Opel Astra H (2004 - present): family features. Salon and equipment

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08.03.2017

Opel Astra 3) is the third generation of a passenger car of a German company. Astra has always been a popular model, but this generation especially pleased dealers with sales volumes. Recently, the number of used Opel Astra H has increased dramatically, of course, this can be attributed to the regular renewal of cars, since most motorists do this every 4-5 years. But it may be that the owners begin to get rid of their cars after a run of 100-150 thousand km . And, here, what is the true reason, and what disadvantages are inherent in this car, now we will try to figure it out.

A bit of history:

The debut of the Opel Astra H took place in 2003 at the Frankfurt auto show, and in March 2004 the serial assembly of the car began. In the markets of different countries, it was also produced under the names Chevrolet Astra, Chevrolet Vectra, Holden Astra, Saturn Astra and Vauxhall Astra. The novelty was designed to replace the Opel Vectra B, which was popular at that time. In total, to storm the segment " C” or, as they say, a golf class, four bodies were produced based on the Delta platform developed by General Motors - a three and five-door hatchback, sedan, station wagon and coupe.

For most CIS markets, the car was assembled at the Russian Avtotor plant in Kaliningrad, and since 2008 at the General Motors car assembly plant in Shushary near St. Petersburg. The design of the car was developed by the director of the German Opel design studio in Rüsselsheim - Friedhel Engler, who is also the creator of the Opel Corsa. The production of the model ceased in 2009, this model was replaced by the Opel Astra J, but, even after the release of the new model, the popularity of the Opel Astra H did not decrease at all, therefore, it was decided to extend the production of this model (the car was produced until 2014 under the name Astra Family).

Weaknesses and shortcomings of the Opel Astra H with mileage

Unlike most competitors, the Opel Astra H has a fairly high-quality paintwork. The exception was cars made in Poland, on such specimens the paint swelled and fell off in pieces, fortunately, the manufacturer eliminated all the shortcomings under warranty. The body is completely galvanized, thanks to this it resists the onslaught of the red disease well, but, nevertheless, over time, from the effects of reagents that are generously sprinkled on our roads, it is possible to detect pockets of corrosion on the tailgate, door edges and thresholds. On cars of the first years of production, the headlights become cloudy, and the handles of the rear doors may also stick.

Engines

A large number of powertrains were available for the Opel Astra H: petrol - 1.4 (90 hp), 1.6 (105 hp), 1.8 (125 hp) and 2.0 (170, 200 hp) ; diesel - 1.3 (90 hp), 1.7 (100 hp), 1.9 (120 and 150 hp). All motors are quite reliable, but after 100,000 km of run they require little investment. The 1.4 engine proved to be the most trouble-free, but, due to insufficient power, this power unit is not in demand among motorists. In the more common 1.6 and 1.8 engines, in our operating conditions, the catalyst and the EGR valve become dirty very quickly. The problem is especially relevant for cars operated in the metropolis. One of the most serious breakdowns that many Astra owners have had to deal with is jammed intake and exhaust camshaft gears. This trouble occurs on a run of 60-80 thousand km, and after repair there is no guarantee that it will not happen again. Signs of a problem will be: increased noise when starting the engine (rattle, rumble) and deterioration in dynamics.

Also, the main disadvantages include a small resource of the rear engine mount (it becomes unusable every 60-70 thousand km). Often, owners are faced with a malfunction of the ignition system module, the cause of the disease lies in poor contact in the connectors and untimely replacement of spark plugs. Closer to 250,000 km, a rupture of the membrane responsible for the recirculation of crankcase gases occurs, located in the valve cover. You can identify the problem by the unstable operation of the engine, as well as by blue smoke from the exhaust system. Very often, the engine is sentenced to overhaul at the services, however, the problem is solved by replacing the valve cover. The most powerful power unit, in most cases, does not require repair up to 150,000 km, but minor troubles, such as fogging of the cylinder head and oil smudges through the crankshaft oil seal , can occur after 20,000 km of run.

