Road Test
OPEL
COMMODORE
2.5S BERLINA CD
The respected Commodore name plate returns to the UK
on a new six-cylinder Opel that plugs the gap in the range between the Rekord and the Senator
and current 3-litre Senator/Monza owners, for it is basically the same cast-iron straight six, with the 69.8 mm stroke common to all versions, but with a smaller 87mm bore giving a capacity of 2490 cc. Like its stablemates it is unusual in that the camshaft is mounted in the cylinder head, but operates the valves through rockers and short pushroads, with hydraulic tappets which require no adjustment in service. In 3-litre fuel-injected form
IT SEEMS that with each successive model, the distinctions are becoming more blurred between GM Europe's Vauxhall and Opel variations on the rationalisation theme, in terms both of the physical differences between respective British and German versions, and the time lapse between their UK launches. The launch of the Vauxhall Chevette in 1975, for example, had come some 18 months after its progenitor the Opel Kadett, and apart from its floorpan and suspension the British car bore little resemblance to the car from which it had been derived. Since then, however, there has been a discernible trend for Vauxhall equivalents to follow ever more closely on the heels of
new Opel models, and to be more similar in appearance and specifi-cation.
It is a trend which this week rea-ches its logical conclusion with the simultaneous launches on the UK market of the Opel Commodore which we test here, and the Vauxhall clone to be known
as the Viceroy. Mechanically there is nothing to choose between the two cars: they look the same apart from badges, and they differ only in items of equipment — though the choice is confused by
the fact that there is only one version of the Viceroy, which costs £7,864, whereas the Commodore is available in two trim levels — the Berlina costing £7,714, and the Berlina CD, tested here, at
£8,702 plus £537 for automatic transmission.
Since it looks very similar to Opel's existing Rekord and Senator saloons which have been on sale in the UK for some two years now, readers may be forgiven for wondering where these new
models fit into the Opel line-up. In
fact they quite neatly plug the gap in the range, between the most expensive saloon version of the four-cylinder, two-litre Rekord — the £7,198 Berlina HL — and the six-cylinder Senator £9,223 in
2.88 form or £12,143 in fullhouse fuel-injected 3.0CD form.
Appropriately, the Commodore fills
this gap in the range by drawing on
structural and mechanical elements from both cars, having the rear bodywork and the coil-sprung live rear axle of the Rekord (the Senator has independent rear suspension and rear quarter
windows), but with the longer nose
of the Senator to accommodate a
2.5—litre version of the six-cylinder engine used in the 2.88 and 3.0CD. This is available mated to either a three-speed automatic transmis-sion (fitted to our test car) or a four-speed manual,
with or without electric overdrive — a feature never before available from Opel, and not available on a Vauxhall since the demise of the VX some two years ago. The outline mechanical
specification is completed by MacPherson strut front sus-pension, power-assisted recirculat-ing ball steering, and disc front/rear drum brakes.
With these models, not to mention their vauxhall stablemate, GM now has the means with which to tempt the company executive buyers of the midrange Rovers and Granadas which must be viewed
as the Opel's main targets. A 2.3 GL Granada, for example, costs £8,494 with the 2.3 engine and automatic transmission, or £8,638 with the 2.8 engine, while the equivalent Rover 26008 costs
£8,638. And there are a good many other cars running in the same race, such as (all prices for automatics) the Audi 100 GL 5E (£8,407), the BMW 520 (£8,610). the Datsun 280C (£8,049), the Peugeot
505 STI (£8,014) and the Saab 900 GLE (£8,890) to name but a few.
While there is no single aspect of its design in which the Commodore is a clear class leader, neither is there any area where it falls notably short of the very high standards of its
class. lt is a good all-rounder, pleasant to be in and to drive, and at the price must be well worthy of consideration by anyone shopping in this particular sector of the market.
The Opel Commodore's engine will be familiar to old Commodore
this engine is capable of a healthy 180 bhp, but here it is in a very modest state of tune, breathing through a single twin-choke Zenith carburetter and on a 9.2:1 compression ratio producing 115
bhp (DIN) at 5,200 rpm; and 132 lb ft of torque between 3,800 and 4,200 rpm.
