Misplaced Pages

#509490

96-566: A diesel version of the CIH was also developed. This engine debuted in the Opel Rekord D in 1972. The original design of the cam-in-head engine was done by General Motors in Detroit, Michigan . Although the camshaft is in the cylinder head, the CIH is not a true overhead camshaft design. Rather it can be thought of as a cam-in-block engine with a greatly shortened valve drivetrain. The camshaft

192-488: A "Mercedes-Benz" denoted a diesel engine. At launch the Rekord D, like all previous Rekords, came only with a range of petrol engines. The monocoque steel bodied cars offered seating for five. The new Rekord again came with a wide range of body types. Top seller was the saloon, available with either 2 or 4 doors. There was a "Caravan" estate with three or five doors. For certain export markets such as Austria Opel also offered

288-445: A 1.5 L (1,492 cc) displacement. As with most of Opel's engines of the 1960s and 1970s, versions optimized for low and high octane fuel were offered, with the 15N for normal and the 15S for super . Power ranged from 58 to 60 PS (43 to 44 kW) for the 15N while the rare 15S in the export-only Kadett B and Olympia A has 65 PS (48 kW) DIN at 5000 rpm. SAE output was 76 hp at 5600 rpm. This engine

384-641: A 3.6i 12v engine and fitted this 36E coded engine into the Monza E and Monza GSE models. In the UK some of these engines found their way into Vauxhall Senator Bs instead. In late 1987 newer, more environmentally friendly versions of this engine with tuning by Irmscher were installed in versions of the Omega A/Mk3 Carlton and Senator B models. These later units, with engine codes 36NE, C36NE, and C36NEI, produced (200 PS (147 kW; 197 hp)), less than

480-684: A 85 mm (3.35 in) bore and the same 69.8 mm (2.75 in) stroke as most CIH fours. It was introduced in September 1970 with the all new Opel Manta A and then, seven weeks later, in the Opel Ascona A. As with the 1.5 litre, a 16N for lower octane fuel and a more powerful 16S for higher octane fuel were offered. Power outputs were 68 and 80 PS (50 and 59 kW) at the time of introduction, but dropped to 60 and 75 PS (44 and 55 kW) respectively in early 1975 when tighter pollution controls were introduced. From 1975 there

576-534: A DOHC 24-valve version with a variable length intake manifold was introduced, with power increasing to 204 PS (150 kW; 201 hp) and 270 N⋅m (199 lb⋅ft). In 1990 a special version of the six cylinder appeared in the Lotus Carlton-Omega . With the 24v 3.0 L engine from the GSI as a base, displacement was increased to 3.6 L; 220.6 cu in (3,615 cc) by increasing

672-519: A Rekord bodied car with a six-cylinder engine would need to pay also for the enhanced specification of the six-cylinder Opel Commodore with which the Rekord again shared its body. Early on in the Rekord D's production, Opel also released SAE power figures alongside the DIN norm , with the 1900 S engine producing a claimed 105 PS (77 kW) at 5200 rpm and 17.1 kg⋅m (168 N⋅m; 124 lb⋅ft) at 3800 rpm under SAE standards. This

768-747: A bit later to help replace the Firenza 2500 , was also available as an estate. The big Chevrolet engines necessitated a bonnet with a " power bulge ", although it is wider and lower than the bulge used on the Rekord Diesel's bonnet. They also had larger fuel tanks as petrol was subject to market controls in South Africa at the time. The suspension was uprated, and used locally developed variable-rate coil springs. The six-cylinder engines were built in South Africa but had hitherto been restricted to installation in larger, Holden-sourced cars. This series

864-573: A column mounted lever. A centrally positioned floor-mounted gear lever, marketed as a "Sportschaltung" (sports gear change) was available from the start on petrol fueled cars, initially as an optional extra and later as a standard feature. Buyers of all but the smallest engined cars could also specify a three-speed automatic transmission. The system used was the three-speed TH180 unit from the manufacturer's new transmission plant in Strasbourg . Steering and suspension layouts were based on those from

960-415: A luxury version branded as the "Rekord L" and a "Rekord Sprint" with more sporting trim that included a matt black front grille and equipment that included several additional dials such as a rev counter. 1975 saw the introduction in of the "Rekord Berlina" which offered a still more opulent level of comfort and equipment. When, after less than four years, production of the Rekord D reached a million in 1976,

1056-556: A marked decrease in demand, as the car was challenged from below after 1975 by the second generation Opel Ascona . By now the increases in fuel prices were encouraging middle market customers to downsize, at a time when the Opel Rekord had, over the years, grown to occupy a market slot at the top end of the "medium-sized" category in northern Europe, being already seen as a "large" family car in Italy and France. Various cars based on