All motors are equipped with a timing belt drive, according to the regulations, belt replacement is prescribed every 90,000 km, but there have been cases of a belt break after 50,000 km, therefore, it is better not to risk it and change the belt every 60,000 km. The pump is usually changed every second belt change. Diesel engines are reliable, but demanding on the quality of fuel and lubricants. Among the shortcomings of diesel engines, it should be noted weak fuel equipment and a small resource of the particulate filter (replacement every 50-60 thousand km). If the filter is clogged, the thrust disappears, and fumes come out of the exhaust system, like from an old KAMAZ. Also, due to design miscalculations, the engine control unit suffers (it is exposed to moisture and dirt). Of the most costly problems faced by owners of diesel cars is the failure of a dual-mass flywheel (resource 100-150 thousand km). Signals about the presence of a problem will be knocking and vibrations when shifting gears, it is worth noting that the gears turn on clearly.

Transmission

Opel Astra H buyers were offered three types of gearboxes to choose from - mechanical, automatic and Easytronic robot. Mechanics is considered the most problem-free, even a clutch kit serves 100-120 thousand km. The only thing for which you can blame the manual transmission is only for the lack of synchronizers, because of this, the reverse gear does not always turn on correctly. Among the shortcomings faced by owners of cars with mechanics, one can single out a leak in the rear crankshaft oil seal and a small resource of the output shaft bearing (60-80 thousand km). On some copies, after 70,000 km of run, cracks appear along the seam of the box. If, when switching from first to third gear, a blow is felt, it is better to contact the service, but, in most cases, it is enough to change the oil to eliminate the ailment.

The automatic transmission is famous for jerking and jerking during gear changes, but you should not be afraid of this, since this is not a breakdown, but a feature of the transmission. The most common automatic transmission problem is the leakage of coolant into the hydraulic circuit of the box, after which the unit completely fails. If the auto-neutral fails, cleaning the jet in the box will most likely help. When switching to emergency mode, the box only works in fourth gear. The robotic transmission is very capricious and requires attention every 15,000 km (maintenance and clutch adjustment).

During operation, the driven disk is erased, while the point of contact with the basket shifts, but the controller responsible for supplying fuel does not know about the shift in the point of contact and supplies the wrong amount of fuel. As a result, this leads to incorrect operation of the box and premature wear of the clutch. It is worth noting that even with timely maintenance of a robotic transmission, its resource in rare cases exceeds 150,000 km. Before buying a car with a robot, be sure to ride it, if there are strong jerks when switching, it is better to refuse to buy such a car.

Reliability running Opel Astra H

Simplicity is the key to reliability, it was on this principle that the suspension of this model was developed, a semi-independent torsion beam was installed at the back, and MacPherson strut was installed at the front. If we talk about driving characteristics, then the suspension copes well with the realities of our roads, but it is characterized by increased noise. If you do not take into account the stabilizer struts and bushings (resource 20-40 thousand km), the support bearings and steering rods are considered the weakest point of the chassis, their resource, in most cases, does not exceed 60,000 km of run. Wheel bearings (the ABS sensor becomes unusable after 50,000 km) and ball bearings with medium loads nursed 50-70 thousand km. The rest of the suspension elements serve 100,000 km or more.

The weakest point in the steering mechanism is the steering rack, as a rule, it starts knocking after 100,000 km of run, fluid leakage may also occur, this, over time, can lead to the destruction of the assembly, but if the problem is noticed and eliminated in time, complications can to avoid. There are no complaints about the reliability of the brake system, the only thing the owners complain about is the small resource of the front pads (30,000 km.).

Salon

The interior of the Opel Astra H is made in a simple style, but at the same time, the manufacturer used sufficiently high-quality materials, but, despite this, almost every car has crickets in the cabin. The car cannot boast of the reliability of the interior electrical equipment. The main problem in electronics is the incorrect operation of the buttons on the steering wheel and steering column control levers, the reason is a faulty steering column SIM module. There are also complaints about the climate control system, or rather, the air recirculation damper. The problem is manifested by a characteristic crack from under the console.

