The history of this power unit of Opel company began in 1988, after a 1.6-liter eight-valve diesel engine with swirl chambers was bored to the volume of 1.7 liters. A little later it was combined with a turbine, and in serial production, the motor, which received the marking 1.7 DT X17DTL, lasted until 2000. Only after that the German cars got a 1.7-liter diesel engine from Isuzu.
Motor specifications Opel X17DTL 1.7 TD
| Characteristics | Parameter |
|---|---|
| Exact volume | 1700 cm³ |
| Power system | Vortex chamber |
| Drive power | 68 hp |
| Torque | 132 Nm |
| Cylinder block | Cast iron R4 |
| Cylinder head | Aluminum 8v |
| Cylinder diameter | 82.5 mm |
| Piston stroke | 79.5 mm |
| Compression ratio | 22 |
| Drive Features | No |
| Hydrocompensators | Yes |
| Transmission timing | Belt |
| Fasoregulator | No |
| Turbocharging | Yes |
| What oil to use | 5.5 liters 5W-40 |
| Fuel type | Diesel |
| Environmental class | Euro 2 |
| Example service life | 300,000 km |
The main carrier of this diesel engine were various versions of German hatchbacks Opel Astra F/H.
The design of the power unit is extremely simple, and in the first copies even the fuel injector had only mechanical control. As a result, the resource of individual copies is up to 500 thousand kilometers.
Motor oil
The design of the oil pan provides for the presence of a double bottom, and between them there are gaskets that gradually wear out and begin to leak oil. They will have to be changed all at once, and the process is very labor-intensive.
There may be leakage on the body of the oil filter, the problem is very common, and is associated with the wear of the O-ring. It is not difficult to change it, after which the leaks stop.
Crankcase gas ventilation
This system is extremely simple, not even an oil separator is assumed. As a result, oil together with gases in large volumes enters the intake system. There is nothing critical in this, and there are no problems of lack of its level in the crankcase. Nevertheless, it is possible for oil to seep out through seals and oil seals. To improve the efficiency of gas ventilation, experts recommend the installation of an oil separator.
Turbine
The GT1544H turbine from Gannet used for the motor is characterized by its simple design. It is based on the principle of self-management, when the opening/closing of the bypass flap is carried out under the action of internal pressure.
The power of the diesel engine is only 68 “horses”, and the low load on the turbine has a positive effect on its reliability, allowing it to work for a very long time without any problems. If they occur, they are connected with wear of seals or bearings at high mileage. Wear goes to the rotor, and ignoring the latter can lead to the appearance of backlash and touching the elements of the impeller against the housing. Repair in this case will require replacement of the cartridge or its individual elements.
Oil thermostat
For cooling the oil, a separate radiator is responsible for cooling the oil, connecting to work after the lubricant goes beyond a temperature of more than 107 degrees. Although a temperature sensor is present, the radiator is controlled through a thermostat built into the oil filter.
With a significant degree of engine wear, it is possible for the thermostat to jam, and exclusively in the open state. As a result, when the engine is switched off, the oil flows into the oil pan, and when the engine is started, it goes into the cooling radiator. For a few seconds, the engine runs in conditions of pressure deficiency, and the oil deficiency lamp lights up on the driver’s dashboard. In this case, it is necessary to replace the thermostat, which does not react to the real temperature of lubrication.
PHFD Controls
For the 1.7 DT X17DTL engine, the use of Bosch VE or VP fuel injectors with mechanical or electronic control, respectively, is provided. In the latter case, the motor is additionally entitled to a flow meter.
A separate function of the fuel pump is activated by vacuum, for example, accelerating the start of a cold engine. It is used in cases where the cooling temperature is less than 20 degrees, providing an early injection advance angle. As a result, more fuel is delivered, providing better engine performance in winter conditions.
Air flow damper
The air flow damper is responsible for the smooth rev reduction of Bosch VE engines. At high mileage, the air flow damper is subject to significant wear and tear, after which it ceases to perform its function, and there is a characteristic jolt in the engine operation after removing the foot from the accelerator pedal.
Injection angle
Changing the fuel injection angle for such a fuel injector is carried out in manual mode. For the 1.7 DT X17DTL engine under consideration, the optimum level of plunger protrusion is in the range of 0.85-0.9mm. It is changed by unscrewing the fuel injector adapter. To correct the injection angle, it is necessary to loosen the pulley screw, and then turn the fuel injector itself.
Injectors
The quality of nozzle manufacturing is excellent, so they are able to serve without any complaints for 10-15 years. They are mounted on copper washers with high resistance to burnout.
GTM belt
The estimated life of the belt between changes is 58 thousand kilometers. In general, its resource capabilities are limited, and in case of breakage the impact of pistons on valves is guaranteed. The collision participants themselves will not suffer, which is an important advantage, but the rockers are guaranteed to crack in half. The valve bushings are also deformed, so the repair will have to be spent in any case.
In most cases today, 1.7 DT X17DTL motors have a mileage of hundreds of thousands of kilometers, that is seriously worn out. In this situation, it is necessary to pay attention to the condition of the crankshaft pulley. After prolonged use, its teeth are worn down, the quality of meshing deteriorates, the belt wear rate increases sharply, as a result of which it may not work off the mileage due to it.
The procedure of belt change is very laborious, especially on engines manufactured before 1996. The manufacturer did not put flywheel position marks on them, and a special “rapper simulator” is required to identify the top point of the cylinder. Other variants of determining the correct point are also possible, but their accuracy leaves much to be desired.
Difficulty is also characterized by the correct alignment of the camshaft position, which requires a special tool with an arrow indication.
Oil pump
German engineers have provided for the engine oil pump with high performance, providing pressure in the system at the level of 3.9 bar. In conditions of constant load and contaminated oil, there is accelerated wear of its main parts with a drop in pressure. Therefore, checking the pump together with the engine overhaul is highly recommended, and checking the oil pressure level in the system for engines with mileage should become a regular procedure.