Today, a charming owner of an Opel Astra J 1.6 115 hp car came to us. 2014 release with automatic transmission.
The car owner complained about the same flaws in the factory firmware that all Opel Astra owners did not like. This is slow acceleration from low revs, pauses when you press the gas pedal, loss of traction and revs dips when the air conditioner is on. All of the above shortcomings of the serial firmware were eliminated with the help of our proprietary certified tuning program from the leading developer of Opel gasoline engines.
Now the car accelerates much faster from low revs and further throughout the entire range, the pause is gone when you press the gas pedal, the running air conditioner no longer takes power, with a calm driving style, fuel consumption will decrease by 0.5-1 l.
Engine power has increased from 115 hp. up to 125-130 hp, torque increased from 155 to 165-170 Nm(depending on ambient temperature and quality of gasoline). Our client noticed a noticeable difference after chip tuning already at the first test run.
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A few hours later, we received this nice review:
“Damir, to say that I'm happy... is like having nothing!
You made me happier!!!
It's just a fairy tale! The car is no longer stupid, no more thinking about overtaking! Now it will not be a shame to charge. Lord, what a thrill!!
Thanks a lot!!!
And your comfort, cordiality and hospitality make you want to come again and again!
I apologize for being emotional!
I am very impressed with the results and service!
You have a great business! Well built!! It's just a delight!
For the first time I see that everything in the service was so perfect, from cleanliness to the color of the walls in the guest room!!!
Prosperity to you, more clients and expansion!!!”
Screenshot of the review attached below:
The autolady also pleased us by posting a photo on her Instagram page with nice words about our technical center:
Let's take a closer look at the stages of chip tuning.
First of all, specialist Ilya carried out a complete diagnosis of the car engine in order to make sure that there were no errors and that all sensors were working properly. Then, with the help of modern equipment, the tuning program was recorded through the standard OBDII connector. This method is the fastest and safest, as it does not require intervention in the car's electronics. As a result, the master carried out the final diagnostics and went with the owner for a test run to evaluate the first changes. The whole job took 1 hour.
After, Ilya cleaned the throttle valve (this service in our service is done as a gift with chip tuning). Photo Before and After.
22.01.2018
Opel Astra J (Opel Astra) is considered one of the leaders in its segment (golf class) due to the successful combination of size, performance and practicality. Against the background of its eminent competitors, Astra J looks more expensive and solid car, and all thanks to the streamlined design, which replaced the angular body of the previous generation model. You can talk about the advantages of this car for hours, but today we will talk about its shortcomings, or rather the reliability of this model, since this factor plays a key role when choosing a used car.
Specifications Opel Astra J
Brand and body type: C - hatchback, sedan, station wagon;
Body dimensions (L x W x H), mm - 4419 x 1814 x 1510, 4658 x 1814 x 1500, 4698 x 1814 x 1535;
Wheelbase, mm - 2658, 2685;
Ground clearance, mm - 165;
Tire size - 205/60 R16, 215/50 R17;
Fuel tank volume, l - 56;
Curb weight, kg - 1393, 1405, 1437;
Gross weight, kg - 1850, 1870, 1995;
Trunk capacity, l - 370 (795), 460 (1010), 500 (1500);
Options - Enjoy, Enjoy +, Enjoy High, Enjoy Low, Essentia, Essentia Low, Cosmo, Cosmo Mid, S / S Cosmo.
Problem areas and disadvantages of the Opel Astra J
Body weaknesses:
Paintwork- despite the fact that the quality of painting is not bad, scratches and chips appear on the body quite quickly, and after 10 years of operation on a car assembled in St. Petersburg, the paint may begin to swell and fall off in pieces (most often the problem occurs on 3-door hatchbacks).
body iron- the times have already passed when Opel bodies, for a weak anti-corrosion coating, were not criticized only by the lazy. To date, the German company galvanizes all body parts of the car and gives them up to 12 years of warranty. Despite this, on some copies of the Russian assembly, over time, pockets of rust appear on the thresholds, wheel arches, trunk lid, at the bottom of the doors, as well as at the junctions of bumpers and wings (as a rule, bugs appear after winter). Original body parts are not cheap, therefore, if they are damaged, they are usually restored rather than changed.
Bottom- not completely covered with a protective impact-resistant mastic, therefore, in order to prevent corrosion, it is recommended to treat it with an anti-corrosion agent.
Pilkington windshield- very soft, which is why it quickly becomes covered with scratches and chips, it is worth noting that the use of hard wiper blades accelerates the process of glass wear (rubbed and cloudy). It is not uncommon for glass to crack due to a sharp temperature drop.
Brush replacement- this procedure involves switching the wipers to the service mode, to do this, after turning off the ignition, move the mode switch lever down, after which the wipers should be in the service vertical position.
Adaptive optics AFL- this type of optics significantly exceeds the standard one in terms of lighting quality. However, it has a couple of significant drawbacks - the rapid wear of lens drives and the failure of the control system (body level position sensors fail), in addition, replacing such a headlight is expensive. There are craftsmen who have learned how to restore the headlight, but there are problems with the availability of the necessary spare parts.