SECTION 10

#1732787270510

1152-502: A new generation of petrol engines in 1966 with the Rekord B and these were the engines that reappeared in the Rekord D. As before, the stroke length was fixed at 69.8 mm: differences in engine size were achieved by varying the cylinder bore. The engine featured an unusual Camshaft in Head (CIH) configuration. The chain-driven camshaft was positioned directly above the cylinders but this

1248-550: A revised four cylinder head with larger valves, enlarged ports, and revised camshaft profiles was done in Sweden, particularly by ENEM in Nacka . These heads and other parts were used for rallying, and the changes were later copied by Opel for factory backed cars. The Omega Evo had a special Irmscher version of the 24-valve engine with an uprated head and forged internals producing 230 PS (169 kW; 227 hp). Irmscher made

1344-427: A secondary consideration. They received a stiffened block, longer strokes, and a single overhead cam head, the latter two making this engine considerably taller than the petrol CIH units. Most installations required a noticeable bump in the bonnet to fit the taller diesel engines. All OHC Diesels were inline four-cylinder engines. They were offered in three displacements, listed below. The 2.0 litre saw wider use at

1440-411: A single carburettor, produces 115 PS (85 kW) and 174 N⋅m (128 lb⋅ft), while the 25H , with 9.5:1 compression and dual carbs, produces 130 PS (96 kW) and 186 N⋅m (137 lb⋅ft). With 9.2:1 compression and Bosch D-Jetronic (Commodore A & B), later L&LE-Jetronic, injection produced 150 PS (110 kW) and 186 N⋅m (137 lb⋅ft). Applications At

1536-404: A single variant, the 20D, whose compression ratio was 22:1. Fuel supply was provided by Bosch injection. The maximum power supplied by this engine was 58 PS (43 kW; 57 hp) at 4400 rpm, while the maximum torque was 117 N⋅m (86 lb⋅ft) between 2000 and 2200 rpm. This engine was available in: The CIH 2.1 litre diesel engine appeared in 1972 as an engine option in

1632-436: A strong spring. The lobed camshaft rhythmically presses against the lifter, which transmits the motion to the engine valve in one of two ways: Oil under constant pressure is supplied to the lifter via an oil channel, through a small hole in the lifter body. When the engine valve is closed (lifter in a neutral position), the lifter is free to fill with oil. As the camshaft lobe enters the lift phase of its travel, it compresses

1728-461: A sub-2 liter version of the diesel engine introduced in December 1974. Japanese buyers received only the 1900 S engine although they could choose between the four-door sedan, two-door coupé, or a sporting SR coupé with a matte black bonnet and full instrumentation. The automatic transmission was optional, as was right-hand drive. The Opel Rekord D received a warm welcome in the market place at

1824-483: A three-door delivery van combining the driving experience of a car with the load carrying capability of a small commercial vehicle: this was essentially identical to the estate except that the rear side windows were replaced with metal panels. This offered self-employed traders certain tax advantages, albeit not in West Germany itself where this variant was not offered. In addition, a factory built Opel Rekord coupé

1920-413: Is oversquare , with the original three versions having a stroke of only 69.8 mm (2.75 in). Later engines of over two litres received longer strokes; up to 77.5 mm (3.05 in) for the 2.2 and 85 mm (3.35 in) for the 2.4 (also used for the 3.6 litre inline-six version). While an improvement over a cam-in-block engine, the advantages over an OHC design were limited. For one,

2016-450: Is 93 mm (3.66 in) while the stroke remains 69.8 mm (2.75 in). The 1900 was available in carburetted or fuel injected forms, for either normal or super petrol with a variety of power outputs. An N version was a later addition. Output is 90 PS (66 kW) DIN at 5100 rpm for the original 19S; SAE power is 102 hp at 5400 rpm. There was also the 19HL ( Hochleistung , or "high power"), introduced in 1967 for

SECTION 20

#1732787270510

2112-495: Is a large family car that replaced the Rekord C on Opel 's Rüsselsheim production lines during the closing weeks of 1971 and launched on the West German market at the start of 1972. It shared its wheelbase and inherited most of its engines from its predecessor, but the bodies were completely new. Also new, announced in September 1972, was the option of a diesel powered Opel Rekord. Early advertising and press material called

2208-469: Is a device for maintaining zero valve clearance in an internal combustion engine . Conventional solid valve lifters require regular adjusting to maintain a small clearance between the valve and its rocker or cam follower . This space prevents the parts from binding as they expand with the engine's heat, but can also lead to noisy operation and increased wear as the parts rattle against one another until they reach operating temperature. The hydraulic lifter

2304-474: Is driven by a roller chain . While the earliest engines use mechanical lifters, later versions use hydraulic tappets , which Opel pioneered for mass market production in the Family II unit which ultimately replaced the CIH. The cylinder head is a non-crossflow layout. This led to lowered fuel economy but was considerably cheaper to manufacture. The head and block are both made from cast iron. The CIH engine

