. t s 0 E 8 9 1 Inside this issue:

Retrospective: The of

Volume E, Issue 03B Digital Prototype #3B (2016)

Classic Opels: Yesterday and Today

This “prototype” digital newsletter includes an overview of coverage of classic 1964-1975 Opels that was originally offered by Car and Driver , within a context that includes commentary for greater relevance today.

This third edition continues a “retrospective” theme, that originated with “E-Blitz” re-visitation of OMC’s participation in the launch of the 2007 GT, and with coverage of the classic Opels The 2016 Opel GT when they were featured by “Road and Track” magazine. “What’s old, is now new once again!”

(Additional details are at www.opel.com) The original motive came from an observation that while the “Portfolio” paperback references on the Opel GT and Manta are lengthy and offer good value among available publications, they do not include complete coverage of matters of interest or technical necessity (that Opel owners could or now should be aware of).

Presentations are intended to fit within the legal window for critical re-evaluation, which extends protections provided by present-day copyright statutes to educational materials distributed without cost online. (Images now within the Portfolio series were not included).

This format allows a re-visit to lots of writing and “eye-candy” created by teams of automotive industry professionals, which also gives our readers a glimpse of a superior level of quality that a “free” online “E-Blitz” could provide (versus overpriced/content-poor print).

These also allow the Opel Motorsport Club to be better represented online, as a compiler of important information regarding the operation of classic Opels, through a format that is not only more cost-effective but can be more comprehensive and technically accurate (than less-reliable alternative venues such as social media).

It would present a near-impossible, and unaffordable proposition, to try to re-create drive tests of classic roadsters in a near-new condition today. But beyond experiencing aspects of them vicariously, it’s also a visit to the origins of styles of today, where 50-year-old nameplates like Mustang, Challenger, Dart, Camaro, etc., are again featured on brand-new car fleets.

This also “fits” with the theme of the recently-released 2016 Opel GT “Concept Car” now presented for display on the car show circuit. This (4th) Opel GT version (after 1965, 1975, 2007) acknowledges inspiration from prior Opels, all the way back to “red tires” from the 1929 Opel motorcycle!

A bit more about OMC, the E-Blitz and the automotive enthusiast publication market introduces this latest compilation, which starts on the next page.

About the cover Opelclub.com ©2016

An interpretation of a contemporary 1960’s magazine cover design, done as a tribute to the “Car and Driver” artwork of Mr. Gene Butera.

(“Car and Driver” was a Society of Publication Design award winner in 1967) About the E-Blitz (Editorial)

What's an "E-Blitz"?

It's a new OMC prototype that's presently in development.

Within this format, "supplemental" coverage that for various reasons doesn't make it into the print-version OMC Blitz can appear (at minimal, if any, additional cost to the club itself).

Why is there an E-Blitz?

Differing circumstances motivated this document.

The first goal was getting OMC back to a uniform branding 2 situation where a newsletter could be obtained from the official website for the Opel Motorsport Club

(as was done at http://www.opelclub.com exclusively, for years).

It was important to restore that function to resolve a situation where recent publications have been diverted elsewhere.

Another goal was to revisit editorial standards of "old" Blitz issues. This innovation allows OMC to revive long-standing functions of providing information such as tech reviews that Opel owners can rely on (in contrast to other venues, where less-reliable marketing-based messages have been allowed to proliferate).

A related benefit is a better positioning of the image of OMC, 1 through this method of providing standardized sample downloads in front of the “paywall,” (for easier comparison to messages that include mis-characterizations about OMC—which are subject to ’trolling’ tendencies of today’s social media).

Finally, we’re exploring better values for each OMC member’s dollar. Print E-Digital

For example: The prior ‘E-Blitz’ issue cost the club virtually zero, and because it was viewable and printable for free by anyone anywhere, Cost vs. Readership our servers measured over 7,000 views online in its first 7 weeks. OMC Comparison Charts

(Compare that to a print newsletter that costs over $700 per issue, (1) Print-Version Blitz with a known distribution that does not exceed 200 per issue). (Bar on Left) $700+ per issue cost (red) If readership and ‘promotion’ are goals for OMC, implementing 200x Issue Distribution (green) a digital-version ‘E-Blitz’ is inarguably the smartest way to go. (2) ‘E-Blitz’ Digital Version What will happen next? (Bar on Right)

While this document is formatted so pages can be printed using $0.00 per issue cost (red) 7000x issue Distribution (green) any basic computer, at this time any dedicated publication or archival functions will require further technical development (that will have (per www.opelclub.com, web server to be worked out, under the authority of the OMC Webmaster). measurement, for the first 7 weeks after release, per Webmaster) In the meantime, please enjoy OMC’s look at Illustrated to approximate scale “The Opels of Car and Driver” in the following pages.

©2016 Opel Motorsport Club Official Website: http://www.opelclub.com “Road Testing the Road Testers”

At about the “peak” of domestic auto design in June 1969, Car and Driver magazine even “road-tested” its competition.

C&D explained how the late 1940’s enthusiast community arose from a combination of distinct influences: The “rodders” (car racers and customizers and largely based in Southern California) and “sports cars” (smaller performance roadsters imported from Europe).

“Small backlot shops began to spring up in which men were grinding special camshafts and machining exotic intake and exhaust manifolds, and stores were opened where imported headlights, windscreens and steering wheels could be bought for installation on the burgeoning fleet of MG-TC’s, Singers and Rileys,” they wrote about those times.

To serve this market, were started under titles such as: “Speed Age” (1947), “Road and Track” (Billingsley & Brehout, 1947), “Hot Rod” (Petersen, 1948) and “Motor Trend” (Petersen,1949).

