Opel B14NET Specifications
| Engine Model: Opel B14NET |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharger liquid-cooled gasoline |
| Total Displacement: 83.3 cu.in (1.36 L) |
| Rated Engine Power: 140 Hp (103 kW) at 6000 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
____________________________________________________________________________________
The Opel B14NET is a 1.4-liter turbocharged inline-four
gasoline engine introduced as the Euro 6 emissions-compliant evolution of the GM
Family 0 Ecotec series. Functionally identical to the preceding A14NET, the
B14NET incorporated internal refinements and revised engine management
calibration to meet stricter particulate and NOx standards.
Produced from approximately 2013 through 2019, this powerplant served as a core
engine across Opel’s compact and mid-size ranges, delivering 140 hp and 200 Nm
of torque through a combination of direct-acting mechanical bucket valvetrain,
dual variable valve timing, and a water-cooled turbocharger. The engine utilized
a cast iron block with an aluminum cylinder head and a timing chain-driven
valvetrain designed for extended service intervals.
Its applications spanned the Astra J and K, Mokka, Zafira Tourer, Meriva B, and
Insignia A, making it one of the most widely deployed gasoline engines in Opel’s
lineup during the 2010s. The B14NET gained recognition for its broad torque
plateau and fuel efficiency, though it required careful attention to oil
specification to mitigate low-speed pre-ignition (LSPI) phenomena common in
downsized turbocharged gasoline engines.
Engine Type: 4-stroke, inline 4-cylinder, turbocharged gasoline engine.
Displacement: 1,364 cc (1.4 L; 83.3 cu.in).
Bore: 72.5 mm (2.854 in).
Stroke: 82.6 mm (3.252 in).
Compression Ratio: 9.5:1.
Firing Order: 1-3-4-2.
Maximum Power: 103 kW (140 hp; 142 PS) at 4,900-6,000 rpm.
Maximum Torque: 200 Nm (148 lb-ft) at 1,850-4,900 rpm.
Maximum Engine Speed: 6,500 rpm (governed).
Aspiration: Single turbocharger with water-cooled bearing housing and air-to-air
intercooler.
Combustion Chamber: Pent-roof design with centrally located spark plugs.
Valvetrain: DOHC (dual overhead camshaft), 4 valves per cylinder, 16 valves
total, timing chain drive, dual variable valve timing (intake and exhaust).
Compression Pressure
Standard: 1.20-1.45 MPa (174-210 psi).
Minimum service limit: 1.00 MPa (145 psi).
Maximum permissible variation between cylinders: 0.10 MPa (15 psi).
The cylinder block is constructed from high-strength
gray cast iron, providing the rigidity necessary to withstand the elevated
cylinder pressures associated with turbocharged operation. The block features a
closed-deck design with five main bearings supporting the cast iron crankshaft.
The cylinders are cast directly into the block without replaceable liners,
finished with a plateau honing process that produces a cross-hatched surface
pattern optimized for ring sealing and oil retention.
Cast-in coolant passages surround each cylinder for the full depth of the
stroke, with a water jacket that extends the height of the block. The block
incorporates structural ribbing on the outer casting to reduce vibration
transmission. A cast aluminum oil pan forms the lower sump, sealed to the block
with a multi-layer steel gasket. The block includes mounting provisions for the
turbocharger oil and coolant lines on the rear face.
The cylinder head is manufactured from aluminum alloy
with a cross-flow design positioning intake ports on the rear side and exhaust
ports on the front side for transverse engine mounting. The dual overhead
camshafts are supported by five bearing journals each and are driven by a silent
timing chain from the crankshaft. The chain incorporates a hydraulic tensioner
and chain guides for extended service life.
Dual variable valve timing actuators on the intake and exhaust camshafts allow
continuously variable adjustment of valve timing up to 60 degrees of crankshaft
rotation on the intake side and 40 degrees on the exhaust side. Valve actuation
occurs through bucket-type tappets with hydraulic lash adjusters, eliminating
routine valve clearance adjustments. The intake ports are designed with a
high-tumble geometry to promote charge motion and mixture preparation at low
engine speeds.
