Opel Astra H: technical characteristics of the family. Reliability running Opel Astra H

Another alarm installation with launch Starline A93 with 2Can module on The whole difficulty in this car is the removal of the steering wheel and the SIM block under the steering wheel

Installing autorun on Astra H

You also have to clean and solder to the contact tracks from the ignition switch. The process is very complex and requires professionalism, since when removing the steering wheel, you can get a lot of problems with the SIM unit. Everything turned out great for us, everything works, the system did not give out a single error.

Installed on the car GSM module

Module STARLINE GSM5-Master integrated into the block GSM-module, 4

With installation 4,500 R



Installed on a car StarLine A93 2CAN-LIN

The car security system StarLine A93 2CAN+2LIN is equipped with the function

With installation 14,200 R


Before activating the engine autostart or activating it from the key fob, the following features of the operation of these functions must be taken into account.

Auto start of the engine is not performed when:

• ignition on;
• open hood;
• applied parking brake;
• pressed foot brake.

Installing an alarm on the Opel Astra H



Cost of equipment:

Signaling StarLine А93— 8600r, 2Can module 1800 rub., crawler 600 rub.

Installation cost:

Alarms 4500r.
Total at the moment the cost of this service and equipment 15500r.
Installation took time 4.5 hours

That's the second part great review according to Astra H. If you want to know how quickly the body of this car rots, what breaks first in the chassis and what electrical “glitches” the owners of older specimens face, read.

Mechanical boxes

So I would like to say “no problems with manual transmissions”, but no ... As with Fords of the same years, the “younger” manual transmission is here with a surprise. The situation is complicated by the fact that the motors she got in a pair are quite powerful. However, the rest of the manual transmission does not shine with health.

The five-speed gearbox of the F 17 series and its “weakened” version of the F 13 are descended from the old Cadets, and in its latest version it was installed on Opel cars from the late 90s. The old box was not ready for the increase in the power of 1.6 engines and the appearance of 1.8 engines: the bearings literally fall apart from the load. We even included this checkpoint in .

But if at a venerable age Vectra B it was possible to change the manual transmission to a larger and more reliable one from the F 16-F 18-F 23 series, along with new drives and hubs, then such a unit no longer fits under the hood of the Astra H, larger manual transmissions simply abut into the steering rack.

In the photo: Salon Opel Astra Hatchback (H)" 2004–07

Most car owners stubbornly change manual transmissions to the same ones or repair them, which is quite expensive, because if the bearings of the output shaft are damaged, the box body suffers, and literally all of its components are damaged by metal chips. Basically, they try to change the box to a used one, with a good chance of repeating the trouble. A new manual transmission costs more than 200 thousand rubles, rare sales of "stocks" of dealers at prices of 40-60 thousand rubles pass very quickly.

Fortunately, they have learned to solve the problem in at least two ways. The first is to transfer the attachment points of the power unit. A shift of just a few centimeters allows you to put more secure box F 23 series. A more reasonable option is to install a Chevrolet manual transmission, which is essentially an old Opel F 16 manual transmission assembled in a compact case, or an F 16 bulkhead in a Chevrolet case. This method is much more reasonable, and the owner does not risk cancellation of registration due to rough design alterations.

Identifying a "problem" box on Astra is quite simple. Raise the car on a lift, turn on the engine, spin the wheels. And it's better - with the shots rims. Turn on the fourth or fifth gear, turn off the engine and listen. Damaged output shaft bearings make a characteristic noise, it will be perfectly audible.

The price of the correct "treatment" now ranges from 30 to 70 thousand rubles, depending on the novelty of the installed components. Repairing the original box is largely useless: a lot of metal debris, damage to most elements, and the initially unsuccessful design of roller bearings with a split plastic cage is simply doomed. When slightly larger metal particles appear in the oil, they quickly destroy the weak differential and the main pair, which also work part-time as the oil pump of the box, and often the axis of the satellites or gears break through the case and there is nothing special to repair.

Also keep an eye on the oil level in the manual transmission and change it sometimes - Opel boxes traditionally leak. Moreover, old-timers advise pouring into a box not officially recommended by the manufacturer ATF Dextron II, and not oil for mechanical boxes.