2400-443: Is due to weak valve springs which permit float at high engine speeds. The followers attempt to take up what they see as extra clearance. As this speed is maintained, the lifter will continue to expand until the valve is held off its seat when it should be closed. Maintenance of the valve springs at the correct strength is therefore very important to avoid engine damage. Hydraulic lifters can also create "valve bounce" at high RPM, which

2496-469: Is enough to eliminate the need for frequent lash adjustment. The first engine to feature hydraulic lifters was the 1930 Cadillac V16 (Model 452). Hydraulic lifters were nearly universal on cars designed in the 1980s, but some newer cars have reverted to bucket-and-shim mechanical lifters. Although these do not run as quietly and are not maintenance-free, they are cheaper. Nearly all modern non-hydraulic lifter arrangements are on overhead cam engines. As

2592-566: Is the most common version in the CIH family, available in the most versions and with the longest production time. The 19E was the first of the CIH four-cylinders to receive fuel injection. It first appeared in the Manta GT/E in March 1974, with 105 PS (77 kW). There is also a low-powered Austrian market version of the 19N (the A19N ) with 70 PS (51 kW) which was mostly fitted to

2688-401: Is the rarest of the inline-sixes. At only 2.2 L (2,239 cc), it shares its 82.5 mm (3.25 in) bore and 69.8 mm (2.75 in) stroke with the 1.5 litre "four". It debuted in December 1966. With 95 PS (70 kW) it had only marginally more power than the 1900S, at a substantial weight and cost penalty. It was dropped from the Rekord C following the introduction of

2784-464: Is used as an option in the 1980 - 1986 Bitter SC. The Irmscher engine had a C40SE code and was the only one of these two engines to use a specially cast engine block as part of this increased capacity engine conversion. These engines have a bore and stroke of 98 mm (3.86 in) and 88 mm (3.46 in) respectively, for an overall displacement of 4.0 L (3,983 cc). The Irmscher version produced 272 PS (200 kW; 268 hp). It

2880-705: The Opel Commodore . The Ranger B had twin headlights in place of the Rekord/Commodore's single rectangular lights, repositioned front direction indicators and a reworked front grill with a horizontal bar. There was a stylish raised section on the bonnet which was different from the one used on diesel-engined Rekords, and the rear panel also incorporates detail differences. The Rangers were not strikingly more expensive than equivalently powered Rekords and Commodores, but nor were they perceived as sufficiently differentiated, and Rangers were quietly withdrawn from

2976-538: The S20S and S20E , with slightly less power than their dirtier counterparts. The 2.2 CIH engine was fuel injected and was produced from 1984 through 1987. Its bore was 95mm but stroke was increased to 77.5mm. Also, the cylinder head was redesigned. It had bigger valves and intake ports were lifted. Also, hardened valve seats were added to accept unleaded fuel. Power output rose slightly: 115 PS (85 kW; 113 hp), with 182 N⋅m (134 lbf⋅ft) of torque. It

Opel cam-in-head engine - Misplaced Pages Continue

3072-445: The revolution ) from 1974 until 1977, albeit powered by six-cylinder engines. In Iran, the car was branded as the "Chevrolet Royale" or as the "Chevrolet Iran" and was assembled by Iran General Motors . Werner Oswald: Deutsche Autos 1945–1975 . Motorbuch Verlag, Stuttgart 1975, ISBN   3-87943-391-7 , S. 88–93 Hydraulic tappet A hydraulic tappet , also known as a hydraulic valve lifter or hydraulic lash adjuster ,

3168-470: The valvetrain will rattle loudly on startup due to oil draining from the lifters when the vehicle is parked. This is not considered a significant issue provided the noise disappears within a couple of minutes; typically it usually lasts only a second or two. A rattle that does not go away can indicate a blocked oil feed, or that one or more of the lifters has collapsed due to wear and is no longer opening its valve fully. The affected lifter should be replaced in

3264-491: The "1900 S" engine of 1897 cc, providing a maximum power output of 97 PS (71 kW) supported by a 9.8:1 compression ratio and a twin chamber carburetter. Like the high compression "1700 S" unit, the "1900 S" needed high octane fuel, but it did provide a top speed of 165 km/h, making it good for more than 100 mph in non-metric export markets. This was the fastest Opel Rekord D on launch, there being no longer any six-cylinder engined Rekords. Anyone wishing to buy

3360-431: The 1980s had become a staple of Opel's automotive production for high-end diesel models. This engine resulted from the reworking of the 2.1 litre diesel engine, which was also slated for replacement. The bore was enlarged from 88 mm (3.5 in) to 92 mm (3.6 in), while the stroke remained unchanged at 85 mm (3.3 in). As a result, displacement rose to 2,260 cc (137.9 cu in). Unlike

3456-622: The CIH block, and tested it in the experimental GT-2 of 1975 with the intent of installing it in the production model. In four-cylinder form, this engine reached only limited production as the Kadett GT/E 's 20EH engine. The crossflow head did see mass production in six-cylinder form as the 3.0 24V in the Opel Senator B. This is the smallest of the three original CIH engines introduced simultaneously. A 82.5 mm × 69.8 mm (3.25 in × 2.75 in) bore and stroke gives