Common ailments of power units
Atmospheric motors:
1,4 - this engine has earned a good reputation for itself and is considered a very reliable unit, but only in the hands of calm drivers. So, for example, the timing chain drive that the engine is equipped with can last up to 180,000 km without replacement, but if the car is operated in the “slipper on the floor” mode and saves on maintenance, the chain will be asked to be replaced after 80,000 km. The engine resource to the capital is 250-300 thousand km.
1.6 - It is also a reliable atmospheric small-capacity engine. Unlike a weaker unit, a timing belt drive is used here, but with a variable valve timing system on two shafts. In addition to the advantages (increase in the service life of the belt), this system has its drawbacks - the solenoid valves of the phase regulator often fail. If there is a problem, the engine starts to diesel. The disease is eliminated by cleaning the valves, if cleaning does not give a positive effect, the valve will have to be replaced. The motor does not have hydraulic lifters, so the valves are adjusted by selecting calibrated glasses. This procedure is recommended to be carried out every 100,000 km. For trouble-free operation of the engine, it is recommended to change the oil every 10,000 km. In this case, it is advisable to use some kind of high-quality analogue, instead of branded DEXOS 2 oil - it contains additives that, with prolonged use, cause hard coking of the piston rings and heavy deposits inside the power unit.
1,8 - has similar problems with a weaker unit - frequent failure of the solenoid valves of the phase regulator, there are no hydraulic compensators. In addition, a small resource of the ignition module (70-90 thousand km) can be noted, most often owners who save on spark plugs face a malfunction. Symptoms - the engine troit. Oil leaks from the oil cooler are also common phenomena. The engine resource is 250-300 thousand km.
Turbocharged powertrains:
1,4 - appeared in 2010, its feature is the use of a turbine on a low-volume engine. This is both an advantage of this unit and its disadvantage - the turbine resource rarely exceeds 200,000 kilometers, and its replacement will cost about 600-800 USD. Despite the fact that there are few complaints about the turbine, it still has one weak point - sometimes there are failures in the boost control system (the boost control valve fails). The engine is equipped with a timing chain drive, which slightly increases the reliability of the mechanism (chain life 120-150 thousand km, sprockets and tensioners more than 200,000 km). Unlike atmospheric power units, hydraulic compensators are present here, so there is no need to adjust the valves. The cooling pump (pump) has a limited resource of 70-90 thousand km - it starts to make noise and loses tightness. The most serious malfunction that can be encountered during operation is burnout and piston breakdown, fortunately the problem is not widespread. The reason is the use of low-quality gasoline and coking of the pistons.
1,6 - The main disadvantage of this engine is considered to be poor performance in the cooling system (insufficient fluid circulation in the block), because of this, the fourth cylinder is subject to increased load. The consequences of this problem can be burnout of the pistons and damage to the block. The engine is demanding on the quality of fuels and lubricants. If, instead of high-quality synthetics, it is poured into it anyhow, the failure of the engine lubrication system and the crankshaft will not be long in coming. When using high viscosity oil, there is a risk of ring sticking. You can also note weak pistons - with increased detonation, partitions are destroyed. If you decide to take a car with such an engine, be sure to check the condition of the piston group and do not be too lazy to do an endoscopy of the fourth cylinder. In a 170-horsepower engine, the timing chain is not famous for its reliability and can rumble after 60,000 kilometers. With proper maintenance, the engine resource to the capital is 200-300 thousand km.
Disadvantages are common to all gasoline ICEs:
Thermostat- fails after 50-70 thousand km, if there is a problem, the fan starts to work constantly. The problem is solved by installing a more reliable thermostat from the Chevrolet Cruze.
valve in intake manifold- valve failure is a common problem and was usually encountered on cars manufactured in 2011-2012. Most often, the disease manifested itself on small runs and was eliminated by official dealers under warranty. But when buying, you should still ask if the indicated problem has been identified and eliminated.
Oil leaks through oil cooler, phase shifters and valve cover gasket- a common thing for GM engines, do not be surprised and do not worry, repairs cost a penny.
Strumming, clicking and other sounds- Astra motors like to make a variety of sounds so that you do not get bored, for example, nozzles make a clicking sound, an air conditioning compressor bearing can make screeching sounds.
Euro 5- to meet these standards, cars were equipped with an electronic throttle and fuel-sensitive nozzles. In order for these elements to last as long as possible, they must be periodically cleaned (at the first sign of a deterioration in dynamics) and try to refuel at proven gas stations.
Disadvantages of diesel engines:
All Opel Astra J diesel engines are equipped with a capricious Common Rail fuel system, which, when using diesel fuel from a “canister”, can present many problems in the form of expensive repairs (replacement of injectors, injection pump, EGR and catalyst). Otherwise, the units are practically trouble-free, but after 200,000 km, the dual-mass flywheel and turbine will have to be replaced. The declared resource of motors is 250-350 thousand km
1.3 - a common ailment of this power unit is considered to be fluid leakage from under the thermostat. It is also worth noting the sensitivity of the motor to oil quality, the use of low-quality oil leads to improper operation of the timing chain and the chain can jump over, causing the pistons to meet the valves.