Aided by its automatic choke our test car proved an instantaneous starter, and for the most part warmed up without temperament, though once or twice it surprised us by stalling when
pulling away from rest soon after a cold start. But setting aside these rare and probably untypical lapses, the engine is an essentially sweet running unit, free from harshness apart from a
slightly throbby quality at peak revs, and going about its business with a muted hum that never becomes obtrusive. And its maximum performance can be obtained with minimal effort from the driver
(other than overcoming the unusually heavy throttle pedal action), for we found at the test track that the best figures were achieved by leaving
the transmission in Drive. In all respects these performance figures conform with the norms for a class in which many rivals have slightly bigger engines. We recorded a maximum speed of 106.9mph,
which falls roughly midway in a span that encompasses (among those rivals we've tested with automatic transmission) the Saab 900 GLE's 102mph and the Audi 100's 109.8mph; likewise the 0-60 mph
time of 11.7 sec la little better than Opel's claim of 0-62mph in 13 sec) falls within the 11-12 second bracket common to most rivals, and the kickdown 30-50mph time of 4.5
exploit the car's eventual gentle and controllable tail slide when the limit is reached. All sorts of drivers should be happy with the brakes, which achieve a happy balance between low effort and progressive response, with a firm pedal action. ln hard driving on road and track our testers could not fault them.
For a crisp-handling, live axled car
the Commodore provides a satisfactory level of ride comfort — not as supple as some (notably French) rivals, but well controlled at speed and over severely uneven
sec again drops neatly into the 4-5 sec bracket that is typical of cars in this sector of the market. We recorded an overall fuel con-sumption of 19.2 mpg which, while no match for the 21.5 mpg
of the Saab or 22.2 mpg of the Audi, is by no means a poor result for a large six-cylinder automatic driven, as are all our test cars, very hard. Most owners should have little difficulty in
matching our touring consumption, computed from
steady speed figures, of 22.5 mpg. On that basis, the Opel's 14.3 gallon fuel tank should give a range of over 300 miles on each filling of four-star. Many readers will already be well versed
with our views on the familar GM Strasbourg automatic transmission that was fitted to our test car. It is a generally sweet-changing unit with responsive kickdown, though needing a very firm prod
of the pedal to achieve full-throttle automatic downchanges, and we would still like to see the part-throttle change (commendably responsive, if a shade thumpy so far as it goes) made available
up to higher speeds. And as always, we are puzzled by the provision of an unnecessary detent for the lever movement between Drive and
Above: height adjustment for shapely front seats enables all driver sizes to get comfortable, though rear legroom, left, is un-exceptional
Second, yet none between Drive and Neutral to prevent the risk of over-speeding the engine by overshooting into Neutral when changing up manually.
If the greater weight of the six-cylinder engine has resulted in less responsive handling than the Rekord's, we could barely detect it, perhaps because any increase in understeer is largely masked by the Commodore's power-assisted steering, which is more direct (1.0 turns to scribe a 50 ft circle instead of 1.25) and lighter, but comparatively lacking in feel. Although its recirculating ball mechanism is not quite as sharp about the centre as a good rack and pinion, the steering is accurate and responsive on lock and provides a good compromise between low effort for parking and sensible weighting on the move. Add to that a well-balanced chassis, and you have a pleasantly wieldy car that can be flicked around tight corners with little understeer or tyre scrub, and which corners virtually neutrally on the open road, tending towards final oversteer, which rarely materialises in practice because usually the inside rear wheel lifts, and loss of drive limits the car's speed before the limit of roadholding can be reached. lt's an effective safety feature, but arguably a frustrating one for a skilled driver who cannot always
surfaces. The low speed, small-bump ride is also fairly comfortable and it is only over transverse ridges or deep potholes that the live axle betrays its presence with a thump and a jolt.
Like the Senator and Monza, the Commodore's driver's seat is height-adjustable over a wide and finely variable range, and although it lacks their tilt adjustment for the steering wheel, it
remains a comfortable car for drivers of widely varied dimensions. The comfortably sprung seat provides unusually generous under-thigh, as well as good lumbar and side support, and the backrest
angle can be set precisely with its handwheel adjuster. The major controls are mostly well located, though there were some complaints about the excessively steep angle of the organtype throttle
pedal.
