The Insignia A was produced by General Motors and sold under a few brand names – Opel in Europe, Vauxhall in the UK, Holden in Australia and a different looking Buick Regal in North America and China.
Reliability & common problems
This section covers the potential reliability issues that you might have with the Insignia A. Click on the buttons below to read more about typical problems that fall outside of the scope of routine maintenance.
M32 gearbox bearings
Many Vauxhall Insignia A models are fitted with the infamous M32 gearbox. A typical problem with this 6-speed transmission is bearing wear. In particular, the 6th gear bearing.
When this bearing starts wearing out, the gearbox becomes noisy when driving in 6th and 5th gear. If not fixed, this problem leads to total gearbox failure (a hole in the gearbox).
The M32 gearbox is used in so many vehicles and bearing failure is so common in high-mileage vehicles, that I’ve dedicated a full page to the M32 gearbox bearings.
Follow the link above to learn more about the symptoms of bearing failure, the solution to the problem and how much it costs to fix a dying M32 gearbox.
The M32 gearbox is used in the following Vauxhall Insignia A models:
1.4 Turbo (A14NET / B14NET)
1.6L 115 PS (A16XER) & 1.8L 140 PS (A18XER)
1.6 Turbo (A16LET)
1.6 SIDI Turbo (A16XHT, B16SHL)
1.6 CDTi (B16DTJ, B16DTH)
2.0 CDTi (A20DTL, A20DTC, A20DTJ, A20DT) – all engine variants with 130 PS or less
FlexRide shock absorbers (CDC)
Continuous Damping Control (CDC) is a type of active suspension. As the name implies, it actively changes the damping stiffness of the shock absorbers, depending on the road conditions. It can improve handling in certain situations, like braking or cornering, and soften the suspension when stiff damping is not needed.
The CDC is an optional extra in the Vauxhall Insignia, and it’s fitted to cars with the “FlexRide” suspension.
The system is cleverly designed, but at some point, the shock absorbers will need to be replaced just like in any car. When the time comes to replace the shock absorbers, you will be looking at around £350 for a new FlexRide shock absorber. If you want to replace all four, that will be £1500-2000 if you include the cost of fitting.
Luckily, there are other options. You can have the CDC shock absorbers reconditioned for half the price of a new one. There are companies that specialize in these kinds of jobs. It isn’t possible to simply disable the CDC like in the older Vauxhall and Opel cars like the Vectra or Astra H.
Therefore, it isn’t as straightforward as before to fit aftermarket, conventional shock absorbers. It is possible mechanically, but the car’s computer has to be tricked into thinking the CDC is working. This can be achieved by using an aftermarket emulator device.
Like I said, it’s not straightforward at all. Keep this in mind when buying a high-mileage Vauxhall Insignia A with FlexRide.
1.4 Turbo – PCV valve failure
Before I get to the point, let me briefly explain what the PCV valve is.
The positive crankcase ventilation system (PCV) is present in every modern vehicle, and its purpose is to evacuate crankcase gases generated by piston blow-by. These gases are fed back into the engine through the intake manifold, and without the PCV system, the engine crankcase would pressurize.
The PCV system is usually made of pipes, channels and chambers that separate oil from the blow-by gas. The only moving part is the PCV valve, which is just a one-way valve that controls the amount of gas being fed into the intake tract.
One important thing to know is that in petrol engines, the intake manifold is under vacuum when the engine is idling or under low load. This is because of the throttle plate that restricts the amount of air entering the engine.
At low loads, the throttle plate is mostly closed and the engine is trying to pull more air than it is allowed to, which generates a vacuum between the throttle body and the engine itself. This vacuum sucks the crankcase gases through the PCV valve.
There is also another air pathway between the engine and the air intake. This one is connected to the intake before the throttle body and its where the blow-by gasses go when the throttle plate is open (full throttle) and there is very little vacuum generated in the intake manifold.
In a turbocharged engine, the PCV system is more complex because the turbocharger generates boost pressure. Hence, the intake manifold is pressurized when the turbocharger is doing its thing.
In these conditions, blow-by gasses are fed into the intake duct before the turbocharger. However, when there is no boost, the system operates exactly the same as in a naturally aspirated engine.