3552-631: The Omega in most markets outside of Germany. Its final application was in the Frontera SUV. Applications: In the early 1970s Opel announced a new DOHC engine project intended to be used in Formula 2 (F2). The engine was designed in-house, and was unveiled in 1975. Homologated in Group 4 rallying, the engine suffered a series of failures, which prompted Opel to contact Cosworth engineering. With

3648-548: The Opel Rekord D from which, apart from the engines, they differed very little. The 3800 and the 4100 were mostly the same, with the 3800 receiving a more spartan interior with vinyl seats and without standard head rests, and with different hubcaps. As with the European Ranger, they have twin round headlights rather than the Rekord's rectangular units. Engine outputs are 104.4 and 115.6 kW (142 and 157 PS; 140 and 155 hp) respectively. The 2500, which arrived

3744-485: The Opel Rekord D range. This engine has the distinction of marking the debut of the Rüsselsheim company in the production of diesel engines. The 2.1 litre had bore and stroke dimensions of 88 mm × 85 mm (3.5 in × 3.3 in), for a displacement of 2,068 cc (126.2 cu in). It was built only in naturally aspirated form and in only one variant; the 21D. The compression ratio and

3840-575: The Opel Rekord E, and a special low emission version for the Swedish and Swiss markets called the S19S which develops 88 PS (65 kW). This specific model, along with the S16S, had a forged crank with 8 crankweights. The 2.0 L (1,979 cc) CIH was based on the 1.9 litre version, with the bore expanded to 95 mm (3.74 in) while the stroke remained 69.8 mm (2.75 in). Unlike

3936-570: The Opel Rekord as the decade advanced. The Ranger was a sedan assembled in small quantities by GM at their plants in Antwerp from 1968 and in Biel from 1970. There were two Rangers built in Europe, the first of which shared most of its panels and many of its underpinnings along, in Europe, with its engines with the Rüsselsheim built Opel Rekord C. The second Ranger replaced the first in 1972 and

Opel cam-in-head engine - Misplaced Pages Continue

4032-482: The Rekord C. The front suspension employed double wishbones of unequal length with an anti-roll bar, springs and shock-absorbers. The steering used a recirculating ball system and was controlled via a collapsible steering column. At the back there was a live axle tamed with four trailing connector arms, a Panhard rod like system and an anti-roll bar, the wheels being sprung, as at the front, using "progressive rate" coil springs and shock absorbers. The braking configuration

4128-463: The Rekord D shared its wheelbase with its predecessor, in other respects it respected the tendency of Opel Rekords to move slightly upmarket with each new model. The Rekord D was heavier than the Rekord C and the previous model's 1492 cc engine was no longer offered. The smallest power unit at launch, and the one that would be the top seller with this model, was a 1698 cc engine with the low 8.2:1 compression ratio and 66 PS (49 kW) as on

4224-419: The Rekord D was the second Opel Rekord to beat a million units. The million units target was in fact breached in the late summer of 1976: The Rekord D nevertheless sold at a slightly slower rate than its predecessor, and sales slowed towards the end of its production run. The oil crisis of 1973 had a lasting impact on European sales of larger cars as customers perceived that the "era of (relatively) cheap fuel"

4320-498: The Rekord D were also built at General Motors plants outside West Germany, both within and beyond Europe. The car that appeared at the end of December 1971 featured an all-new body styled by Chuck Jordan. The Rekord C's "coke-bottle" style was not repeated, but the new car, with its larger glass area, did introduce a discrete tribute to the Hofmeister kink , a styling cue which had identified BMW cars for ten years. The Rekord D

4416-557: The basic design of the engine already frozen, Cosworth's work included revising the port and camshaft shapes and extensive development work with a focus on reliability. Based on a 2.0E block with bore and stroke of 95.2 mm × 85 mm (3.7 in × 3.3 in), the engine displaced 2,420 cc (147.7 cu in). Compression was 11.5:1. Power and torque outputs were 190.2 kW (255 bhp) at 7200 rpm and 28 kg⋅m (202.5 lb⋅ft) at 5000 rpm. Air and fuel were fed by twin 48DCOE Weber carburettors, and

4512-517: The clearance setting ineffective. This has negative impact, especially on the engine camshaft and valves due to excessive wear if the clearance setting is not working correctly. As mentioned, one may avoid this by using the manufacturer-recommended grade of engine oil, and by not exceeding the prescribed oil change interval. It is a myth that in certain circumstances, a lifter can "pump up" and create negative valve clearance. The engine oil pump cannot generate enough pressure to cause "pump-up". The problem

