Astra J gearboxes were not very lucky. Moreover, there are no complaints about the rest of the transmission elements, everything goes long and hard. Thankfully here 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 mass Astra J - the same 1,500 kg, this 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 for those who like to pull trailers, for those who handle the clutch roughly, they like to break speed mode on the highway, rides over bumps without slowing down, and generally doesn't care much 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 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 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 been generous with new machine 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 lighter mechanical part boxes.

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 this is extremely rare variants, 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, determined constructively. 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 at normal operation with him the situation 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 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. I 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 “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 contamination.

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 overlay has not been replaced, the bushings are old, and O-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 frequently changing the oil, using an external filter for automatic transmission, by installing good radiator without 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

Tell for the twentieth time about power Opel units 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. It is relatively reliable and simple motors, which, nevertheless, have a number of unpleasant weaknesses.

Leaking heat exchangers, naughty phase regulator valves and current phase shifters, failed thermostats, fouling intake manifold and the graduation 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 not yet applied branded oil Dexos II, which is very prone to " oil plague"and in general it does not differ in special quality, but something decent, then you can count on a quite worthy resource of the piston group and the absence of an "oil burner" up to a run of 200-300 thousand kilometers.

On the picture: 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

From additional problems the Astra J only added a tight layout, flaws in the cooling system seals and its design in general, including too close radiators and a constantly flowing expansion tank. 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. Full set with stars and a phase shifter it changes much less often, usually with runs over 200 thousand.

In the photo: Under the hood of Opel AstraOPC(J) "2011–present

Lower operating temperature (there is a thermostat at 90 degrees) allows you to hope for greater resource plastic and rubber elements cooling systems. 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 inlet temperature rises to 60 degrees and above, using 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 for temperature regime both need to be followed.

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 (here "only" 170 forces in the initial version), the cylinder block, crankshaft and the power supply system is clearly designed for a noticeably large 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. Added even balance shafts and the motor is completely vibration-free.

Direct injection makes it less sensitive to octane number fuel, the engine runs on "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 get in case of breakdowns fuel equipment, dirty radiators and intercooler: the turbine blows for real here, and direct injection very sensitive to fuel contamination and the quality and condition of filters and, as a result, to injector contamination. Moreover, a change in the shape of the injection jet can lead to increased wear 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.

Cars up to 2013 regular firmware unsuccessful, it does not take into account possible violations 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 latest version ON.

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 they are not shy about removing 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 your car wisely weak spots, and it will please you with a low cost of operation.

Would you buy a used Opel Astra J?

"Opel Astra J" is positioned by the manufacturer as a car for a young family. It was intended to replace the former Astra family of the H series. Letter designation"J" indicates ninth generation of this line. The reliability of the machine plays a decisive role in sales and it is it that determines the activity in sales and the growth in popularity of this series. Several body options and the presence of diesel engines in the lineup allow you to choose a car according to your preferences and tastes.

Disadvantages of the Astra J model

The advantages of a car that is produced under the Opel brand can be listed for a long time. All the advantages are well known not only to the owners and admirers of this brand, but also to people who are uncertainly oriented in automotive industry. But it’s worth focusing on the shortcomings, especially if you want to buy a J-series car in the secondary market.

Let's start the review of "sores" with the chassis and suspension

Opel's eternal disease is tie rod ends. It is very rare when they nurse more than 30 thousand km. rear multi-link suspension with the Watt mechanism suffers from the fact that traction bends from loads. Weak rear silent blocks of the front levers require special attention. Front shock absorbers can leak and start knocking already at a range of 50 thousand km. All this can be revealed if, when buying, you carefully examine the chassis and make a small test drive.

Transmission units special complaints do not cause, but there are several features

When equipping a car with automatic transmission, pay attention to the radiator. With its depressurization, the performance of the automatic transmission will be a big question, since the coolant enters its hydraulic circuit. No wonder Opel held a revocable company on this issue. This applies to vehicles manufactured in 2009-2010. If you come across a car with a robotic gearbox, then remember - even before reaching 60 thousand km. they caused problems for the owners. If you feel strong while driving jerks or jerks Please refrain from purchasing this vehicle. know the resource robotic box much less than the "automatic".

Weaknesses of the Opel Astra J

Brake system and thermostat in the cooling system. Vibrations, noise when braking indicate curvature brake discs. This is especially true for the top versions of the car, which have 321 mm discs. With strong heating as a result of braking and sudden cooling, the disk surface “warps”, which is manifested in vibrations. On machines manufactured in 2010-2012, the thermostat suffers from fragility, which is accompanied by almost continuous operation of the cooling fans. When replacing, the gasket must be changed, otherwise the leak will be guaranteed.