Number of Valves: 16 total (4 per cylinder)
Intake Valve Diameter: 28.0 mm (1.102 in)
Exhaust Valve Diameter: 24.5 mm (0.965 in)
Valve Stem Diameter: 5.0 mm (0.197 in) for both intake and exhaust
Valve Seat Inserts: Powder metal inserts for both intake and exhaust
Valve Clearance: Hydraulic lash adjusters; no manual adjustment required
Valve Timing (dual VVT at maximum advance)
Intake Opens: 30° BTDC
Intake Closes: 70° ABDC
Exhaust Opens: 60° BBDC
Exhaust Closes: 20° ATDC
The fuel system employs a returnless electronic
multipoint fuel injection design with sequential injection timing. A single
in-tank electric fuel pump delivers fuel through a stainless steel fuel rail
mounted to the intake manifold. The system operates at a nominal pressure
regulated by a pressure regulator integrated with the fuel pump module. Each
cylinder is served by a side-feed injector positioned to direct fuel spray onto
the back of the intake valves, promoting atomization and mixture preparation.
The engine management system uses a mass airflow sensor and a heated oxygen
sensor upstream of the catalytic converter to maintain closed-loop fuel control
under most operating conditions.
Injectors: Side-feed, high-impedance; flow rate of 180-210 cc/min at 350 kPa.
Fuel Filtration: In-tank primary strainer and replaceable inline filter rated at
10 microns.
Fuel Pressure: 330-370 kPa (48-54 psi) at idle; maintained by returnless system.
Fuel Specification: Regular unleaded 91 RON minimum; 95 RON recommended for full
performance.
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.
An integral oil cooler, using engine coolant, 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, hydraulic lash adjusters, and the dual variable
valve timing actuators. The turbocharger receives oil through a dedicated supply
line with a restricted orifice.
Oil Pump Type: Gear-type, crankshaft-driven.
Oil Pressure (hot, at 3,000 rpm): 300-400 kPa (44-58 psi).
Oil Pressure (hot, idle): 100 kPa (15 psi) minimum.
Oil Capacity (with filter): 4.0 L (4.2 US qt).
Oil Specification: GM dexos1 Gen 2 or Gen 3 5W-30 fully synthetic; dexos1
specification is critical to prevent low-speed pre-ignition (LSPI) damage;
dexos2 diesel-grade oil is not recommended.
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 turbocharger bearing housing, with coolant circulating after engine shutdown
through natural convection to prevent oil coking. A separate heater circuit
draws coolant from the cylinder head through the heater core and returns to the
water pump inlet.
Water Pump Type: Belt-driven centrifugal pump with cast aluminum housing and
stamped steel impeller. Coolant Capacity (engine and radiator): 6.2 L (6.6 US
qt) depending on heater core configuration. Thermostat Opening Temperature: 90
°C (194 °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
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 composite
construction with integrated tumble control valves that generate increased
charge motion at low engine speeds to improve combustion stability and fuel
efficiency.
Exhaust System: Cast iron exhaust manifold integrated with the turbocharger
mounting flange. The manifold is designed to minimize thermal mass for rapid
catalyst light-off. The exhaust system incorporates a close-coupled catalytic
converter and an underfloor muffler. A heated oxygen sensor is positioned
upstream of the catalytic converter for closed-loop fuel control, with a
downstream sensor for catalyst efficiency monitoring.
| Ignition and Electrical System |
Ignition System: Direct ignition system with individual
coil-on-plug units mounted to each cylinder head, eliminating spark plug wires.
The engine control unit provides individual cylinder timing control with a knock
sensor to maintain optimal ignition advance across varying fuel qualities and
operating conditions. The knock sensor is mounted on the cylinder block and
allows the engine control unit to retard timing under high-load conditions when
lower-octane fuel is detected.
Electrical System: 12 V negative-ground electrical architecture. Starter motor
is a reduction-gear type with 1.4 kW output mounted to the transmission
bellhousing. Alternator output is 120 A or 150 A depending on vehicle
specification. Engine control unit is a Bosch EDC17 or Continental unit with
integrated knock control, sequential fuel injection, dual VVT management, and
electronic throttle control.
Turbocharger System: The engine is equipped with a
Mitsubishi TD025 or similar small-frame turbocharger with a wastegate controlled
by an electric actuator. The turbocharger features a water-cooled bearing
housing and is sized for rapid spooling, achieving maximum torque from 1,850
rpm. Maximum boost pressure is regulated to 110-130 kPa (16-19 psi) absolute at
wide-open throttle.
Dual Variable Valve Timing: The continuously variable valve timing system
operates on both intake and exhaust camshafts independently. Each camshaft is
equipped with a vane-type hydraulic actuator with a range of 60 degrees on the
intake side and 40 degrees on the exhaust side. The engine control unit
determines optimal timing for each camshaft based on engine speed, load, and
coolant temperature, allowing overlapping valve timing strategies that enhance
low-end torque, high-end power, and internal exhaust gas recirculation.
