Opel Insignia B 2.0 CDTI

AdBlue system failures typically occur after 60,000-100,000 km and manifest as error messages, reduced engine performance, and starting prevention. Common faults include crystal formation, freezing at low temperatures, clogging of lines, faulty sensors reading empty when tank is half full, and NOx sensor contamination from short trips. Parts that may need replacing include tank (€600-800), pump with heater (€400-600), control module (€600), dosing/injector unit (€250-400), and NOx sensors (€450 each from dealer, €200-280 aftermarket). Some owners report spending €2,000+ after replacing multiple components. Low-quality AdBlue and extended vehicle downtimes increase failure risk. NOx sensors frequently fail - some owners replace sensor 2 multiple times within 3 years. Only use genuine GM parts for NOx sensors as aftermarket often causes recurring faults. There can be 6-week wait times for parts.

The rubber seal at the oil pickup hardens over time, particularly accelerated by failed DPF regenerations dumping diesel into engine oil. When hardened, the seal cannot maintain pressure and air is sucked in, causing oil starvation. First symptom is typically "Oil Pressure Low – Stop Engine" message appearing every morning or after the car has sat. If ignored, this leads to bottom-end bearing seizure and catastrophic engine damage (€3,000-4,000+ for engine rebuild/replacement). Preventive replacement of the oil pickup seal costs around €200 but requires partial gearbox removal making it labour-intensive. Early Insignia A20DTH engines (2008-2013) are particularly prone to this; the B20DTH in Insignia B is improved but still affected. Check for low oil pressure warnings especially in cold weather. Frequent oil changes with correct Dexos 2 specification oil help prevent this issue.

The 2.0 CDTI turbocharger shows reduced reliability with typical failures between 100,000-150,000 km. Common faults affect bearings, seals, wastegate control, and variable vanes. Symptoms include reduced boost pressure, excessive exhaust emissions (bluish smoke), unusual whistling noises, and loss of power. The 2.0 diesel engine design has known oil supply problems that can lead to turbo failure from oil starvation. Service life is significantly reduced by aggressive driving, irregular oil changes (must use high-quality oil changed every 15,000 km maximum), and inferior fuels. Turbocharger replacement costs €1,200-1,700 for stock parts plus €500-1,000 labour (€2,000-2,800 total at dealer). Actuator-only failures are cheaper to fix (€500-600 at specialist) but VW/Opel often won't sell actuator separately. The turbo actuator tends to stick from gentle driving or short trips as carbon builds up, causing EPC light and limp mode. Using premium fuel and regular spirited driving helps prevent actuator sticking. Check for oil leaks at turbo connections and blown turbo hoses (minor issue but common).

DPF blockage leads to warning lights, limp mode activation, and loss of power. Diesel particulate filters clog with soot when regeneration cycles are incomplete, especially on short trips. If DPF isn't allowed to complete regens, diesel fuel contaminates engine oil (check oil cap for diesel smell or high dipstick level). Professional DPF cleaning costs €300-600; replacement costs €800-1,500 for aftermarket or €1,500-2,500 for genuine Opel part. The DPF pressure sensor or its feed pipe frequently blocks with soot, triggering false regeneration cycles - cleaning the sensor pipe is essential after any DPF work. Pressure readings: clean DPF reads ~10, partially blocked ~30, fully blocked 70+. Reading of -1 indicates faulty sensor or blocked pipe. To perform regeneration, drive at 3,000-3,500 RPM for 20-30 minutes on highway raising filter temperature to 800°C+. Once blocked beyond natural regeneration capability, forced regen is pointless. Always reset DPF adaptations after cleaning or replacement. Avoid this car if you primarily drive short distances in town.