I hope I made this reasonably clear. Now, let’s get to the point.
The PCV valve is usually a tiny, £20 part attached somewhere near the engine valve cover. The General Motors 1.4 Turbo engine has two PCV valves – one is integrated with the air intake manifold and the other one is at the turbocharger inlet.
There is also a rubber diaphragm inside the valve cover that regulates the flow of gases. To sum up, there are thee key components in these engines – two PCV valves and the rubber membrane in the valve cover.
The intake manifold PCV valve in the 1.4 Turbo engines is a rubber membrane that resembles a… nipple. It covers a series of small holes. When there is no boost generated by the turbocharger, the membrane gets pulled away from the holes and lets the crankcase gasses enter the intake manifold. Under boost, this valve is closed and the one at the turbo inlet opens.
The problem is that the PCV valve inside the intake manifold sometimes gets detached and swallowed by the engine. A detached PCV valve isn’t going to damage the engine because it’s only a little piece of rubber, but the boost pressure entering the engine valve cover and crankcase will quickly damage the diaphragm in the valve cover.
In other engines, replacing the PCV valve is a 10-minute job and a new valve typically costs £20 or less. In this case, you have to replace the entire intake manifold when the PCV valve inside fails. If it’s the vacuum regulating rubber disc in the valve cover that failed, you will need to replace the entire valve cover (luckily, it’s not expensive).
If you are experiencing any problems with the PCV system, it’s important to check all three key components – both PCV valves and the membrane. A PCV valve failure will cause the valve cover diaphragm to fail soon after. When inspecting these parts, also look for air leaks.
Typical symptoms of PCV system failure:
excessive oil consumption, blue smoke may be coming from the exhaust pipe
hissing sound in the engine bay (valve cover sucking in air through an opening where the membrane is)
intermittent Check Engine light, possible error codes: P0106, P1101, P0236, P0107
rough, unstable engine idle and poor performance
oil leaks (boost pressure entering the engine can force oil past engine seals)
Luckily, it’s relatively easy to check if the PCV valve and the membrane disc in the valve cover are okay. First, you need to remove the plastic engine cover. Then, with the engine running, check if the engine doesn’t suck air in through the valve cover membrane housing. If it does, you will need to replace the valve cover as the membrane in it has failed.
As for the intake manifold PCV valve, with the engine off, remove the hose going to the PCV valve in the manifold. Shine a light inside the manifold and see if the PCV valve is still there. If you can see the nipple, it’s fine. The locations of these parts are marked on the photo below.
Apparently, the intake manifold was updated in 2011 to improve the reliability of the PCV system, so if you’re planning to buy a 1.4L Turbo Insignia, look for a newer model – one with the updated M32 gearbox as well.
1.6T – cracked 4th piston (A16LET engines)
There have been cases of cracked pistons in these engines. To make it more interesting, it’s only piston no. 4 that cracks.
Obviously, a failed piston is a pretty big problem and will cost a lot to sort out. It’s not standard maintenance and not something you’d ever expect to happen to your car. I think the piston problem is caused by a combination of factors so let’s review what we know first:
Most of the piston failures happened in the 192 PS 1.6 Turbo Z16LER engines used in the Corsa VXR. Out of these, the majority were tuned cars. Stock engines can fail too, just less often. The percentage of engines that fail isn’t large, so there is no need to panic. Well… You can start stressing out if you’re running over 200hp with stock fuel injectors…
The 192 PS Z16LER is the same engine as the 180 PS Z16LET – the difference lies in the ECU settings. The Z16LER is simply tuned for more power. The A16LET is a newer version of the Z16LET, and it’s almost identical, except that it has variable valve timing to reduce emissions – the engine internals are the same though.
The fuel injectors in these engines are just adequate for the 192hp delivered by the Z16LER in the Corsa VXR. If you ask for any more power, the injectors will max out before reaching the top of the RPM range. A maxed out injector cannot deliver the amount of fuel required and the air-fuel mixture will become leaner as the RPM goes up under full load. Lean mixture = excessive heat = cracked piston.
The pistons are cast and not very durable, otherwise, they would not crack (duh!). People who tune these engines with stock injectors risk breaking their 4th piston. When it goes, they usually replace all pistons with stronger, aftermarket forged ones. This solves the problem.