Distinctions were made, with Hot Rod becoming the front runner, while Road and Track focused on serving a “clannish Southern California crowd,” and Motor Trend being “a magazine aiming at a more general automotive audience... with an emphasis on road tests of domestic cars and a general potpourri of car news and features.” Imitations and spin-offs also appeared, including “Hop Up” (William Quinn), “Car Craft” (Petersen, 1953) and “Rod and Custom” (Petersen, 1953).

Specialty advertising was split between the hot-rodders or the sports car enthusiasts, until general advertisers representing car manufacturers, tire suppliers and petroleum marketers begrudgingly began to buy into what big agencies then considered niche-interest “buff books” or “nut books.”

Ziff-Davis of New York in 1956 acquired “Sports Car Illustrated,” and upgraded the publication by staffing it with editors, technicians, and advertising sales professionals from Road and Track and similar outlets. That magazine was later re-named “Car and Driver” in 1961.

The largest automotive titles then included:

Road & Track (Bond Publishing) Featuring road tests, race results, auto show reports and technical essays

Hot Rod (Petersen Publishing) Emphasis on high-performance domestic cars and their derivatives

Motor Trend (Petersen Publishing) Emphasis on domestic auto road tests, plus features for the car buyer

Car Craft (Petersen Publishing) “Keyed almost exclusively to drag racing”

Sports Car Graphic (Petersen Publishing) Emphasis on domestic auto road tests, plus features for the car buyer

Within this issue, we are reviewing: Cover Images

Car and Driver (Ziff-Davis Publishing) “The heyday of American Emphasizing “controversial commentary on the entire automotive scene” Auto Magazines” OMC: Yesterday and Today (Editorial)

Reference to materials of the past, is one method of gaining broader perspectives for a better interpretation of the present.

The experiences of “Car and Driver,” with regards to Opels and societies of the past, offer lessons for the world of Opel enthusiasts now and in the future.

What’s explored in the following pages can be seen as a question of “Integrity”.

Former Editors of “Car and Driver” have long admitted they coped with changing markets by promoting themselves through statements of bias or flat-out untruths, and described how that ultimately rebounded on them and affected their ability to continue their own publication. In the most notable scenario, “Car and Driver” printed performance-test results that were rigged by the Opel GT Club Digital Publication publicists for cars they were reviewing. The results were that self-interests of “hustler/flipper” types like self-promoters and marketers eclipsed the interests Cover Image of the car-buying public (who didn’t get what they were told they were paying for). c/o Opelgtclub.nl

The Opel world has experienced similar episodes, dating back to when GM marketed an “ Opel” and then began to discontinue dealer offerings of some product inventories for classic Opels in the late 1970s. A void was created which left venues open for marketplace abuse. There were memorable occurrences such as other Opel Clubs that accepted member’s monies then didn’t deliver what they promised, and where bogus claims from questionable “big-talker” style product sellers were allowed to go unchallenged.

It was these situations that directly led to the formulation of OMC’s By-Laws and its mission in 1980, as a non-commercial operation to be operated under a collaborative oversight by a team of its officers.

OMC’s stated responsibility was provision of newsletters, and over time these accumulated into personal libraries that were available to the hands of OMC’s members. One value of OMC’s responsible & fact-checked reporting was not only that it corrected outdated service manuals (or inaccurate opinions found in places online), but it also helped OMC members avoid getting misled, or worst-case, totally scammed on their car. Editing issues the “hard way,” with a rigid pursuit for accuracy (above a favoring of others’ self-interests), helped result in OMC’s growth. As one club President remarked “I have been impressed with the quality of people that are involved with OMC. Most everyone I have had dealings with are people of integrity.”

Having created a reliable and successful venue, OMC then became a target for the less-responsible.

OMC’s long-time Editor John Seaman described incidents where a marketer approached us for endorsements within our newsletter pages (including a solicitation for tens of thousands of dollars), while simultaneously criticizing OMC’s members and activities. Rather than allow OMC to be treated like that, Editor John boldly reported the activity then drew a line at providing “underhanded business tactics such as free advertising.”

OMC Editors continued to prioritize interests of members & Opel owners by printing advertising disclaimers, investigating member complaints with Opel service providers, and exposing shady sales practices that were more about making statements fabricated to lure owner’s money (rather than do what was best for their Opels). Contemporary accounts also noted inappropriate activities by visitors at club functions, with a statement praising OMC’s emphasis on the “quality” of its members (over that of a strict pursuit of “quantity”).

Now 36 years later, with this tribute to “Car and Driver” and its reviews of Opels, it may also be time to ask: “Can OMC’s officers uphold a legacy that built this ‘brand,’ by maintaining the prominence and prestige that was earned over many years by former officers and members, by prioritizing our acts for ‘Integrity’ ”?

©2016 Opel Motorsport Club Official Website: http://www.opelclub.com “Fifty Years with Car and Driver” is the title of a lengthy tribute that was compiled by former Section Editor Marty Padgett, as an exploration of the eras and approaches of C&D’s editorial direction.

The cars of the 1960’s were without rival when muscle-car madness was at its peak, with engines “crammed under the hoods of dream machines that captured the essence of rebellion: unbridled power unfettered by regulation or control.” There to capture it, and to spin it all into GTO “Test” (1964) unforgettable words and pictures, were the staffers of Car and Driver.

Their tactics were to fuel the magazine with outrageous commentary, and bawdy road tests of some of the most powerful cars ever built. C&D initially conspired with Pontiac’s Ad man Jim Wangers to help launch the 1964 GTO option package with a road test which positioned the car (alongside a Ferrari GTO) as a historic street performer.