For cars with a 1.8 engine and a 1.3 diesel engine, the probability of a box failure is especially high. According to unofficial estimates, more than a third of cars with such engines and mileage of more than 60 thousand kilometers have gone through at least one manual transmission replacement / repair. For cars with a 1.6 engine, the risk is significantly less, the box better tolerates more weak engine, but it is still not worth relaxing. The risks increase greatly among those who like sharp starts, slippage in winter and shock shifts “down” when overtaking.

On cars with a 2.0 Turbo engine, a manual transmission of the M32 series was installed, and it also sometimes breaks down, and in exactly the same way as the “younger” one. But in this case, the problem is not massive, the differential is an order of magnitude stronger, and there are relatively few cars with such motors, the problem is not so noticeable. That's just a dual-mass flywheel is not very happy opelevodov. More precisely, its price and resource. Against the background of otherwise very economical designs, such a “consumable” seems redundant. The cable drive is quite reliable, the main complaints are the wear of the backstage and the deterioration of the inclusion of first and second gears. This is treated either by replacing the backstage, or by installing new liners of the ball joint of the lever.

In the photo: Opel Astra Hatchback 2.0 turbo (H) "2004–07

FROM diesel engines 1.7-1.9 most common "good old" five speed box F 23, she rarely has such problems, but finding a completely live unit is not a problem. The main complaints are about the cable drive and backstage wear, the problem is similar to that of the M32 box drive.

Junior 1.3 diesels are most often equipped with a six-speed M20 - the same M32, but lightweight. Of the introduced features, there is a weak differential, so it’s not worth skidding much, and the cleanliness of the oil needs to be monitored more carefully.

automatic boxes

Instead of a "real" automatic transmission, on cars with younger diesel engines and gasoline engines up to 1.6, the Opel Astra H was mainly equipped with an EasyTronic robotic transmission. In fact, this is a regular manual transmission of the F 17 / M 20 series with all its problems and shortcomings, but also equipped with automatic drive clutch.

The operation of such boxes with a very calm driving style can be considered quite satisfactory, especially with regular adaptation of the setting point and handbrake assistance on steep hills. But in the absence of an uphill start assistance system and ABS with not the best algorithms, it cannot replace a full-fledged “automatic” - the driver constantly risks being left without traction at the right time and at the same time “enjoys” poking when switching “down” under traction. In addition, in urban traffic jams, the resource of the clutch actuators and the clutch itself is less than 50-60 thousand kilometers, and the price of the gearbox actuators “bites”.

The whole bunch of problems of mechanical boxes F17 remains with “easy-tronics”, so a robotic gearbox is perhaps the worst option for Astra.

Those who want a “real automatic transmission” will have to invest in a more powerful motor. Either on petrol 1.8, or find a very rare petrol on Astra 2.2 of the Z 22YH series. In any case, it will be a four-speed Aisin "automatic" of a very respectable design. Aisin 50-40NE was installed with the 2.2 engine, very strong and familiar to many Opel models starting already with Vectra A, and with 1.8 it is combined " younger brother"represented by Aisin 60-41SN.

The "youngest", despite its excellent pedigree, still does not belong to super reliable boxes, although by modern standards it has a very good resource, and is not prone to unexpected breakdowns. The very reliable mechanics of the box and the valve body resistant to pollution give rise to confidence in the complete indestructibility of this box. But in practice, with runs over 150 thousand, you can expect wear on the Forward package and fourth gear clutches. The latest generations of this box also wear out the gas turbine blocking pad very aggressively during active movement. And with the growth of oil pollution, there are also problems associated with the wear of the linear solenoid for blocking the gas turbine engine, and later - the rest of the valves.

With smooth pedaling, the automatic transmission is able to pass even for 300 thousand, especially if the oil is changed more often, but in our reality, even with runs of 200 thousand, it most likely should go through with the replacement of all worn components. Fortunately, repairs are usually not too expensive, and consist of cleaning and scheduled replacement of rubber bands, replacing worn-out clutches of the forward and 3-4 package, as well as. The rest of the filling can go many times longer if you do not allow movement at low pressure or oil level and overheating. However, even in this case, the losses will be minimal.