2.0 - like gasoline engines, it has an unreliable thermostat (may crack). Over time, there are problems with the flaps in the intake manifold. A common occurrence is the failure of the exhaust gas recirculation valve.
Transmission
Mechanics- A five-speed transmission F17 was installed in tandem with atmospheric engines and diesel 1.3, and is not the most successful unit. Its main problem is a weak differential and unreliable output shaft bearings. Buying a car with such a box can be compared to a lottery with good chances of winning, the main thing is to correctly diagnose before buying - you need to hang out the drive wheels and spin them with the motor, if the bearings have already begun to fail, you will hear a characteristic noise (you need to listen when the engine is off). If you don’t try to squeeze all the juices out of the car and monitor the oil level (leaks appear over time), the box can last more than one hundred thousand kilometers without problems.
M32WR- A six-speed manual was paired with turbocharged and diesel engines. This box is more reliable, but, unfortunately, it also has problems with bearings, in fairness it should be noted that they are rare.
F40- installed with a two-liter diesel engine - is considered the most successful box.
automatic transmission- far worse is the reliability of automatic transmissions, which are a joint development of GM and Ford. A common problem with the machine is jerking when shifting gears. Most often, servicemen associate the incorrect operation of the transmission with the imperfection of the software, and offer to replace it, but this procedure does not always solve the problem. If the problem is ignored for a long time, this will lead to the fact that the drum will begin to crumble, and its fragments will gradually "kill" the sun gear of the planetary gear. Another weak point of the automatic transmission is its cooling radiator - leaks appear, this ailment, if untimely eliminated, can lead to a loss of performance of the unit as a whole. The problem is that when the radiator was depressurized, coolant leaked into the hydraulic circuit. Of the mechanical problems, a high probability of breakage of the retaining ring of the 4-5-6 drum can be noted. When the ring is broken, the drum is damaged in almost 100% of cases, and, as a result, requires replacement. Subject to the rules of operation, the "machine" will last about 200,000 km.
Robot- it is better to avoid buying a car with this type of transmission, as it can start to mope after 60,000 kilometers. If strong shocks or jerks are felt at the beginning of the movement and sharp acceleration, it is better to refuse to purchase such a car. Know that the resource of a robotic box is usually less than that of a conventional automatic transmission.
Weaknesses in the suspension, steering and brakes of the Opel Astra J
Suspension Opel Astra J simple (front - MacPherson, back - Watt mechanism) and has a good resource, but it still has a couple of weak points. The peculiarity of this suspension is that at low temperatures it starts to make extraneous sounds, and a detached shock absorber boot can also be the cause of knocking (it is necessary to install the boot in place and secure it with a clamp). The most problematic were the tie rod ends, in rare cases they nursed more than 40,000 km. You can also note the unreliability of shock absorbers - they begin to flow after 60,000 km of run. On the rear axle, traction bends from heavy loads. The rest of the suspension elements serve no worse than those of competitors.
Resource suspension elements:
- Stabilizer struts - about 30,000 km.
- Stabilizer bushings - 50-60 thousand km
- Thrust bearings - their resource depends on the operating conditions, for example, if you often drive on a primer and do not wash the wheel arches from the inside, the bearings will last no more than 60,000 kilometers.
- Shock absorbers - require replacement without having served even 100,000 km.
- Ball bearings and wheel bearings - 120-150 thousand km
- Silent blocks of the rear beam - 150-200 thousand km.
Steering:
If you do not take into account the steering tips, then the steering Opel Astra J can be called reliable, especially on versions equipped with electric power steering. For a long and trouble-free service of the rail, you need to adhere to the following recommendations - try not to drive through deep puddles, slow down when crossing speed bumps and tram tracks, and once a year carry out contact prevention. If there are knocks or smudges on the rail, check the condition of the rail bushings. On cars of the first years of production, there were cases of failure of the steering shaft bearing. If you do not change the fluid in the power steering after 100,000 km, you will have to change the booster pump.
Brakes:
In the brake system, an unpleasant feature is the squeak of the brakes. In top versions with 18-m diameter wheels, cases of warping of the brake disc are not uncommon. It is also worth noting the need for periodic maintenance of the system, if this is not done, the fingers of the rear calipers will start to turn sour. If you do not use the handbrake over the years, its mechanism will begin to turn sour. With an electronic hand brake with the AutoHold function, after 4-5 years of operation, the drive begins to fail.
Salon
The finishing materials of the Opel Astra J interior are not of high quality, because of this, crickets settle here over the years. Most often, annoying sounds come from a decorative trim on the center console, plastic trim around the windows, front seat adjustment mechanisms, and a ceiling lamp. Not pleased with its quality and sound insulation. Opel Astra J is equipped with a lot of electrical equipment, especially in top versions, but, unfortunately, over time it causes a lot of trouble. The most common problem is periodic failures in the operation of control units of one or another equipment - seat heating, power windows, standard alarms, etc. Fortunately, most of them are solved by restarting the car. Of the more significant ailments, one can note an arbitrary reboot of all on-board equipment (the reason has not been established) and the failure of parking sensors.