Unusually, there is only one column stalk — on the left — which controls the indicators, the dip/flash, and the wash/wipe system by a rather finicky rotary action of the stalk about its
axis. The remaining switchgear is made up of a large rotary knob for the lights low on the facia to the right of the wheel, three rockers high on the facia to the left, all of which are clearly
labelled and easy to find, and the electric window switches on the transmission tunnel between the front seats.
Although handicapped by having a rather shorter wheelbase than many rivals, the Opel makes good use of its interior space, and only if required to carry tall occupants both front and rear
will some sharing of legroom be necessary; headroom and shoulderroom are ample. Legroom on the driver's side depends as much on the driver's seat height adjustment as its fore/aft travel, because the_up/down movement describes an arc — up and forward, down and back. On its highest setting, front legroom is not over-generous, but there's plenty in the back. Tall drivers, however, will want it on its lowest setting, but that doesn't leave a great deal of rear kneeroom.
Stowage for oddments is provided by rigid door bins, a particularly large and well shaped locker, a tray inset into the top of the facia moulding, and a pair of trays on the transmission
tunnel. The boot, though rather barely finished, took 12.9 cu ft of our test luggage.
If you take suitable advantage of the seat height adjuster a commanding driving position can be achieved, from which it is easy to see the boot for parking, though the extremes of the
sloping nose still drop out of sight of shorter drivers. Generous areas of glass make it generally easy to see out on the move, though the windscreen pillars are rather thick, and rear vision is
reduced by the rear seat head restraints. The wash/wipe system is versatile and effective, and the headlamps more than adequate for the performance of the car.
Our test car, which was an early right hand-drive car, was only fitted with the rather basic instrument pack of the ordinary Rekord, but all those to be sold on the UK market will normally
be fitted with the comprehensive instrumentation of the Senator, which includes a tachometer, battery condition indicator, oil pressure and watertemperature gauges, and an analogue-clock. From
familiarity with other upmarket Opels with the
Facia, above, is well laid out but
plasticky in appearance. Our test car
had incorrect instruments, which are
normally as on the Senator/Monza, left
same display, we know it to be clear, readable and well located, though not everyone likes the styling of the minor gauges.
The Commodore shares with its stablemates an unusually versatile and controllable heating and ventilation l system, the former controlled by well located and easy to use sliders, and the
latter supplying air through six facelevel vents — two in the centre of the facia which are independent of the heater, and two at each end which supply heated air which can either be used to
demist the side windows, or directed towards the occupants. The heater's output is both powerful and controllable, as is the independent flow of cool, fresh air through the centrefacia vents; our
only (minor) criticism is that we would like the ventilation flow to be more widely diffused though when the heater is not in use and the side vents are used to supply cold air this criticism
does not apply.
Without being exceptionally quiet in any respect, the Commodore is generally a soothing car to travel in; somewind noise and tyre roar are both apparent but never excessive, and engine
noise is reasonably mutedthrough most of its speed range, only becoming a little throbby at high revs in the gears or near maximum speed. The Commodore's generally high standard of finish -— good
paintwork and panel fits, sumptuous velour upholstery and good quality carpet — is let down by the rather too obvious plastickiness of the facia and door trim panels. There can be no complaints,
though, about an appointments list that includes alloy wheels, centralised door locking, seat height adjustment, electric window lifters, head restraints front and rear, a laminated screen,
remote mirror adjustment, a sliding roof, headlamp washers and a petrol filler lock.
Pressed steel rocker cover (instead of alloy) and single carburetter visually
distinguish the 2.5-litre six from the 3.0-litre injected Senator unit
MOTOR ROAD TEST NO 39/80 OPEL COMMODORE 2.5S BERLINA CD auto
Make: Opel Model: Commodore 2.5S Berlina CD
Maker: Adam Opel AG, 609 Russelsheim am Main, West Germany
UK Concessionaires: General Motors Ltd, PO Box 4, High St North, Dunstable, Beds. Tel: 0582-64264
Price: £6985 plus £582.08 Car Tax plus £1135.06 VAT equals
£8,702.14+£537 for A/T
THE RIVALS
Other possible rivals include the BMW 520 (£8,610), Citroén CX 2400 Pallas Fi (£8,639), Renault 30TS (£8,335), and Volvo 264 GL (£9,952), all prices for automatics.