Cars until 2006 still had a specific problem of getting antifreeze into the oil, associated with the design of radiators manufactured by Valeo. Then these radiators spoiled the lives of all automakers who used their services quite well, and Opel was one of the main buyers of their products.

Later design radiators with such problems are rare, usually the cause is a slight accident and an unwillingness to change a radiator that did not leak visually, or "defrosting" of the cooling system. At the slightest doubt about the normal operation of the box, it is worthwhile to carry out the so-called "glycol test" ATF (on good service stations they can do this) or just check for emulsion. Moreover, the glycol test will not hurt to carry out purely prophylactically on any machines with an automatic transmission heat exchanger in the main radiator.

The old AF 22 box, also known as Aisin AW 50-40, found with the 2.2 engine, has a resource comparable to the resource of the machine itself, provided that the auto-neutral function is turned off in time. Otherwise, it requires an oil change on time and careful operation.

And since, due to natural archaism, this automatic transmission cannot do partial blocking of the gas turbine engine and blocks it only from the third gear, it is not afraid of aggressive movement. Dies mainly from overheating, cracking in the Forward / Direct drum or extreme wear, lost oil levels and mechanical problems. However, if you decide to put this old "automatic" instead of AW60-41 to Astra from 1.8, the idea is doomed to failure - too many alterations will have to be done.

Engines

With motors, Opel is traditionally doing very well, although at one time 1.6 engines were among the "problematic".

Pump Z18 XER / Z16 XER

original price

Cars before restyling are mainly represented by related engines 1.6 and 1.8 of the Z 16XE and Z 18XE series, which, in terms of block and cylinder head design, go back to glorious ancestors in the face of Opel Ascona and Kadett. Less common are variants of the same engines with a volume of 1.4 liters of the Z 14XE series. These 16-valve engines have a resource of 250 thousand kilometers, they are distinguished by a well-thought-out design, and of the serious disadvantages, there is only a rather weak control unit, prone to overheating and the appearance of solder cracks. The problems that have arisen are usually initially associated with numerous peripheral failures and only then are they repairing the ECU.

ignition modules and throttle valve have more than a decent resource and need only regular maintenance and cleaning. But the EGR system and the adjustable intake manifold are poorly adapted to our realities. The EGR valve becomes dirty and stops closing, the manifold is also contaminated with soot and oil, the length adjustment dampers fail, up to the breakage of their axis.

But the basis of the engine is made with a margin: the pistons are a little prone to coking, but nothing more, the resource of the valve seals is limited in the first place. At timely replacement timing belt and eliminating leaks that inevitably arise due to the primitive crankcase ventilation system and clogging the hole in the throttle space, the motor lasts a long time.

As I said, 250 thousand before overhaul is an almost guaranteed option, there are engines with runs over 400 thousand, only with a moderate oil appetite of 100-200 grams “per thousand”. And when the engine finally breaks down, the repair will not be expensive, because the price of spare parts is ridiculous by today's standards.

The newer 1.6 and 1.8 engines of the Z 16XEP / Z 16XER and Z 18XER series differ primarily in the new cylinder head and the presence of a phase shifter in the timing system of the XER versions, which slightly raises the torque at low revs and increases the maximum power - the 1.8 engine produces very good by the standards mid-2000s 140 hp

The absence of hydraulic compensators is less noticeable, now the valves need to be adjusted with washers, best of all - once every 60 thousand, although the manufacturer optimistically writes about 150. And the extra noise during operation is often associated precisely with the “gone” gaps. A controlled thermostat also appeared, increased working temperature, an oil heat exchanger appeared, the type of oil filter has changed, and the pump is now not driven by a timing belt.

The changes had little effect on the maximum resource piston group, it is still very high with a reasonable maintenance interval, but the probability of failure of individual nodes has increased. Especially a lot of criticism is caused by phase shifters and their valves, which are prone to unpleasant knocks and cause revs to float. But there is no EGR, and the intake is not polluted. Heat exchangers are prone to leaks in fans of cold annealing, and sometimes they also oil filter is damaged.

