1972 Opel Commodore

1967–1971 Opel Commodore A Saloon and Coupe

The Opel Commodore A was in production from 1967 to 1971. It was a two- and four-door saloon, plus two-door coupe, each with four to five seats. Based on the four-cylinder Opel Rekord, it is a front-engine, rear-wheel-drive car with excellent luggage capacity.

Launched in 1967, the Commodore was an extension of Opel’s Rekord range. The Rekord had been available as a Rekord Six, and it was this model which the Commodore replaced. Effectively, the Opel Commodore A was a six-cylinder version of the Opel Rekord C. Launched originally as a 2.2-litre model, this was soon dropped in favour of 2.5- and 2.8-litre derivatives.

The Opel Commodore A was available in standard specification, plus the plusher GS model. 1970 saw the launch of the GS/E model – E for Einspritz, or fuel injection. This was the performance derivative and turned the Commodore into a driver’s car.

For 1970 and 1971, there was also a limited edition 2.8GS/E, using a larger variant of Opel’s cam-in-head engine and once again fuel injected for added performance. Most Opel Commodore As in the UK will be coupes, especially in the plusher GS and GS/E specifications.

More than 150,000 Opel Commodore As were built, including 2,574 GS and GS/Es. Approximately 72,000 were four-door saloons and 70,000 were coupes – just 13,500 two-door saloons were made.

The cam-in-head six-cylinder Opel engine was used in the Opel Commodore A, in 2.2-, 2.5- and 2.8-litre derivatives. It was hooked to a four-speed manual, with an optional two- or three-speed automatic available. Most were carburetted, including the sporty GS model. However, the GS/E launched in 1970 gave 150bhp courtesy of its Bosch D-jetronic injection system.

The Opel Commodore A is a little nose heavy to drive, but with a six-pot where the Rekord had four cylinder that perhaps isn’t surprising. But it’s a willing engine, and the cars are comfortable. It’s not fair to expect such a large car to corner on rails, but the Commodore handles nicely for a car of its class.

Mechanically, the CIH is well-served, it’s a strong and reliable unit and the spares are easy enough to source in Opel circles. It should last if adequately serviced, and the gearboxes are strong too.

Trim will be easier to source on the continent by dint of numbers, particularly in Germany. That said, there are items which will pose difficulties in any country – make sure your car has good trim.

It’s a saloon car of the 1970s, which means lots of metal to rust and no galvanisation to stop it. Check the whole car thoroughly, but pay attention to the sills, arches, valances, floorpan and A posts. These, along with the bulkhead, are structurally integral, and while rust elsewhere will look nasty, rust in these places might compromise the rigidity of the shell.

Coupes are the most desirable Opel Commodore As, followed in the UK by four-door saloons. The two-door saloon is a popular model in Europe but those who don’t require four doors in the UK tend to prefer the sporting lines of the coupe. Larger engines are desired – the rare 2.2 has curiosity value but more people want the 2.5 and 2.8.

Similarly sized cars in the UK would include the Ford Granada, the Triumph 2000, and the Rover P6. However, these lack the somewhat baroque style of the German Opel. For that, try the Mercedes-Benz W114 and the BMW 2500. If you prefer your execs from GM, try the Vauxhall Ventora and Cresta.

1972–1977 Opel Commodore B Saloon and Coupe

The Opel Commodore B was in production from 1972 to 1977. It was available as a four-door saloon, plus two-door coupe, each with four to five seats. Based on the four-cylinder Opel Rekord D, it is a front-engine, rear-wheel-drive car with excellent luggage capacity.

The Opel Commodore B was launched in 1972 alongside the Opel Rekord D, as a replacement for the Opel Commodore A. This was essentially a six-cylinder version of the new Opel Rekord D, as had been the Commodore before it.

The Opel Commodore B was available as a 2.5-litre and 2.8-litre, in standard and GS trim. There was also a GS/E performance model, featuring a fuel injected 2.8-litre engine and developing 160bhp.

The Opel Commodore B was also assembled in CKD form in Belgium and Switzerland, under the name Ranger. The Ranger was developed to give dealers in Europe a wider range to sell; the Vauxhall Victor proving uncompetitive and dealers fearing a sole reliance on Opel.

In 1974, emissions regulations saw GM drop the 2.5-litre derivative – to occupy its place in the market, the 2.8-litre was offered in a special specification, detuned to the same 130bhp as the outgoing 2.5-litre model.

More than 140,000 Commodore As were built, with 42,279 of these being coupes and the remainder being saloons. No two-door saloon was available; poor demand for the Commodore A meant Opel chose not to offer a replacement. The Opel Commodore B was replaced by the Opel Commodore C, also sold in Britain as the Vauxhall Viceroy.

The Commodore isn’t quite as well-balanced as the equivalent Rekord, but they feel solid and safe on the road. The CIH is a sharp lump, especially in injected GS/E guise. It doesn’t handle badly for a big car, either – it’s not the sharpest, but it inspires confidence.

The CIH was produced until 1994, so spares and service items shouldn’t be too difficult to find.

With regular servicing they tend not to give trouble, and neither the gearboxes nor the differentials are known for causing trouble unless neglected.

Groups such as Autobahnstormers might be able to help source trim items in the UK, but realistically you’re better off looking in Germany. Barring the injection (which tends to be reliable in service) there’s nothing complex about the electrical system. It shouldn’t go wrong often, and repairs ought to be easy.

There are no unpleasant surprises lurking in the shell of an Opel Commodore B, just the usual places you should check on any classic. Sills, floorpans, wheelarches, the front and rear valances, and any important load bearing structures such as the bulkhead. Most rust will be cosmetic, but these are the areas to watch for structural rot.

The GS/E is the Opel Commodore B that everyone wants – especially in coupe guise. 2.8s are more popular than 2.5s, and the market prefers an auto to a manual with the exception of the sproting models. There’s little difference in value between manuals and automatics, though coupes and GS/Es are worth more than the equivalent standard saloon.

The Vauxhall FE Ventora was GM’s closest UK equivalent, though the Rover P6 V8, Triumph 2500, Mercedes-Benz W123 and BMW E12 5 Series might also have been seen as good rivals. Instead of a Commodore coupe, what about a Ford Granada Ghia coupe?