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Eport from R Ü Sselsheim, to Opel PEK, to Antwerp Belgium and Back to Germany

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Eport from R Ü Sselsheim, to Opel PEK, to Antwerp Belgium and Back to Germany TE 2800: The Complete Story! May Treasurer’s Report From R ü sselsheim, to Opel PEK, to Antwerp Belgium and back to Germany. The TE2800 The TE was one of the rarest and most powerful Opel Mantas ever built. It is also listed in Europe as one of the first car to start the ‘Tuning Boom’ in Europe. The TE was long thought to be the brain child of Nic Heylen, owner of Transeurop-Engineering in Belgium in 1974. But as with most rare cars, “This is the Rest of the Story”. Below: Original TE2800 # 24 photographed at Opel’s 100th. Anniversary, Rüsselsheim 1999. The story ends in 1975, during the oil crisis, with Transeurop-Engineering building and selling just 79 examples. The story of the Super Manta actually begins at Opel in September 1970, when Opel of Rüsselsheim’s PEK division (a), was asked to build a performance version of the Manta. Right at the introduction of the Manta, the cries for ‘More Power’ were already being heard. Opel also wanted to add a more powerful engine to the Manta to compete against the already popular Capri 2.6L V6. (A fact, which Opel denies to this day.) The task for Opels ‘PEK’ division was to Build, Test and once the Cost Analysis was completed, the order was to ‘Crush the Test Mules’. Version 1. Street: This version was to receive the 2.5L ‘S’ straight six engine, with minimal modifications. To achieve that goal the transmission location was unaltered, with the engine sitting more forward. Two test mules were build to study cost analysis, demonstrate drivability problems, and then be released to the public. Note: All Test Mules were pulled off of Opels line, and started life as SR models. In the USA the SR was the Rallye Manta. Foot Note (a): PEK ‘Produktentwicklung, Erprobung, Konstruction’ Translates: ‘Product Development, Testing and Construction’. Picture Right: The Mule Version 1. Note radiator opening behind the license plate and the huge bulge in the front valance to clear the six cylinder. Harder to see in the picture is the front suspension cross member re-enforcements. Left: Version One, viewed from below on a lift. Clearly showing the standard street versions engine placement. This placement was later duplicated by Nic Heylen of Transeurop. At this angle the suspension cross member re-enforcements are visible, along with a good view of the bulging valance with a well thought out panel that can be removed to service the radiator, or change the oil filter. Also of note are the modifications performed to the oil pan. Seen is the cut to the front sump pan for adequate ground clearance. Harder to see is the space made for the rack and pinion and the sectioning to the rear of the pan. Right: 2.5L S engine under the Manta hood. A pressurized coolant bottle was added to attain the proper coolant level, as the cross flow radiator is mounted low under the valance. Note the Absent Battery. The battery was relocated to the trunk, for better weight distribution. The straight six fits extremely tight under the hood. However no one can argue Opels clean, execution of details. The engine fits perfectly. Version 2. Race: This version was to receive the 2.5L ‘H’ straight six engine, with Racing in mind. This car was to weigh in at 950 Kg. (2090 pounds), have an optional 5 link Commodore rear suspension, and have excellent weight distribution. To achieve that goal the engine and transmission would need to be relocated 200 mm (7 7/8”) to the rear, requiring substantial firewall and transmission tunnel modifications. Opel hoped that they could sell approximately 1000 examples to Motorsport companies and Tuning firms. Opel killed this version early on, due to high costs. No test mule was built. Control Arm to Crossmember Reinforcement Engine Mounting Bracket & Rubber Mount Right: Note the use of a 1.9L Opel GT engine rubber mount. Also note how tight the Rack & Pinion to Oil Pan clearance is. Frame Reinforcements Version 3. Group 2 Racing: This version was to receive a 3.0L Crossflow engine, with he car heavily modified to compete in European Group 2 Racing. Although the experimental 3.0L engine was never built, a test mule was built. The car achieved a 51/49 weight distribution with the engine set back 199 mm, similar to version 2. Most notably are the fender flares which were later adopted by Steinmetz, Irmscher and of course Transeurop-Engineering. As most have already guess, Opel did not pursue production of either version. Note: In the late 80’s Opel did produce a 3.0L 24V dual ram fuel injection engine. The Version 3 racer was Unique and show cased many things to come from Opel. Notable: Version 3 The Fender Flares: Sold by Steinmetz, ( and later by Irmscher ) and use