Opel A17DTJ Specifications
| Engine Model: Opel A17DTJ |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 102.9 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 A17DTJ is a 1.7-liter, inline-four,
turbocharged diesel engine that forms part of the GM Circle L engine family,
originally developed in collaboration with Isuzu. Introduced in the late 2000s,
this powerplant represents the evolution of the highly successful 1.7 CDTI
lineage, incorporating common rail direct injection and variable geometry
turbocharger (VGT) technology to achieve Euro 5 emissions compliance.
The A17DTJ was engineered as a replacement for the earlier Z17DTH, offering
improved fuel efficiency, reduced noise and vibration, and enhanced low-end
torque delivery for mid-sized Opel passenger cars and compact vans. The engine
features a compact cast-iron cylinder block, an aluminum cylinder head with dual
overhead camshafts (DOHC), and a Denso-sourced common rail fuel system capable
of injection pressures up to 1,600 bar (23,206 psi).
A diesel particulate filter (DPF) is integrated into the exhaust aftertreatment
system, contributing to the engine’s Euro 5 certification. Deployed across the
Opel Astra, Zafira, Corsa, and Meriva platforms from 2007 through 2014, the
A17DTJ gained a reputation for reliability, favorable fuel economy, and robust
construction, continuing the legacy of the Isuzu-derived diesel engines within
the General Motors portfolio.
The A17DTJ is a 4-stroke, inline 4-cylinder, water-cooled diesel engine
utilizing a dual overhead camshaft (DOHC) valvetrain with four valves per
cylinder, totaling 16 valves. Total displacement is 1.686 Liters (1,686 cc /
102.9 cu.in), derived from a bore of 79.0 mm (3.110 in) and a stroke of 86.0 mm
(3.386 in). The compression ratio is set at 18.0:1. The fuel system employs
common rail direct injection with a Denso high-pressure pump and solenoid-type
injectors. Induction is provided by a variable geometry turbocharger (VGT) with
an air-to-air intercooler.
Maximum power output is 110 HP (81 kW) achieved between 3,800 and 4,000 RPM.
Peak torque of 260 Nm (192 lb-ft) is delivered at 2,300 RPM, with a broad torque
plateau maintained across the mid-range. The firing order follows 1-3-4-2. The
engine management system utilizes a Bosch electronic control unit (ECU) that
manages fuel injection, boost pressure, exhaust gas recirculation (EGR), and
diesel particulate filter (DPF) regeneration cycles.
The cylinder block is constructed from cast iron with a
closed-deck design, a configuration inherited from the Isuzu-derived
architecture that provides exceptional rigidity and cylinder bore stability
under the high combustion pressures generated by common rail injection. The
block features siamese bores with a finished bore diameter of 79.0 mm (3.110
in).
The deep-skirt design extends below the crankshaft centerline, minimizing
vibration and contributing to the engine’s overall noise, vibration, and
harshness (NVH) characteristics. The crankshaft is forged from micro-alloy steel
and is supported by five main bearings, a configuration that distributes loads
evenly and enhances durability under sustained torque output. Connecting rods
are forged steel with a fractured-cap design ensuring precise bearing alignment.
Pistons are cast aluminum with a bowl-in-crown combustion chamber geometry
optimized for direct injection. The piston rings include a top compression ring
with a wear-resistant coating to accommodate the high cylinder pressures. Piston
cooling jets (oil squirters) are integrated into the crankcase, directing oil to
the piston undersides to manage thermal loads under sustained high-load
operation.
The cylinder head is manufactured from aluminum alloy
and features a cross-flow design with four valves per cylinder - two intake and
two exhaust - arranged in a pent-roof combustion chamber configuration. The dual
overhead camshafts (DOHC) are driven by a rubber timing belt from the
crankshaft. The intake camshaft incorporates a swirl control system that
optimizes charge motion within the cylinder for improved combustion efficiency
across the operating range.
Valve diameters measure 28.0 mm (1.102 in) for intake and 24.0 mm (0.945 in) for
exhaust. Valve stems are 6.0 mm (0.236 in) in diameter. Hydraulic lash adjusters
are integrated into the valvetrain, eliminating manual valve clearance
adjustments for the engine’s service life.
The valve seats are manufactured from sintered alloy materials selected for
compatibility with the high exhaust gas temperatures generated by the variable
geometry turbocharger and the post-injection events required for DPF
regeneration. The cylinder head incorporates integrated intake ports with
swirl-generating geometry to promote air-fuel mixing within the combustion
chamber.