Outcome:

In terms of reliability Opel AstraH not much different from its competitors, but due to the low cost of maintenance and repair, this car is one of the most interesting representatives of the golf class in the secondary market.

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 review that will help readers of our site when choosing a car.

Sincerely, editorial Autoavenue

When choosing an Opel Astra H in a car, you are attracted by a nice design that still does not seem outdated, a spacious interior, excellent driving performance and not too expensive maintenance and repairs. But is it worth buying this Astra modification, how to choose it correctly and how often will Opel Astra H make you do repairs?

As for body repair, sooner or later they will have to do. The weak points on the body of the Astra H are the thresholds, or rather the part of them that is covered by the door. Due to contact with the heels of the driver and passengers, the paintwork on them quickly loses its original appearance. Another weak point is the trunk lid. The fact is that a nice chrome bar is fixed on it, which eventually begins to rub against the body, as a result of which rust forms in places of abrasions. So when inspecting the body of the car you like, pay special attention to this place. Otherwise, everything is not so bad. The Astra of the third generation has nothing to do with the too quickly rusting Opel of the early nineties of the last century.

The salon of most cars still has not lost its former attractiveness. But since we looked into it, do not be too lazy to check the operation of all electrical systems. Their reliability in Astra H is average. On many cars, the same air conditioner no longer works. Quite often, the owners of a German car have to solve problems with cruise control, audio system, power windows that suddenly refused to work.

There were a lot of engines for the Opel Astra H, but in our market the 1.6-liter power unit was most widely used, which, depending on the modification, could develop 105 and 115 horsepower. It is this engine that can be called optimal for the Astra H. Do not forget, except that every 60 thousand kilometers it is necessary to change the timing belt in it. Sometimes on the market you can find Astra H with a 1.4-liter gasoline engine. Its main disadvantages are excessive oil consumption and insufficient power for a relatively heavy car. Suffering oil gluttony and a 1.8-liter power unit.

In the European market, the Astra H with a 1.3 CDTI diesel engine, which was developed jointly with the engineers of the Italian Fiat, was very popular at one time. The advantages of this engine include low fuel consumption and sufficiently high power for its volume. But it was not without its downsides. The main ones are relatively fast wear and the need for constant monitoring of the oil level. If it is not enough, then this can lead to a jump in the camshaft drive circuit.

The 1.9 CDTI turbodiesel looks even more preferable in terms of power characteristics, but there are more problems with it. The 150 horsepower version, for example, has issues with the flaps in the intake manifold. And if the repair in this case is even more or less available, then replacing the collector itself will cost a pretty penny. There are also complaints about the exhaust gas recirculation valve. In addition, the 1.9 CDTI is famous for its not the most durable dual-mass flywheel. But that's not all. The turbine, which allows this power unit to develop such high power, is also far from eternal. And replacing it is by no means cheap. So Opel Astra with 1.9 CDTI can hardly be recommended for purchase.

And if you really want to drive a diesel car, then it’s better to throw all your strength into looking for an Astra H with a 1.7 CDTI engine. This power unit does not have a turbocharger and a dual-mass flywheel which had a positive effect on its reliability. However, it was not without its shortcomings. oil pump reliability and turbocharger at 1.7 CDTI leaves a lot to be desired.

The manual gearbox on the Opel Astra H is quite reliable. Unless the crankshaft oil seals begin to fog up a little over time. The classic "automatic" has also proven itself well. For most, his service will be reduced to oil change, which must be carried out every 60 thousand kilometers. But it is better to refuse the Easytronic robotic gearbox. The clutch in it can wear out after 100 thousand kilometers.

