Opel A17DTS Specifications
| Engine Model: Opel A17DTS |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 103 cu.in (1.68 L) |
| Rated Engine Power: 130 Hp (96 kW) at 4000 rpm |
| Fuel System Type: Common rail direct injection |
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The Opel A17DTS is a 1.7-liter inline-four turbo diesel
engine representing the highest-output variant of the GM Circle L engine family,
developed in collaboration with Isuzu and produced during the Euro 5 emissions
era. Introduced around 2010, this powerplant served as the performance diesel
offering across Opel’s compact and subcompact ranges before the introduction of
the 1.6 CDTI Whisper Diesel. The A17DTS combined a robust cast iron cylinder
block with a modern aluminum cylinder head featuring dual overhead camshafts and
16 valves.
A Denso common rail direct injection system operating at high pressure, coupled
with a variable geometry turbocharger, enabled this engine to deliver 130 hp and
300 Nm of torque - figures that positioned it competitively against larger
displacement diesels. The engine incorporated a diesel particulate filter to
meet Euro 5 emissions standards and utilized a timing belt driven valvetrain
with extended service intervals. Its application spanned the Astra J, Mokka,
Corsa D, and Meriva B, making it a widely available powerplant in Opel’s
European lineup.
Engine Type: 4-stroke, inline 4-cylinder, water-cooled turbo diesel engine.
Displacement: 1,686 cc (1.7 L; 103 cu.in).
Bore: 79.0 mm (3.110 in).
Stroke: 86.0 mm (3.386 in).
Compression Ratio: 18.0:1.
Firing Order: 1-3-4-2.
Valvetrain: DOHC (dual overhead camshaft), 4 valves per cylinder, 16 valves
total, timing belt drive.
Combustion System: Direct injection with swirl-type combustion bowl in piston
crown.
Aspiration: Variable geometry turbocharger (VGT) with air-to-air intercooler.
Maximum Power: 96 kW (130 hp; 132 PS) at 4,000 rpm.
Maximum Torque: 300 Nm (221 lb-ft) at 2,000-2,500 rpm.
Maximum Engine Speed: 4,800 rpm (governed).
Compression Pressure
Standard: 2.2-2.6 MPa (319-377 psi).
Minimum service limit: 2.0 MPa (290 psi).
Maximum permissible variation between cylinders: 0.3 MPa (44 psi).
The cylinder block is constructed from high-strength
gray cast iron, providing the rigidity necessary to withstand the elevated
cylinder pressures associated with high-output common rail diesel combustion.
The block features a closed-deck design with five main bearings supporting the
forged steel crankshaft. The cylinder bores are cast directly into the block and
finished with a precision honing process that produces a cross-hatched surface
pattern optimized for ring sealing. Replaceable dry-type cylinder liners are
employed to facilitate overhaul without block replacement.
The block incorporates cast-in coolant passages surrounding each cylinder for
the full depth of the stroke, with a water jacket that extends the height of the
block. An integrated oil gallery network supplies lubrication to the crankshaft
main bearings, connecting rod bearings, and the balance shaft assembly. The
engine employs dual counter-rotating balance shafts located within the cylinder
block to reduce secondary vibrations inherent to inline-four diesel operation.
The cylinder head is manufactured from aluminum alloy
with a cross-flow design positioning intake ports on the front side and exhaust
ports on the rear side for transverse engine mounting. The dual overhead
camshafts are supported by five bearing journals each and are driven by a
toothed timing belt from the crankshaft. Valve actuation occurs through
bucket-type tappets with hydraulic lash adjusters, eliminating routine valve
clearance adjustments.
The intake ports are designed to generate high swirl motion within the cylinder
to promote air-fuel mixing in the direct injection combustion system. The
combustion chambers are formed within the piston crowns, with the centrally
located injector nozzle directing fuel into a re-entrant bowl designed to
optimize combustion efficiency and reduce soot formation.
Number of Valves: 16 total (4 per cylinder).
Intake Valve Diameter: 27.0 mm (1.063 in).
Exhaust Valve Diameter: 24.0 mm (0.945 in).
Valve Stem Diameter: 6.0 mm (0.236 in) for both intake and exhaust.
Valve Clearance: Hydraulic lash adjusters; no manual adjustment required.
Valve Timing (nominal)
Intake Opens: 5° BTDC.
Intake Closes: 25° ABDC.
Exhaust Opens: 30° BBDC.
Exhaust Closes: 10° ATDC.
The fuel system is a third-generation Denso common rail
direct injection system operating at a maximum pressure of 1,600 bar (23,205
psi). A high-pressure radial piston pump, mounted to the cylinder head and
driven by the timing belt, supplies fuel to the common rail.
The rail, constructed from forged steel, incorporates a pressure sensor and a
pressure relief valve. Solenoid-operated injectors with a 7-hole nozzle are
employed, capable of multiple injection events per combustion cycle including
pilot, main, and post-injections to reduce combustion noise and enable diesel
particulate filter regeneration. The system includes a fuel cooler and a
high-efficiency fuel filter with integrated water separator.