4608-550: The development phase. The shared design philosophy and aspirations of the European General Motors cousins are hard to gainsay, however, when the cars are viewed together. Although the Rekord D followed the Rekord C, early advertising called it, less logically, the Opel Rekord II. There was concern that incorporating the letter "D" might confuse customers in a country where "D" at the end of the name of

4704-414: The earlier 1.9, the 2.0 received hydraulic tappets . Developed to counteract the diminishing outputs which resulted from stricter emissions rules, the 2.0 was available in carburetted or fuel injected forms, for either normal or super petrol with a variety of power outputs. Output of the original 20S , presented in September 1975, is 100 PS (74 kW) at 5200 - 5400 rpm. This was soon followed by

4800-631: The end of 1971, described by some as "the best BMW ever to come out of Hessen" ( "Es galt als bester BMW, der je aus Hessen kam" ) on account of a style and dynamic qualities worthy of a BMW (made in Bavaria) rather than an Opel (made in Hessen ). But since this was an Opel the price was competitive: competing models such as the Volkswagen 411 were seen as having somehow missed the mark by comparison. With 1,128,196 cars sold in slightly more than 5½ years,

4896-421: The end of the 1970s, but in some markets, including Italy, it had appeared already at the end of 1974. This engine was created by reducing the earlier 2.1 litre diesel unit's bore from 88 mm (3.5 in) to 86.5 mm (3.4 in), while retaining its 85 mm (3.3 in) stroke, for a total displacement of 1,998 cc (121.9 cu in). It was built only in naturally aspirated form and in

SECTION 50

#1732787270510

4992-416: The engine for their Rekord "2000 S". 100 PS (74 kW) of maximum power was claimed for what was the fastest Rekord from this generation. Neither its power nor its performance matched the "1900 H" version of the old 106 hp Opel Rekord C however, which presumably reflected changed priorities in the market place following the fuel shortages and price shocks of the mid 1970s. September 1972 saw

5088-510: The engine received a dry sump . As a result of their successful work on the racing version of the engine, Cosworth was awarded the contract to build the 400 copies of the engine required to homologate the Ascona 400 , and more later to homologate the Manta 400 . Cosworth also consulted on the fuel injection system that replaced the carburettors on the road-going version. The detuned 16 valve engine

5184-414: The first 207 bhp (154 kW) engines that were used to power the earlier Opel Monzas. 24-valve versions of the 3.6 were also developed. 4.0 L 24v DOHC versions of the six cylinder CIH were made Irmscher and Mantzel. Mantzel's 4.0 L (4,032 cc) engine used an M4024V code number and modified standard 30NE/C30NE/C30LE/C30SE coded Opel engine blocks for its 4.0 litre conversions. This

5280-606: The fuel injected 20E version, with 110 PS (81 kW), and the slightly more powerful 115 PS (85 kW) 20EH fitted to the Kadett 2.0 GT/E. This received the Bosch L-Jetronic system, until it was replaced by the updated LE-Jetronic towards the end of 1981. A 90 PS (66 kW) 20N version appeared in August 1977. There are also two special low-emission versions for the Swedish and Swiss markets, called

5376-408: The fuel injection system were the same 22:1 and Bosch system used later in the 20D. Power and torque outputs were different, but only slightly: the 21D engine was capable of delivering a maximum power of 60 PS (44 kW; 59 hp) at 4400 rpm, with a maximum torque of 120 N⋅m (89 lb⋅ft) at 2500 rpm. It appeared in: The CIH 2.3 litre diesel engine was introduced in 1979 and by

5472-437: The hump shaped ridge along the centre of the bonnet. For certain export market, notably Italy, where the 2-litre engine size was a critical threshold in terms of car tax rates, a smaller diesel unit became available from December 1974. The smaller unit shared the 85 mm stroke of the 2068 cc unit, but the bore was reduced from 88 mm to 86.5 mm, giving rise to a 1998 cc overall displacement. Maximum power in

5568-551: The introduction of the 24v DOHC engine in the Senator/Carlton/Omega, the 2.5 was enlarged to 2.6 litres. With a reworked 12-valve cylinder head and RAM induction it now produced 150 PS (110 kW; 148 hp). This engine was also fitted to southeast Asian export market versions of the Holden VP , VR , and VS Commodores between around 1992 and 1997. These cars were usually labelled "Opel Calais". The 2.8

5664-430: The introduction of the first diesel powered Opel Rekord, with which the manufacturer launched a determined assault on the lucrative stranglehold that Mercedes-Benz enjoyed over the taxi market in West Germany and, to varying extents, in many of the export markets where the firms competed. The four cylinder 2068 cc diesel unit was not based on the Rekord's "CIH" petrol engines, but was a newer design. The "Caravan" estate

5760-437: The latter situation. Hydraulic tappets require more complex and more expensive cylinder head design. A number of subcompact car manufacturers prefer solid valve lifters due to lower design and production cost rather than hydraulic tappets. Generally, hydraulic tappets are more sensitive to engine oil quality and frequency of oil changes, as carbon sludge and residues may easily lock up the tappets or block oil channels, making