What is the result?
Opel Astra J turned out to be a predictable car in the best sense of the word. You should not expect any serious surprises from him, the main thing is to service him in a timely manner and use high-quality fuels and lubricants. Typical sores that are characteristic of this model are well known and are treated without problems. Almost any thematic forum has a lot of information on how to fix a particular problem with minimal cost.
Astra J is the most stolen model of the Opel family, keep this in mind when choosing a car.
If you have experience in operating this car model, please tell us what problems and difficulties you had to face. Perhaps it is your review that will help readers of our site when choosing a car.
Exterior / interior. For a long time I will not evaluate my personal attitude to the shape and color of the car and the buttons in it, the taste and color, as they say.
That. on the exterior-interior in the Opel Astra J I like everything and everything suits me. According to the controls, everything is clear and accessible, despite the abundance of buttons. Moreover, after such a panel and the Cosmo salon, getting into other cars seems a bit boring.
The car has 7 speakers. I heard complaints that they were humming, but I immediately found an equalizer and set the music for myself - there are no problems (I have a completed musical education in the violin, so I'm still that gourmet)! He sees the Russian font in the tags, but not always, I think, because of the encoding, I'll check it, I'll let you know.
From squeaks - there is some rattling in plastic with reading lights ...
Engine. The "new" A16XER differs from the Z16XER, in fact, by European standards. So there is no need to wait for fundamentally new technologies here. And although there are no hydraulic lifters in it, German pedantry allows you not to adjust the valves for a long time, and even up to 100,000 km I will change cars.
Even before buying, I understood that Astra 1.6 115 hp. - not a driving car, and there were no revelations. At low speeds VERY sluggish! Torque starts at 4,000 rpm, and you still need to tighten it up there. And then the assistant recommends shifting the gear up from about 3,000 rpm - some kind of collision. However, the insulation is adequate, the engine does not bother.
Chassis. Harsh. Wheels 215/50/R17, now I slow down in front of tram tracks and speed bumps. Although, when I drive a Toyota (the second car in the family), in comparison with the Astra, I just fly through all these bumps.
But there is another side of the coin - with such characteristics and rubber, it holds turns perfectly, but does not ride on a flat road, but floats pleasantly. Now I’m thinking about what winter tires to buy R16, 17, etc., so that after at least 3 trips a season to the mountains of Krasnaya Polyana or Dombay, I don’t have to get painfully expensive for repairs.
Control. The backlash of the pedals is similar, for example, to the Priorovsky ones - very pleasant and does not require getting used to. For an anti-example: I rode a Honda Fit the other day. An old body, there the brake was pressed down a little, and I staked the car. Although, someone likes it if there is almost no backlash of the pedal.
Box. If you drive, based on the instructions of the assistant, then from 80 km / h it is already the 5th. Apparently, fuel economy, but now there is clearly not enough 6th gear on the track! The box quickly darkened due to oil deposits. Terrible, I think, nothing, but there is a sediment in my soul!
I have personally traveled 5,000 km. Consumption in the city of 10 liters! Maybe less, but it will take effort! At the same time, on the way to work, in traffic jams, I can say that I don’t stand, and yes, I was lucky with that.
Outcome
If you collect everything written into a single whole - the car just turned out to be balanced. The same points cannot be indicated either in pluses or minuses. Tough - but just enough to eat the holes, BUT keep the road. Not fast, BUT 11.7 to 100 km.h allow you to adequately stay in the stream both in the city and on the highway (1.6 automatic transmission 13.3 seconds to 100 km.h - we don’t take it there, of course, a bit too much IMHO), but what is beautiful on the outside, and certainly inside, cannot be taken away, especially Cosmo. Expensive to maintain: TO alternate from 6 thousand rubles. or from 12 thousand rubles. - this is probably a minus.
Astra J gearboxes were not very lucky. Moreover, there are no complaints about the rest of the transmission elements, everything goes long and hard. Fortunately, there is only front-wheel drive and there are no additional cardan shafts and gearboxes.
The traditional Opel "trouble" in the form of a manual transmission of the F 17 series is also present on the Astra J. A five-speed gearbox with atmospheric engines of 1.4 and 1.6 liters is exactly it. And the saddest thing is that with a 1.8-liter engine, it was also usually installed on its own. This is a frankly problematic unit with a weak differential and very often failing output shaft bearings have been stubbornly put on Opel cars for about twenty years. Moreover, even with 1.6 liter engines, it often failed, and even with 1.8 liters and on heavy cars like Vectra C. But the mass of Astra J is the same 1,500 kg, it is a very heavy car, despite its size and belonging to the golf class.
By the way, the same box is paired with 1.3-liter diesel engines, which are already quite problematic.
In short, a car with such a manual transmission resembles a lottery. The chances are not so bad, most of the cars successfully drive for ten years or more without experiencing any special problems. Especially if they monitor the oil level in the manual transmission and occasionally change it: the box is prone to leaks. But those who like to pull trailers, those who are rude with the clutch, like to break the speed limit on the highway, drive over bumps without slowing down, and generally do not really care about the well-being of the transmission, the chances are much less. "Used" boxes are in great short supply, they are in great demand for older cars.