This was a classic hustle, as the tested GTO was a “ringer” fitted with a 421ci “Royal Bobcat” engine from a Catalina, that could not be ordered by the car-buying public. The technical measurements of the car’s acceleration (said to be 0-to100 in 11.8 seconds on the cover page) “weren’t carefully obtained.” This fit a writing style that “changed from casual observation and clinical descriptions to a wilder, freer-flowing tone inspired by Tom Wolfe.”

Reference to the author of “The Kandy-Kolored Tangerine-Flake Streamline Girls in Cars (1965) Baby” represented a consideration that “he may be our only truly contemporary writer, in that both his style and his subject always reflect what’s really happening out there—we are a nutty, amusing, ragtag kind of a country and he has an uncanny knack for catching us at our silliest and most pretentious moments.” While this approach was said to have given established car enthusiasts fits, it did result in improved C&D circulation figures.

This slant was expanded, as editors took to the page to state opinions on cars and wider car-related aspects of the greater society, and revamped the letters columns for an acerbic give-and-take with their readers. (There was a notable absence of a reported responses from GTO buyers, who undoubtedly felt cheated when they discovered their premium-priced factory hot-rod wasn’t quite the quickest item on the road that they paid for). Comparisons (1968) Then C&D hired David Yates, who later wrote: “We were the first magazine ever to do comparison tests... and lost all kinds of advertising. No one had ever said, ‘This car’s better than that car.’ It rattled the industry.” (Note:Their“assassination” of the 1968 Opel Kadett Wagon is re-visited here).

Ultimately, however, C&D also witnessed the great decline of the domestic industry. Mandated horsepower restrictions, big bumpers and gas-frugal engines, ended their glory days, as there were too few cars now worthy of promotion. The 1976 Chevette was titled “The most important car Detroit has ever built.” Discouraged writers & editors soon deserted C&D after mere months-long stints.

The great lesson here may be how C&D’s emphasis on self-promotion ultimately cost them credibility, and for a time threatened their own organization. (There’s an overt parallel here to some recent Opel club reporting, which is addressed in a separate editorial). Insurance Squeeze (1970) The Kadett Years (1964-1968)

Car and Driver was in a position to observe the explosive growth of the Opel line that started with the 1964 introduction of the Kadett-A model series.

It’s worth the reminder that at one point, Opels became the #2 selling imported cars in the USA (topped only by ).

“Kadett 1.0L” (May 1964)

“The Soul of Orthodoxy” in its drivetrain configuration, it was said nonetheless to be a “sturdy little unit.”

Three versions were noted: A , a sport coupe (a notchback with a minor roof curve), and a wagon.

Powered by a 54hp 1.0 liter engine (the “sports” model), and a long 3.89 axle ratio, the earliest Kadett mostly benefitted by its curb weight of only 1500 lbs.

Praise was given for its suspension design, road grip and “ride” although the rack and pinion unit kicked back road shocks through the steering wheel.

Top speed was estimated at about 80mph, with fuel mileage of 31-35mpg verified by its “dead accurate” horizontal-thermometer type speedometer/odometer.

While visibility from the interior was praised, the seat design was criticized for its bolt-upright stance and insufficient legroom for a six-footer.

Benefits of Buick’s wide service network were also noted (relative to other import makes), for a line that C&D concluded were “fundamental utility cars”.

Was it the boxy body styling, or the beach-trip cargo capacity, 0-60 MPH = “Eventually” that led C&D to label the 1964 Opels as “utility” cars? “Kadett 1.1L ” (April 1966)

This road test opened with a now-familiar tale of woe.

The prior 1950’s Opels, it was said, deserved better treatment than what was said to have occurred at service and sales departments of Buick dealers.

A capsule description of the Opel was that it was an “attempt to create an American shape on a short European wheelbase,” that was also “mechanically rugged and left some reasonably pleasant impressions…”

It “strong Detroit flavor” was “reminiscent of the Chevy II” with color-keyed combinations that were “traceable” to the USA.

In traffic, shifting was a real source of delight, with gutsy gear throws and outstanding acceleration experienced off-the-line.

Extremely tight steering allowed a “cut and shoot” approach from lane to lane, which led to consideration of a “certain personality” of its drivetrain.

C&D also noted that other drivers craned their necks to get a look at their test car “fastback version” wherever they took it.

But choppiness and noise felt on uneven roads and extended drives resulted in a conclusion by C&D that the fast-selling 1966 Kadett was best used as a suburban grocery-getter.

Various accessories, including exterior dress-up options, were also advertised in 1966-1967.

“1967 Kadett Rallye” (June 1967)

C&D tried to take the Kadett Rallye at its name, but when they asked Buick if they could take the updated Kadett on an actual road rally, they were told “no”. "We don't know if its suitable for rallies or not... it probably is, but Buick wasn't about to let us find out."

Regardless, they generally liked the upgraded Rallye package, including an engine that put out 7 more horses, wider rims, and a trim package that featured body stripes, wood-replica steering wheel, underdash gauge panel and rally lights up front, along with “the classiest flat-black on silver or red paint job that the police will ever see.” But: “the car has enough spunk and guts to justify the gimmicks..."