The controlled thermostat turned out to be a rather harmful option, DEXOS-approved oils actively “curl” after overheating, and detonation during high temperature happens to motors. At the same time, the quality of the thermostat seals is not too high, so the operating temperature is usually noticeably lower than the calculated one, and if desired, you can set the “cold” thermostat to 85 degrees and forget about the early aging of the oil and the failure of the heater. At the same time, the life of the couplings and valves of the phase shifters also increases, because the latter react poorly to a minimal increase in temperature and frequent stay in traffic jams.

These motors with slightly different calibrations can also be found with the designation A 16XER and A 18XER, they are a little more “thoughtful”, but in fact the motors are the same. The unpleasant features, however, not related to the engines themselves, include the new European technical regulations that have appeared, requiring oil changes at long intervals on cars with these engines. Cars from Europe often have a noticeably worse condition of engines, even with a confirmed mileage, than Russian ones. Consider this when buying and try to change the oil more often, for example, once every 10 thousand kilometers, use oils with a viscosity of SAE 40 and without DEXOS approval - the additive that provides it causes severe coking piston rings and abundant deposits inside the motor.

The 2.0 motors of the Z 20LEH / Z 20LER / Z 20LEL series are based on the old Opel block, familiar from such engine series as C 20XE, X 20XEV and millionaires C 20NE. Of course, with a turbine, the resource is usually significantly less than that of an eight-valve ancestor, but the engines take care of their 200-300 thousand, and the maintainability of the design and the price of spare parts are pleasantly impressive. By and large, apart from the rarity and not the most successful wiring, the motors simply have no serious problems. Unless, of course, we do not consider the style of operation and possible tuning with an increase in power to 280-350 hp as a problem.

In imported European cars, such exotics as 1.2 and turbocharged 1.6 engines can be found, but the chances are about zero.

Diesel engines represented mainly by the Z 13DTH series, which in practice has a very obstinate character. With high efficiency and a very high degree of forcing, there are enough problems with both fuel equipment and cylinder head corrosion. But the main complaints at low mileage are still on the turbine, EGR, intake leaks and clogged catalyst and particulate filter.

Timing kit 1.6/1.8 16V

original price

The presence of a chain in the timing drive is presented by some as a big plus, but in practice this is just a big headache. The resource of the chain is difficult to predict, it ranges from 60-70 thousand to almost 200, depending on the style of movement, oil and its change intervals. The high efficiency of the motor often does not justify the increased cost of maintaining it on older machines. And problems with oil flow through the turbine often lead to burnout of pistons and nozzles.

Engines 1.7 and 1.9 are so rare that there are simply no reviews about their use on Astra, but practice shows that engines are noticeably better than diesel 1.3, with a slightly greater appetite. Ask at least.

Summary

It turned out to be a good car, and for many years it confidently competed with its own “heir” in the person of Astra J, if only because sometimes reliability, practicality and interior space are much more important than modernity and beauty. If you buy, look for with minimal damage to the body and careful operation. This is banal, but there are too many cars literally “crumpled in a circle” and somehow restored. This is not the case when it will rot anyway, with a good choice, you can enjoy the car for many more years.

The compact Astra G (factory designation Opel Astra second generation) was introduced in 1998. The design of the car was not so warmly received, but its practical qualities were immediately appreciated by motorists. Astra 2 is not too big, and therefore convenient for parking. In addition, it offers a lot of space in the cabin. Today it still looks attractive, especially if it is in good condition.

The car is really compact. Even the station wagon is only 4288 mm long. Nowadays, some compact hatchbacks are even longer. But despite the limited size, the station wagon designers managed to keep enough space for four people and find space for a 480-liter trunk. With the seats folded down, the maximum cargo capacity rises to 1,500 liters. Not bad!

Compared to the first generation, the body of the Astra G is much better protected against corrosion. But age does its job, so when buying, you need to pay attention to whether the hood, trunk lid, rear wheel arches or door edges. Corrosion can also be looked for on chassis elements. Fortunately, there rust, most often, does not have a detrimental effect.

You should also inspect the headlights, which will not be able to hide the age of the car. Astra G engineers made plastic glazing of the optics, which quickly lose transparency over the years. Polishing does not always give the desired result, because the "glass" can "fade" over the entire area. In addition, polishing damages the factory layer of protective varnish.