Replacing with another manual transmission is a dubious way out. Stronger F 16 / F 18 boxes do not fit under the hood of the Astra, and the more expensive six-speed M32 is also not ideal, and it also does not have a version with suitable gear ratios: it will be frankly “long” for driving around the city.
When buying, it is recommended that you check the noise of the manual transmission on the lift, for which you need to spin the wheels with the engine and turn it off. If the bearings are already failing, a characteristic noise will be heard. And be sure to check the oil for metal dust. If you have any suspicions about the manual transmission, it is worth bargaining. A new box costs about 200 thousand, which looks almost unrealistic for a car priced at 400-500 thousand rubles. A used box in good condition will cost from 20 thousand, and repairs - from ten to infinity: spare parts are very expensive, and many put "used" ones in the process of restoration.
With turbocharged engines of 1.4-1.6 liters and almost all diesel engines, a stronger six-speed M32WR was installed. Unfortunately, similar problems haunt her. True, the failure rate is generally lower than that of the F 17. The box feels especially good with 1.4 turbo engines or the first 1.6 turbo, which has a small torque.
With 1.6 SIDI, especially with the 200-horsepower version of the GTC, everything is much more complicated. More than 280 Nm of torque, the box holds much worse and is damaged more often. With a 1.7 liter diesel, the M 32 is also quite vulnerable.
When buying, the same check is required as for the F 17. The gearbox is a little better repairable, but in the same way, used units are in good condition - in some shortage and are not cheap. However, earlier this box was put on cars with turbocharged two-liter engines, and there it failed much faster. So the owners of Astra J are not so bad.
Only owners of cars with 2.0-liter gasoline and diesel engines were very lucky. They rely on an "adult" box of the F 40 series, for which 350-400 Nm of these motors are children's toys. Unless a dual-mass flywheel will force owners to fork out for something other than a new clutch.
In the photo: Opel Astra GTC (J) "2011–present
If you think that here, like at, automatic transmission is more reliable than manual transmission, then I'm afraid that I will have to upset you. For this generation of cars, GM has become generous with a new machine of its own design. More precisely, joint with Ford. On Ford cars, these boxes performed well, but on GM they squeeze everything that can be squeezed out of them. Especially in the boxes of the first releases. However, let's go in order.
Atmospheric 1.6-liter engines are equipped with an automatic transmission GM 6T30 series. With 1.4 turbo engines, a box of the 6T 40 series was installed, but 1.6 SIDI put an even stronger version of 6T45. These automatic transmissions of the modular series technically repeat each other, but the younger ones have a noticeably lightened mechanical part of the box.
A characteristic feature of GM machines is the very aggressive operation of the valve body. If the driver likes to "sink", he literally allows you to tear the box apart. And most of all, cars with a 6T30 box were unlucky, it is simply not suitable for this. The 6T40 with a 1.4 liter turbo engine gets along noticeably better, and the 6T45 with 1.6 SIDI works just fine. It's nice, but sometimes with a 1.4 turbo engine you can also find 6T45, moreover, "from the factory", and on cars with atmospheric engines - 6T40. But these are extremely rare options, you should not seriously expect to find such a car. Moreover, the problem of these automatic transmissions is connected not only with the power of the motors ...
First of all, we note that the box at the time of the release of Astra J was quite fresh and was constantly being improved throughout the entire period of its release. So there are many modifications and options for the execution of internal nodes.
Later automatic transmissions have both optimized “brain” firmware, which ensure better preservation of the mechanical part, and eliminated design defects.
All gearbox options have a very intense thermal regime, which naturally leads to problems in the electrical part and accelerated wear of all friction clutches, including the “main” one - the gas turbine engine blocking lining.
Well, how without obvious errors in the mechanical part? There is also a typical mechanical problem due to the design. When buying and during operation, it is recommended to check the oil in the automatic transmission for level and color. The level is often measured incorrectly, which can also lead to bad consequences. In short, the oil should just drip, and not pour from the control hole. Many unsuccessful translations of the instruction manual miss this point.
And, of course, the box really lacks cooling and an external filter. The regular heat exchanger in the radiator on a number of machines is supplemented by a small remote radiator under the number 52432861, but its area is also not enough for a heavy load. And yet, with normal operation, the situation improves markedly with it. But in the mountains, or if you like to ride dynamically, you need a radiator twice as large in area.
Of course, the oil needs to be changed every 30-40 thousand. And it is very desirable to embed the external filter of the box into the highway: like many other automatic transmissions, this one has solenoids that are very sensitive to contamination.
The main mechanical problem of 6T40 / 6T45 for early releases (until about 2011) is the breakdown of the 4-5-6 drum retaining ring. After the ring breaks, the drum is damaged almost irreversibly and needs to be replaced. The part itself is not too expensive, about 11-15 thousand rubles, but there can be a lot of incidental damage. After this breakdown, the car usually gets up immediately.
