Opel cam-in-head engine


The Opel cam-in-head engine is a family of automobile engines built by former General Motors subsidiary Opel from 1965 until 1998. Both four- and six-cylinder inline configurations were produced. The name derives from the location of the camshaft, which was neither cam-in-block nor a true overhead camshaft. In the CIH engine the camshaft is located in the cylinder head but sits alongside the valves rather than above them. The overhead valves are actuated through very short tappets and rocker arms. The four-cylinder CIH was largely supplanted by the Family II unit as Opel/Vauxhall's core mid-size engine in the 1980s. A four-cylinder version of the CIH remained in limited production until 1998, and six-cylinder versions of the CIH until 1995.
A diesel version of the CIH was also developed. This engine debuted in the Opel Rekord D in 1972.

Design

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 is driven by a roller chain. While the earliest engines used mechanical lifters, later versions used hydraulic tappets, which Opel pioneered for mass market production. 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 was oversquare, with the original three versions having a stroke of only. Later engines of over 2000 cc received longer strokes; up to for the 2.2 and for the 2.4.
While an improvement over a cam-in-block engine, the advantages over an OHC design were limited. For one, the lower head allowed for a correspondingly lower bonnet line. The CIH engine was also lighter and was expected to require less maintenance than an OHC design.
Opel developed their own crossflow head for the CIH block, and tested it in the experimental GT-2 of 1975 with the intent of installing it in the production model. This engine reached only limited production as a 4 cylinder as the 2.0EH in the . It did see mass production in 6 cylinder form as the 3.0 24V in the Opel Senator B.

Four-cylinder versions

1.5 litre I4

This is the smallest of the three original CIH engines introduced simultaneously. A bore and stroke gives a 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 for the 15N while the rare 15S in the export-only Kadett B 1.5 has.
This engine 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/Daewoo Maepsy series, and in the Saehan/Daewoo Royale. 1.9 and 2.0 litre versions were also built in Korea.
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The version has a bore and the same 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 at the time of introduction, but dropped to respectively in early 1975 when tighter pollution controls were introduced. From 1975 there was also a still-cleaner A16S version with 69 PS for some markets.
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The CIH was another of the original three introduced. Bore is while stroke remains. The 1700 was only ever available in carburetted form, for either normal or super petrol with corresponding power outputs. Power outputs are for the original 17N and 17S versions. The output of the 17N went up to in 1969, and then back down to 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. The 17S was popular in export markets like Italy and Greece where owners' costs were directly linked to engine displacement.
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The CIH was the largest of the original three introduced. Bore is while the stroke remains. 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 for the original 19S. There was also the 19HL, introduced in 1967 for the sporty Opel Rekord Sprint and Kadett Rallye Sprint models. This version has, compared to for the slightly more powerful 19SH only fitted to the Rekord. The 19SH lost some power in 1975, down to and the new 19N was introduced to replace the discontinued 17S; like the 17S it offered but used cheaper gasoline and more relaxed driving characteristics. The 1900 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. There is also a low-powered version of the 19N with which was mostly fitted to the Opel Rekord E, and a special low emission version for the Swedish and Swiss markets called the S19S which develops.
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The CIH was based on the 1.9 litre version, with the bore expanded to while the stroke remained. Unlike 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 at 5200 - 5400 rpm. This was soon followed by the fuel injected 20E version, with, and the slightly more powerful 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 20N version appeared in August 1977. There are also two special low-emission versions for the Swedish and Swiss markets, called the S20S and S20E, with slightly less power than their dirtier counterparts.
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The 2.2 CIH engine was fuel injected or carbureted and was produced from 1984 through 1987. It was used in the Opel Rekord E, Opel Monza A2 and Opel Senator A2.

2.4 litre I4

The 2.4 L was the final four-cylinder CIH version. 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 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. 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 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 diesel CIH block with bore and stroke of, the engine displaced. Compression was 11.5:1. Power and torque outputs were at 7200 rpm and at 5000 rpm. Air and fuel were fed by twin 48DCOE Weber carburettors, and 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 later another 400 copies 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 was rated at at 5200 rpm and at 3800 rpm.

Six-cylinder versions

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, all came with carburetors, but were later fitted with Bosch fuel injection in the early 1980s. Some later six-cylinder family members received true DOHC multivalve cylinder heads.

2.2 litre I6

This is the rarest of the inline-sixes. At only, it shares its bore and stroke with the 1.5 litre "four". It debuted in December 1966. With 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 the six-cylinder Commodore line in February 1967, and was discontinued entirely towards the end of 1968, when the 1969 models were introduced.
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The modern Opel straight-six line began in 1968 with the 25S unit used in the Opel Commodore. Still a 12-valve engine, it had a very oversquare bore and stroke. 9.5:1 compression and a single carburettor produced and, while 9.0:1 compression and dual carbs produced and.
Applications
At 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. 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".

2.8 litre I6

The 2.8 was introduced in the first 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 producing.

3.0 litre I6

The version was introduced in 1977 alongside the fuel-injected 2.5. The carburetted version had, while the more popular fuel injected 3.0 version produced and 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, but the stroke remained at a very short.
The 1986 Opel Omega 3000 / Vauxhall Carlton GSi introduced the latest version of the 3.0. The injected engine produced and. 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, a DOHC 24-valve version with a variable length intake manifold was introduced, with power increasing to and.