What to look for when buying

The main disadvantages of Opel Astra J, which you should pay attention to when buying a car, are: frequent failures in electronics, mediocre sound insulation, poor visibility, poor quality of finishing materials in the cabin, which leads to the appearance of "crickets" already at the initial stage of car operation , low-quality glass, especially the windshield, which very quickly “overwrites” and becomes cloudy.

Of course, any sores can be cured both independently and in a specialized technical center. Practically on any thematic forum there is a lot of information about what breaks down most often at Astra J. There are problems with the failure of the valves in the intake manifold. This applies to cars equipped with a 1.4-liter turbocharged engine, as well as paint problems.

There are many cases when cars that have not served even ten years, the paint began to peel off in large pieces. Visually, you can determine this yourself using a thickness gauge. As with all cars, the most problematic places are the thresholds, trunk lid, bumper and fender junctions.

That's about all you need to look at when buying an Opel Astra J. If these typical sores were outlived by the previous owner, then you can safely purchase this car. It will bring you great pleasure from driving and from the very fact of owning this car.

What is the reason for the difficult inclusion of first and second gears mechanical box F17 on a cold Astra H?

This is the normal operation of this unit. The design of synchronizers physically does not allow gears to be engaged with a large difference in shaft speeds in the box. This is especially evident when switching up at very high engine speeds and down - under normal conditions.

In addition, we note the “strictness” of the clutch pedal, which is typical for many Opel models: problems with gear changes can occur when it is not fully depressed.

Comment ZR. The F17 manual is not young. Now it is being produced according to Opel's drawings firm Aisin who takes quality seriously oils poured into the units. Therefore, owners are advised not to experiment with non-recommended oils in the hope of improving the quality of shifting.

Why was there no recall campaign for " insignia» with a 1.6 turbo engine due to problems with spark plugs?

The service campaign has been announced and is still in effect. Spark plugs from the original factory supplier had an electrode that fell off and remained in the cylinder, resulting in serious damage. Candle supplier changed.

The nature of the repair of a damaged motor depends on the specific case - the replacement of the unit completely or its individual parts. The work is done free of charge. On eligible vehicles, old-style spark plugs are replaced with new ones. This campaign also extends to Egypt, Turkey and other countries where there are high temperatures. And only for Russia, it also included an update of the firmware of the motor control unit in order to ensure that conditions leading to the destruction of the spark plug electrode are excluded.

What causes it to collapse piston group on supercharged engines 1.4?

Yes, there is an instruction number 2130. It is recommended to lubricate the splines of the input shaft of the box, along which they move release bearing and clutch disc. Note that problems with gear shifting can also arise due to operational reasons not related to those described above.

The owner needs to contact the dealer and our customer support center - we will tell you if this bulletin applies to a particular vehicle. Free repair(removing the box and lubricating the splines) is carried out only on vehicles with valid warranty. Otherwise, the repair will be paid.

How to solve the problem with vibrations on the body of Astra H cars with 1.6 and 1.8 engines? Will there be a modernization of gears and solenoid valves of the timing system? Why was there no recall campaign to replace the air conditioning recirculation damper?

Vibrations are usually associated with malfunctions. engine or its supports. Most often, soot on candles and problems with ignition coils are to blame. Less commonly, we encounter clogged fuel injectors.

Installing a damper on the right drive, which many owners hope for, will not get rid of vibrations. It is designed to solve the problem with different lengths of drives and the resulting asymmetry of traction during acceleration and deceleration, but nothing more.

The timing variators and valves were modernized about five years ago and have not caused problems in recent years. Old-style parts have long been out of stock.

The recirculation damper replacement campaign lasted from 2008 to 2010. Old-style parts with a short axle were changed free of charge to modified ones with a long one. The updated nodes arrived on the conveyor in the fall of 2008, and they began to be installed in the services in the spring of the same year. Those who did not have time to carry out repairs as part of the action will have to do it at their own expense.

How to solve problems with a quick failure of seat heating, a knock on the rear brake pads and leakage of the thermostat housing on Astra cars J?

All of the above nodes have already been upgraded. Since August 2014, the seat heating conductors have been changed (they are different, depending on the type of upholstery). On older vehicles, the dealer will replace the failed heater with a new one under warranty. Changes to the rear brakes were made in 2013. They touched mainly on the brackets of the caliper brackets. In the same year, a technical bulletin for dealers was published on the elimination of knocks in old-style nodes.