"Markedly improved" (over the 1966 model), it was well-engineered and only a bit hoppy when driven “...Its sensitivity and road feel are among to the limit. They tested it at 0-60 in 13.5 seconds the best we have encountered on any car, (vs. 17 seconds in the prior version), and noted regardless of price..." Car and Driver, 1967 improvements such as power-assisted braking with front discs. Another likely contributor to its handling was a change of rear suspension design from leaf springs to coil springs, which converted the back end to a "live axle" type design. “It’s handling is dead neutral well into the high-speed range…”

“As for the steering, its sensitivity and road feel are among the best we have encountered on any car, regardless of price..." High praise indeed, from C&D.

Notes:

The Kadett suspension design, starting with chassis #32-1239547, soon made it into Rallye Interior and Accessory Gauge Panel views the Opel GT when it was released the next year.

The 1967 Kadett Rallye was in fact raced in Europe, including at the famed Monte Carlo rally.

Unfortunately, solid examples of this particular model are now hard to find and availability of some of the unique parts for this model can also be quite limited, so attempts at restoration would now be a real challenge.

“Live Axle” w/Sway Bar

Car and Driver and the 1968 Opel Kadett

Car and Driver went through a few Editors in their glory days of the mid-to-late 1960’s and early 1970’s.

C&D’s Editor-at-Large Patrick Bedard took his post in late 1967, just in time for one of the most controversial road tests ever put out by any magazine: The 1968 Opel Kadett Wagon.

Said to be more of a hit piece than a review, his account is:

“Leon Mandel had just moved into the editor-in-chief’s chair. Our address was One Park Avenue, New York, New York. New journalism was dawning. Tom Wolfe was the print media’s sensation. Mandel was passionate: ‘Car and Driver’ is the best f- magazine in the world...it just happens to be about cars..”

“To get the world to notice us, he decided to kill a car. The cringing Opel was handy. The hit man was Cook Neilson.”

“We got noticed, all right. cancelled all of its advertising in all Ziff-Davis magazines (‘Modern Bride’ even lost Frigidaire, a General Motors division then). Honeywell, involved somehow, dropped its ads in Popular Photography.” “Collateral damage was everywhere, and we staffers at Car and Driver had to suffer snubs from the innocent victims as we walked the halls of One Park. We didn't care. We were hot.”

From there, more brickbats were to be tossed and more mutual admiration would be doled out in years to come. C&D itself seemed to be making amends to GM by the time it chose the Opel GT for one of its next projects in 1970.

“1968 Opel Kadett Rallye”

In early 1968, Car and Driver featured a series of “mini-reviews” of cars then offered at dealerships.

The Kadett Wagon “assassination” was startling, in part, because just the prior month the Rallye 1.9L version had been evaluated so complimentary.

C&D then wrote: "There are very few small sedans that offer as much as the GM Rallye Kadett. It's a sleeper.”

“Visually, the car is little more than a standard Opel Kadett (which looks like a scaled-down version of General Motors A-body coupe) with a couple of racing stripes, fog lights and fancy wheels - standard dress-up features that usually mean little in terms of improved performance. In this case, the trim changes are for real and identify a model with a completely different character than of its tamer brethrens."

"The Rallye is a sensitive, gutsy little box that - believe it or not - really would stand a chance in a European rally. Handling is almost completely neutral up into high-speed ranges (where the rear end gives up first), steering is direct and precise with just the right amount of road feel to let you know what is happening, and the power-assisted drum brakes are the best we have ever tested on a standard production line sedan - being very responsive, and maintaining directional stability throughout our series of 80-0 mph panic stops." “Opel Kadett L Station Wagon” (Feb 1968)

The actual text of the "assassination" was as overblown as it was mistaken in many ways. In prior reporting, C&D acknowledged that the Opel wagon was a "utility" vehicle, and just the prior month it had praised the '68 Rallye in a 'mini-review'. Furthermore, the model tested was equipped with the 1.5L (80HP) engine, rather than the top-of-the-line 1.9L (102HP), so mention of limited on-the-road performance was based more on a selection from available lower-priced options rather than a true evaluation of the potential of the vehicle design.

Nonetheless, the Opel wagon was there and so it became fair game.

The 1968 Opel wagon is "an absolutely terrifying automobile. Not terrifying because it's so bad, but because it looms evil-filled as the car we'll all be driving a few years from now" C&D stated. "It stands for nothing, affirms nothing, suggests nothing," C&D’s evaluation of the yet C&D also noted it as selling as the 2nd most popular import in the then-new 1968 Kadett wagon, was amongst the background country (in part due to support from a 'massive advertising campaign'). of an automotive junkyard!

C&D complained the 1968 Opel wagon was a totally bland car and was a true bore. They cited poor performance from the 1.5L engine, including criticism of its ignition advance curve, operation that was noisy, and difficulties accelerating to 80mph. The suspension was also faulted, where "one end does one thing, and the other end does something else,” and when stopping "slam on the brakes and the rear drums lock up instantly."

While the rest of the drivetrain like the clutch and transmission garnered praise, interior features such as the seatback stance, a "Greyhound bus-like" steering wheel , and even the ashtray Kadett Distributor placement were targeted for particular attention. Vacuum curves graphed, above

"It's an electric car without batteries, a paragon of Naderian virtue, a standard of ineptitude by which all other inept cars The 1.5L engine was an will be measured." underperformer due to its smaller pistons and valves, "And on and on. It's a never-ending stream of the third-rate relative to the 1.9. and the underdone, a rolling potpourri of mediocrity. Small, 1.5 heads have been fit onto cheap, bland, slow, evilly configured, designed to fulfill all some 1.9 blocks, which raises the government standards without fulfilling any of the compression due to their enthusiasts'...The men who built the very fine Opel Rallye narrower combustion chambers. They are identifiable by Kadett, a car we loved, appear to have surrendered. a marking on the driver’s side. (Yet) The Opel is the car of tomorrow. Haddon help us."