5856-469: The legislative restrictions, they now responded by reducing fuel octane ratings on the forecourts. The 98 octane fuel on which the Rekord's high compression engines depended was reduced in the super grade fuel normally available, while low lead 98 octane fuel became hard to find and very expensive. For the entry level Opel Rekord "1700 N" claimed maximum power was reduced, in 1975, by 6 PS to 60 PS (44 kW). The high compression "1700 S" version

SECTION 60

#1732787270510

5952-408: The lifter piston, and a valve shuts the oil inlet. Oil is nearly incompressible, so this greater pressure renders the lifter effectively solid during the lift phase. As the camshaft lobe travels through its apex, the load is reduced on the lifter piston, and the internal spring returns the piston to its neutral state so the lifter can refill with oil. This small range of travel in the lifter's piston

6048-518: The lower head allowed for a correspondingly lower bonnet line. The CIH engine was expected to require less maintenance than an OHC design and was also lighter, albeit negated somewhat by the use of a cast iron head. Unlike its smaller stablemate - the Opel OHV , the CIH was never adapted for transverse mounting (for front wheel drive applications), and is always found in rear wheel drive Opel/Vauxhall cars. Opel developed their own crossflow head for

6144-513: The manufacturer celebrated the achievement by offering a special edition "Rekord Millionär" in September 1976. Other special editions included the "Rekord Maharadscha", the "Rekord Hit" and the "Rekord Sport". The Rekord was sold in most European markets and also farther afield, not only through the license built versions. Many markets received local tax specials, such as the windowless vans offered in Austria and several other markets. Italy received

6240-437: The new car the "Opel Rekord II" but in due course, the "Rekord II" appellation was quietly dropped and the Rekord D was replaced at the end of the 1977 summer holiday shut down by the Opel Rekord E . The Rekord D's 5½ year production run was longer than that of any previous generation of Opel Rekord : during that period 1,128,196 were produced. It was the second Opel Rekord to exceed the million mark, although its final year saw

6336-421: The new reduced octane "super" grade fuels without knocking . In some markets, such as Sweden and Switzerland, emissions controls were even stricter and the new engine produced only 88 PS (65 kW), while the 1700 engine was discontinued there. To compensate for the loss of performance on the "1900 S" Opel now increased the cylinder bores further and introduced, in September 1975, a 1979 cc version of

6432-425: The original 60 after the compression was lowered in 1975. The 17S received a new carburettor setup in 1972 when the Rekord D was introduced, and power rose to 83 PS (61 kW). In the larger Rekord, the 17S was popular in export markets like Italy and Greece where owners' costs were directly linked to engine displacement. The 1.9 L (1,897 cc) CIH was the largest of the original three introduced. Bore

6528-453: The other two CIH diesel versions, the 2.3 litre was offered in several variants, some of which used forced induction in either a turbocharged version or the very rare Comprex configuration. Forced induction diesels have few differences to N/A engines: sintered metal dry cylinder sleeves, piston cooling oil squirts with oil feed pipe outside cylinder block and high volume oil pump. Opel Rekord Series D The Opel Rekord D series

6624-430: The predecessor. The 1698 cc unit was also offered with a twin barrel carburetter and a compression ratio of 9.8:1, offering a maximum power output of 83 PS (61 kW) and much improved torque. Drivers of this "1700 S" engined Rekord had to pay for higher octane fuel, however, and there was also a price to be paid in terms of reduced fuel economy. Customers wanting more performance from their Rekord could specify

6720-537: The showrooms by late 1975. In South Africa, December 1972 saw the introduction of the Chevrolet 3800, and the Chevrolet 4100. In 1973 the four-cylinder 2500 version arrived, replacing the Rekord C-based Ranger . This smaller engine was a four-cylinder iteration of the 3800 straight-six . The engines were indeed sourced from Chevrolet but the cars were otherwise simply locally produced versions of

6816-496: The six-cylinder Commodore line in February 1967, and was discontinued entirely towards the end of 1968, when the 1969 models were introduced. The modern Opel straight-six line began in 1968 with the 2.5 L (2,490 cc) 25S unit used in the Opel Commodore . Still a 12-valve engine, it had a very oversquare 87 mm × 69.8 mm (3.43 in × 2.75 in) bore and stroke. The 25S , with 9.2:1 compression and

6912-409: The smaller diesel came down from the 2068 cc car's 60 PS (44 kW) to 58 PS (43 kW). This was a first outing for the 2-litre diesel engine which from 1978 was offered in a diesel powered version of the Opel Ascona . The standard transmission package for the saloon and estate bodied Rekord Ds featured a manual all-synchromesh four-speed gearbox, controlled on the early versions by

