Bodywork

By this stage most Opel Rekords came with four doors

For UK consumers, the Rekord E1 based Vauxhall Carlton was identified by a "droop snoot" bonnet/hood. The Rüsselsheim plant produced both right hand drive Rekords and Carltons which, until 1981, competed with each other in the United Kingdom.

Two-door sedans and three-door station wagons still represented a significant proportion of Opel Rekord production

Most buyers of the estate/station wagon nevertheless opted for a second set of doors, permitting direct access for the back seat passengers. This is the Vauxhall Carlton version of the estate/station wagon.

The monocoque steel bodied cars offered seating for five. The top seller was the saloon/sedan. It was available with either two or four doors, although by now the West German market, which had for many years retained an appetite for larger cars with just two doors, was becoming more like the other major automarkets of western Europe in expecting cars the size of the Rekord to provide rear seat passengers with their own doors. The four-door Rekord comfortably outsold its two-door sibling. Saloon production was 769,086 cars, split between 127,544 2-door cars and 641,542 4-door cars. Opel Rekord E1 "Caravan" (estate/station wagon) production was 167,501 cars, of which 26,652 were 3-door models and 140,849 were 5-door ones.^[4]

Opel also offered a three-door delivery van combining the driving experience of a car with the load carrying capability of a small commercial vehicle: this was in most respects identical to the station wagon except that the rear side windows were replaced with metal panels. This configuration of vehicles offered self-employed small traders tax advantages in some countries. 30,477 Kasten-Lieferwagen (delivery van) Opel Rekord E1s were produced.^[4] This version was also assembled in Indonesia, with either petrol or a diesel 2-liter engines. Built from 1980 until 1988, it was possible to register this as a commercial vehicle although the majority of cars delivered would immediately have rear windows and seats installed.^[1]

For the first time since 1961 no Opel Rekord coupé was listed. However, customers wishing to enjoy style at the expense of rear seat headroom had not been abandoned to the competition, having been catered for since September 1970 by the company's stylish new Manta.

Petrol engines

Opel had introduced a new generation of petrol/gasoline engines in 1966 with the Rekord B and these were the engines that reappeared in the Rekord E in 1977. 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 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/hood lines that style-conscious product development departments called for.

The smallest power unit at launch was a 1698 cc engine with the low 8.0:1 compression ratio and 60 PS (44 kW) as on the predecessor. The engine had seen its power output reduced during its time in the previous model following the reduction in standard octanes on West German forecourts in response to reductions in permissible lead levels in motor fuel. This, combined with the increased weight, of the Rekord E to provide rather an underpowered package. The engine presumably cost much the same to produce as similarly configured larger engines and from the point of view of the costing department it no doubt made sense that customers specifying a car with this "1.7N" engine were, according to the manufacturer's price list, charged exactly the same as customer specifying the greater power (and barely enhanced fuel economy) available from the Rekord E when power by the low compression "1.9N" engine. Few Rekord E customers selected the 1.7 litre engine and it disappeared from the list in 1980.

The more popular entry level power unit during the early years of the Rekord E was the 1897 cc 19N engine, also with a low compression ratio and so content to use basic grade low octane petrol/gasoline. Powered by this unit, the Rekord E's maximum claimed power output was 75 PS (55 kW), just as it had been when the same unit was fitted in the Rekord D. Austrian buyers received a slightly donwtuned version (A19N) producing 70 PS (51 kW) to fit the local tax and insurance climate.