Inside the Opel Astra there is a surprising amount of space. The driver's seat has a range of adjustments sufficient even for the "big". Seat upholstery is durable. The headrests in some Astra 2 are set low, without the possibility of adjustment. While the steering column can change its position in two planes.

Unlike the front head restraints, the rear ones are sure to block the view to the rear. Large rectangular doors make it easier to get into the second row, and there is still plenty of room above the heads of passengers. Astra G is a car from those times when the priority was space in the cabin, not fashionable lines.

The dashboard of the Opel Astra has a very simple design. Speed ​​and RPM indicators are located next to each other. A small steering wheel fits comfortably in the hands and does not block the instrument readings. Plastic in the cabin often creaks. This will take some getting used to.

The glass control unit on the door handle is durable. In the case of glass disobedience, as a rule, the cause must be sought in the drive motor. In the power mirror control unit, the left-right switch sometimes stops working.

The central display, located under the windshield, proved to be unreliable. It displays information depending on the mood, and at the right time it simply stops showing anything. You should pay attention to this before buying Astra 2. It is also worth checking the operation of the wipers - their electric motor is not among the durable ones. This is where the surprises from the Astra G electricians end. Agree that for a middle-aged car, these are trifles. All thanks to the simple equipment.

If there is an air conditioner on board, then it is necessary to check its performance (intensity and distribution of flows). In addition, the floor at the front passenger's feet should be inspected for moisture. Wrong installation cabin filter often leads to the fact that condensate begins to drain into the cabin.

Among the engines, the 1.6-liter is considered the most optimal gasoline engine. The powertrain provides the best compromise between performance and economy. The 1.4-liter engine is too weak, and the 1.8-liter is gluttonous. The 2.2 liter engine should be avoided due to the rapid stretching of the timing chain.

The 16-valve 1.6-liter engine develops 100 hp. and in motion it demonstrates good elasticity - it pulls well already from low revs. However, on high revs it's too noisy. Weak spots- oil leakage and increased consumption oil for waste due to worn piston rings. Leaks can be repaired, and oil consumption will take some getting used to.

Oil leaks are also observed in mechanical box gears. The manufacturer has upgraded several times problem areas, but it was not possible to get rid of the defect. In addition, over time, it begins to "sweat" steering rack in the area of ​​​​the output of the steering rods.

Paired with a 1.6-liter engine is a 5-speed manual. Gears, as usual Opel, long. This can be annoying in the city, but on the highway it helps to reduce the load on the engine (by working on low revs) and reduces the noise level from the engine.

The Astra G suspension is considered hardy. If you have to repair it, then the costs will be small. Most often, silent blocks lose their elasticity with age. Also, sometimes the springs are destroyed - this disease is well known to the owners of Astra 2.

Astra G with a 1.6-liter gasoline engine is the most successful version of the second generation model. Technically, Astra 2 is simple and familiar to mechanics, and troubleshooting is not expensive. On the used car market, this model is one of the cheapest to maintain.

The new Opel Astra golf car debuted in 1991, replacing the Kadett E model. Buyers were offered three- and five-door hatchback, sedan, station wagon and convertible versions, the development and small-scale production of which was carried out by the Italian company Bertone. The choice of engines was also wide: gasoline 1.4 (60–90 hp), 1.6 (71–101 hp), 1.8 (90–116 hp), as well as a 1.7-liter diesel engine with power from 57 to 82 l. from. "Hot" versions of the car were called Astra GSi, they were installed gasoline engines 1.8 and 2.0, developing from 125 to 150 hp. from.

This model was produced in Germany, Great Britain, Belgium, South Africa, Poland, China, India. In the British market, it was known under the Vauxhall brand, in Australia as the Holden Astra, in South America as well as in South Africa under the name Opel Kadett. In 1998, sales of the first generation Astra in the main European markets were discontinued due to the advent of new car(the convertible was produced until 2000), but for another four years, under the name Opel Astra Classic, the car was assembled at the company's Polish plant and sold in Eastern Europe and Turkey.