The thermostat consists of two half-shells: the rear one is metal, and the front one is made of plastic. Contrary to rumors, the same assembly is installed on Opel Astra J and Chevrolet Cruze with naturally aspirated engines 1.6. The plastic part lacked rigidity. It has recently been modified along with the gasket of the half-hulls. Depending on the specific case, the dealer changes only the gasket or installs updated parts instead of both.

When will the promised applications for multimedia system Intellilink? How does the manufacturer solve problems in the system? When will the latest updates be available software?

We're sorry, but new applications for current generation IntelliLink will not. Work stopped for additional features a lot of resources are needed, and this would affect the operation of the main systems. The next generation of the IntelliLink system that we are currently developing has enough performance - and it will be possible appearance new applications.

We have already made some updates to the software. If the system malfunctions after modification, please contact your dealer and our customer support center. The next update is scheduled for March-April this year. But, unlike the previous ones, it will be irreversible (“rollback” is impossible). Therefore, machine owners will be asked to review the list of changes before making a decision.

What causes oil cooler pipes to leak automatic box on Astra J and Zafira C?

Leaks are due to the material of the tubes, which does not withstand long-term exposure to very low temperatures. Opel has announced a service campaign 14‑P‑036. It provides for free replacement of tubes with modified ones, made of more frost-resistant and elastic material.

The campaign covers cars from 2010-2014, so it is divided into several stages. The promotion is valid only for Russia - in other countries there are no problems with such leaks.

What is connected with strong vibration when stopped at a traffic light in position D of the automatic transmission selector? Why do jerks and jerks occur when shifting gears?

Most often, vibration is associated with the inclusion of a software "neutral" (PN). This can be checked by setting the selector to manual switching: Vibration should decrease. Otherwise, the motor or its mounts are faulty.

The PN function causes the torque converter to rotate passively: the engine-box pair is disconnected. This is done for the sake of the environment. In motors with an automatic flywheel, the flywheel is much less massive than on machines with mechanical box. Therefore, its role as a vibration damper is played by torque converter. Software "neutral", in fact, turns it off - and the vibrations increase. On naturally aspirated 1.6 engines, this problem was very common and was overcome by a software change. Similar cases with 1.4 turbo engines are rare, so the manufacturer is still looking for solutions.

Shocks and jerks when shifting gears have a lot of reasons. For example, at very low or high temperatures environment this behavior of the automatic transmission indicates the temperature adaptation mode. The control program is trying to protect the box. Gearshifts occur at increased oil pressure, at higher engine speeds or as quickly as possible to avoid clutch slippage. Together, this creates a sensation of impact.

Another reason is the adaptation of switching when the driver changes the driving style (the active driver replaced the calm one; after uniform motion along the highway, the car drove into a stormy metropolis). However, jerks should stop after a couple of clicks on the gas pedal.

Of course, malfunctions can also be the cause of jerks - from low level oil before clutch wear. Our "automatic machines" provide adaptation for wear, but it will smooth out shocks only up to a certain threshold.

Comment ZR. Opel is one of the few manufacturers that recommend periodic oil change in automatic". During normal operation under normal conditions, the Germans advise changing the fluid in the GF6 box (on most cars with a gasoline engine) at a range of 80,000–100,000 km, and in difficult conditions- twice as often. The intervals for the AF40 unit (on diesel engines) are 120,000–140,000 km and 70,000–75,000 km, respectively. AT without fail you need to change the oil even after a slight overheating of the unit - it quickly degrades! Some of these recommendations are spelled out in the maintenance regulations.

Who produces original oils GM? Is the GM dexos2 product fully synthetic?

Oils for us are produced by several American and European suppliers, including Mobil and Fuchs.

GM dexos2 is not a specific product, but a quality tolerance. It can be assigned to an oil on any basis, as long as the requirements of the standard are met.

Why doesn't the Astra H have hood soundproofing? For what reason is the metal protection of the engine not solid and does not cover the generator from dirt?

Instead of the usual “quilted jacket” of sound insulation, this car uses a special inner hood panel. It is made almost solid and has dome-shaped stampings, which act as an acoustic reflector and diffuser. This is quite enough for cars with gasoline engines. Diesel modifications, in addition, have the usual soundproofing. It is available for order and, if desired, it can be installed on the hood petrol cars. For this, only pistons will be needed.