Many of the Corsa VXR buyers were below 25 years old. This age group is inclined to go berserk in a 192 PS VXR.
There must be another factor that makes only the 4th cylinder fail, while the others are usually fine. I’ve got some ideas as to why it happens. Here they are (these are just speculations, not facts):
The 4th fuel injector is the last in the fuel rail, which could make it go lean faster than the other three.
The 4th cylinder is the one furthest away from the water pump. Perhaps, cooling of this cylinder is not as good.
The intake manifold may distribute air unevenly and feed the 4th cylinder with a bit more air, leaning out the mixture.
It could be detonation (knocking). 98 RON fuel is recommended by the manufacturer and this could be the reason.
I think it’s time to construct the case:
A young, excited driver has the engine in his car reprogrammed to deliver more power – as much power as the stock hardware can deliver. On a cold morning, he gets in the car and takes off with the tyres squealing, seconds after turning the engine on.
The stock injectors can’t keep up with the driver so the temperature inside the cylinders suddenly rises to dangerous levels. Because of the engine design, the 4th piston gets hit the hardest. The unlucky 4th piston, which was cold seconds ago, goes through a thermal shock. The sudden change in temperature causes high stress inside the relatively brittle cast aluminium alloy.
This is a perfect scenario for piston failure and indeed the piston goes pop! It may not crack immediately, but repeat this a few times and the piston will be on its way to piston heaven.
I think that a lot is down to the driver and how the car is treated. If you already own a car with the 1.6T, sell it quickly before the piston explodes! Just kidding…
If you are worried and you want the engine to last, you should follow these directions:
Do not tune these cars at all unless you are going to upgrade the injectors. Even with larger injectors, you are increasing the risk of failure.
Never drive the car hard until the engine is warmed up. Always let the engine cool down before shutting it down. Don’t drive it hard in the last couple minutes before shutting it down and let the engine idle for 15-30 seconds before turning it off. This is good for the turbocharger too.
Choose the higher octane fuel available in your country. This decreases the risk of detonation.
If you follow the rules above, you should be fine, in my opinion. However, there will always be a very small risk that the 4th piston will pop. This applies even to unmodified cars as some have failed. These engines are not bad but keep in mind that they should not be abused.
The fuel injectors are small so engine tuning is not advised unless the injectors are uprated. You may get away with stock pistons and a remap but I would not take the risk. You are safer leaving the engine at 180 PS.
If you are going to buy a car with the 1.6 Turbo, look out for the symptoms of piston problems: rough running or misfires, unwanted engine noises, increase engine smoke, lack of power. Also, try to find out if the car was not abused by the previous owner.
1.6T SIDI & 2.0T SIDI – carbon build-up
Direct petrol injection systems, like the Vauxhall SIDI, are prone to carbon build-up on the engine intake valves. Excessive carbon build-up can reduce power, increase fuel consumption and make cold starts difficult. The “Check Engine” light may appear too.
Carbon build-up is a common problem for many direct injection petrol engines as the fuel is no longer injected into the intake manifold where it has a chance to wash away any carbon build-up from the intake valves.
Fortunately, The SIDI engines developed by Opel / Vauxhall have relatively few problems with carbon build-up, at least at low mileage. Keep in mind that at some point, there will be some build-up, and if it becomes severe, the only option is manual cleaning. This requires the intake manifold to be removed.
If you do lots of motorway driving and like to drive hard, you’ll probably be okay for quite a while. However, if you’re doing lots of short trips, then carbon cleaning may be on the horizon. Anyway, carbon-build up is not a massive issue with Vauxhall / Opel SIDI engines. Just watch out for symptoms of carbon build-up in high-mileage cars.
The only two engines with direct injection in the Insignia A are the 1.6T SIDI & 2.0T SIDI.
The carbon deposits come from the Crankcase Ventilation System (CVS), which is connected to the intake. It’s a common design in most engines. In any piston engine, a small portion of the gases from the combustion chamber is blown past the piston rings into the crankcase. These gases contain oil vapour (hydrocarbons) and combustion by-products (more carbon).