(A more measured evaluation of the 1968 Opel Kadett Wagon appeared in the June 1968 issue of Road & Track, and they rated a 1.5L model in the middle of the pack amongst other comparable imported wagons).

Later Editor Gordon Jenkins reflected:

“This loony bin has been led by editors who photographed the 1968 Opel in a junkyard…(is this) the accomplishment of Pulitzer Prize winners? Is this what schools of journalism espouse to be qualifications for scaling the heights of publishing? Where is the guidebook on how to rent the right editor for Car and Driver? Is there no manual to help us avoid making the same mistake again and again?

Goring the Oxen Car and Driver's pursuit of sacred cattle, didn't start and end with their mistreatment of the 1968 Opel Kadett.

This was just part of their desire to spend some of their "enlightened" senses more thoroughly examining the place of the car within the greater society.

C&D didn't just go after the regulators, or the “Not So GT 350” providers of underpowered vehicles. They also besmirched the legendary Shelby Name for “I know you posed in your knickers for its 1969 GT350 Mustang , which they photographs, Leon, but I didn’t know you were de-listed from the C&D ratings and buyer's guides. leading a movement to return to the old days Mr. Shelby responded to the slight with a factual when a rain-in-the-face, teeth-jarring, hard-ass account, and a period-correct humorous reference. ride was considered to be the mark of a real Another notable feature within some contemporary sports car. However, after the hatchet job Car and Driver reporting, for example, was an did on the GT350 convertible in implied understanding of some of its coined lingo. your February issue, I am beginning to wonder.” "Naderisms," such as “naderian virtue,” likely read as nonsense to anyone born after 1970, are references “We don’t build cars for museums, Leon, to the author of 1965's "Unsafe at any Speed," we build what we think car enthusiasts (your self-described consumer advocate Ralph Nader. readers) want. And, I believe the 1969 Shelbys

The underlying context is anger at how government do the job better than anything we have done mandated performance restrictions and safety equipment yet. Where else can you buy a setup with style, helped destroy much of what was fun from domestic autos comfort, safety and performance, all in one when they were implemented in the early-to-mid 1970's. package, that is actually fun to drive on American roads?” Nader had more to say on the subject, and he also referenced car magazines. He cautioned that their “Now maybe Brock Yates doesn’t agree performance results and advocacy of selected models with this. Maybe he knows more about cars couldn’t be taken at their word, because of the financial and what people want than I do. That’s fine influences within their business models (which were if he thinks so and you want to print it.” dependent on cooperation with manufacturers and accessory vendors). Or, as another reviewer put it: “But that is no reason for you to leave the “Car magazines (and others) depend on advertising Shelby GT 350 and GT 500 models completely to survive, so they can't freely criticize automobiles. out of your 1969 Yearbook and Buyers’ Guide, People were (being) kept ignorant about the products which you said would be ‘The most they bought. [Has that changed?]” comprehensive annual ever offered to Then, it seems, C&D helped make his point, by new car buyers and enthusiasts’.” repeatedly re-examining the financial underpinnings of the very same business they themselves were living in. “And it sure as hell is no reason to drop Shelby cars from your Readers’ Choice poll for Sports and GT cars. After all, if you are going to tell it like it is, Leon, tell it all.”

Carroll Shelby (May 1969)

P.S. Yates will probably put down my Texas Chili too, because we haven’t found an emission control device yet, and it tends 1969 Shelby GT350 to cause air pollution. Exhaust ports, located under gas filler! "California Dreaming" (March 1968)

This article's subtitle kinda says it all: "That existential limbo of freeways where each man sets out each day in search of western-style individualism only to find himself in a sheep stampede with no beginning and no apparent end"

One of C&D's early ventures into "New Journalism," this piece shared the same time and place (and attempts the same style) as some of the contemporary writings of author Joan Didion. New Journalism was described in part, as use of literary techniques with an emphasis on subjective experiences of the writer, so that articles of written journalism read more like a novel.

The freeway system of Los Angeles was compared to a World's Fair exhibit, except that congestion made it a "Futurama in Turmoil." Drives were broken down in two rigid categories: The one-hour trip that could reach everywhere in the LA area, and the half-hour trip, which was the minimum required to get anywhere.

A book "Megapolis Unbound" was quoted, saying that the California-style quest for ultimate personal mobility would lead to absolute immobility. This correlated how the number of automobiles in Southern California was growing at triple the pace of the population, and five times the growth in highway construction. So far, so good.

These apocalyptic observations didn't lead to any proposed solutions, instead it shifted to discussions of the history of a local automotive speed equipment industry.

Interpretive illustrations Economic links between men and how their cars were seen, also accompanied this article. was considered the last bastion of the rugged individualism of the old West, and an antithesis to lifestyles seen in Cactus? Mesoamericans? Bird deity? Hmmm... pedestrian-oriented places like metropolitan New York. What influences do you see here?

The "California dream" as transmitted by Hot Rod magazine, was that automobiles are clean, masculine American fun, and that "by keeping his hair cut and the ignition advance correct, every youth from Bangor, Maine to Astoria, Oregon can somehow find happiness behind the steering wheel." Standing beside the guy who shoehorned a blown 392 Chrysler into a wrecked Hudson Super Jet is "a groovy blonde chick that proves building the right machinery pays off. Paradise found."

So, the author’s grand overt intentions, devolved into another mere exercise, of “writing what you know.” Tom Wolfe’s unique stylings and status were safe, at least for a while, from the forays of Mr. Yates. (You can also notice, how an overt marketing angle found itself worked in).