7008-495: The sporty Opel Rekord Sprint and Kadett Rallye Sprint models. This version has 106 PS (78 kW), compared to 97 PS (71 kW) for the slightly more powerful 19SH only fitted to the Rekord (H meaning hydraulic valve lifters). The 19SH lost some power in 1975, down to 90 PS (66 kW) and the new 19N was introduced to replace the discontinued 17S; like the 17S it offered 75 PS (55 kW) but used cheaper gasoline and more relaxed driving characteristics. The 1900

7104-486: The stroke remained at a very short 69.8 mm (2.75 in). The 1986 Opel Omega 3000 / Vauxhall Carlton GSi introduced the latest version of the 3.0. The injected engine produced 180 PS (132 kW; 178 hp) and 240 N⋅m (177 lb⋅ft). Amongst the changes were larger valves and a switch in engine management to Bosch Motronic . This engine later found its way into the Senator and Omega 3.0i. In 1989,

7200-499: The stroke to 85 mm (3.35 in) while keeping the bore at 95 mm (3.74 in). Lotus reportedly experimented with a variety of forced induction schemes, including paired supercharging and turbocharging and sequential turbos, before settling on two small turbos for quick spool-up. Two Garrett AiResearch T25 turbochargers and a Behr air-to-water intercooler were used. The turbos were arranged in parallel, each fed by and feeding three cylinders. The fuel injection system

7296-418: The whole process is actuated by hydraulic pressure at engine start, there is no need for service or adjustment. Another advantage is cheaper operation, as there is no need for service and charges associated with tappet maintenance. Usually hydraulic tappets survive through the whole of the engine life without any service requirements. There are a number of potential problems with hydraulic lifters. Frequently,

7392-530: Was South Africa's number one seller in 1975, although it dropped to third the next year and all the way to fifteenth in 1977. Larger cars received an ever-smaller market share in South Africa as sanctions began to kick in and gas prices increased steadily. It was replaced this year by the Chevrolet Rekord , a rebadged Rekord E with a Chevrolet four-cylinder. The Rekord D was also assembled in Iran (before

7488-673: Was again offered, although the "pillarless" effect of the Rekord C coupé no longer featured, which will have made it easier to retain the rigidity of the body without unacceptable cost or weight penalties. There was no longer any sign of the coach built cabriolet conversion that had been offered for earlier Rekords. Karl Deutsch who had provided cabriolet conversions of the Opel Rekord C ceased operations in 1971 as cabriolet conversions fell out of favour in anticipation of safety legislation in North America requiring stout, costly and inelegant roll-over bars on cabriolets. Opel had introduced

7584-550: Was also a still-cleaner A16S version with 69 PS for some markets, this specific model also had a forged crank with 8 crankweights. It was replaced by a 1.6 L (1,598 cc) version of the Family II engine that appeared in the Opel Ascona C/Vauxhall Cavalier Mk II. The 1.7 L (1,698 cc) CIH was another of the original three introduced. Bore is 88 mm (3.46 in) while stroke remains 69.8 mm (2.75 in). The 1700

7680-410: Was also essentially that from the previous Rekord, with a dual circuit hydraulically controlled system along with the brake servo as before, with the addition, on larger engined versions, of a brake force limiter for the rear brakes. The car used disc brakes at the front and drum brakes at the back. For the Rekord D, various different packages of trims and options were offered. There was a "base" Rekord,

7776-529: Was close in form to the Vauxhall Victor "Transcontinental" launched three months later by Opel's sister company in England. In fact none of the exterior body panels were the same, but the two cars shared their principal floor panel pressings and a number of other components in places where customers would not notice them. Evidently there were close contacts between the teams at Vauxhall and Opel during

7872-534: Was closely based on Rüsselsheim 's Opel Rekord D. This second Ranger, known as the Ranger B, was built only at the Antwerp plant. It was first shown alongside the Rekord D at the 1972 Geneva Salon . It was available with the 1697 cc (83 hp) or 1897 cc (97 hp) four-cylinder engines from the Rekord, or two versions of the 2.5 litre six-cylinder engines as fitted to the Rekord's more luxurious sibling,

7968-453: Was customized. Apart from a reduction in compression ratio to 8.2:1, the cylinder head was otherwise unmodified. The Lotus engine produced 382 PS (377 bhp; 281 kW) at 5,200 rpm and 568 N⋅m (419 lb⋅ft) at 4,200 rpm. Crossflow and multi-valve cylinder heads for the CIH block were developed by a number of well-known German tuning companies such as Irmscher , Mantzel , Risse, and Steinmetz . Extensive work on

8064-412: Was designed to compensate for this small tolerance, allowing the valve train to operate with zero clearance—leading to quieter operation, longer engine life, and eliminating the need for periodic adjustment of valve clearance. The hydraulic lifter, situated between the camshaft and each valve, is a hollow steel cylinder encasing an internal piston. This piston is held at the outer limit of its travel with