From the crankcase, they are fed back into the engine through the intake manifold, where they form deposits. Also, there is the Exhaust Gas Recirculation (EGR) valve that redirects a portion of exhaust fumes back into the engine intake (even more carbon).
Detergent fuel additives don’t really work in direct injection engines as the injected fuel doesn’t go over the intake valves like in the older manifold fuel injection systems. Therefore, it doesn’t have a chance to wash away the carbon deposits. Sooner or later, all direct injection engines will have some carbon build-up. It is inevitable, Mr Anderson.
As a side note, there is a way of eliminating carbon build-up in direct injection engines. It requires additional fuel injectors that can wash off the gunk from the valves – a dual injection system. This is where direct injection technology is heading.
2.8T V6 – timing chain stretch
The 2.8T engine is a General Motors unit known as the High Feature engine or HFV6 in short. It is used in a whole bunch of cars: Vauxhall, Opel, Holden, Saab, Cadillac, Buick, Chevrolet, Pontiac, Saturn and Daewoo. Even Alfa Romeo used this engine as the base for their 3.2 V6 JTS. There is one thing that potentially affects many of these cars, and it is premature timing chain wear.
There are three timing chains in this engine and there have been cases of these chains stretching, which affects camshaft timing. The chains will have to be replaced at some point, either under your ownership or someone else’s. Typically, premature chain wear comes from poor lubrication, design flaws or material issues.
“Premature” and “poor lubrication” – I’m not sure if I like where this is heading…
What I do know for sure is that the timing chain system in this engine is complex, much more so than in a 4-cylinder engine. That’s why timing chain replacement in the Insignia 2.8T is expensive. You can expect to pay around £1500 at an independent car mechanic and possibly £3000 at the dealership.
There is a group of engines that have been particularly affected and constitute the majority of timing chain problems in the 2.8T.
Here’s an excerpt from Vauxhall’s Technical Service Bulletin 2895:
“Z28NEx – Timing chain elongation, SVS on, DTC P0016(1B) and P0018(1B) set in ECU
Insignia 2009 to 2009 – Vin 91000362 to 81145618 – A28NEH, A28NEL, A28NER, A28NET
Cause – Lack of robustness in the chain material properties aggravated by aged engine oil.
Production – Improved wear resistant timing chains (material improved and carbo-nitriding) introduced as of engine number HN 055 387 (29th Sep 2010)“
Chain stretch was a typical issue in older Vauxhall models with the 2.8T engine (Vectra and Signum). However, it looks like the problem was finally solved after September 2010. If you are planning to buy a second-hand Vauxhall Insignia with the 2.8T engine, definitely look for one that was produced after the timing chain material update.
If you’d like to buy one of the earlier cars, find one that already had the chains and tensioners replaced. Avoid high-mileage cars that still have the original parts in them.
Before buying a car with this engine, check it thoroughly for any signs of timing chain wear, regardless of when it was produced. Here’s more about timing chains and how to do a basic timing chain check.
The timing chain wear symptoms in the Insignia 2.8T include:
engine misfire and rough idle
intermittent “Check Engine” light
error codes P0016, P0017 or P0018 stored in the car’s ECU
rattling noises coming from the engine (chain slap) at start up (especially cold start)
reduced power and fuel economy
Keep in mind that buying a high-mileage Vauxhall Insignia 2.8T is still a bit risky, even after the parts update. The timing chain system is complex. If it does go wrong, for whatever reason, you may be left with a huge bill.
As a precaution (to reduce chain wear), I recommend replacing the engine oil sooner than 20,000 miles, which is what Vauxhall recommends for the Insignia 2.8T. I’d say 10,000 miles is a safe interval for this engine. It’s cheap insurance when you compare the cost of a few extra oil changes with the cost of timing chains replacement.
The Insignia is fitted with an oil quality meter, which doesn’t actually measure the oil quality directly. It’s just a timer that counts down from 100% to 0%. 0% oil quality means that 20,000 miles or 12 months have passed.
There is a third factor that takes into account the number of times the car has been started and DPF regeneration cycles (diesel cars only). The ECU then reduces the interval between oil changes if the car has been doing lots of short trips.