Subsequently, the drum was changed to a reinforced one, and the problem disappeared. Note that the new part 213550BB-EM requires a new piston and a new caliper.
However, this drum is long-suffering on all boxes of the family, including the 6T30, where a part of a slightly smaller diameter is used. The problem is still in the “wavy spring” used - a volumetric ring for pressing the package. It bursts under load, and this problem cannot be solved, you can only fix it in time and not load the box to the maximum at which the spring breaks most often.
If you ignore the jerks that appear, then the drum 213550 is damaged, and the fragments can “kill” the sun gear of the planetary gear, and the entire “planet” number 213580 will go for a replacement. And this is already a big expense. If you stop by the service in time, then everything will be fine either by replacing the long-suffering 4-5-6 drum, or even installing a repair spacer on it and, of course, a new spring.
Planetary transmission Output Planet boxes 6T40 release before 2011 is also a weak point. Later, this assembly was unified with a similar part from 6T45, number 213584, and earlier, frequent use of the maximum engine power could lead to the destruction of satellite gears.
Another feature of the box is the relatively intense wear of the sleeves due to the adopted hydraulic scheme. Pressure and load pulsations lead to their wear and tear, and therefore, even with a good mechanical and hydraulic part, the pressure in the box steadily drops. This completely natural process is usually noticeably accelerated in case of problems with contamination of the valve body and oil. Even with normal operation of the box, for a run of 250-300 thousand, the bushings must be replaced preventively. The bushings are changed if there are any problems with the operation of the box and oil pollution.
The VFS solenoids used in this box are also very sensitive to contamination and oil temperature. The good news is that they are relatively inexpensive and can even be washed with a good chance of success. The bad news is that for most car owners who have not changed the oil, almost all of them will require replacement, as well as bushings.
The pre-2011 black solenoids are less reliable and less tolerant of high temperatures, while the green/yellow 213420K kit is a bit more reliable and often solves jerking problems for a while. But if the oil pressure is insufficient, the gas turbine lining has not been replaced, the bushings are old, and the sealing rings on the drums are worn out, then the repair will not last long.
Another typical problem with these boxes that have worked under high load is the contamination of the Hall sensors with magnetic wear products of the box. Moreover, the turbine speed sensor can be used as a “mechanics” wear sensor: the state of the unit can be seen on it by the amount of debris.
Of the remaining problems, the most unpleasant is the abrasive wear of the channels of the valve body plate. There is a Sonnax kit for repairs, but its correct installation requires extraordinary skill and therefore often does not help.
As you understand, these boxes are not in vain considered problematic. There are few chances for a long and happy life. You can slightly improve the situation by changing the oil often, using an external filter for automatic transmissions, installing a good radiator and not overloading the unit. Unfortunately, most owners violate these requirements one way or another, and even modernized boxes after 2011 have a finite resource and very high chances for extraordinary repairs.
Not everyone knows, but another box is aggregated with a two-liter diesel engine. This is the noticeably more reliable Aisin TF 81SC. Its undoubted advantages include a reliable mechanical part that can withstand 450 Nm nominally, and abnormally all 600.
There are also disadvantages: the box has a valve body that is very sensitive to pollution and frankly capricious, in which the plate itself suffers greatly from wear, and very expensive spare parts. But due to the relatively rare use on the Opel Astra, it is better to read the detailed description where this automatic transmission is widely used. You can not be afraid of overheating with a diesel engine on an Opel, and in this version, the automatic transmission is definitely the leader in reliability among all Astra J transmission options.
Motors
Talking about Opel powertrains for the twentieth time is a little boring - I hope you have studied the relevant materials on and. In fact, atmospheric engines have not changed at all, and diesel engines are almost the same.
Engines A14XER, A16XER, A 18XER here are the same and with the same features. These are relatively reliable and simple motors, which, nevertheless, have a number of unpleasant weaknesses.
Current heat exchangers, capricious phase regulator valves and current phase shifters, unsuccessful thermostats, a dirty intake manifold and exhaust cracks have not gone away. The chains on 1.4 liter engines and belts on 1.6 and 1.8 do not please with the resource either.
But cars with these motors are not troublesome, these minor troubles are solved quite reliably and inexpensively. And during the warranty period, there are usually no problems at all, up to a hundred or one and a half hundred thousand mileage you don’t have to worry too much.
If you still use non-branded Dexos II oil, which is very prone to "oil plague" and in general does not differ in special quality, but something decent, then you can count on a quite decent resource of the piston group and the absence of an "oil burner" up to a run of 200- 300 thousand kilometers.
In the photo: Opel Astra (J) "2009–12 If the engine eats up oil, nothing bad will happen either. A complete loss of oil pressure or global breakdowns are unlikely: the design is not only conservative, but also has a good margin of safety.
Radiator
original price
7 093 rubles
Of the additional problems on the Astra J, only a tight layout, flaws in the seals of the cooling system and its design in general, including too closely spaced radiators and a constantly flowing expansion tank, were added. If you want to see more criticism on these motors, see the materials about and, on older machines, the number of problems is noticeably greater. On Astra J, these motors suffer only from heat exchanger leaks, and even in old age or after serious operational violations - cover leaks, oil appetite, and similar consequences.