Price
Power, bhp/rpm
Torque, Ib ft/rpm
Tyres
Weight, cwt
Max speed, mph
0-60 mph, sec
30-50 mph in k'down, sec
Overall mpg
Touring mpg
Boot capacity, cu ft
£9,239
115/5200
132/3800-4200
195/70 HR 14
24,6
106,9
11,7
4,5
19,2
22,5
12,9
Essentially an up-market six-cylinder version of the Rekord, the Commodore is an attraactive alternative to the midrange Rovers and Granadas, combining reaspectable performance and economy (as
tested with smooth automatic transmission), with fine handling and brakes and a reasonable ride. Rear seat legroom not as good as in some rivals and interior plasticky in parts, but overall an
easy-to-live-with, good all-rounder.
Price
Power, bhp/rpm
Torque, Ib ft/rpm
Tyres
Weight, cwt
Max speed, mph
0-60 mph, sec
30-50 mph in k'down, sec
Overall mpg
Touring mpg
Boot capacity, cu ft
£9,861
136/5700
127.5/4200
185/70 HR 14
24.5
109.8
11.5
4.1
22.2
-
10.9
Five-cylinder fuel-injection engine gives good performance even with automatic transmission, and exceptionally good fuel consumption. Virtues include spacious, comfortable interior, a good ride,
and very sure-footed handling. Fitted with power steering which reduces effort at the expense of feel. Heating and ventilation could be improved. Figures quoted are for the Avant — Audi's
hatchback version of the 100. GL version costs £8,407.
DATSUN 280C
Price
Power, bhp/rpm
Torque, Ib ft/rpm
Tyres
Weight, cwt
Max speed, mph
0-60 mph, sec
30-50 mph in k'down, sec
Overall mpg
Touring mpg
Boot capacity, cu ft
£8,049
125/4800
145/3200
195/70 HR 14
27.4
104.4
11.9
4.9
15.7
21.8
13.2
Datsun's UK flagship scores high on metal-for-money and equipment value but falls down on dynamic ability compared to most of its European rivals. Handling/ride strikes an unhappy compromise and
performance is marred by low gearing which makes high speed cruising fussy and results in poor economy. Otherwise smooth automatic transmission is uncomfortably jerky on kickdown.
Price
Power, bhp/rpm
Torque, Ib ft/rpm
Tyres
Weight, cwt
Max speed, mph
0-60 mph, sec
30-50 mph in k'down, sec
Overall mpg
Touring mpg
Boot capacity, cu ft
£8,638
135/5200
159/3000
175 SR 14
26.1
105.5
11.2
4.2
18.1
21.0
13.2
Ford's middle of the range Granada acquits itself well and is one of the roomiest cars in this class. Fuel consumption about average for the class. Good ride, handling and roadholding, and
generallly very refined. Comfortable, roomy, plush interior. More luxurious Ghia version costs £9,921. Brakes a bit suspect under hard use,
and steering lacks feel.
PEUGEOT 505 STI AUTO
Price
Power, bhp/rpm
Torque, Ib ft/rpm
Tyres
Weight, cwt
Max speed, mph
0-60 mph, sec
30-50 mph in k'down, sec
Overall mpg
Touring mpg
Boot capacity, cu ft
£8,014
110/5250
126/4000
175 HR 14
24.0
104.6
10.8
8.2
23.0
-
13.2
Peugeot's 2-litre saloon is a fine car; good at most things, excellent at some and poor at none. Good performance and economy allied to nice gearchange and long-legged gearing in five-speed manual form. Very well developed steering and suspension give excellent handling and ride. Comfortable and fairly roomy, but heating does not live up to its promise.
ROVER 2600S AUTO
Price
Power, bhp/rpm
Torque, Ib ft/rpm
Tyres
Weight, cwt
Max speed, mph
0-60 mph, sec
30-50 mph in k'down, sec
Overall mpg
Touring mpg
Boot capacity, cu ft
£8,638
110/5250
126/4000
175 HR 14
24.0
104.6
10.8
8.2
23.0
13.2
In manual form this six-cylinder version of BL’s executive hatchback is almost as quick as the V8, yet commendably
economical. Steering and handling excellent despite live rear axle, and ride now good too judging by the V8-S we
tested recently. Other virtues include relaxed cruising, sweet gearchange, effective heating/ventilation. Latest version has more legroom and is very well equipped, but instruments remain hard to
read.