Opel B12XHL Specifications
| Engine Model: Opel B12XHL |
| Engine Type: 4-cycle 3-cylinder DOHC 12-valve turbocharger liquid-cooled gasoline |
| Total Displacement: 73.2 cu.in (1.19 L) |
| Rated Engine Power: 110 Hp (81 kW) at 5500 rpm |
| Fuel System Type: Direct injection |
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The Opel B12XHL, designated EB2DT within the PSA
(Stellantis) PureTech family, is a 1.2-liter three-cylinder turbocharged petrol
engine introduced around 2017. Developed under the PSA partnership following
Opel’s acquisition, the B12XHL replaced older GM-designed units in compact
crossover and multi-purpose vehicle applications.
The engine features an inline-three configuration with a cast iron cylinder
block and aluminum alloy cylinder head, direct injection, and a turbocharger
with intercooler. The B12XHL employs a wet timing belt (timing belt-in-oil)
design, where the belt runs within the engine lubrication circuit to reduce
friction and external noise. The engine is calibrated for low-end torque
delivery, achieving peak torque from 1,500 rpm, and meets Euro 6 emissions
standards across its production.
Engine Type: Inline 3-cylinder, 4-cycle, water-cooled, turbo gasoline.
Displacement: 1,199 cc (73.2 cu.in).
Bore: 75.0 mm (2.95 in).
Stroke: 90.5 mm (3.56 in).
Compression Ratio: 10.5:1.
Firing Order: 1-3-2.
Maximum Power Output: 110 hp (81 kW) @ 5,500 rpm.
Maximum Torque Output: 205 Nm (151 lb-ft) @ 1,500-1,750 rpm.
Emission Standard: Euro 6.
Valvetrain Configuration: Dual Overhead Camshaft (DOHC) operating 12 valves (4
valves per cylinder). Camshafts are driven by a toothed timing belt that
operates within the engine lubrication system (wet belt configuration).
The cylinder block is manufactured from cast iron with
an open-deck design. Bore diameter measures 75.0 mm (2.95 in). The cast iron
construction provides the rigidity required for forced induction operation while
maintaining compact external dimensions suited to transverse engine bays.
The crankshaft is forged steel with eight counterweights, supported by four main
bearings. The block incorporates an integrated oil gallery system feeding the
main bearings, connecting rods, turbocharger, and wet timing belt components.
The cylinder bores are machined with a plateau honed finish and utilize cast
iron liners integrally cast into the block.
Valves: 12 total; 6 intake, 6 exhaust.
Intake Valve Diameter: 30.0 mm (1.18 in).
Exhaust Valve Diameter: 26.5 mm (1.04 in).
Valve Stem Diameter: 5.0 mm (0.20 in) for both intake and exhaust.
Valve Seat Inserts: Powder metal sintered alloy with multi-angle seat geometry
designed for direct injection combustion characteristics. Valve Guides:
Press-fit sintered iron guides.
Hydraulic Lash Adjusters: Direct-acting units mounted in the cylinder head
casting, operating on bucket-type cam followers. These adjusters automatically
maintain zero valve clearance throughout engine life.
Camshafts: Hollow cast iron camshafts with assembled lobes to reduce rotational
inertia. The intake camshaft incorporates a variable camshaft phasing system
with an adjustment range of 60 degrees (30 degrees advance, 30 degrees retard).
Variable Valve Timing: The intake camshaft phasing system is controlled by the
engine control unit via an oil control valve, optimizing volumetric efficiency
across the engine speed range and improving turbocharger response. Valve
Springs: Low-friction beehive-type springs with reduced seat pressure to
minimize parasitic losses.
The fuel system employs high-pressure direct injection
with centrally mounted injectors. Injection Type: Direct injection into the
combustion chamber with injectors mounted centrally between the intake and
exhaust valves. Injector Configuration: High-pressure solenoid injectors with
multi-hole nozzles optimized for stratified charge operation at low loads and
homogeneous operation at higher loads.
Fuel Pressure: Low-pressure circuit supplies fuel from the in-tank pump at
3.5-4.5 bar (51-65 psi). A high-pressure mechanical pump driven by the intake
camshaft elevates pressure to a maximum of 200-250 bar (2,900-3,625 psi)
depending on engine speed and load.