C&D wrapped it up, by warning that LA could somehow muddle through crises involving interrupted communications or electric power or even a great earthquake, but if the automobiles were for some reason taken away it would shrivel up and die. We are cautioned: "Don't laugh, it could happen."

"The Advertising Underground" (Jan 1969)

Car and Driver continued its philosophical self-examination, with its observations of a paradox, where car advertising emphasized image, status, sex appeal and ego gratification, but didn't talk as much about the cars themselves.

Rare exceptions were noted, which were attributed to heretical works from rebels of an "advertising underground."

Found in windowless cubbyholes, these insurgents could be spotted by the presence of desktop bric-a-brac and photographs of actual cars.

They were brought in when the ad agencies decided to create special pieces for the "enthusiast" market, and put some "nuts" on the payroll who spoke their language.

Chevy started touting the independent rear suspension on the Corvette, Pontiac retitled its GTO as "The Great One," and appropriated wild, fire-belching cartoons (that became an art fad among many kids). VW had been there first, telling it like it was, in Beetle ads for years.

"The ultimate gimmick, turned out to be the truth."

This caused problems. Automotive manufacturers received a letter from the feds, cautioning a use of terms like "Banzai" would be considered implied performance in their ad copy.

Ultimately, street-beast engines of over 400 horsepower were down-rated in official releases, to keep everyone happy.

Truth and lies were C&D’s battlezone, back in 1969.

"Nightmares of a Catalog Writer" (April 1971)

A C&D masterpiece, a couple selections are excerpted here. “Preview Test: Opel GT” (December 1968)

C&D's initial look at the new Opel GT was prefaced with asides at how GM was planning to build its own fleet of minicars to compete with numerous imports. Up to then, they considered Opels as fairly straightforward models, but their look at the earliest GT led them to label it a "teeny bopper Corvette" for the "Polaroid Swinger, Pepsi generation."

Like others, they complimented interior and controls, while noting the body had been significantly transformed from its prior 1965 show car incarnation. But C&D's initial driving tests were doomed, as they were supplied with only the basic 1100cc engine model. Their observations Above and Below: “Aero GT” concept car of insufficient acceleration, issues with gear shifting, Frankfurt Auto Show, 1969 and an understeer based on a weight bias, really didn't apply to the over 90% of models that were actually Photos of the Opel GT’s reviewed in these delivered to buyers with the upgraded 1900cc engine. articles appear in Brooklands’ “Portfolio” (Was this a little “payback” from the folks at GM?) publication, and are not reproduced here.

“Opel GT 1.9” (September 1969) This review has been widely circulated, through Brooklands' Portfolio series on the Opel GT. It opened with some odd speculation that the GT was the result of a marketing plan designed by a computer (not so), and continued on a path that extended criticisms of their experiences with the drivetrain of the 1968 Kadett (although the GT had a 1.9, not the 1.5 that was previously tested, and used a differently-design carburetor as well).

Their critique extended to its handling, where the rack and pinion steering was found to be light and lively, the suspension response indicated a clear need for front and rear sway bars for handling.

Aside from those aspects, they rated most of the rest of the GT with superlatives, and they could not praise enough its appearances of the exterior and interior. "Once inside the cockpit you could easily believe you were in a Lamborghini, or a Corvette or even an Apollo capsule.."

C&D concluded about the Opel GT: "The potential is there. The styling package alone puts it a light-year ahead of most of its competitors. With an engine transplant and some serious chassis tuning, there is no reason that the Opel GT couldn't be every bit as desirable in the medium-priced sports car world as the 124..." (High praise? We're not sure about that). "The Emotional Technocracy" (Dec 1969)

On the occasion of reporting from what Car and Driver understatedly bannered "The Greatest Show on Earth" (also known as the 1969 Frankfurt Auto show), C&D examined some of the economic circumstances and class distinctions that they saw existing at that time within the German automotive community.

As one of their "Big 5" (alongside VW, Mercedes, BMW and overseas Ford), some contemporary details help explain some design and market factors that underlaid Opel's rise to the #1 sales position within Germany (by 1973).

German class consciousness meant that the choice of car that is driven defined one's place in the social pecking order.

Germans also wanted the capability for speed, and Opel Main Factory, 1960’s Photo “didn't mind a little rumble and grinding” to get there, as it kept them in touch with the "souls" of their vehicles. "Ardent drivers, they like to feel their automobiles, and noise feeds this sense."

Overseas interactions with this market required some cultural accommodations. Consider what occurred after General Motors originally acquired Opel in 1929.

"Imagine GM's surprise after having bought it to find there was no system of interchangeable parts." As Germany’s largest seller of low-priced cars: "When an Opel dealer repaired a car he either made the parts in his own machine shop or had to hand-fit the factory's parts."

Postwar revival of the German factories fed renewed auto Auto Show Display, 1960’s Photo demands, and the growth of its export vehicle sector helped Germany become the world's second largest trade power by the mid-1960's. At home however, it was said that "every German, however he denies it, secretly aspires to owning a Mercedes, both for what it is as an automobile… and for its matchless prestige."

In comparison, in 1969, the Opels primarily offered only conventional rear-drive products, which were seen as a technical backwater. The competitor for the Mercedes market, Opel's top-of-the-line Diplomat V8, was equipped with a non-native Chevy 327. Opels' Detroit-inspired styling also compounded this feeling of a continuing cultural imperialism.

Limitations may have been what motivated Opels to change.

The average Opel worker earned about the equivalent of a $3000 annual salary, and couldn't afford much more outside the price class of a VW or Fiat 500. Import model stickers were inflated due to tariff barriers. Even if he could manage the cash, a shortage of supply of Mercedes meant waits of up to a year for a new model, and similar waits for BMW as well.