Two years before production of the Rekord D came to an end, Opel had added to its engine palette a bored out 1979 cc version of their (CIH) engine, and this engine size reappeared in the Rekord E1 with three different power output levels, being 90 PS (66 kW), 100 PS (74 kW), and 110 PS (81 kW). The first of these, known as the "2.0N" came with a low 8:1 compression ratio and used basic grade fuel. The 100 PS unit, the "2.0S", had a 9:1 compression ratio and drivers using this engine were required to pay for "super" grade higher octane fuel. Available from the time of introduction, the new 81 kW "2.0E" engined Rekord also called for higher octane fuel and was the first Opel Rekord to feature fuel injection. This was rendered the more significant because during the 1980s legislators across western Europe would require automakers to fit catalytic converters to petrol/gasoline fueled cars, and these would need to be used in conjunction with fuel injection because of a belief at the time that the imprecision of the fuel amounts injected with traditional carbureters created a risk of unburnt fuel emerging from the engine and burning or exploding in the converter, permanently and expensively damaging it. However, when the Rekord E was introduced in 1977 the challenges of catalytic converters, although already a familiar current challenge for General Motors in North America, were still a few years ahead for the European automakers. The Fuel injection system on the Rekord E came from Bosch who had already acquired extensive expertise of the relevant technologies working with Volkswagen. The system employed on the first fuel injected Rekords was the Bosch L Jetronic system, replaced towards the end of 1981 with the LE Jetronic. Rekord 1981 was also equipped with methanol resistant fuel system.

Diesel engines

The 2068 cc diesel engine with which in 1972 Opel had made their bid for a slice of the lucrative stranglehold that Mercedes-Benz enjoyed over the taxi market reappeared on launch in the Rekord E still offering 60 PS (44 kW) of maximum power. However, the new car was heavier than its predecessor and the market had also developed in the intervening half decade. Just a year later, in August 1978, the larger bored out 2260 cc version for which 65 PS (48 kW) was claimed was introduced.^[3] The smaller 2.1 was soon discontinued. As before, the diesel engine was taller than the petrol units designed for the Rekord and diesel powered Rekord Es were differentiated by a long hump shaped ridge along the centre of the bonnet/hood, necessary to accommodate the engine block. Usually equipped with the larger 2.3 litre engine, the diesel Rekords were particularly popular in France, Italy, and the Benelux countries.

By now Ford were also looking for a share of the taxi market with a Peugeot-powered diesel version of their Granada model and Peugeot's own diesel powered 504 was itself becoming an increasingly serious competitor, especially in shared European export markets. The diesel powered Rekord E matched its competitors in many respects and - at least in terms of undiscounted published prices - was generally cheaper than the Mercedes models, but somehow Mercedes-Benz continued to dominate the taxi market in Germany and the surrounding western countries.

For markets - notably Italy but also Belgium - where car tax increased savagely for car with engine capacities above two litres, a reduced diesel engine of 1998 cc with a maximum power output of just 58 PS (43 kW) was available.^[5] This was the engine more usually specified for diesel powered versions of the smaller, lighter Opel Ascona. Top speed of a 2.0 D with the optional automatic transmission is a leisurely 132 km/h (82 mph).^[6] Rekords with this engine were assembled in Indonesia as well, with three-door panel van or station wagon bodywork.^[7]

Transmission

The standard transmission package was a manual all-synchromesh four speed gearbox, controlled using a centrally positioned floor mounted gear lever. There were plans to offer a new five-speed transmission, as in the Opels Senator and Monza, but when, in the summer of 1980,^[6] this was still not ready the manufacturer instead offered to buyers of the 1,979 cc petrol/gasoline powered Rekords, for an extra DM 520, the option of a newly developed four-speed manual transmission incorporating an overdrive: this was intended to provide the chance to achieve improved fuel economy at a time when fuel efficiency was moving up the agenda of European car buyers coming to terms with the belief that the "era of cheap fuel" was over for good. Nevertheless, relatively few customers opted for the "four speeds with overdrive" transmission option.

Buyers could also specify a three-speed automatic transmission. The system used was the three-speed TH180 unit from the manufacturer's transmission plant in Strasbourg.