Injectors: Solenoid-actuated, 7-hole nozzle, flow rate optimized for combustion
bowl geometry. Fuel Filtration: Single replaceable cartridge filter with
integral water separator and fuel heater. Fuel Pressure: Idle: 250-300 bar
(3,626-4,351 psi); full load: 1,600 bar (23,205 psi). Fuel Specification: EN 590
diesel fuel; maximum biodiesel content of 7% (B7).
The lubrication system utilizes a gear-type oil pump
mounted within the front timing cover and driven directly by the crankshaft. The
pump draws oil from a baffled steel sump through a strainer screen and delivers
it to a full-flow disposable cartridge oil filter mounted on the cylinder block.
A water-cooled oil cooler, integrated with the filter housing, maintains oil
temperature under sustained high-load operation.
The system incorporates a pressure relief valve calibrated to maintain stable
pressure across the operating range. Main galleries distribute oil to the
crankshaft main bearings, connecting rod bearings, camshaft bearings, balance
shafts, and hydraulic lash adjusters. The variable geometry turbocharger
receives oil through a dedicated supply line with a restricted orifice to
control flow rate.
Oil Pump Type: Gear-type, crankshaft-driven.
Oil Pressure (hot, at 2,000 rpm): 200-350 kPa (29-51 psi).
Oil Pressure (hot, idle): 100 kPa (15 psi) minimum.
Oil Capacity (with filter): 5.4 L (5.7 US qt).
Oil Specification: GM dexos2 5W-30 fully synthetic; alternative ACEA C3 5W-30
for markets where dexos2 is unavailable.
The cooling system employs a belt-driven centrifugal
water pump mounted to the front of the engine block. Coolant flows from the
radiator through the pump, then through the cylinder block water jacket, upward
into the cylinder head, and returns to the radiator through a thermostat
housing. A wax-pellet thermostat with a bypass circuit maintains operating
temperature stability.
The system incorporates a cross-flow aluminum radiator with a pressure-type
filler cap rated at 108-127 kPa (16-18 psi). A separate coolant circuit serves
the exhaust gas recirculation cooler and the turbocharger bearing housing. The
cooling system is designed to support diesel particulate filter regeneration
events by maintaining elevated exhaust gas temperatures through controlled heat
rejection.
Water Pump Type: Belt-driven centrifugal pump with cast aluminum housing and
stamped steel impeller. Coolant Capacity (engine and radiator): 6.8 L (7.2 US
qt) depending on heater core configuration. Thermostat Opening Temperature: 88
°C (190 °F). Thermostat Fully Open Temperature: 102 °C (216 °F). Coolant
Specification: Ethylene-glycol based with aluminum-compatible corrosion
inhibitors; GM-approved long-life coolant; 50% concentration.
| Intake and Exhaust Systems |
Intake System: Air enters through a paper-element air
cleaner housing with an integrated mass airflow sensor, then passes through the
variable geometry turbocharger compressor. Compressed air is routed through an
air-to-air intercooler mounted in front of the radiator to reduce intake air
temperature before entering the intake manifold. The intake manifold is a cast
aluminum design with integrated swirl control valves that generate tumble motion
in the intake ports at low engine speeds to improve combustion stability.
Exhaust System: Cast iron exhaust manifold with integrated mounting flange for
the variable geometry turbocharger. The manifold is designed with a pulse
converter configuration to maximize turbine energy extraction. The exhaust
aftertreatment system comprises a diesel oxidation catalyst (DOC) mounted
upstream of the diesel particulate filter (DPF), followed by a close-coupled
selective catalytic reduction (SCR) system on certain emissions configurations.
The DPF is of the wall-flow type with a precious metal catalyst coating for
passive regeneration and incorporates differential pressure sensors for soot
load monitoring.
Electrical System is 12V negative-ground electrical
architecture. Starter motor is a reduction-gear type with 1.8 kW output mounted
to the transmission bellhousing. Alternator output is 120 A or 150 A depending
on vehicle specification. Glow plug system uses ceramic sheathed glow plugs with
post-glow function controlled by an electronic timer. The engine control unit is
a Bosch EDC17 series unit with integrated injection timing, boost control, and
aftertreatment management.
Turbocharger System: The variable geometry turbocharger
features adjustable vanes in the turbine housing, controlled by a
vacuum-actuated mechanism. The vane position is managed by the engine control
unit based on engine speed, load, and desired boost pressure, allowing precise
control of turbine flow and compressor speed across the operating range. Maximum
boost pressure is regulated to 180-200 kPa (26-29 psi) absolute.
Exhaust Gas Recirculation: The engine employs a high-pressure EGR circuit with a
water-cooled EGR cooler and an electrically actuated EGR valve. The EGR system
reduces NOx formation by recirculating a portion of exhaust gas into the intake
manifold, diluting the oxygen concentration in the combustion mixture. EGR rates
are managed by the engine control unit based on engine load, coolant
temperature, and DPF regeneration status.