High-Pressure Pump: Single-piston plunger pump with a fuel metering valve
controlling rail pressure based on engine demand. Engine Management System:
Bosch or Continental ECU with advanced combustion control algorithms managing
injection timing, boost pressure, and variable valve timing.
Intake Manifold: Composite plastic manifold with integrated intake air
temperature sensor and electronically controlled throttle body. The manifold
incorporates charge air cooling through an air-to-air intercooler positioned
upstream of the throttle body.
The lubrication system is a full-flow, pressurized
design utilizing a rotor-type oil pump driven by the crankshaft. Oil Pump Type:
Internal gear (gerotor) pump mounted to the front of the crankshaft, housed
within the front timing cover assembly. Oil Capacity: 3.5 liters (3.7 qt)
including oil filter replacement. Recommended Oil Viscosity: 0W-20 or 0W-30
fully synthetic.
Oil Quality Requirement: PSA B71 2312 or OV0401547 specification. These
low-viscosity, low-SAPS oils are required to maintain the integrity of the wet
timing belt and protect the gasoline particulate filter. Oil Pressure: At warm
idle, pressure ranges from 1.0-1.5 bar (14-22 psi). At 3,000 rpm, pressure
reaches 3.0-4.0 bar (44-58 psi).
Oil Cooler: Liquid-to-oil plate-type heat exchanger integrated into the oil
filter housing, utilizing engine coolant for thermal stabilization. Oil Filter:
Cartridge-type filter housed within a modular housing accessible from the engine
top or under-vehicle location. Crankcase Ventilation: Closed PCV system with an
integrated oil separator incorporated into the valve cover. The wet timing belt
design requires precise oil quality to prevent belt material degradation.
The cooling system is pressurized and utilizes a
centrifugal water pump driven by the timing belt. Water Pump Type: Centrifugal
pump with a die-cast aluminum housing and stamped steel impeller. Thermostat:
Wax-pellet type with integrated housing. Opening temperature is 82-88 °C
(180-190 °F). Coolant Capacity: 5.7 liters (6.0 qt) inclusive of engine block,
heater core, radiator, and turbocharger cooling circuit.
Radiator: High-efficiency aluminum cross-flow core with plastic end tanks.
Cooling fan configuration consists of a single electric fan with variable speed
control based on coolant temperature, charge air temperature, and air
conditioning load. System Pressure: Radiator cap rated at 1.1-1.2 bar (16-17
psi).
Turbocharger Cooling: The turbocharger bearing housing is integrated into the
engine cooling circuit. An auxiliary electric water pump continues coolant
circulation after engine shutdown on certain variants to prevent heat soak.
Coolant Specification: Phosphate and silicate-free ethylene glycol-based coolant
meeting PSA specifications for aluminum engine construction.
Ignition System: Direct ignition system with individual
pencil-type ignition coils mounted directly over each spark plug (coil-on-plug).
The system utilizes a crankshaft position sensor and a camshaft position sensor
for sequential ignition timing. Spark Plug Type: NGK or Bosch platinum-tipped
spark plugs. Spark Plug Gap: 0.7-0.8 mm (0.028-0.031 in).
Timing System: Wet timing belt (timing belt-in-oil) constructed from
high-strength rubber with a specialized coating resistant to degradation by
engine oil. The belt operates within the engine lubrication circuit, reducing
friction and external noise. An automatic spring-loaded tensioner maintains belt
tension. Replacement interval is 100,000-120,000 km (62,000-75,000 miles)
depending on market and operating conditions.
Turbocharger System: Single turbocharger with fixed geometry, manufactured by
BorgWarner. The turbocharger features a water-cooled bearing housing and an
electronically controlled wastegate. Boost pressure is regulated by the engine
control unit based on load, engine speed, and knock sensor input. Maximum boost
pressure is approximately 1.0-1.2 bar (14.5-17.4 psi).
Intercooler: Air-to-air charge air cooler mounted in the front bumper area,
reducing intake air temperature after compression to increase charge density.