Suspension

At the front the suspension was redesigned, now incorporating MacPherson struts. The result was more compact, lighter, and probably cheaper to assemble than the uneven wishbone arrangements on the previous model, and the car's handling benefitted. Unfortunately Opel approached the Rekord's suspension upgrade "one end at a time", however. At the back the Rekord E retained from the previous model a beam axle tamed with four trailing connector arms, a Panhard rod like system and an anti-roll bar, in combination with coil springs and shock absorbers. Commentators felt that by now the rigid-rear axle based rear suspension fell short of mainstream west European standards in terms of the handling characteristics that it provided. However, customers wishing for more control over the back axle during fast bumpy rides could specify a "sports package" in the Opel Rekord E: the package included replacement of the standard oil-filled shock absorbers at the back of the car by gas-filled shocks. There will no doubt have been a trade-off in terms of a firmer ride in exchange for reduced wallow.

Brakes

The braking configuration was also essentially that from the previous Rekords, with a dual circuit hydraulically controlled system along with the brake servo as before, and incorporating, on larger engined versions, a brake force limiter for the rear brakes. The car used disc brakes at the front and drum brakes at the back.

There was a handbrake control light included in order to discourage drivers from setting off without fully releasing the handbrake.

Bodywork

The monocoque steel bodied cars offered seating for five. Ten years earlier the Opel Rekord had come with a wide choice of body types, but coupé and coach-built cabriolet had already gone, and with the 1982 introduction of the Rekord E2 the manufacturer also withdrew the two door saloon/sedan. This left just a choice between a four-door saloon/sedan and a three- or five-door estate/station wagon. A delivery van version of the Rekord E2 remained in production, but only 8,958 of these were produced between 1982 and 1986 as against 30,477 Rekord E1 based vans produced between 1977 and 1982.^[4]

Despite the wheelbase being unchanged, the overhangs had increased, and the Rekord E2, yet again, was a little longer than the car it replaced. In fact it was exactly the same length as the recently upgraded but rather more prestigious BMW 5-series.

Interior

Changes to the interior of the car over the original Rekord E1 were relatively small - with the superstructure of the dashboard remaining the same, but with a restyled and rearranged upper binnacle that incorporated an instrument cluster with much larger dials than before - which would also feature on the Senator A2 and Monza A2. Steering wheels were redesigned with either a two spoke on lower trim models (uniquely having the marque name "OPEL" or "VAUXHALL" spelled out (depending on whether the car was badged as a Rekord or Carlton), or a four spoke on higher series cars. There were also some general upgrades to trim materials and equipment.

Petrol engines

With the arrival of the E2, the low compression "1.7N", "1.9N" and "2.0N" engines disappeared from the Rekord, to be replaced by the GM Family II engine that made its debut in 1981 in the Ascona C and Kadett D models. Featuring a light metal cylinder head and a conventional overhead camshaft this unit presumably had fewer moving parts in the valvegear than the more singular Camshaft in Head (CIH) unit that had powered Opel Rekords since 1965. For the Rekord E2 a 1796 cc version of the Family II engine was fitted. This 1.8 litre engine, in its 66 kW (90 PS) version had in fact already become available a few months earlier in the Opel Manta.^[13] In this format, the "1.8S" engine employed a single twin chamber carbureter and, with a compression ratio of 9.2:1, required higher octane "super" grade fuel. For economy minded customers an entry level version of the 1796 cc engine was offered with a more basic carbureter and compression ratio of 8.2:1. In this configuration the "1.8N" engine provided a claimed maximum power output of 55 kW (75 PS), slightly less performance and slightly better fuel economy. However, at least in the manufacturer's own advertised prices, the "1.8S" and "1.8N" engined cars were sold at the same price.

As a subsidiary of a corporation headquartered in the US, Opel had more reason than most European automakers to access and understand the increasingly stringent anti-pollution regulations which had effectively enforced the fitting of catalytic converters to cars sold in the US, and now the trend was spreading across the Atlantic. By the time the Rekord E2 appeared in 1982 West Germany had already passed the law that would effectively enforce the use of catalytic converters for cars sold there, though at this stage the industry was still being given time, in West Germany, to prepare for the new laws to come into force: Switzerland and Sweden had already introduced much more stringent standards than other European nations, and catalytic converters began making inroads in the mid-80s. It was still believed that carburettor fed engines were liable to pass unburnt fuel into the exhaust chamber, with potentially damaging results for the converter, so the manufacturer chose to combine the new anti-pollution device with a potentially more precise fuel injection system. Beginning in August of 1985 the Rekord became available in its West German home market with a third version of the 1796 cc engine, designated the "1.8 i Kat". As the designation indicated, this engine came with fuel injection and a catalytic converter. A maximum 74 kW (100 PS) of power was claimed, and the performance was accordingly enhanced, but the Opel Rekord 1.8 with this engine required "super" grade fuel which it consumed with indelicate relish. Nevertheless, it was one of the first cars to be offered in West Germany with this level of pollution control.