Much more interesting new turbo engines. I note right away that in terms of the mechanical part, A 14NET, A 14NEL and A 16LET almost completely repeat their ancestors of the same working volume in the face of A 14XER and A 16XER. Unless the chain resource on a 1.4-liter engine is still smaller than that of an atmospheric engine, and you need to monitor it more carefully. But this problem is not great either: usually for the first time everything is limited to replacing the chain itself and occasionally the tensioner. A complete set with stars and a phase shifter changes much less often, usually with runs over 200 thousand.
In the photo: Under the hood of the Opel Astra OPC (J) "2011–present. A lower operating temperature (there is a 90-degree thermostat here) allows us to hope for a longer resource of plastic and rubber elements of the cooling system. True, for some reason there are a lot of complaints about the pump and its housing just for the A 14NET motor, often it is only enough for 60-80 thousand mileage. It not only starts to make noise, but also loses its tightness.
original price
6 531 rubles
Sometimes there are also failures of the boost control system. Most often, the boost control valve fails, here they managed with the usual vacuum actuator, without any of your fashionable electronic actuators.
The turbine resource is usually at least 150 thousand kilometers. There is a simple KKK03 here, the cartridges for which are inexpensive and have long been mastered in repairs for Volkswagen cars.
The most serious, but, fortunately, rare problem of such motors is burnout and broken pistons. They are possible when the intake temperature rises to 60 degrees and above, the use of low-quality fuel or piston coking. Therefore, the cleanliness of radiators and the condition of the piston must be monitored very carefully.
In the photo: Under the hood of the Opel Astra BiTurbo (J) "2012–15 But the 180-horsepower A 16LET is an example of a less successful conversion of a naturally aspirated engine to a turbocharged one. A clear lack of performance of the cooling system - more precisely, the circulation of fluid in the block - leads to an increased load on the fourth cylinder and, as a result, to an increased chance of piston burnout and damage to the block.
The pistons themselves are rather weak, detonation often causes baffle breaks or even cracks. The crankshaft and lubrication system also work to the limit, and the SAE 30 oil for this motor is frankly thin, although there are cases of oil scraper rings due to oil drain problems on a more viscous one.
In general, this motor will ask you to fill in high-quality synthetics, and not just anything, and ester is better and with minimal dropout of additives and very thorough maintenance. Regular oil does not suit him well, consider this. By the way, only high-quality 95 gasoline is recommended, and preferably 98-100, and you need to monitor the temperature regime in both.
When buying a car, be sure to check the condition of the piston group and do not be too lazy to do an endoscopy of the fourth cylinder: the initial stage of problems is marked there by small seizures of the piston and corresponding marks on the cylinder.
And in the future, the chances of problems with the piston group remain quite high. High oil temperatures result in more frequent heat exchanger leaks. Taking into account the fact that not only a catalyst, but also a turbine stands above it, the repair price increases slightly. The motor itself, unfortunately, has a small margin for forcing. To achieve decent power and torque of more than 300 Nm, it is necessary to change the oil pump and reinforce the cylinder block with a plate at the bottom. Yet the original design was designed for half the load, and ignoring these restrictions leads to sad consequences. Usually, the lubrication of a part of the crankshaft journals is violated due to curvature, and then where the curve will take it.
In the photo: Opel Astra Sedan (J) "2012–present The turbine here is the usual KKK03, as on a 1.4-liter engine. Installing KKK04 is not recommended due to the limitations described above. But in general, don't be scared. The motor is very inexpensive in design, well understood and known. And even though its 180 forces are in fact no more cheerful than 122-140 forces from a 1.4 engine from another manufacturer of downsized motors, a car with such an engine drives briskly. And with careful operation, it is quite possible to count on 200 thousand trouble-free mileage.
In the photo: Under the hood of the Opel Astra (J) "2012–15 Timing kit 1.6 / 1.8 16v
original price
8 329 rubles
Here are the A16XHT motors, they are also 1.6 SIDI, - this is a completely different calico. Despite the lower power (there are “only” 170 forces in the initial version), the cylinder block, crankshaft and power system are clearly designed for a noticeably greater load. In practice, this means that without much intervention in the hardware, you can get more than 300 Nm of torque from it, and the standard version has a good margin of reliability. Even balance shafts are added, and the motor is completely devoid of vibrations.
Direct injection gives it a reduced sensitivity to the octane number of the fuel, the engine runs at "just 95" and does not find fault.
And now a fly in the ointment. Poor piston material is very sensitive to detonation: pistons crack, and it's good if you do without damaging the cylinder block. Detonation is still often managed to be obtained when fuel equipment breaks down, dirty radiators and an intercooler: the turbine really blows here, and direct injection is very sensitive to fuel contamination and the quality and condition of filters and, as a result, to nozzle contamination. Moreover, a change in the shape of the injection jet can lead to increased wear of the cylinder and piston rings.