The fuel system is a high-pressure common rail direct
injection system manufactured by Denso, operating at pressures up to 1,600 bar
(23,206 psi). A high-pressure fuel pump, driven by the timing belt, supplies
fuel to the common rail accumulator mounted on the cylinder head. The rail
distributes fuel to solenoid-type injectors - one per cylinder - which are
capable of multiple injection events per combustion cycle, including pilot
injections for noise reduction, main injection for power delivery, and
post-injections for DPF regeneration.
The injection timing, duration, and pressure are continuously controlled by the
engine control unit based on input from the crankshaft position sensor, camshaft
position sensor, boost pressure sensor, air mass meter, and exhaust gas sensors.
A fuel temperature sensor integrated into the pump allows the ECU to compensate
for fuel density variations. The fuel filtration system incorporates a water
separator with a sensor that alerts the operator when accumulated water requires
draining. The system is designed for operation with diesel fuel meeting EN 590
specifications.
The lubrication system is a full-flow, pressurized
design utilizing a gear-type oil pump mounted to the front of the crankshaft
within the timing cover. The oil pump draws oil from a steel oil pan through a
screened pickup tube and delivers it through a full-flow spin-on oil filter.
Total oil capacity is 5.4 Liters (5.7 qt) including the filter. A water-cooled
oil cooler is integrated into the oil filter mounting assembly, maintaining oil
temperature within the optimal range under sustained high-load operation.
The lubrication circuit supplies oil to the crankshaft main bearings, connecting
rod bearings, camshaft bearings, hydraulic lash adjusters, timing belt
tensioner, and turbocharger bearing housing. Oil pressure at operating
temperature ranges from 2.0-4.0 bar (29-58 psi) across the normal engine speed
range. The recommended oil is 5W-30 fully synthetic meeting GM dexos2
specification, a low-ash formulation required to protect the DPF from premature
ash loading and to accommodate the extended oil change intervals.
The cooling system is a water-cooled, pressurized
design utilizing a belt-driven centrifugal water pump mounted to the front of
the engine block. Coolant circulates through the cast-iron block and aluminum
cylinder head, with dedicated passages directing flow to the EGR cooler and the
turbocharger bearing housing.
The thermostat is a wax-pellet unit with an opening temperature of 88°C (190°F),
achieving full open at 102°C (216°F). Total coolant capacity ranges from 6.5-7.5
Liters (6.9-7.9 qt) depending on vehicle platform, heater core configuration,
and the presence of a rear heater in wagon and minivan applications.
The cooling fan is an electric unit with pulse-width modulation (PWM) control,
operating only when required to reduce parasitic drag and improve cold-start
warm-up times. The charge air cooler is an air-to-air unit mounted in the front
grille area, sized to maintain intake air temperatures within the optimal range
for combustion efficiency and emissions control.
Timing System: The camshafts are driven by a rubber
timing belt with reinforced fiber cord. The belt drives both intake and exhaust
camshaft sprockets from the crankshaft sprocket. An automatic hydraulic
tensioner, supplied by the engine lubrication system, maintains correct belt
tension throughout the service interval. The timing belt is an interference
design: failure results in piston-to-valve contact causing catastrophic engine
damage. The water pump is driven by the same timing belt, requiring concurrent
replacement during belt service.
Variable Geometry Turbocharger (VGT): The VGT unit features a set of movable
vanes surrounding the turbine wheel. The vane position is controlled by an
electric actuator or vacuum-actuated diaphragm based on signals from the ECU. At
low engine speeds, the vanes close to increase exhaust gas velocity and improve
transient response; at high speeds, the vanes open to reduce backpressure and
prevent overspeed. The VGT system eliminates the need for a wastegate and
contributes to the engine’s flat torque curve.
Exhaust Aftertreatment System: The engine employs a comprehensive emissions
control strategy combining multiple components. Exhaust gas recirculation (EGR)
is managed by a high-pressure EGR valve that routes a portion of exhaust gases
through a cooler to the intake manifold, reducing combustion temperatures and
suppressing nitrogen oxide (NOx) formation. A diesel particulate filter (DPF) is
integrated into the exhaust system, trapping soot particles and periodically
regenerating through post-injection fuel events that raise exhaust temperatures
to oxidize accumulated soot. A diesel oxidation catalyst (DOC) upstream of the
DPF oxidizes unburned hydrocarbons and carbon monoxide. An oxygen sensor
downstream of the DPF monitors the regeneration process and aftertreatment
efficiency.
