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Opel Astra with 1.6 CDTI diesel drops fuel consumption as low as 64 mpg US

With the 81 kW/110 hp turbo diesel version, the Opel Astra Sports Tourer consumes only 3.7 l/100 km (63.6 mpg US) with 97 g/km CO2 in the NEDC combined cycle. Click to enlarge.

Opel will present the new Astra 1.6 CDTI at the upcoming Geneva Motor Show in March. To be available in the high-volume Astra hatchback, Astra notchback and Astra Sports Tourer models, the 1.6 CDTI diesel engine made its debut last year in the Zafira Tourer. (Earlier post.)

The new diesel delivers 100 kW/136 hp and 320 N·m (236 lb-ft) maximum torque (as in the Zafira), with fuel consumption of 3.9 liters diesel per 100 km (60 mpg US) in the NEDC test procedure (New European Driving Cycle)—up to up to 8% less than the 1.7-liter engine it is replacing. An 81 kW/110 hp version of the new turbo diesel is even cleaner and more economical: 3.7 l/100 km (63.6 mpg US) with CO2 emissions of 97 g/km. The 81 kW unit delivers 300 N·m (221 lb-ft) maximum torque (7% more than the 1.7-liter predecessor with the same hp).

Various performance levels of the newest generation all-aluminum turbo diesel will successively replace the engines with 1.7-liter displacement in Opel’s diesel portfolio.

Opel says its new 1.6 CDTI is the quietest diesel in its class. Click to enlarge.

The diesel is the first unit in the Astra portfolio to comply with the future Euro 6 emissions standard, making it the cleanest diesel Opel has ever built. The engine is best-in-class in noise and vibration generation due to its optimized component design; an especially efficient combustion process with multiple injection; and additional acoustic measures.

Opel says that the new 1.6 CDTI is the quietest diesel in its class, and calls it the “whisper diesel”. Further contributors to its performance are the high-pressure common rail system and lean nox trap exhaust after-treatment (LNT). Together with the VTG turbocharger (variable turbine geometry) that enables powerful response, they are the engine’s core technical elements.

The 320 N·m of maximum torque is 7% more than the torque delivered by its 130 hp 1.7-liter predecessor. At the same time, fuel efficiency is improved and CO2 emissions are reduced.

The turbo unit accelerates the Astra from zero to 100 km/h in 10.3 seconds (notchback: 10.1 seconds); from 80 to 120 km/h in fifth gear it needs 9.2 seconds (notchback: 9.1 seconds, Sports Tourer: 9.9 seconds). Top speed is 200 km/h (124 mph) and the notchback even reaches 205 km/h (127 mph).

With the 81 kW variant, the Astra hatchback, notchback and Sports Tourer accelerate from zero to 100 km/h in 12.0 seconds, and top speed is 186 km/h (116 mph).

The new 1.6 CDTI engine in the Astra comes coupled with the further developed, improved six-speed manual transmission.

The 100 kW/136 hp Astra hatchback 1.6 CDTI with Start/Stop and six-speed manual transmission is available from €22,200 (US$30,000), the notchback from €22,700 (US$30,700) and prices for the Sports Tourer counterpart start at €23,300 (US$31,510) (RRP incl. VAT in Germany).



This is a nice piece of competition for the Golf / Focus.

Now imagine how much fuel we could save if 1/2 the SUV drivers drove cars like this, rather than their F150's and Dodge Rams.

Well done Opel, glad to see you are still around.


Of course, nobody who wants an SUV, an F-150, or a Ram would ever consider an Astra, so why waste time fantasizing about how much gas could be saved if they did? Much better to fantasize about ways to make large, desirable vehicles more efficient to begin with.


Well said mahonj but does it have the Sex Appeal and love space of the preferred large F-150. Four full reclining pink seats would to the trick?

At 60+ mpg the impossible is being done one more time?

The 100+ mpg ICEV may not be that far away.


This car is very similar to the Cruze diesel, which is sold alongside pickups and SUVs in US Chevrolet dealerships. Clearly Americans have the opportunity to buy this type of car, but they choose not to.

I bet that Europeans would love to own pickup trucks and big SUVs. Given the plague of Range Rovers in bigger European cities, it seems like the only thing preventing most Europeans from buying large trucks is economics.

Roger Pham

And also very nice body design and good aerodynamic as well. A very good combination package and very impressive fuel economy at a competitive price for the mid-size (or compact?) car. Perhaps the LNT method of NOx reduction allows for some cost reduction in comparison to urea-SCR?


Once again, that 60 MPG is not an EPA rating. The EPA numbers which are a lot more realistic would probably about 48 MPG. I believe this is the same car as the Chevrolet Cruze although the long hatch back body style is not sold here. Anyway, the Cruze with the available 2.0 L diesel gets an EPA 46 MPG Highway and that is not a combined city/highway number.

Michael Weindl

Bernard, European simply don't consider pickup trucks as very useful. If you load something its neither protected from theft nor from the elements. Contractors mostly own a delivery type van with a diesel engine which can be locked and tools can be left inside when its parked maybe even with a small workbench or so.
They do own SUV's if someone needs to tow a boat for example but then its mostly a BMW X, Mercedes, Range Rover or a Japanese make with a diesel engine. American SUV's are not considered good vehicles for the much higher speeds on the Autobahn. PS I was involved a few ago in a accident on the freeway here in HI where a pickup truck lost his liner and a Harley rider drove into it and almost lost his life.



That is exactly my point. People often conveniently forget that European tradespeople also drive large trucks, and that Europeans in general are just as fond of big SUVs as Americans are.
Europeans brag about the fact that they don't buy many American SUVs (except for Jeep Grand Cherokees and Wranglers, which they absolutely love...), but then they buy 2.5 ton Range Rovers and Mercedes instead, so the difference is irrelevant.


Roger - If you look at other usage of GM's new 1.6L diesel, there are applications that are stuck with an SCR system. It comes down to vehicle weight and load.

Needless NOx regulation, killing the diesel engine.



NOx is one of the primary components of smog. It is a relatively complex reaction involving sunlight and generating ozone and nitric acid in the atmosphere, neither of which are good for you

Also, while the SCR systems are more complex and require an extra fluid, they allow higher combustion temperatures with higher power and higher efficiency than the cooled EGR systems.

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