with a rebuilt diaphragm), the plastic intake manifold (because the non-return valve located in it is not supplied separately) and the hose with the second valve.
Problems with the turbine 1.4Turbo (A14NET/LUJ)
The turbine of the 1.4-liter GM engine does not die on its own. Its resource can be greatly reduced due to the described problems with the crankcase ventilation system. Beginning lubrication problems and possible back pressure in the exhaust manifold negatively affect the operating conditions of the shaft support bearings.
One specific problem with the turbine of the 1.4 Turbo engine (A14NET / LUJ) was acknowledged by the manufacturer. The problem is that the return spring of the actuator that controls the internal bypass valve of the turbine weakens over time and does not do its job well. Because of this, more and more exhaust gases slip past the turbine wheel in medium and high load modes, designed to spin the turbine impeller. The responses of the motor and its power as a whole are reduced, an “error” P0299 (low turbine pressure) may be recorded.
The actuator, as conceived by the manufacturer, cannot be replaced separately. However, there are already offers of non-original actuators. But its installation must be entrusted to specialists, since adjustment and a special approach to mounting the actuator stem to the valve are required.
Turbocharger engine 1.4 Turbo (A14NET / LUJ). The photo clearly shows the internal bypass valve and its actuator.
Destruction of engine pistons 1.4Turbo (A14NET/LUJ)
The saddest and most common problem with a small GM turbo engine is the destruction of its pistons, the partitions between the compression rings.
The problem is known for cars operated in America and in the CIS countries. Most often found on cars 2010-2013 of release. Pistons can be destroyed both at a run of 20,000 km, and at a run far beyond 100,000 km.
The manufacturer does not report the exact reasons for the destruction of the pistons, but it is not difficult to determine them:
- the destruction of the pistons occurs due to detonation, which occurs when using low-quality fuel. This reason also covers "chip" engines, where, due to the increased pressure in the combustion chambers, detonation can also occur when operating on fairly high-quality fuel;
- malfunction of the crankcase ventilation system, causing improper mixture formation (too lean mixture).
The destruction of the pistons of the 1.4 Turbo engine (A14NET / LUJ) occurs due to detonation that occurs when working on low-quality low-octane fuel or with the wrong composition air-fuel
mixtures.
Where to buy contract engine 1.4 Turbo (A14NET / LUJ)?
The Opel / Chevrolet / GM 1.4 Turbo (A14NET / LUJ) engine can be bought from the warehouse of Ravto.by, which has its own site in North America. In the USA, Ravto.by independently dismantles cars for spare parts and sends the parts to warehouses in Minsk and Moscow. For every detail and, especially, for the engine, Ravto.by stores and transmits to the client information about the actual mileage.
What is very important when buying an engine or automatic transmission, the mileage on power units and transmissions from the USA is an order of magnitude less than on European ones. In addition, motors taken from American cars have a minimum number of hours due to less stressful and devoid of traffic jams. The Ravto.by site is located in the south of the United States and dismantles cars from this warm and not densely populated region.
Evgeny Dudarev
website
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