Swirl Control System: The intake manifold incorporates swirl valves that close
at low engine speeds and loads, generating a swirling motion within the
combustion chamber that enhances air-fuel mixing and reduces emissions. The
valves open at higher engine speeds and loads to maximize airflow and power
output.
Length measured from the front accessory drive face to
the transmission mounting flange is 590 mm (23.2 in). Width across the cylinder
head, intake manifold, and turbocharger assembly measures 640 mm (25.2 in).
Height from the oil pan bottom surface to the top of the valve cover is 710 mm
(28.0 in). The dry weight of the fully dressed engine - including the intake
manifold, exhaust manifold, turbocharger, fuel system components, and accessory
drives - is 145 kg (320 lbs).
The timing belt replacement interval is specified at
150,000 km (93,000 miles) or 10 years, although many service professionals
recommend replacement at 100,000 km (62,000 miles) as a preventative measure due
to the interference design. The water pump and timing belt tensioner should be
replaced concurrently with the timing belt. Engine oil and filter changes are
recommended at 20,000 km (12,500 miles) or 12 months under normal driving
conditions, with reduced intervals of 10,000 km (6,200 miles) for severe-duty
operation such as frequent short trips, towing, or urban driving.
Valve clearance inspection is not required due to the hydraulic lash adjuster
system. The fuel filter should be replaced at 30,000 km (18,500 mile) intervals,
with the water-in-fuel sensor checked at each service. The diesel particulate
filter (DPF) regeneration occurs automatically under normal driving conditions;
extended periods of low-speed urban operation may require a forced regeneration
procedure using diagnostic equipment.
Coolant replacement is specified at 60,000 km (37,000 miles) or 48 months. The
EGR valve and intake manifold should be inspected for carbon accumulation at
80,000 km (50,000 mile) intervals, as deposits can affect performance and
emissions. Compression pressure should be consistent across all four cylinders,
with a standard value of 2.2-2.5 MPa (319-363 psi) and a minimum service limit
of 1.8 MPa (261 psi) with maximum variation between cylinders of 0.2 MPa (29
psi).
Cylinder Head Bolts (Cold), Step 1: 40 Nm (30 lb-ft).
Cylinder Head Bolts (Cold), Step 2: 60 Nm (44 lb-ft).
Main Bearing Cap Bolts: 50 Nm (37 lb-ft).
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft).
Crankshaft Damper Pulley Bolt: 180-200 Nm (133-148 lb-ft).
Camshaft Sprocket Bolts: 60-70 Nm (44-52 lb-ft).
Camshaft Bearing Cap Bolts: 15-20 Nm (11-15 lb-ft).
Valve Cover Bolts: 8-10 Nm (71-89 lb-in).
Intake Manifold Bolts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 25-30 Nm (18-22 lb-ft).
Turbocharger Mounting Nuts: 35-40 Nm (26-30 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 70-80 Nm (52-59 lb-ft).
Timing Belt Tensioner Bolt: 25-30 Nm (18-22 lb-ft).
Fuel Injector Clamp Bolts: 15-20 Nm (11-15 lb-ft).
Common Rail Mounting Bolts: 20-25 Nm (15-18 lb-ft).
EGR Valve Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Engine Mount Bracket Bolts: 55-65 Nm (41-48 lb-ft).
The Opel A17DTJ engine was deployed across a range of
Opel passenger cars and compact vans from 2007 through 2014, serving as the
mid-range diesel powertrain in the European market.
Opel Astra H (A04) and Astra J (A10): The A17DTJ powered both the
fifth-generation Astra H (2007-2009) and the sixth-generation Astra J
(2009-2014), offered in hatchback, sedan, estate, and GTC body styles. The
engine was paired with both manual and automated manual transmissions.
Opel Zafira B (A05): The compact multi-purpose vehicle (MPV) received the A17DTJ
from 2007 through 2010, valued for its torque delivery suited to the vehicle’s
passenger and cargo capacity.
Opel Corsa D (S07): The supermini platform utilized the A17DTJ as the premium
diesel option from 2007 through 2014, offering a combination of fuel efficiency
and performance in a compact package.
Opel Meriva A (A04) and Meriva B (A10): The mini MPV received the A17DTJ across
both first-generation (2007-2010) and second-generation (2010-2014) platforms,
with the engine mounted transversely and calibrated for urban driving
characteristics.
Opel Combo D (2007-2011): The light commercial van variant shared the A17DTJ
with passenger car applications, featuring a heavy-duty cooling system and
revised engine calibration for load-carrying duty cycles.
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