EGR valve clogging causes rough idling, engine coughing and stuttering at low revs (mainly under 2000 rpm), hesitation, excessive smoke, and limp mode (P0403/P0405 codes). The EGR cooler section is extremely prone to issues - the plastic cooling sleeve frequently cracks causing coolant leaks. Dealers quote €800+ for sleeve plus new EGR valve, but the sleeve is an off-the-shelf Opel part costing €80 to buy with 1 hour labour to fit. EGR cleaning is becoming a regular service item - every 2 years or 20,000 km (more often for town driving). DIY cleaning with oven cleaner and bottle brush works well. Remember to clean the intake pipe too as it clogs with crud. The EGR relies on correct MAF and MAP sensor readings, so dirty sensors cause erratic operation. When removing EGR (held by 2 bolts), expect it to be rock solid if never removed before - use rubber mallet and wooden stick. Clean the metal washer/gasket in the hole, and plug hole with cloth as coolant will drain from expansion tank. After cleaning expect slight hesitation and white vapor from exhaust for several minutes. Blanking the EGR causes insufficient flow codes and prevents DPF regeneration. Note: EGR deletion is prohibited in the Netherlands.

Dual mass flywheel failures are typical modern diesel issues, often appearing around 100,000+ km. Symptoms include clutch judder when engaging, vibration at idle, difficulty shifting gears especially at higher speeds, and rattling noise at low RPM. Dealers quote €1,200-1,500+ for DMF replacement. Independent mechanics charge €650-900. Always replace clutch simultaneously as transmission must be removed anyway and failure of one component will soon affect the other - combined clutch+DMF kit costs only slightly more than DMF alone. Parts: LUK or SACHS are OEM spec with minimal price difference (LUK more expensive). Some owners opt for solid flywheel conversion (lower cost, won't fail again) but expect slightly higher engine noise and vibration. Check centre clutch plate wear simultaneously - if worn, entire gearbox job must be repeated. Manual gearbox Insignias are significantly more reliable than DSG-equipped models.

The Insignia B uses an Aisin Warner 8-speed automatic (used in Volvos, Toyotas, Minis) which is generally more reliable than DSG but not problem-free. Issues include jumping into 2nd gear when engine warm, noticeable/rough gear changes through every gear (sometimes a thud between 2nd-3rd especially when changing down on hills), and slight roll-back on hills before forward motion engages. The transmission has an auto-neutral feature when stopped with brake pressed (reduces heat, improves fuel economy) which takes time to re-engage. GM strangled both engine and transmission tuning to meet Euro emissions standards - the 2.0T 260 reportedly only outputs 210 ps with brief glimpses of peak power. Some owners report EDS Motorsports transmission remaps are highly rated on German forums. Average gearbox repair cost is €520. For severe failures, replacement can reach €3,500. Transmission fluid changes are complex: drain and measure (approximately 2.5 litres), refill same quantity, drive for a week, repeat process about 4 times due to oil remaining in torque converter. Have TCM read for fault codes and perform learning procedure if experiencing issues. Many owners report very smooth operation, so experiences vary considerably.

Official recall issued for inadequate sealing allowing water ingress into door connector. CDL may unlock doors while parked or require mechanical key only. Symptoms include driver's door not locking on remote (other doors lock fine), waiting 10-15 seconds and pressing again sometimes works, intermittent operation where door opens/closes successfully a few times then suddenly won't open. Official remedy is sealing both A-pillar areas above door connectors. Door lock assemblies are complicated sealed units with motors and micro-switches built-in - common to fail and expensive to replace (€200-400 per door). Check if vehicle has been recalled and recall completed. Other causes: weak/worn lock motor not strong enough to lift/lower pin (aftermarket parts €150-250), broken wires in door sleeve flexing between door and body, corrosion on battery terminals or ground connections disrupting 12V supply, water getting into plugs corroding connections. Check door bottom drain plugs - they block over time causing doors to fill with water. Boot water leaks also common - apply sealant to rubber grommet on right-hand side of boot hinge.

