Opel A17DTC Specifications
| Engine Model: Opel A17DTC |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 103 cu.in (1.68 L) |
| Rated Engine Power: 110 Hp (81 kW) at 4000 rpm |
| Fuel System Type: Common rail direct injection |
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The Opel A17DTC is a 1.7-liter inline four-cylinder
common rail turbo diesel engine developed within the GM Circle L engine family,
originally derived from Isuzu’s diesel engineering and extensively updated to
meet Euro 5 emissions standards. Produced from approximately 2010 through 2014,
this powerplant represented the evolution of the 1.7 CDTI lineage within Opel’s
passenger car lineup, incorporating significant refinements to reduce internal
friction, optimize thermal efficiency, and improve overall fuel economy while
maintaining the durability characteristics inherited from its Isuzu origins.
The engine’s architecture is a 16-valve double overhead camshaft (DOHC) design
with a cast iron cylinder block and aluminum alloy cylinder head, a
configuration that balances thermal robustness with weight considerations. The
1,686 cc displacement, achieved through a 79.0 mm bore and 86.0 mm stroke,
provides a long-stroke configuration favorable for torque production in diesel
applications. The variable geometry turbocharger (VGT) with intercooler delivers
forced induction across a broad operating range, while the common rail direct
injection system operates at pressures up to 1,600 bar (23,200 psi) to achieve
the precise fuel metering required for emissions compliance.
Power output is rated at 81 kW (110 hp) between 3,800 and 4,000 rpm, with torque
ranging from 260 to 280 Nm (192 to 206 lb-ft) available from 1,750 to 2,500 rpm.
This torque plateau provides strong low-end response suited to urban driving and
moderate towing applications. The compression ratio of 18.0:1 balances
cold-start capability with combustion efficiency.
Unlike the chain-driven valvetrain found in GM’s smaller 1.3 CDTI diesel, the
A17DTC utilizes a timing belt, requiring scheduled replacement to prevent
interference-related damage. The engine is formulated exclusively with 5W-30
fully synthetic oil meeting GM dexos2 specifications, a requirement driven by
the diesel particulate filter (DPF) and the need for low-ash formulations to
protect aftertreatment components.
The A17DTC operates on a four-stroke diesel cycle with compression ignition. The
engine utilizes an inline four-cylinder configuration with a double overhead
camshaft (DOHC) and four valves per cylinder.
Engine Type: Inline-4, 4-stroke, turbocharged diesel with common rail injection.
Displacement: 1,686 cc (103 cu.in).
Bore: 79.0 mm (3.11 in).
Stroke: 86.0 mm (3.39 in).
Compression Ratio: 18.0:1.
Firing Order: 1-3-4-2.
Idle Speed: 750-800 rpm, electronically governed.
Maximum Engine Speed: 4,800 rpm with fuel cut-off at 5,000 rpm.
Maximum Power: 81 kW (110 hp) @ 3,800-4,000 rpm.
Maximum Torque: 260-280 Nm (192-206 lb-ft) @ 1,750-2,500 rpm.
Aspiration: Variable geometry turbocharger (VGT) with air-to-air intercooler.
Combustion System: Direct injection with centrally located multi-hole injectors.
The cylinder block is constructed from high-strength
cast iron with a deep-skirt design that extends below the crankshaft centerline.
This architecture, inherited from the Isuzu-derived engine architecture,
provides the rigidity required to withstand the elevated cylinder pressures
associated with turbocharged diesel combustion while maintaining dimensional
stability under sustained thermal cycling.
The block features individual cylinder bores with cast-in-place liners that form
an integral part of the casting. Each bore is induction-hardened to provide a
durable wear surface for the piston rings. The water jackets surrounding each
cylinder bore are configured to provide uniform cooling across the entire height
of the piston travel, an important characteristic for the long-stroke 86.0 mm
design.