It’s actually well thought out, but I still wouldn’t go over 10,000 miles without changing the engine oil in this particular engine. It won’t harm anything, and it might help you avoid a large bill.
At least the chains are at the front of the engine, away from the gearbox. If this was an Audi or a Volkswagen V6 car, you’d pay even more for timing chains service because those engines have four timing chains and they are at the back of the engine.
The glass is half full.
AWD drive failure (AWD cars only)
The two key components of the all-wheel-drive (AWD) system are the Haldex unit and the limited-slip differential. The Haldex unit is responsible for adjusting the torque distribution between the front and rear wheels using a wet clutch pack. In the Insignia AWD, all wheels are driven, but the distribution of power is adjusted continuously based on the road conditions.
For example, most of the torque is transferred to the rear wheels when accelerating. Once at cruising speed, the balance of power is shifted and almost all the torque goes to the front wheels. This is what the Haldex unit does. The Haldex unit sits in the back of the car, bolted to the limited-slip differential.
In certain situations, like cornering or slippery road conditions, the limited-slip differential can adjust the distribution of torque between the rear wheels (left or right), which improves handling. In short, Haldex controls the front-back torque distribution, and the LSD controls the left-right torque distribution.
The early Insignia A models fitted with AWD drive had problems with internal seals in the Haldex-LSD assembly. Vauxhall issued “Technical Service Bulletin 2942” and “Field Remedy 2660” as a result of seal failures in the Haldex and limited-slip differentials. This problem only affects cars with all-wheel-drive (duh!).
If the clutch piston seal fails, the clutch fluid mixes with the gear oil. The reduced lubrication then damages the rear differential while Haldex clutch plates that start running dry. Basically, the entire system fails.
Here’s an excerpt from Vauxhall’s Technical Service Bulletin 2942 and Field Remedy 2660:
TSB 2942: “Customer notices that “Service Rear Axle” is displayed in driver information display. Cause Rear Differential Module (RDM) electronic Limited-Slip Differential clutch piston seal may leak causing mixed oil in one chamber while the 2nd chamber from the Torque Transfer Device (TTD) runs dry. Insufficient dimensional accuracy of seal ring. DTC 0407(64) set.”
Field Remedy 2660: “Complaint: Service Rear Axle message displayed in the Driver Information Center DTC C0403 symptom code 62 stored in the Rear Differential Clutch Control Module. Cause: DTC may be set due to tolerance deviation of the internal differential clutch oil filter. Production: Improved parts have been introduced in production as of VIN: W0LGX6EGA1127041 (08 July 2010).”
Replacing the key components after a total system failure (metal swarf in the system, wrecked differential, Haldex failure), which initially started off as a leaking seal is extremely expensive.
If you don’t want to risk a potential £4000+ bill, don’t buy a Vauxhall Insignia that falls within the range specified in Field Remedy 2660 (up to VIN: W0LGX6EGA1127041, before 08 July 2010). This is unless the car you are looking to buy had the affected seals replaced, and the AWD system works perfectly fine.
Here are the symptoms of AWD failure:
juddering when driving with the steering wheel turned (the tighter the manoeuvre, the more pronounced it will be)
any noises coming from the drivetrain, particularly when not driving in a straight line
any warning messages related to the AWD (“Service all wheel drive system” or “Service rear axle”)
evidence of oil leaks from the Haldex & rear differential assembly (they are bolted together and form a single unit)
An easy way to test if the AWD system isn’t broken is to do a figure “S” in reverse in an empty parking lot. Turn the steering wheel all the way until it locks, and start driving backwards. Pay attention to any noises, juddering or vibration in the cabin. There should be none.
Then turn the steering wheel the other way and finish the figure “S”. Again, the car should remain smooth. You should then repeat the test going forward this time.
The idea behind this test is to check if the AWD mechanism has not locked up, as it tends to do that when it fails.
When doing a tight turn, the speed of the inner and outer wheels is different. The outer wheel spins faster because it’s got a longer distance to travel. The difference in wheel speeds is large enough for the wheels to “skip” and the car to judder when doing tight turns if the rear differential has locked up.
A locked up differential also reduces traction. That’s why people who prepare their cars for drifting like to weld their rear differentials.