Length (front of accessory drive to rear of flywheel
housing): 620 mm (24.4 in).
Width (overall, including intake and exhaust manifolds): 680 mm (26.8 in).
Height (from oil pan rail to top of valve cover): 730 mm (28.7 in).
Dry Weight (complete engine with flywheel, turbocharger, and manifolds): 165 kg
(364 lb).
Engine Oil: GM dexos2 5W-30 fully synthetic; ACEA C3
5W-30 as alternative. Oil Change Interval: 20,000 km (12,400 mi) or 12 months
under normal operation; 10,000 km (6,200 mi) for severe service (frequent short
trips, towing, high-load operation). Oil Filter Replacement: Every oil change.
Coolant Capacity: 6.8 L (7.2 US qt). Coolant Change Interval: 60,000 km (37,000
mi) or 48 months.
Fuel Filter Replacement: 30,000 km (18,600 mi) or 24 months; immediate
replacement if water contamination is detected. Air Filter Replacement: 45,000
km (28,000 mi); more frequent under dusty conditions. Timing Belt Replacement:
150,000 km (93,000 mi) or 10 years; service specialists recommend 100,000 km
(62,000 mi) for vehicles operated under high-load conditions or frequent
stop-start driving.
Valve Clearance: Hydraulic lash adjusters; no adjustment required. Glow Plug
Inspection: 80,000 km (50,000 mi); resistance check and visual inspection for
carbon fouling. Idle Speed: 800-850 rpm. Diesel Particulate Filter Regeneration:
Passive regeneration occurs during normal highway driving; forced regeneration
required if warning lamp illuminates; regeneration interval 500-800 km (310-500
mi) depending on driving conditions.
Cylinder Head Bolts (M10), Stage 1: 20 Nm (15 lb-ft)
Cylinder Head Bolts (M10), Stage 2: 60 Nm (44 lb-ft)
Main Bearing Cap Bolts (M10), Stage 1: 20 Nm (15 lb-ft)
Main Bearing Cap Bolts (M10), Stage 2: 45 Nm (33 lb-ft)
Connecting Rod Cap Bolts (M9): 25 Nm (18 lb-ft)
Flywheel / Flexplate Bolts (M12): 60 Nm (44 lb-ft)
Camshaft Bearing Caps (M8): 20-25 Nm (15-18 lb-ft)
Camshaft Sprocket Bolts (M10): 80-90 Nm (59-66 lb-ft)
Timing Belt Tensioner Bolt: 25-30 Nm (18-22 lb-ft)
High-Pressure Fuel Pump Mounting Bolts (M8): 20-25 Nm (15-18 lb-ft)
Fuel Injector Clamp Bolts (M6): 8 Nm (6 lb-ft)
Common Rail Mounting Bolts (M8): 20-25 Nm (15-18 lb-ft)
Intake Manifold Bolts (M8): 20-25 Nm (15-18 lb-ft)
Exhaust Manifold Bolts (M10): 35-40 Nm (26-30 lb-ft)
Turbocharger to Exhaust Manifold (M10): 40-45 Nm (30-33 lb-ft)
Turbocharger Oil Feed Line (M10): 25-30 Nm (18-22 lb-ft)
EGR Valve Mounting Bolts (M8): 20-25 Nm (15-18 lb-ft)
EGR Cooler Mounting Bolts (M8): 20-25 Nm (15-18 lb-ft)
Valve Cover Bolts (M6): 8-10 Nm (6-7 lb-ft)
Oil Pan Bolts (M6): 8-10 Nm (6-7 lb-ft)
Oil Pump Mounting Bolts (M8): 20-25 Nm (15-18 lb-ft)
Water Pump Bolts (M8): 20-25 Nm (15-18 lb-ft)
Thermostat Housing Bolts (M8): 20-25 Nm (15-18 lb-ft)
Glow Plugs: 15-20 Nm (11-15 lb-ft)
Engine Mount Bracket to Block (M10): 50-60 Nm (37-44 lb-ft)
Crankshaft Pulley Bolt (M16): 180-200 Nm (133-148 lb-ft)
Alternator Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Starter Motor Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Diesel Particulate Filter Pressure Sensor: 8-10 Nm (6-7 lb-ft)
Opel Astra J: 2010-2014 model years; GTC (three-door
hatchback), five-door hatchback, and Sports Tourer (estate) with A17DTS as the
top diesel variant; marketed in some regions as Astra 1.7 CDTI with 130 hp
designation.
Opel Mokka: 2012-2014; first-generation Mokka (J13) with A17DTS engine in
front-wheel drive and all-wheel drive configurations.
Opel Corsa D: 2010-2014 face-lift models; Corsa D with A17DTS as the
high-performance diesel variant in OPC and Sport trims.
Opel Meriva B: 2010-2014; Meriva B monospace with A17DTS engine in Sport and
Cosmo specifications.
Vauxhall Equivalents: All Opel applications marketed in the United Kingdom under
the Vauxhall brand with identical A17DTS engine specifications.
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