Main bearing caps are manufactured from nodular cast iron and are secured with
four bolts each - two vertical bolts through the cap and two horizontal
cross-bolts through the lower crankcase structure. This cross-bolted arrangement
provides superior crankshaft support under the high peak cylinder pressures
associated with common rail diesel combustion.
Crankshaft: Forged steel with five main bearings, fully counter-weighted with
eight counterweights. The crankshaft features induction-hardened bearing
surfaces and incorporates a torsional vibration damper at the front end.
Main Bearing Journal Diameter: 55.0 mm (2.17 in).
Connecting Rod Journal Diameter: 48.0 mm (1.89 in).
Connecting Rods: Forged steel with a fracture-split cap design.
Piston Material: Forged aluminum alloy with anodized ring grooves and a
low-friction skirt coating. The piston crown incorporates a re-entrant
combustion bowl designed to promote fuel-air mixing during the injection event.
Piston Cooling: Oil spray jets mounted in the crankcase direct a continuous
stream of engine oil to the underside of each piston crown. These jets
incorporate check valves to maintain pressure during transient operation.
The cylinder head is a single-piece cast aluminum alloy
construction spanning all four cylinders. The DOHC configuration places two
camshafts in the head - one intake and one exhaust - operating four valves per
cylinder through inverted bucket-type tappets.
Valvetrain: Double overhead camshaft (DOHC) with four valves per cylinder,
totaling 16 valves. The camshafts are driven by a toothed timing belt. Hydraulic
lash adjusters are integrated into the bucket tappets, eliminating the need for
valve clearance adjustment throughout the engine’s service life.
Intake Valve Diameter: 28.0 mm (1.10 in)
Exhaust Valve Diameter: 26.0 mm (1.02 in)
Valve Lift (Intake): 9.0 mm (0.354 in)
Valve Lift (Exhaust): 9.0 mm (0.354 in)
Valve Seat Material: High-strength sintered alloy with induction-hardened
contact surfaces, designed for the elevated temperatures associated with
turbocharged diesel operation. Valve Spring Material: High-tensile steel with a
conventional cylindrical design.
Camshaft Drive: Belt-driven system utilizing a toothed rubber timing belt
reinforced with fiberglass cords. The belt drives the intake camshaft directly
from the crankshaft sprocket, with a secondary gear transferring drive from the
intake to the exhaust camshaft. An automatic spring-loaded tensioner maintains
belt tension. This is an interference engine; timing belt failure results in
valve-to-piston contact.
The fuel system is a high-pressure common rail direct
injection system manufactured by Delphi or Denso depending on production date.
The system operates at pressures up to 1,600 bar (23,200 psi) and utilizes
solenoid-type injectors capable of multiple injection events per combustion
cycle.
Fuel Injectors: Solenoid-type direct injectors with seven nozzle orifices per
injector. The injectors deliver up to five separate injection events per cycle,
including pilot injections for noise reduction, main injection for power
delivery, and post-injections for particulate filter regeneration.
High-Pressure Fuel Pump: Two-piston radial-piston pump driven by the timing belt
system. The pump incorporates a suction control valve to regulate fuel delivery
and maintain common rail pressure independent of engine speed.
Common Rail: High-pressure accumulator manufactured from forged steel, shared
across all four cylinders. The rail incorporates a pressure sensor and a
pressure relief valve for system protection. Low-Pressure Fuel System: 3.0-4.0
bar (44-58 psi) supplied by an electric lift pump located within the fuel tank.
Fuel Filter: Spin-on type with integrated water separator, water-in-fuel sensor,
and hand primer pump. Fuel Requirement: Diesel fuel meeting EN 590 specification
with sulfur content below 10 ppm.
The lubrication system is a fully pressurized wet-sump
design with a gear-type oil pump mounted on the front of the engine. The pump is
driven directly by the crankshaft through the timing belt system and
incorporates a pressure relief valve. Oil Pump Type: Gear-type pump with
integrated pressure relief valve.