Anyway, the juddering, the noises and vibrations come from the wheels trying to spin at different speeds but being locked up by the rear differential. The rear differential does not need to lock up fully for you to experience these symptoms. If there’s a problem with the wet clutch packs inside the system (damaged or running dry), the symptoms will be similar.
Summary of problems & additional information
There are reasons to celebrate – the M32 gearbox received an update in 2012. With larger bearings and extra oil channels, the cycle of twitching gear levers and bearing replacements is finally over. Long live the updated M32 gearbox! I don’t know if I have to state the obvious, but if you are planning to buy an Insignia and the model you like is fitted with the M32 transmission, make sure you get a car with the updated gearbox.
The following engines were mated to the M32 gearbox: 1.6L (A16XER) and 1.8L (A18XER), 1.4 Turbo, 1.6 Turbo, 1.6 SIDI Turbo, 1.6 CDTi, 2.0 CDTi (all engine variants with 130 PS or less).
FlexRide shock absorbers are expensive to replace when they fail. Luckily, their life expectancy is good.
Cars with All-Wheel-Drive (AWD) manufactured before September 2010 (up to VIN: W0LGX6EGA1127041) had problems with seals in the Haldex and the rear differential. Avoid cars manufactured before this date unless there is documented proof that the seals, filter and fluids were replaced as part of Field Remedy 2660. A failed seal is equal to a failed AWD system, which is very expensive to sort out.
While FlexRide and 4WD drive improve handling significantly. They also add a lot of complexity to the car. My point is that machines fail, and complex machines fail more often. Keep this in mind when buying a second-hand Vauxhall Insignia A.
All petrol engines in the Vauxhall / Opel Insignia have variable valve timing (VVT). When buying a petrol-powered Insignia, look out for camshaft adjuster rattle during a cold start. Read the article about timing belts and chains for a more detailed explanation.
The 2.8T V6 may suffer from timing chain stretch. There are three timing chains in this engine and they were updated in September 2010, which should make them last longer. Therefore, avoid cars manufactured before this date, unless the chains have already been replaced with the updated parts. As for newer cars, make sure there are no symptoms of chain wear and avoid high-mileage cars. Also, skip cars with poor service history. Replacing the timing chains in this engine is very expensive, so it’s best to avoid it.
The 1.6T (A16LET) comes with a small risk of 4th piston failure. Most cases were limited to the 192 PS Corsa VXR / OPC, however, some 180 PS engines popped their 4th piston as well.
The 1.4L Turbo is a good unit. A timing chain is a bonus (provided you buy a car in good condition that doesn’t rattle when started). The only issue with these engines is a complicated PCV system with too many plastic and rubber parts. As these rubber and plastic parts age, we are likely going to see more PCV system failures.
While I often recommended the naturally aspirated 1.6L and 1.8L petrol engines for their simplicity and low maintenance in other Vauxhall or Opel vehicles, I can’t recommend them in the Insignia. Firstly, for the first time, these engines have been mated to the M32 transmission. Secondly, because of the M32 gearbox, these engines now have dual-mass flywheels, which are expensive to replace and pointless. Lastly, the Vauxhall Insignia is a heavy car so the performance with these engines isn’t quite there. Better get the 1.4T instead.
Carbon build-up on the intake valves may be a problem in high-mileage, direct injection (SIDI) engines. The only two engines with direct injection in the Vauxhall Insignia A are the 1.6T SIDI & 2.0T SIDI.
Follow this link for an article that might help you decide if a Euro 5 diesel engine, like the CDTi, is the right choice for you. Because the Insignia was released just before the time when Euro 5 emissions standards came into force, all diesel engines have diesel particulate filters (DPF).
Vauxhall / Opel Insignia A specifications
This section contains Vauxhall / Opel Insignia A specifications. You will also find technical information regarding the engines used in these cars. Press the buttons below to display the specs and engine technical details.