2nd generation (G), 1998–2004

The second generation of Astra began to be offered to customers in 1998. The list of body types was replenished with a two-door coupe, which, like a convertible, was produced in Italy at the Bertone factory. The gamut has become even wider power units. Now the base Opel Astra was equipped with a 1.2-liter engine with a capacity of 65–75 hp. with., other versions - 1.4 (90 hp), 1.6 (75–103 hp), 1.8 (116–125 hp), 2.0 (136 hp) and 2.2 (147 hp). ) Diesel engines had a volume of 1.7 or 2.0 liters and power from 68 to 125 liters. from. Petrol two-liter engine turbocharged, developing 190 hp. with., put only on the coupe.

In 1999 in model range appeared "charged" three-door hatchback Opel Astra OPC, equipped with a 160-horsepower “aspirated” with a volume of two liters. And in 2002, with the OPC nameplate, they began to offer not only three-door, but also five-door hatchbacks, station wagons, coupes and convertibles, under the hood of which there was already a turbocharged two-liter engine with a capacity of 192–200 hp. from.

In Western Europe, the Astra of the second generation was produced until 2004, until 2009 it continued to be sedans under the name Astra Classic in Poland. In Latin America, the model was offered until 2011 as, and in 2004-2008 in Togliatti, at the joint venture GM-AvtoVAZ, they made the Astra with a sedan called.

3rd generation (H), 2004–2014

The third generation Opel Astra was introduced in 2004. The car has versions with three- and five-door hatchback, sedan and station wagon bodies, and in 2006 a coupe-cabriolet was created on its basis. Despite the appearance of new generation machines in 2009, this version is still being produced. On the Russian market, it is sold under the name.

4th generation (J), 2009–2016

The Opel Astra is available in five-door hatchback, station wagon and sedan body styles. Cars are equipped with petrol and diesel engines. At the end of 2015, the Opel brand will leave the Russian market, and sales of the Astra model will end.

Five-door hatchback Opel Astra

Prices for a five-door Opel Astra hatchback with a 1.6 engine (115 hp) start at 691,000 rubles. The list of equipment of the initial Active equipment includes four airbags, a stabilization system, air conditioning, a CD / MP3 audio system, heated front seats, front electric windows, and electric mirrors. A car with rear power windows, a more "advanced" radio and on-board computer. Cosmo version (two-zone climate control, leather steering wheel heated, rear view camera, cruise control, alloy wheels, fog lights) is estimated at 760,000 rubles. For a six-speed automatic transmission, available in the Active and Cosmo versions, you will have to pay 40 thousand rubles.

Opel Astra, equipped with a 1.4-liter turbo engine with 140 horsepower, is offered only with an “automatic” at a price of 774,000 rubles for the Active version. A car in the Cosmo configuration costs 843,000 rubles.

The most powerful five-door Astra with a 1.6 turbocharged engine (170 hp) and an “automatic” Cosmo version is offered at a price of 989,000 rubles.

Sedan Opel Astra

The sedan is offered in the same trim levels and with the same set of power units, and in the same trim levels as the hatchback.

A car with a 1.6 engine (115 hp) costs from 829,900 rubles, with a 1.4-liter turbo engine with 140 hp. from. and "automatic" - from 744,000 rubles. Version 1.6 Turbo (170 hp) is also equipped with only automatic transmission transmissions and is offered at a price of 1,004,000 rubles.

Station wagon Opel Astra Sports Tourer

Station wagon Opel Astra Sports Tourer 1.6 (115 HP) in basic configuration Enjoy costs 817,000 rubles. The Cosmo version will cost 1,367,000 rubles. A car with a 1.4-liter turbo engine (140 hp) is estimated at at least 920,000 rubles, and the Enjoy package is the base for it. For this version, as for cars with a 115-horsepower engine, you can order an "automatic" for an additional charge of 40 thousand rubles.

Prices for the 1.6 Turbo modification (170 forces), which is offered only with an automatic transmission, start at 1,203,000 rubles. A station wagon with a two-liter turbodiesel (130 hp) and an “automatic” will cost 1,223,000 rubles.

Hatchback Opel Astra J fourth generation debuted in 2009. Five-door hatchbacks and sedans for Russian market are produced "on a full cycle" at a plant in St. Petersburg, station wagons and three-doors - by the "screwdriver" method at the Kaliningrad "Avtotor".