These accounts may bear the seeds of why Opels evolved into better cars so rapidly from 1965 through 1972; If Opel's workers wanted to drive a better German car, they may have had to make them for themselves (and find a way to sell more of them to others, at the same time).

“J Edgar Opel” (July 1970 & August 1970)

Car and Driver picked an Opel GT for its project car, because they said it had "potential." This was in spite some of the unkind things they had said about Opels, because "if you start with one that could use a little help, with only average luck and an engineering degree you can be a real hero."

They wanted to explore questions, like: "what happens if you put on fat tires," "what happens if you add a rear anti-sway bar," "what happens if you stick on a spoiler," and "what happens if you blueprint an engine?"

Acknowledging professional nepotism they consulted Jack Cowell, a former C&D typist, who had since become a sales manager of "Competition Research" in New York, to look for a few extra horsepower. They got up to 100hp after some mild cylinder head porting, piston replacements and installation of an exhaust header. For emissions compliance, they didn't enlarge valve sizes, C&D’s Part Upgrades carburetor jetting, or improve distributor response. Header C&D admitted the engine upgrades were overshadowed by the Sway Bars Lowering Springs suspension tuning. Disappointed by Buick dealers (who Wheels wouldn't take orders for sway bars listed on overseas parts books + Limited Slip Rear Axle for factory Opels), C&D commissioned a "crude" set of bars instead from Michael Andrews’ "Super-O" of California (which turned out to have some design and fitment issues). The suspension was also lowered about an inch front and rear.

This were complimented with 15" Minilite style rims, however they noted that the 7" width and offset that they chose required them to install wheel spacers and pound the inner fenderwells with a hammer for adequate fitment. Finally they modified the rear axle from 3.44 to a limited slip design at an 4.22 ratio.

The results were stated in the second half of this article series. Sport Spring Illustrations J Edgar Opel, as they renamed it, ran the quarter mile in “More Opel” catalog (1972) 16.8 seconds at 81.3mph (gaining .6 seconds and 1.6mph). On the skidpad it pulled 0.77G lateral, which was up among the very best street cars. (“At the time it was nothing less than a religious revelation—it would take hard 90-degree turns at 40MPH with barely a trace of body lean...J Edgar Opel was like a mystical experience for me” said a later owner of this car.)

C&D learned other lessons, which are still quite applicable today. They didn't get what they expected from part suppliers and service technicians, for reasons of unfamiliarity with the Opel and because certain instructions weren't communicated upfront (which was when things went wrong, in different ways). Wrote C&D: "The moral is obvious - don't assume anything."

This was what they considered the indispensible part of assembling their project car: "The experience gained in building it." “Comparison Test” (April 1973) C&D placed an Opel GT third in a pack of 8, just behind a Fiat Spider and a Triumph GT6, based on an evaluation within a group of factory-equipped roadsters on the track at Ontario Motor Speedway.

In some measures they rated the Opel GT the best of the group, largely based on its precise steering and solid construction, which benefitted handling on the transients and lifts on the corners.

Other compliments were extended to its 30-50mph acceleration, top speed at 102mph, and positioning of the seat, steering wheel, and other interior items. "That friendly relationship with the controls makes the Opel easy to get along with on the street… and more importantly, it offers an excellent chance at winning on the track."

But within these compliments, there was a serious caution included:

"...More than any other car, the Opel's blend of strengths tightly matched the demands of Ontario's 3.23 mile road course. However, the car has problems because of suspension geometry that will likely be critical elsewhere. On the skidpad, the Opel generates 0.87G in left turns...but only 0.79G to the right...there Handling (and the Skidpad) is under-steer in both directions, but asymmetries in the chassis are such that cornering power is less in Car & Driver explained it best: right turns.” An asymmetry in the GT chassis, caused an unbalanced response on the skidpad

(An asymmetrical anti-sway bar “Since the high-speed sections at Ontario are is required for a correction) primarily left-hand turns, the Opel can use its high cornering ability in that one direction to great advantage.”

“Right turns, on the other hand, demand a special technique...that is a critical weakness, because races are run in a clockwise direction and there are usually 360 more degrees of turning to the right. The Opel will not turn out to be so competitive at primarily right-turn tracks like Lime Rock..."

This complication was also noted by rival "Road & Track" magazine, and it was blamed on the lack of anti-sway bars (on the export version of the Opel GT). C&D went further, however, and their tests explained why a "crude/straight" type aftermarket anti-sway bar still left them with handling issues on their earlier "J Edgar" project Opel GT. Because of the underlying side-to-side chassis asymmetry, an asymmetrical anti-sway bar is required to correct this issue.

“Opel 1900 (Manta) Rallye” Road Test (March 1971)

C&D coined a new term for what they saw as a new breed of inexpensive cars that provided more roadability than cheap imports of the past, but not quite the experience of grand touring cars either. They labeled then "Super Coupes," and amongst them were the Ford/Mercury Capri, the Fiat 124, the Vega, and now the .

"After years of building ersatz Detroit Gleamobiles, Opel has finally screwed together a real German car. It offers contemporary performance without excess so that driving pleasure comes from experience - not just imagination."