Petrol engines – specs & performance figures
|1.4 Turbo||1364 cm³ / 83.2 cu in||140 PS / 103 kW||200 Nm / 147 lbf⋅ft||2011-2017, engine codes: A14NET (Euro 5), B14NET (Euro 6)|
|1.6||1598 cm³ / 97.5 cu in||115 PS / 85 kW||155 Nm / 114 lbf⋅ft||2008-2012, engine code: A16XER|
|1.6 Turbo||1598 cm³ / 97.5 cu in||180 PS / 132 kW||230 Nm / 170 lbf⋅ft|
Overboost: 266 Nm / 196 lbf⋅ft
|2008-2013, engine code: A16LET|
|1.6 Turbo SIDI||1598 cm³ / 97.5 cu in||170 PS / 125 kW||260 Nm / 192 lbf⋅ft|
Overboost: 280 Nm / 206 lbf⋅ft
|2013-2017, engine codes: A16XHT (Euro 5), B16SHL (Euro 6)|
|1.8||1796 cm³ / 109.6 cu in||140 PS / 103 kW||175 Nm / 129 lbf⋅ft||2008-2013, engine code: A18XER|
|2.0 Turbo||1998 cm³ / 121.9 cu in||220 PS / 162 kW||350 Nm / 258 lbf⋅ft||2008-2013, engine codes: A20NHT (2008-2011) & A20NFT (2011-2013)|
|2.0 Turbo (4WD)||1998 cm³ / 121.9 cu in||250 PS / 184 kW||400 Nm / 295 lbf⋅ft||2011-2013, engine code: A20NFT, 4WD only|
|2.0 Turbo SIDI||1998 cm³ / 121.9 cu in||250 PS / 184 kW||400 Nm / 295 lbf⋅ft||2013-2014, engine codes: A20NFT (Euro 5), B20NFT (Euro 6)|
|2.8 V6 Turbo (4WD)||2792 cm³ / 170.4 cu in||260 PS / 191 kW||350 Nm / 258 lbf⋅ft|
Overboost: 400 Nm / 295 lbf⋅ft
|2008-2013, engine code: A28NET, 4WD only|
|2.8 V6 Turbo (VXR/ OPC)||2792 cm³ / 170.4 cu in||325 PS / 239 kW||435 Nm / 321 lbf⋅ft||2009-2017, engine codes: A28NER (Euro 5), B28NER (Euro 6)|
Diesel engines – specs & performance figures
|1.6 CDTi (120)||1598 cm³ / 97.5 cu in||120 PS / 88 kW||320 Nm / 236 lbf⋅ft||2015-2017, engine code: B16DTJ|
|1.6 CDTi (136)||1598 cm³ / 97.5 cu in||136 PS / 100 kW||320 Nm / 236 lbf⋅ft||2015-2017, engine code: B16DTH|
|2.0 CDTi (110)||1956 cm³ / 119.4 cu in||110 PS / 81 kW||260 Nm / 192 lbf⋅ft|
Overboost: 320 Nm / 236 lbf⋅ft
|2008-2013, engine codes: A20DTC (2008-2010) & A20DTL (2010-2013)|
|2.0 CDTi (120)||1956 cm³ / 119.4 cu in||120 PS / 88 kW||300 Nm / 221 lbf⋅ft|
Overboost: 320 Nm / 236 lbf⋅ft
|2013-2015, engine code: A20DTE|
|2.0 CDTi (130)||1956 cm³ / 119.4 cu in||130 PS / 96 kW||300 Nm / 221 lbf⋅ft|
Overboost: 320 Nm / 236 lbf⋅ft
|2008-2015, engine codes: A20DTJ (2008-2010) & A20DT (2010-2015)|
|2.0 CDTi (140)||1956 cm³ / 119.4 cu in||140 PS / 103 kW||350 Nm / 258 lbf⋅ft|
Overboost: 370 Nm / 273 lbf⋅ft
|2013-2015, engine code: A20DTE|
|2.0 CDTi (160)||1956 cm³ / 119.4 cu in||160 PS / 118 kW||350 Nm / 258 lbf⋅ft|
Overboost: 380 Nm / 280 lbf⋅ft
|2008-2013, engine code: A20DTH|
|2.0 CDTi (163)||1956 cm³ / 119.4 cu in||163 PS / 120 kW||350 Nm / 258 lbf⋅ft|
Overboost: 380 Nm / 280 lbf⋅ft
|2013-2015, engine code: A20DTH|
|2.0 CDTi (170)||1956 cm³ / 119.4 cu in||170 PS / 125 kW||400 Nm / 295 lbf⋅ft||2015-2018, engine code: B20DTH|
|2.0 CDTi BiTurbo (195)||1956 cm³ / 119.4 cu in||195 PS / 143 kW||400 Nm / 295 lbf⋅ft||2011-2015, engine code: A20DTR|