Recommended Oil Viscosity: 5W-30 fully synthetic meeting GM dexos2
specification. Low-ash formulations are required to protect the diesel
particulate filter (DPF) from excessive ash accumulation.
Oil Capacity (including filter): 5.4 liters (5.7 qt).
Oil Pressure (at idle, warm): 100-200 kPa (15-29 psi).
Oil Pressure (at 2,500 rpm, warm): 350-450 kPa (51-65 psi).
Oil Filter Type: Spin-on full-flow filter with integral bypass valve and
anti-drainback valve. Oil Cooler: Plate-type coolant-to-oil heat exchanger
mounted on the lower left side of the cylinder block. Oil Pan: Stamped steel
with integrated baffling.
The cooling system is a pressurized, thermostatically
controlled circuit utilizing a belt-driven centrifugal water pump. The system is
designed to manage the thermal loads of the turbocharged diesel combustion
process while maintaining consistent cylinder head and cylinder block
temperatures.
Water Pump Type: Centrifugal with a mechanical seal, mounted to the front of the
cylinder block and driven by the timing belt. Coolant Type: Ethylene-glycol
based antifreeze meeting GM specification, formulated for extended service
intervals. Coolant Capacity (engine and radiator): 6.3-6.8 liters (6.7-7.2 qt)
depending on vehicle model and radiator configuration.
Thermostat: Wax-type thermostat with an opening temperature of 88 °C (190 °F)
and a full-open temperature of 102 °C (216 °F). Radiator: Cross-flow aluminum
radiator with plastic tanks. Charge Air Cooling: Air-to-air intercooler mounted
in front of the radiator. Cooling Fan: Electric viscous clutch fan or electric
fan assembly depending on vehicle platform.
Timing Drive: Belt-driven system with a toothed rubber
timing belt. The belt drives the camshafts and the high-pressure fuel pump. The
belt must be replaced at specified intervals. The water pump is also driven by
the timing belt in this engine configuration, necessitating replacement during
timing belt service.
Accessory Drive: Single 6-rib serpentine belt driving the alternator, power
steering pump, and air conditioning compressor. A spring-loaded automatic
tensioner maintains belt tension.
Turbocharger: Variable geometry turbocharger (VGT) manufactured by BorgWarner or
Mitsubishi Heavy Industries depending on production date. The VGT system
utilizes movable vanes in the turbine housing to adjust the aspect ratio based
on engine speed and load. An electronic actuator positions the vanes to optimize
boost response across the operating range. Maximum boost pressure is 1.6 bar
absolute (23 psi gauge) under full load conditions.
Exhaust System: Stainless steel exhaust manifold with integrated mounting for
the turbocharger. The aftertreatment system comprises a diesel oxidation
catalyst (DOC) and a diesel particulate filter (DPF) mounted close to the engine
for rapid light-off during cold starts. The system meets Euro 5 emissions
standards without selective catalytic reduction (SCR).
Engine Management System: Bosch EDC17 or Delphi electronic control unit (ECU)
integrated with the vehicle’s powertrain management system. The ECU controls
fuel injection timing, injection pressure, boost pressure, variable geometry
turbocharger actuation, exhaust gas recirculation (EGR), and DPF regeneration.
Exhaust Gas Recirculation: Cooled EGR system with an electrically actuated EGR
valve and an EGR cooler. The system operates at rates up to 25% to reduce
nitrogen oxide (NOx) emissions during steady-state operation.
Overall Length: 620 mm (24.4 in)
Overall Width: 640 mm (25.2 in)
Overall Height: 720 mm (28.3 in)
Dry Weight (complete engine): 145 kg (320 lb)
Engine Oil and Filter Change: 20,000 km (12,000 mi) or
12 months under normal duty; 10,000 km (6,000 mi) for severe service including
frequent cold starts, extended idling, or dusty environments. Timing Belt
Replacement: 100,000 km (60,000 mi) or 5 years, whichever occurs first. Failure
to replace the belt within this interval risks belt fracture and consequent
valve damage due to the interference design.