In contrast to the smaller engined cars, for larger engined petrol/gasoline powered Rekord E2s the 1979 cc Camshaft in Head (CIH) engine was carried forward from the previous model. The "2.0S" version delivered 74 kW (100 PS) as before, though now with a higher compression ratio, the Varajet 2 carburettor and the requirement for "super" grade higher octane fuel. The "2.0E" version continued, at launch, as the only Rekord to incorporate fuel injection and in this form it provided maximum power output of 81 kW (110 PS). In 1984 a larger 2197 cc version of the fuel injected four cylinder "2.2E" engine was introduced, differing from the "2.0" only because the piston stroke was now extended from 69.8 mm to 77.5 mm.^[12] The new car was noted at the time for its unusually strong torque, even at low engine speeds. In West Germany the "2.2E" powered Rekord E replaced the "2.0E" car, but in export markets where the two litre threshold was more significant in terms of punitive car tax rates the "2.0E" engined car continued to be listed. The Rekord's largest export market to retain the "2.0E" engine for tax reasons was, as previously, Italy, but the "2.0E" continued to be sold in place of the "2.2E" in Switzerland and Sweden because the larger engined car was initially unable to meet the new anti-pollution requirements in those countries.^[12]

Diesel engines

The Rekord E2's 2,260 cc diesel unit was carried over unchanged from the E1, still with maximum power output of 65 PS (48 kW). However, a year later, in Autumn 1983, power was increased to 71 PS (52 kW) along with a small increase in torque. At the Geneva Motor Show in March 1984, a turbocharged version of the venerable 2.3 litre diesel was introduced, going on sale a few months later. This was Opel's first turbocharged engine.^[14] Power was increased to 86 PS (63 kW), meaning that the car performed as well as some petrol versions at the time. Other mechanic differences were slim, limited to better cooling measures (including an oil cooler) and other detail measures.^[14] The turbodiesel, only available with a five-speed manual, was also offered in the luxurious "CD" trim.^[15] This engine had already been offered in a diesel powered version of the longer Opel Senator since 1983.

Transmission & Suspension

The standard transmission package was the manual all-synchromesh four-speed gearbox, controlled using a floor mounted gear change. There was also the option of a Getrag-manufactured five-speed transmission.^[13] This became available in 1982, a couple of years later than had been planned. Buyers of all but the smallest engined cars could also still specify a three-speed automatic transmission option. The five-speed had longer gearing than the fourth speed on the first three gears, while fourth remained mostly the same and fifth was an overdrive. This was then compensated for by a longer final drive for the five-speed, although the 1.8 S, which has a lot of low-end torque while being somewhat unwilling to rev, received the same final drive as the four-speed, for an even greater gas mileage improvement.^[16]

At the rear, a live axle retained by a panhard rod was employed with an open differential. Differential bushings were added after E2 production had started.^[13] Up front, the MacPherson strut layout from the E1 was modified to be more supple. The front stabilizer bar no longer acted as the torque arm; instead, it was attached to the lower A-arm of the front suspension. Stability was also improved by this redesign, while the center of gravity was lowered by about 1 mm (0.039 in).^[13] The springs were changed to variable rate units, allowing for a softer ride with less body roll when driven hard. Steering was by a steering box and drag links. The brakes received somewhat larger pistons for the front discs (drums at the rear), otherwise they remained unchanged.^[17]