8160-645: Was gone for ever. In 1975 Opel introduced a second generation of their Opel Ascona , half a class smaller than the Rekord, and home grown competition in Opel's showrooms came from the Ascona which can be seen as the Rekord's deadliest competitor during the second half of the 1970s. Among cars closer in size to its own class the Audi 100 , introduced in 1968 but with initial availability hampered by shortage of production capacity, also became an increasingly formidable competitor for

8256-788: Was imported by Daewoo's predecessor companies GM Korea and Saehan Motors and went on to be built in South Korea by Daewoo beginning around 1983. The automobile taxation system of South Korea greatly favours engines of less than 1.5 litres displacement. It was installed in the Saehan Camina , the Saehan Gemini series, and in the Saehan/Daewoo Royale (until 1987). 1.9 and 2.0 litre versions were also built in Korea. The 1.6 L (1,584 cc) version has

8352-541: Was installed in the Opel Omega A and Senator B, and was an option in the Opel Omega Evolution 500 models. Diesel derivatives of the CIH engine family first appeared in September 1972, and progressively became more popular in the following two decades. These compression-ignition engines were used in Opel's medium or high range cars and were designed for maximum fuel economy and long life, with performance

8448-524: Was introduced in 1977. The carburetted 30S version had 150 PS (110 kW; 148 hp), while the more popular fuel injected 30E version produced 180 PS (132 kW; 178 hp) and 248 N⋅m (183 lb⋅ft) in the Opel Monza GSE and Opel Senator 3.0E, as well as their Vauxhall-badged equivalents, the Royale and later Senator. Bore was increased to 95 mm (3.74 in), but

8544-512: Was introduced in Kapitän/Admiral and Commodore model. The carburetted version can also be found in the Monza and Senator, while the second Commodore was also available with a fuel-injected version. Single Carb 28S: 125–132 PS (92–97 kW; 123–130 hp). Dual Carb 28H: 140–145 PS (103–107 kW; 138–143 hp). Injection 28EC: 160–165 PS (118–121 kW; 158–163 hp). The 3.0 L (2,969 cc) version

8640-439: Was not a conventional ohc design. The camshaft operated the valves using rocker arms because the camshaft itself was positioned too low above the cylinders to permit direct action from the camshaft on the valves ends. One reason for this may have been cosmetic. Opel's so-called "CIH" engine configuration allowed the Rekord to incorporate the low bonnet lines that style-conscious product development departments called for. Although

8736-403: Was only ever available in carburetted form, for either normal or super petrol with corresponding power outputs. Power output is 60 PS (44 kW) for the original 17N, while the 17S version produces 75 PS (55 kW) DIN at 5200 rpm. Claimed SAE output for the 17S was 84 hp at 5600 rpm. The output of the 17N went up to 66 PS (49 kW) in 1969, and then back down to

8832-426: Was originally not available with the diesel engine, but a five-door diesel estate was added to the lineup at the 1973 Frankfurt Motor Show (September). The fuel feed system employed a Bosch diesel injection pump. The unit's basic architecture applied a conventional ohc configuration which made it a little taller than the Rekord's petrol engines, and diesel powered Rekord Ds are therefore easily distinguishable by

8928-642: Was rated at 107.4 kW (144 bhp) at 5200 rpm and 21.4 kg⋅m (155 lb⋅ft) at 3800 rpm. The straight-six CIH was used in the largest Opel and Vauxhall cars from 1968 to 1993. It was succeeded by the Opel-designed 54° V6 in the mid-1990s. Most of these engines were single cam-in-head engines with chain-driven camshafts. In the 1960s and 1970s, they generally came with carburetors , but were later fitted with Bosch fuel injection starting in 1969. Some later six-cylinder family members received true DOHC multivalve cylinder heads. This

9024-535: Was the only engine offered by Opel's Japanese importer. In 1975, the Petrol lead law came into force, more than halving the amount of lead that could be added to petrol in West Germany . Similar legislation came into effect in key export markets across western Europe. For the oil companies the addition of lead to fuel provided a simple and inexpensive way to vary octane levels. Having lobbied vigorously against

9120-461: Was used in the Opel Rekord E, Opel Monza A2 and Opel Senator A2. The 2.4 L was the final four-cylinder CIH version. Bore remained same 95mm but stroke was increased to 85mm. Power output: 125 PS (92 kW; 123 hp) / 195 N⋅m (144 lbf⋅ft). It was first used in the Omega A in the German market, while the 2.0 L Family II unit was the top spec four-cylinder engine option for

9216-438: Was withdrawn, and the range was extended by a low compression version of the 1897 cc unit, sometimes known as the "1900 N" and providing a maximum power of 75 PS (55 kW) and a compression ratio of just 7.6:1. The "1900 S" high compression ratio version of this engine had its maximum power reduced from 97 to 90 PS (71 to 66 kW) reflecting a compression ratio reduced from 9.8:1 to 8.8:1, which enabled it to use

#509490