When designing a factory crankcase, any manufacturer first of all thinks about a compromise between the physical protection of the units and their adequate cooling. In fact, this element is not designed to protect against dirt.

Installation solid (not factory) protection seriously disrupts the thermal regime in engine compartment. This can lead to overheating of the units. This became especially important with the advent of modern motors and gearboxes, which are already seriously thermally loaded. Don't forget to change the power structure car body. Unlike non-standard protections, factory ones are tested in crash tests.

Will there be updates to navigation maps?

The list of update numbers, when they appear, is published on our website (www.opel.ru) in the section accessories. You can purchase and install them through official Opel dealers. Updates are installed at will and at the expense of the client. Note that many other manufacturers have a similar policy. Of course, you can include the cost of all future updates immediately in the price of this option, but this approach is more typical for the premium segment.

Why does the F17 CR (Astra H Caravan) box have a very “short” fifth gear?

Gear ratios are selected to obtain optimal performance car, and it's always a compromise. Caravan has a big difference between curb and gross weight(empty and loaded). Therefore, in order to obtain acceptable traction-speed dynamics, “shortened” gears were used, which are just encrypted in the “CR” index.

What does the term "automatic transmission ranking" mean on cars Opel Antara and Chevrolet Captiva?

This term, in our opinion, was born on the forums of the owners due to an incorrect interpretation of the service documentation. It has nothing to do with automatic transmission.

In some dealerships, during maintenance, a larger amount is issued for cars engine oil than is required in reality. Is it possible to somehow influence this situation?

In the production of automobiles, modernization and design improvements are constantly going on. The information in the owner's manual also changes. Therefore, it is possible that the amount of oil prescribed may not correspond to a particular vehicle. However, the differences usually do not exceed 200-300 ml.

The owner of the machine can ask for admission to the repair area at the time of filling the oil or any other operation of interest. If a clearly overestimated amount of liquid is written out for a car (more than 0.5 liters for 4-cylinder engines), then contact our customer support center or demand that the underfilled package of oil be put in the trunk.

Why does General Motors CIS LLC not dictate official dealers cost and technical regulation THEN? When will the information on the lists of maintenance work be made publicly available?

Maintenance price standards are not rigidly fixed, as this contradicts the antimonopoly legislation of the Russian Federation and does not reflect economic situation in different regions countries. The dealership is an independent retailer and therefore can set prices as it sees fit. Since 2015, GM has been communicating the average retail prices for spare parts on the website (www.opel.ru) in order to help owners better navigate the market. However, it should be noted that, according to the requirements of the Federal Antimonopoly Service, the importer does not have the right to dictate its pricing policy to dealers, and any attempt to impose prices by force can be considered as collusion.

Maintenance regulations (list of works) are available from any dealer, and can also be requested from our customer support center. And we will definitely think about posting this information on the site.

We dictate technical maintenance regulations to dealers. Since 2011, Opel has changed it every six months. Always ask the dealer for a printout of the current regulations.

Customer Support Center "General Motors CIS": 8-800-700-13-65, ss [email protected] Contact with any problems at the dealer level. By hotline You can find out about the current maintenance regulations and service campaigns. The same information can be tracked on the myOpel portal, on the official website www.opel.ru.

Previously, the questions of car owners - readers of ZR were answered by specialists of companies

In 2010, GM, inspired by the idea of ​​downsizing, released its next engine. From a 1.4-liter volume, thanks to the turbine, no high pressure(about 0.5 bar) a power of 140 hp was removed. This power unit in the model a number of Opel known under the designation A14NET, and among Chevrolet models- under the index LUJ. 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, it is not only compact models Opel, but also the Chevrolet Cruze and Buick Encore purchased in the US.

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 engine compartment(sound of bleed air);
• 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 lean mixture or about the difference in the calculated and actual air flow);
• indirect sign: inability to unscrew the oil filler cap or after unscrewing or removing it oil dipstick engine speed starts to fluctuate.

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 breaks off 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 connected to intake tract next to 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 working conditions support bearings shaft.

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 exact reasons destruction of 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 the company 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, runs on power units and transmissions from the USA are an order of magnitude smaller than on European ones. In addition, motors taken from American cars have a minimum number of engine hours due to less stressful and devoid of traffic jams. traffic. 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

Contacts in Minsk
+375 29 239 29 39 MTS
+375 29 119 29 39 Velcom
+375 29 125 12 12 Velcom

Contacts in Moscow
+7 925 299 94 38 (wholesale)
+7 915 269 27 37
+7 965 177 32 23