Water Pump Replacement: Replaced concurrently with timing belt due to water pump
drive by the timing belt. Fuel Filter Replacement: 30,000 km (18,000 mi) or 2
years. The water separator should be drained at every oil change or when the
water-in-fuel warning lamp illuminates. Engine Air Filter Element: Replace every
30,000 km (18,000 mi) or when restriction indicator displays service required.
Coolant Replacement: 80,000 km (48,000 mi) or 4 years.
Drive Belt Inspection: Every 15,000 km (9,000 mi) for cracks, fraying, glazing,
and proper tension. Drive Belt Replacement: 80,000 km (48,000 mi) or 4 years.
Valve Clearance: Hydraulic lash adjusters eliminate the need for valve clearance
inspection or adjustment throughout the engine’s service life. Diesel
Particulate Filter: Active regeneration occurs automatically under normal
driving conditions. Ash accumulation requires filter cleaning or replacement at
150,000-200,000 km (93,000-124,000 mi) depending on operating conditions and oil
consumption.
Cylinder Head Bolts, Step 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts, Step 2: 60 Nm (44 lb-ft)
Main Bearing Cap Bolts, Step 1: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts, Step 2: 60 Nm (44 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft)
Camshaft Bearing Caps: 15 Nm (11 lb-ft)
Camshaft Sprocket Bolts: 70 Nm (52 lb-ft)
Timing Belt Tensioner: 25 Nm (18 lb-ft)
Intake Manifold to Cylinder Head: 20 Nm (15 lb-ft)
Exhaust Manifold to Cylinder Head: 25 Nm (18 lb-ft)
Turbocharger to Exhaust Manifold: 28 Nm (21 lb-ft)
Turbocharger Oil Feed Line: 25 Nm (18 lb-ft)
High-Pressure Fuel Pump Mounting Bolts: 25 Nm (18 lb-ft)
Common Rail Mounting Bolts: 30 Nm (22 lb-ft)
Fuel Injector Clamp Bolts: 20 Nm (15 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft)
Valve Cover Bolts: 10 Nm (7 lb-ft)
Flywheel / Flexplate Bolts: 60 Nm (44 lb-ft)
Crankshaft Pulley Bolt: 180 Nm (133 lb-ft)
Engine Mount Brackets to Block: 50 Nm (37 lb-ft)
The A17DTC engine was installed across Opel’s Euro 5
passenger car lineup from 2010 through 2014, serving as the mid-range diesel
powerplant below the larger 2.0 CDTI engine.
Opel Astra J (2010-2014): The Astra J hatchback, sedan, Sports Tourer station
wagon, and GTC coupe received the A17DTC as the 1.7 CDTI engine option. The
engine was mounted transversely with front-wheel drive and was offered with
either a six-speed manual transmission or a six-speed automatic depending on
market and trim level. The Astra J application utilized the 280 Nm (206 lb-ft)
torque calibration.
Opel Meriva B (2010-2014): The Meriva B compact MPV received the A17DTC as the
higher-output diesel engine option, positioned above the 1.3 CDTI. The engine
was mounted transversely with front-wheel drive and featured a calibration
optimized for urban driving with emphasis on low-end torque response.
Opel Zafira B (2010-2014): The Zafira B compact MPV received the A17DTC as the
1.7 CDTI engine option in the latter years of its production cycle, serving as
an efficiency-focused alternative to the larger 2.0 CDTI. The engine was mounted
transversely with front-wheel drive and was calibrated for the Zafira’s
passenger and cargo-carrying requirements.
Opel Insignia A (select markets): In certain European markets, the Insignia A
received the A17DTC as an entry-level diesel engine option, though the 2.0 CDTI
remained the more common diesel powerplant for this larger vehicle platform.
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