Petrol engines – technical details
|Engine||Engine config.||Forced induction||Valve timing||Fuel delivery||DMF||Inlet flaps|
|Legend:||DOHC - Double Overhead Camshaft
VVT - Variable Valve Timing
EFI - Electronic Fuel Injection
SIDI - Spark Ignition Direct Injection
DMF - Dual-mass Flywheel (does not apply to auto. transmissions with torque converters)
VLIM - Variable Length Intake Manifold
|1.4L Turbo: A14NET / B14NET||Inline-4, 16 valves||Turbo||Timing chain, DOHC, VVT||Port injection (EFI)||Yes||No|
|1.6L: A16XER||Inline-4, 16 valves||No||Timing belt, DOHC, VVT||Port injection (EFI)||Yes||VLIM|
|1.6L Turbo: A16LET||Inline-4, 16 valves||Turbo||Timing belt, DOHC, VVT||Port injection (EFI)||Yes||No|
|1.6L Turbo SIDI: A16XHT / B16SHL||Inline-4, 16 valves||Turbo||Timing chain, DOHC, VVT||Direct injection (SIDI)||Yes||No|
|1.8L: A18XER||Inline-4, 16 valves||No||Timing belt, DOHC, VVT||Port injection (EFI)||Yes||VLIM|
|2.0L Turbo SIDI: A20NHT / A20NFT / B20NFT||Inline-4, 16 valves||Turbo||Timing chain, DOHC, VVT||Direct injection (SIDI)||Yes||No|
|2.8L Turbo: A28NET / A28NER / B28NER||V6, 32 valves||Turbo||Three timing chains, DOHC, VVT||Port injection (EFI)||Yes||No|
Diesel engines – technical details
|Engine||Engine config.||Forced induction||Valve timing||Injection system||DMF||DPF||Swirl flaps|
|Legend:||SOHC - Single Overhead Camshaft
DOHC - Double Overhead Camshaft
DPF - Diesel Particulate Filter
DMF - Dual-mass Flywheel (does not apply to auto. transmissions with torque converters)
|1.6L CDTi: B16DTJ / B16DTH||Inline-4, 16 valves||Turbo||Timing chain, DOHC||Common Rail||Yes||Yes||Yes|
|2.0L CDTi: A20DTL / A20DTC / A20DTJ / A20DTE / A20DTH / B20DTH||Inline-4, 16 valves||Turbo||Timing belt, DOHC||Common Rail||Yes||Yes||Yes|
|2.0L CDTi BiTurbo: A20DTR||Inline-4, 16 valves||Sequential twin turbo||Timing belt, DOHC||Common Rail||Yes||Yes||Yes|
Vauxhall / Opel Insignia A wheel sizes
Press the button below to see the original equipment manufactuer (OEM) rim & tyres sizes for the Vauxhall / Opel Insignia A. These are the original wheel sizes that were fitted by the manufacturer.
|Tyres||Rims||Centre Bore||Bolt Pattern||Comments|
|215/60 R16||6.5Jx16 ET41||67.1mm||5x120||only for 1.6L 115 PS, 1.8L 140 PS & 1.4L Turbo|
|225/50 R17||7Jx17 ET41||67.1mm||5x120||winter wheels, steel rims|
|225/55 R17||7Jx17 ET41||67.1mm||5x120|
|245/45 R18||8Jx18 ET42||67.1mm||5x120|
|235/45 R18||8Jx18 ET40||67.1mm||5x120||VXR / OPC winter wheels, 18" rims are the smallest that fit|
|245/40 R19||8.5Jx19 ET45||67.1mm||5x120||Insignia VXR / OPC, also used in other Insignia models|
|245/35 R20||8.5Jx20 ET41||67.1mm||5x120|
|255/35 R20||8.5Jx20 ET41||67.1mm||5x120||Insignia VXR / OPC|
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