to build the TE2800 in Belgium. The Air Dam: Introduced on the GT/E Manta, in 1974 and 1975, which was made slightly less aggressive. The Door Mirror: Produced specifically for Opel’s by Englemann. One of the most attractive mirrors ever produced, and was sold by Opel through Opel dealerships into the early 90’s. Even through Opel never raced their creation, the knowledge gained helped to start many companies. Companies like Steinmetz, Irmscher, Mantzel, Lenk and others throughout Germany. Steinmetz performance parts were even offered through MORE Opel in the USA. The flares and air dam ‘Live-On”, and are still available, for sale, in the USA to date. Transeurop-Engineering, Zolder Belgium Enter Nic Heylen of Transeurop-Engineering, Zolder, Belgium. In the Fall of 1971 Transeurop, using the knowledge gained at Opel, decided to build their own Super Manta. It took Transeurop 2 years, with Opels help to Build and Test their own mule, and inside of 2 years introduced it to the European Press. By this time Transeurop-Engineering was already an established business, best known for tuning Alfa Romeos. Their expertise, combined with Opels R&D, made the six cylinder Manta a reality. Nic Heylen also had a good relationship with Opel’s Antwerp facility from which all ‘Export Opel Mantas’ were built. Traditionally, Transeurop would have had to purchase a fully assembled Opel Manta, complete with an engine and transmission. Through Antwerp’s ‘Export Division’, Transeurop was able to special order the Manta less the engine, transmission and a number of other items. Note: A automotive Tuner, would normally be required to purchase a complete car for modification or testing purposes, with very few exceptions. This type of ‘special order’ arrangement is highly unusual, even for Opel. Above: The 2.8L, 142 HP Opel Commodore Engine Left: BBS Wheels graced the test car, but were not present on their final product. Transeurop-Engineering’s original test car, as tested by the German Automotive Press. Note the different wheels and paint scheme used on the ‘brochure car’ verses the final product delivered to customers. With Opels blessing, Transeurop was able to special order Mantas through the GM Continental Division. The car was special ordered and built complete with: Doors, Trunk and painted with a full interior, less a few key items. Items that Transeurop did not need, for the conversion, were ‘absent’! These ‘Delete’ items were: Hood, Lower Valance, Radiator Support sheet metal, Engine, Transmission, Front Bumper, Front Rotors, Calipers, Springs and Shocks or Sway Bar, Steering Wheel and no Front Seats. Transeurop was also able to also obtain a completely assembled 2.8L Commodore Engine with Clutch, Manifolds, Twin Carburetors and Transmission. Transeurop also tried to have Opel honor warranties directly through their large dealer network. This however proved to be more than Corporate at Rüsselsheim was willing to allow. As a matter of fact, the special Manta could be built with Opels blessing, as long as Transeurop removed all Opel and Manta emblems from the cars exterior, wheels and interior. Transeurop’s decision was to rename their creation the TE2800 with TE being the abbreviation of their name and 2800 standing for the displacement of the engine. With Opel willing to work with Transeurop regarding the special orders, a schedule was set to deliver 5 Mantas per week for conversion. This ambitious schedule was however never realized. Transeurop now set upon the task to finish the conversions and sell them directly, as well as through Irmscher, and later Steinmetz. Construction of the TE2800 Once Transeurop received the special order Manta from Opel, the real work began. The first task was to install a custom “U” bracket and frame extensions reconnecting the front frame rails. The under side of the upper valance, along with the forward inner grill opening, was trimmed to clearance for a larger custom built radiator. TE 2472 Left: TE 2478 Driver Radiator Bracket Bumper Extension TE 2464 Components required to Connectors reconnect the front frame, mount the radiator and TE 2462 install the front fiberglass Frame ‘U’ Bar TE 2480 Passenger bumper/air dam combo. Bumper Extension The fenders and rear quarter panel openings were enlarged to receive the fiberglass fender extensions, which were fastened to the body using sheet metal screws. Note: Unfortunately the screws were not sealed from behind, and the body quickly rusted at these points. The front suspension was removed to facilitate the installation of the assembled engine/transmission combination. Next the front suspension was readied with larger calipers, rotors, heavier springs and shocks along with a larger diameter front sway bar. The rear suspension received a heavier duty panhard rod along with a larger sway bar, and the battery was relocated to the trunk.
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