The suspension of the Opel Astra H is strong enough. Claims can only be made against the rear springs, which can break, for example, when they fall into a deep hole. Moreover, this problem is typical not only for station wagons, which are often corny overload, but also for hatchbacks. Of the rest of the “consumables”, the most complaints are about the front stabilizer struts, which start knocking too early. Sometimes on the Opel Astra H you can also find the IDS + electronically adjustable suspension. It is better to refuse it immediately, since the cost of its repair is incommensurable with the cost of the used car itself.

The braking system and steering on the Astra of the third generation do not cause problems. Unless, before buying, do not be too lazy to examine the steering rack for leaks.

A strong middle peasant - this is the definition that was assigned to the Opel Astra H during the years of its production. It is also true in terms of reliability. There are no frankly weak nodes in the German car, but from time to time it will still annoy with minor troubles. So after all, competitors in this regard are no better. And most are even worse. So Opel Astra H with a gasoline engine and a manual gearbox can be recommended for purchase. With due attention, the car will not let you down. And even more so it will not ruin with a possible repair.

Verdict

Weak/problematic areas:

• Quick-corrosion sills and space under the chrome-plated trunk bar
• Excessive oil consumption of 1.4 and 1.8 liter engines
• Problem diesel engines
• Non-wearing robotic gearbox
• Fast-wearing front shock absorbers

Strengths / reliable sides:

• Relatively reliable 1.6 liter engines
• Reliable transmissions (manual and automatic)
• Strong suspension
• Reliable braking system
• Reliable steering system

Average prices for a used Opel Astra H as of 12.2019

Buying a new car is a pleasant, but very expensive business. Those who want to save money are looking for cars in the secondary market - it's cheaper here. To make a successful purchase, you need to know what to pay close attention to.

NERVOUS BREAKDOWN

Rewinding the mileage on the Astra is relatively simple, just replace the instrument panel with a fresher one. Do not rely on the odometer reading! Better compare the mileage with the marks in the service book by asking the dealer to check the authenticity of the MOT against the database. At the same time, order a complete diagnosis - it's not so expensive compared to the price of the "pig in a poke" itself. By the way, there is an unwritten rule: if the specialists find only flaws honestly named by the seller, diagnostics are at your expense, and if there are hidden defects, the “forgetful” seller pays. You just need to agree on this in advance.

The Opel electrician contains many electronic units that communicate with each other via a multiplex (CAN bus) - in domestic conditions this makes troubleshooting difficult. And they happen. Either the ceiling light will light up for no reason, or the immobilizer will no longer recognize the native key. As a rule, it is enough to remove the terminal from the battery for a couple of minutes, and everything will return to normal.

More often than others, the CIM module of the steering column is buggy: you press on the horn, but it is silent. Other buttons located on the steering wheel also sometimes do not work, while the audio center may stop responding to its own controls. At an early stage, the defect was random in nature, so for a long time it was not possible to establish the cause. They changed the module under warranty, soldered the contacts, assembling one block from several, - it did not help. As a result, we came to a simple and reliable solution: in 2009, a steel U-shaped bracket was introduced, which compresses the body halves and provides reliable contact. For reference: the price of such a piece of iron is only 8 rubles.

It will not be cheap to make a new key to replace the lost one - 5700 rubles together with the firmware (this is the name of the process of "acquainting" the key with the immobilizer). In this case, you will definitely need a personal car card (Car-Pass) - take care of it like the apple of your eye.

musculoskeletal system

There were many engines installed on the "asters", but only the Z16XER and Z18XER (respectively 1.6 and 1.8 liters) took root in our market. They have a timing belt drive, so if in doubt about the authenticity of the mileage, replace it immediately. Until recently, the belt resource was 150 thousand km, but recently it has been officially reduced to 120 thousand km. We change rollers without hesitation.