You can ruin an expensive high-pressure fuel pump with unsuccessful gasoline, and the coarse filter on the pump in the gas tank often clogs here and cuts off the fuel supply.
The standard firmware of cars until 2013 is unsuccessful, it does not take into account possible malfunctions in the operation of fuel equipment and the fact that we have especially smart drivers pouring “clean 92nd” gasoline. And therefore, pistons “fly” with it regularly, so it is recommended to upgrade to the latest software version.
The carbon formation on the pistons and valves of the motor is simply terrible, it requires regular bracing once every 30 thousand km. Well, or installing a water-methanol injection system, which helps very well.
In the photo: Opel Astra (J) "2012–15 The chain has a very small resource, often stretching to a mileage of 60 thousand to such an extent that it begins to knock on the motor cover. It's good that at least it doesn't fly off.
In general, the motor is still very "raw", although it has potential. With forged pistons and good tuning, German companies do not hesitate to take up to 300 hp from it, but I'm afraid this fact will not help in any way for "the guys from our yard", and in the standard version this engine remains a risky option with high potential.
Summary
Astra J is a very good car. Especially if you are lucky and you did not choose the initially problematic option. You know, here a step to the right, a step to the left - and now ... Typically, this is only after a run of a hundred and a half thousand kilometers, but the age of the car is already quite sufficient for such a run to be considered normal.
In general, everything is fine, but atmospheric engines rely on very unsuccessful manual transmissions and hardly more reliable machines, which, although they were finalized after 2011, did not completely eliminate the shortcomings.
In the photo: Opel Astra GTC (J) "2011–present Powerful supercharged 1.6 liter engines are generally a minefield. Of course, you can install an automatic transmission 6T40 with atmospheric 1.8, modify the supercharged 1.6 by installing a new forged piston ... But for this reason, the model does not have as many fans as it could be. Choose a car wisely, check for weaknesses, and it will please you with a low cost of operation.
Would you buy a used Opel Astra J?
1) LKP - bad. It's useless to argue. I don’t know why, maybe these are the features of the Russian assembly and painting, but the slightest touch of the body leaves a scratch on the varnish, small pebbles flying from the road leave chips on the hood. And I'm not talking about those stones that, if they hit like that, they hit, no, these are ordinary small stones, which are full on the road. So if you are considering a purchase, take white, do not stare at the beauty of dark metallics. And the chips will be less visible and the cobwebs on the varnish are less noticeable in white. I would take the white one myself if I had a chance to change. 2) Wide A-pillars. There is nothing to describe, really wide, close the review. Front triangular windows help, but weakly. Not critical, you can get used to it. 3) Salon crickets. It's just an attack. I read reviews, for some people the interior began to creak and rattle after the first 500 km of run. I started somewhere around 2500. There is a lot of information on the Internet on specialized forums on this issue, you can find the entire list of crickets and ways to eliminate them, they are not as complicated as they seem. Runs or not? Me not really. Only the feeling haunts you that you bought not the cheapest foreign car, but it rattles like a VAZ 2109 on bumps, as if you were deceived a little. 4) The engine, or rather its power. 115 horsepower. In the TCP, by the way, they write 116, keep in mind when calculating the transport tax, the difference is negligible, but still. I scold myself for not saving money and not taking a 140 turbo. The engine does not pull, the car does not go. What does it mean not to go, you ask? From low revs, the dynamics are poor, the engine has to be constantly twisted to achieve acceptable acceleration, dips between gear changes do not allow to continue accelerating sharply and stuff like that. Of course, it all depends on the driving style. On duty, I drive 40-50 km daily on the highway and I like to drive fast, rarely when I drive slower than 150 km / h. To keep the speed in the region of 160-170, you have to squeeze the poor 115 horses like a lemon. In justification, I’ll say that the passport 190 (more precisely 189) the car drives, with a long straight section it will go 200, maybe 205-210 under good conditions, I haven’t tried it. But acceleration at such speeds is already slow, 189 ..... 190 .... 191 ..... and so on. The engine roars, noise-vibration isolation is trying, little noise from the engine gets into the cabin, only from the arches, all the pebbles from the road and the rustling of tires are heard there. In general, to sum up, if you don’t have enough money for a 140 turbo, and you like active movement in space - don’t take 115 hp, be sure to save up and take 140 hp, and ideally 180 in general, went for a test drive, plane. If 150-160 km / h is enough for you on the highway, and you drive calmly in the city, 115 hp will be just right for you. P.S.: In competition with other cars of classes B + & C in terms of speed characteristics, I’ll say that Solaris and Rio (123 hp Automatic) drive on a par, owners of VAZ 2108-15 try, but fall off at 160-180 (who drowns like that), and I drive further, albeit not without effort. Priors, Kalinas, Grants, even if with 106 horses they don’t catch up along the highway, in the city they can fight from a traffic light. The entire C class with turbo engines goes around calmly, if aspirated, then you can compete. 5) Soundproofing arches. As mentioned above, the arches are poorly insulated, there is a rumble and the sound of stones is heard. You can get used to it, it's not critical. If it infuriates you a lot, you can add insulation yourself, there are recipes on the Internet.