Power steering tends to fail, reverting to standard steering - well known to Vauxhall but no recall issued. Contact dealer as they should resolve at no charge (manufacturing fault). Insignia can have two steering systems: hydraulic with fluid/pump via auxiliary belt, or electronic (motor-driven rack). Electronic power steering (EPS) has torque sensor and vehicle speed sensor inputs to regulate assistance. Electric motor draws hefty current so dying battery or weak alternator can cause problems. Common pattern: "service battery charging system" warning simultaneous with lost power steering, car goes to limp mode, steering stiff, dash lights illuminate, digital speedo lost, electronic parking brake won't apply. After stopping for a while may work fine for 80+ miles then repeat. Dealers confirm known issue requiring software update, but Vauxhall says to deal with only when customers complain. Have battery and alternator tested as low voltage causes EPS failures. For hydraulic steering models: prone to leaking from pipes which drips onto DPF and can catch fire. Software update typically free under warranty, otherwise €30-50 for diagnosis plus €35-42 for update installation.

Common suspension issues include top mount failure (mount goes wobbly or snaps after potholes, can weld itself to shock at high mileage requiring grinder, €100-200 per corner). FlexRide-equipped Insignias experience leaking rear shocks requiring replacement with remaining shocks not far behind. FlexRide shocks are ridiculously expensive with no aftermarket option - only used from breakers or OEM from Opel/Vauxhall. Dealer quoted €1,900 for FlexRide parts only (aftermarket KW coilovers cost €1,300 for comparison). ZF Sachs (original manufacturer) no longer supplies new FlexRide shocks except through Opel/Vauxhall. Reconditioned FlexRide IDS+ shocks available on exchange basis with €200 deposit per unit. At ~240,000 km suspension develops problems controlling wheel wobble requiring full replacement. Non-FlexRide models can use Monroe Original/OESpectrum shocks or Bilstein B4 gas-pressure replacements (mono-tube and twin-tube versions, significantly cheaper than FlexRide, €200-400 per pair). Worn suspension components (2017-2020 models) cause excessive bouncing or vibration. Avoid FlexRide-equipped models when buying used unless budget allows for expensive shock replacement.

In 2017-2018 models, multimedia system software bug caused crashes, freezing, making radio, navigation and features unusable. Opel released software update to fix. Symptoms: random issues, stereo switching off randomly, parking sensors turning off, LED headlights flickering, rain sensor wipers malfunctioning - often caused by faulty wiring loom. Dealers check for updates (€30 labour), updates cost €35-42 net if available. DIY map updates available at opel.navshop.com (USB stick must be FAT32 formatted). Different hardware versions between model years (v2.0 to v2.5 with more memory/speed), so some years cannot upgrade via software alone. Early 2016 models only have CarPlay but can be updated by dealer to include Android Auto. Factory reset available through Settings menu. Check battery voltage first before assuming infotainment fault as low voltage causes many electrical gremlins. Most 2019+ models have stable systems. Eight-inch screen reacts faster than predecessors, handles 3D navigation with zoom, scroll, pinch and swipe gestures. Includes Apple CarPlay, Android Auto, connected navigation, Live Traffic, real-time fuel prices, parking info, online map updates.

Known issue with Insignia rear brakes binding over years on the road. Main symptoms are slow progress (feels like handbrake partially on) and unpleasant grinding/scraping noise from rear. Caused by seized caliper slide pins, corroded brake mechanism, or seized handbrake cables. Brake pads replacement costs €700-1,000, discs additional €1,000-1,500 (Croatian pricing, expect €300-400 for pads and €200-300 for discs in Western Europe). Freeing seized mechanisms and proper lubrication of slide pins during service prevents this issue. General brake replacement costs in Europe: €300-800 depending on whether pads only or pads+discs. Annual maintenance should include brake inspection and slide pin lubrication. Average Insignia repair costs are €950 per year according to user reviews. Regular servicing every 15,000-30,000 km typically costs €150-250 (independent) to €200-350 (dealer) including oil change, filters, and brake checks.