The ignition module, which is inserted directly into the candle wells with its leads, delivers the most trouble. Over time, the ends crack (this happens with a careless replacement of candles), and then, consider, they arrived. Another reason is the untimely replacement of candles. According to the regulations, it is necessary every 30 thousand km, however, it happens that the central electrode by that time is significantly shortened due to erosion, which causes the spark gap to increase. Accordingly, the breakdown voltage increases - and the module burns out. We recommend checking the spark plugs at every maintenance (15 thousand km) and adjusting the gap. It is not out of place to carry a spare module with you, and in a reliable package so that it does not split while flying around the trunk.

The resource of the air conditioning compressor is unpredictable: some copies serve 150 thousand km without complaints, others fail even on a new car. In half of the cases - due to a break in the winding of the switching clutch. Replacement does not always help, because a new node may well turn out to be with the same defect. Therefore, it is advisable to “ring” the winding with a tester before buying.

The diode bridge of the generator usually burns out due to an oversight by the owner himself: he damaged the right mudguard of the engine compartment somewhere in the rut and did not change it in time. Through the hole, dirt flies straight onto the generator, clogging its insides. Of course, both the unit itself and the V-ribbed belt that drives it cannot withstand it.

On cars manufactured in 2005-2007 with a 1.8 liter engine and automatic transmission, the engine cooling radiator combined with the box heat exchanger created serious problems: due to the destruction of the partitions, the oil was mixed with antifreeze. If for a motor such a cocktail is highly undesirable, then for an automatic machine it is deadly! In those years, a recall campaign was carried out to replace radiators, and in advanced cases, complete boxes were also changed. Later, they began to be repaired, for which the manufacturer accredited a number of third-party companies that work on an official basis to this day. They do not sit idle, because even with a working cooling system, the resource of the machine barely exceeds 160 thousand km. Mechanical boxes serve about the same amount, regardless of the version (there are five of them), as well as the clutch.

Two types of steering racks were installed on the "asters" - with an electric and with an electro-hydraulic amplifier, and in various modifications, which even experts lost count of. Some mechanisms please with adequate effort and clear feedback on the steering wheel, others, to put it mildly, not so much. The main claims against EGUR: even a serviceable unit does not work perfectly, and sometimes fails due to overheating. Well, at least it doesn’t steer where it pleases! To return the mechanism to working condition, you need to wait until it cools down.

Regardless of the variant of the amplifier, we carefully monitor the steering rods: by 60 thousand km, play is already noticeable in them (they are replaced separately). Tips are unlikely to require attention up to 150 thousand km. In the front suspension, the support bearings of the struts are called the conditionally weak link - they get clogged with dirt and begin to crackle. As a rule, dirt penetrates during a sharp rebound, for example, when driving off a curb, when the seal does not have time to work out after the rack parts going down, leaving a gap-loophole. Moral: "speed bumps" are better to push at low speed.

Front suspension: ball bearings are riveted to the levers, which is reasonable on this model: the resource of the supports, silent blocks and the levers themselves (due to fatigue cracks) is approximately the same - under 180 thousand km. Brake pads wear out by 30-40 thousand km, discs last twice as long.

The front sensors are most often to blame for the failure of the anti-lock braking system, and they cannot be replaced separately from the hub. Less commonly, the hub has to be changed due to bearing wear. Both of these are costly. There are no complaints about the rear hubs.

But rear shock absorbers often sweat; but this does not affect the effectiveness of their work - you can not rush to change.

ASTRA: LOGICAL FORECAST

The cost of maintaining the base model, although higher than that of some competitors ( ZR, 2011, No. 12 ), but remain quite acceptable. The sports modification of the OPC does not lend itself to such an accurate forecast, since here a lot depends on the driving ambitions of the previous owner. Of course, in general, these machines get much more, especially in terms of brakes and clutches.

The Zafira V compact van, built on the basis of the Astra N, has a similar list of diseases, but problems with the engine radiator and strut bearings did not affect it, since there is a different set of components and assemblies, and some suspension parts are also reinforced. Therefore, when you are convinced that machines built on the same platform suffer from the same birth defects, know that this is not always the case.