3.6 litre C36GET I6

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 by increasing the stroke to while keeping the bore at. 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 was customized. Apart from a reduction in compression ratio to 8.2:1, the cylinder head was otherwise unmodified. The Lotus engine produced at 5,200 rpm and at 4,200 rpm.

Third-party tuner versions

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.

Swedentop

Extensive work on a revised four cylinder head with larger valves, enlarged ports, and revised camshaft profiles was done in Sweden. The head was used for rallying, and the changes were later copied by Opel for factory backed cars.

3.0i I6

The Omega Evo had a special Irmscher version of the 24-valve engine with an uprated head and forged internals producing.

3.6i I6

Irmscher made 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, less than the first engines that were used to power the earlier Opel Monzas. 24-valve versions of the 3.6 were also developed.

4.0i I6

4.0 L 24v DOHC versions of the six cylinder CIH were made Irmscher and Mantzel.
Mantzel's engine used an M4024V code number and modified standard 30NE/C30NE/C30LE/C30SE coded Opel engine blocks for its 4.0 litre conversions.
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 and respectively, for an overall displacement of. The Irmscher version produced. It was installed in the Opel Omega A and Senator B, and was an option in the Opel Omega Evolution 500 models.

Diesel versions

Diesel versions of the CIH engine family began to appear in the early 1970s, 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 a secondary consideration. All CIH Diesels were inline four-cylinder engines. They were offered in three displacements, listed below.

2.0 litre Diesel I4

The 2.0 litre saw wider use at the end of the 1970s, but in some markets, including Italy, it had appeared in 1974. This engine was created by reducing the earlier 2.1 litre diesel unit's bore from to, while retaining its stroke, for a total displacement of. It was built only in naturally aspirated form and in 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 at 4400 rpm, while the maximum torque was 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 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, for a displacement of. It was built only in naturally aspirated form and in only one variant; the 21D. The compression ratio and 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 at 4400 rpm, with a maximum torque of at 2500 rpm. It appeared in:
The CIH 2.3 litre diesel engine was introduced in 1979 and by 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 to, while the stroke remained unchanged at. As a result displacement rose to. Unlike 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. Variants of the 2.3 litre version are listed below.

23D

With this code the debut variant of the 2.3 litre diesel engine is indicated. It is a naturally aspirated engine with a compression ratio of 22:1 and Bosch fuel injection. Some features were taken from the previous naturally aspirated 2.1 litre. Maximum power supplied by this engine was at 4200 rpm, with maximum torque of at 2500 rpm. This engine appeared in:
This variant was produced for a short period of time; from 1984 to 1986. It is a supercharged variant, but instead of the classic turbocharger it used a Comprex pressure wave supercharger. The compression ratio was 23:1 and the fuel system was Bosch injection. Maximum power produced by this engine was at 4200 rpm, with a peak torque at 2200 rpm. It was used in:
This variant was also introduced in 1984 and was also supercharged, but unlike the 23DK unit, used a traditional turbocharger. The 23DT is Opel's first turbodiesel engine. As in the 20DK Comprex variant, the compression ratio is 23:1, and the injection system is by Bosch. The turbocharger used was a KKK K24. Maximum power was at 4200 rpm, while maximum torque was between 2200 and 2400 rpm. This engine found use in:
This variant is a naturally aspirated model introduced in September 1986, a few months after the launch of the Opel Omega A which the engine was developed for. Compared to the earlier naturally aspirated 23D, the compression ratio was raised from 22:1 to 23:1, while the injection system has remained unchanged. Maximum output was increased from at 4400 rpm, with maximum torque of at 2400 rpm. From 1989 on the engine had a catalytic converter.
This model was a 2.3 litre turbodiesel that resulted from an update of the previous 23DT. The new engine did not include major changes, but provided more horsepower, reaching at 4200 rpm and reaching a maximum torque of at 2200 rpm, just below that of the 23DT engine.
This model is the last CIH Four diesel engine produced by Opel. It is an update of the 23YDT unit which it replaced beginning in August 1988. Compared to the previous version, the turbocharger was changed from a KKK K24 to a K14 from the same manufacturer. This engine delivered a maximum power of 4200 rpm and was installed in the following models:
While in the first model above maximum torque was between 2000 and 2200 rpm, in the second it was just below at 2200 rpm.

Motorsports

The CIH engine had a long competition career in both four- and six-cylinder forms. It won the 1966 European Rally Championship, with Swedish driver Lillebror Nasenius at the wheel of an Opel Rekord B.
In 1969 Virgilio Conrero became the official director of Opel's rally team, with responsibility for preparing the cars and selecting drivers. The arrangement lasted until 1986. Conrero prepared cars first appeared in hill climbs. In 1971 an Opel GT won the GT2.0 class at the Targa Florio.
In June 1972, prior to the September launch of their new diesel engine, Opel set two world records and eighteen international records at the Dudenhofen proving ground with their diesel Rekordwagen. The car was a custom-bodied single-seat Opel GT with a turbocharged version of the 2.1 L CIH diesel engine developing.