Exhaust System: Cast iron exhaust manifold with integrated turbocharger mounting
flange. A close-coupled gasoline particulate filter (GPF) is incorporated into
the exhaust system for Euro 6 emissions compliance, positioned downstream of the
turbocharger and upstream of the underfloor catalytic converter.
Emissions Control: The engine utilizes a gasoline particulate filter (GPF) with
regeneration management controlled by the engine control unit. Post-injection
events are employed to increase exhaust temperatures for GPF regeneration.
Overall Length: 540 mm (21.3 in) measured from
accessory drive pulley face to transmission mounting flange.
Overall Width: 570 mm (22.4 in) inclusive of intake manifold, turbocharger
assembly, and exhaust manifold.
Overall Height: 640 mm (25.2 in) from oil pan bottom surface to valve cover top
surface.
Dry Weight: 95-105 kg (209-231 lb) depending on turbocharger configuration and
accessory drive components.
Timing Belt Replacement Interval: 100,000-120,000 km
(62,000-75,000 miles) or 6 years, whichever occurs first. The wet belt requires
regular inspection for degradation, cracking, or shedding. Spark Plug
Replacement Interval: 60,000 km (37,000 miles). Drive Belt Tension (Accessory):
Automatic tensioner maintains correct tension; no manual adjustment required.
Belt replacement interval is 80,000 km (50,000 miles).
Coolant Change Interval: 80,000 km (50,000 miles) or 4 years. Engine Oil Change
Interval: 15,000 km (9,300 miles) or 12 months, whichever occurs first. Strict
adherence to PSA B71 2312 or OV0401547 oil specification is required to preserve
wet belt integrity. Idle Speed (warm, neutral): 800-850 rpm.
Injection Timing: Electronically controlled
with closed-loop feedback from oxygen sensors and knock detection; no
manual adjustment possible. Fuel Pressure (low-pressure circuit):
3.5-4.5 bar (51-65 psi). High-pressure rail pressure varies from 30-50
bar (435-725 psi) at idle to 200-250 bar (2,900-3,625 psi) under full
load.
Cylinder Head Bolts (cold), 20 Nm (15 lb-ft) plus 90°
rotation.
Crankshaft Damper Pulley Bolt: 150-160 Nm (111-118 lb-ft).
Connecting Rod Cap Bolts: 20 Nm (15 lb-ft) plus 90° rotation.
Main Bearing Cap Bolts: 20 Nm (15 lb-ft) plus 90° rotation.
Camshaft Bearing Cap Bolts: 10-12 Nm (7-9 lb-ft).
Camshaft Sprocket Bolts: 60-70 Nm (44-52 lb-ft).
Camshaft Phaser Actuator Bolt: 70-80 Nm (52-59 lb-ft).
Valve Cover Bolts: 8-10 Nm (6-7 lb-ft).
Intake Manifold Bolts: 18-22 Nm (13-16 lb-ft).
Exhaust Manifold Nuts: 20-25 Nm (15-18 lb-ft).
Turbocharger Mounting Nuts: 35-40 Nm (26-30 lb-ft).
Oil Pan Bolts: 8-10 Nm (6-7 lb-ft).
Timing Belt Tensioner Bolt: 20-25 Nm (15-18 lb-ft).
Water Pump Bolts: 18-22 Nm (13-16 lb-ft).
High-Pressure Fuel Pump Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Fuel Injector Clamp Bolts: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 80-90 Nm (59-66 lb-ft) plus 90° rotation.
Engine Mount Bracket Bolts: 40-45 Nm (30-33 lb-ft).
Spark Plugs: 20-25 Nm (15-18 lb-ft).
Opel Crossland X / Crossland (C1 series): 2017-present.
The B12XHL was introduced as the primary petrol powertrain for the Crossland X
compact crossover and its subsequent Crossland successor. The engine is mounted
transversely and paired with either a six-speed manual transmission or a
six-speed automatic transmission.
Opel Combo E: 2018-present. The B12XHL powers the Combo E compact multi-purpose
vehicle (MPV) in certain markets, replacing older naturally aspirated engines.
This application features a front-mounted intercooler and a calibration
optimized for the vehicle’s payload and urban operating cycle.
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