Length (front of accessory drive to rear of flywheel
housing): 590 mm (23.2 in).
Width (overall, across valve cover): 660 mm (26.0 in).
Height (from oil pan rail to top of intake manifold): 690 mm (27.2 in).
Dry Weight (complete engine with flywheel, turbocharger, and manifolds): 125 kg
(276 lb).
Dry Weight (complete engine with alternator, starter, and accessories): 135 kg
(298 lb).
Engine Oil: GM dexos1 Gen 2 or Gen 3 5W-30 fully
synthetic; dexos1 specification is mandatory to prevent LSPI; SAE 5W-30
viscosity for all operating conditions. Oil Change Interval: 15,000 km (9,300
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; use OEM or equivalent high-efficiency filter. Drive Belt
Tension: Automatic tensioner; no manual adjustment required.
Coolant Capacity: 6.2 L (6.6 US qt). Coolant Change Interval: 60,000 km (37,000
mi) or 48 months. Fuel Filter Replacement: 60,000 km (37,000 mi); integral with
fuel pump module requires pump removal. Air Filter Replacement: 45,000 km
(28,000 mi); more frequent under dusty conditions. Timing Chain: Silent chain
design with hydraulic tensioner; no routine replacement interval specified;
inspection recommended if engine exhibits rattling noise on cold start or timing
correlation faults.
Valve Clearance: Hydraulic lash adjusters; no adjustment required. Spark Plugs:
NGK ILKAR7C8 or Denso VKH22 (iridium); gap: 0.6-0.7 mm (0.024-0.028 in). Spark
Plug Replacement Interval: 60,000 km (37,000 mi) for iridium type; extended
intervals up to 100,000 km (62,000 mi) under favorable operating conditions.
Idle Speed (closed throttle, transmission in neutral): 750-850 rpm. Dual VVT
System Inspection: Confirmed by engine control unit; engine speed-dependent
activation monitored through diagnostic tools.
Cylinder Head Bolts (M10), Stage 1: 20 Nm (15 lb-ft)
Cylinder Head Bolts (M10), Stage 2: 40 Nm (30 lb-ft)
Main Bearing Cap Bolts (M10), Stage 1: 20 Nm (15 lb-ft)
Main Bearing Cap Bolts (M10), Stage 2: 40 Nm (30 lb-ft)
Connecting Rod Cap Bolts (M9): 20 Nm (15 lb-ft)
Flywheel / Flexplate Bolts (M12): 60 Nm (44 lb-ft) + 90° + 90°
Camshaft Bearing Caps (M8): 20-25 Nm (15-18 lb-ft)
Camshaft Sprocket Bolts (M10-VVT actuators): 80-90 Nm (59-66 lb-ft)
Timing Chain Tensioner Bolt: 25-30 Nm (18-22 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)
Turbocharger Coolant Line (M10): 25-30 Nm (18-22 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)
Spark Plugs: 25-30 Nm (18-22 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)
Knock Sensor Bolt (M8): 20-22 Nm (15-16 lb-ft)
Camshaft Position Sensor Mounting Bolt (M6): 8-10 Nm (6-7 lb-ft)
Opel Astra J: 2013-2015 model years; Astra J (five-door
hatchback, GTC, Sports Tourer) with B14NET as the mid-range gasoline turbo
option; designated as 1.4 Turbo with 140 hp output.
Opel Astra K: 2015-2019 model years; Astra K with B14NET as the 1.4 Turbo
powerplant before the introduction of the 1.2 and 1.4 PureTech engines.
Opel Mokka / Mokka X: 2013-2019; first-generation Mokka and face-lift Mokka X
with B14NET engine in front-wheel drive and all-wheel drive configurations; the
most common application for this engine.
Opel Zafira Tourer C: 2013-2018; Zafira Tourer with B14NET in 1.4 Turbo
specification for entry-level and mid-range trims.
Opel Meriva B: 2013-2017; Meriva B monospace with B14NET engine in Sport and
Cosmo specifications.
Opel Insignia A: 2013-2017; Insignia A sedan and Sports Tourer with B14NET as
the base gasoline turbo option in markets where larger displacement engines were
less favored.
Vauxhall Equivalents: All Opel applications marketed in the United Kingdom under
the Vauxhall brand with identical B14NET engine specifications.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