Just in time for the tail end of the peak of the Musclecar era, C&D shifted its reader's attention by claiming the little cars were "a whole lot more satisfying and less frustrating than the pavement rippers," by citing their ability to perform on-the-road stunts with "Super Coupe Comparison less fuel expense, insurance cost, and police attention. At the time Test" (Dec 1971) of the Chevelle 454, they did have a point, and the Opel 1900 Series (later renamed the Manta/Ascona/Wagon) had just C&D wanted to do more than a made it into Buick showrooms (about 6 months after their road test of the "Super Coupe" European debut). labeled cars, so they set up a three-day multi-venue evaluation, Variations of the Rallye over the standard model were noted: including a skid pad/dragstrip, Taller 3.67 axle ratio, stiffer rear shocks, interior accessory gauge panel, a Long Island road trip, and exterior fog lights, body striping and a matte black painted hood. a five-lapper at Bridgehampton There were some issues common to the design, such as water getting race course. Their rationale was in around the side windows, and a radio and shifter that required a reach. that these cars were not purchased to be "family sedans," but to be Beyond those features, they also cited a ‘fun’ factor, drivers, and their $2500 price in terms of its steering and suspension: class was "as right for the times as "It sticks to the pavement like lint to a navy blue blazer." the Mustang was in 1964."

Although the detuned engine As just one out of six, the Opel lost 12hp from a swap to lower didn't receive a lot of page space. compression pistons, the car's However, it was considered to be handling advantages still made the best car in this new class. it a challenge to keep up with "Uncommonly engineered for its (on mountain roads, in particular). price," "the Teutonic automotive know-how is still there," "the ride C&D recommended the Rallye, is well controlled and the car concluding "it's enough to change never floats or wallows… it's reassuring and we like it that way” your opinion of Buick dealers."

"The Opel has a high greenhouse: lots of glass. It's bright and airy inside and you have control tower visibility… the seat is high and softly padded and almost perfect in profile for all our drivers.." and so on, said this review.

"Showroom Stock Sedans: The Nine Cars on the Track" (May 1972)

This article began with an explanation of the rules of the SCCA's newest competition class: It was limited to cars that were equipped as they came off the showroom floor, plus $500. for only a few safety upgrades (but no performance options) that were allowed. To prevent cheating participating racers received an option to purchase the winning car after each race, for a small premium above its list price.

Here, C&D gave a "preview" of the season's winners, based on their own evaluations of the nine cars: Vega, Datsun 510, Dodge Colt, Ford Pinto, Fiat 124S, Opel 1900, 12, Toyota Corona, VW Super Beetle, and the Austin Morris Marina.

The Opel 1900(Manta) received a page of coverage. "The Opel is a clear winner and it won big (in test "The Hole Card Opel" (Nov 1972) lapping)...and not only is it the quickest car but it's also the most silent and luxurious for street driving A short introduction to a small fleet of cars as well." While noting the model tested was not that C&D was racing in the "Showroom the Rallye model, so it had 3.44 ratio rear axle Stock" class, described their "Project Reader gears and a gauge panel without a tachometer, Beater Pinto," "Spirit of Tom Matte" Dodge the reviews were full of superlatives. Colt, and "The Hole Card Opel," with columns that followed: "The 1900 is one of those cars that makes a middle- of-the-pack duffer feel like a pilot of consummate "The Sports Car Club of America has decided skill. All of the Opel's advantage can be attributed that the Opel 1900 Coupe is such an overdog to superb handling and ease of driving...It tied with in SS/Sedan competition that it's banned from the Vega for best performance on the skidpad at the class after January 1, 1973. In its place the 0.75G lateral...The Opel is fast primarily because it SCCA had installed the Model 51 - a two door doesn't grind off its speed while cornering and sedan version of the Opel 1900. The sedan is because it's exceedingly manageable." 1.2 inches taller than the coupe and has a more More measured comments followed: "The 1900's vertical windshield and a blunter front end." chassis set-up is so good that it doesn't need much (Note: This refers to the "Ascona" sedan, power to get around fast...which is a good thing replacing the sloped-roof "Manta" style).” because it doesn't have much...Overall, acceleration performance in the 30 through 90 range, (was) third "The SCCA hopes the associated increase in best (in the tested group)." C&D concluded here: aerodynamic drag and higher center of gravity The Opels are going to be tough. It will take a helluva will be sufficient to make the Opel a more driver, or some sneaky wrenching to beat them." even competitor. But the sedan is not without its advantages.”

“It's lighter by approximately 50 lbs. and features all the chassis hardware that makes the coupe such a capable racer. That means front and rear anti-sway bars, precise rack- and-pinion steering, power-assisted brakes and good weight distribution. At the hands of a capable driver, any Opel is hard to beat." "In reply to Don Sherman's Car and Driver Market Place regarding modifications to an Offy engine so that it will appear to be a Showroom Stock Sedan Opel engine, please be advised that this can be accomplished thru hitherto unknown optical principles.

Our firm has a special preparation (liquid form) which when sprayed on creates an optical illusion. Here is my guide for preparation All we need to know is the original of the Opel (see drawing). and desired transformation. “As you can see, none of the For the future our R and D components connote speed - which is department is working on an very important, in lieu of the popular extraordinary development "Isky equipped" type of decal, you which will not only perform the might consider a Wisconsin Dells or optical illusion but also Malvern Caverns bumper sticker a reduction in physical dimensions, (not shown). A Slim Lemert in '64 i.e. a locomotive engine will campaign sticker is very desirable - appear to be the same size as if you can find one - and would draw an automobile engine - knowing nods from cognoscenti. any size, any make.” Attention to detail is important. W. J. B. (Skaneateles, CA) Use the four-door - no one else will

Reply: "How about an Electro-Motive and besides, it only has two head- 12-567 into a 360? - Ed lights. Buy a set of tires made in Rumania that are one size narrower “It came to my attention while reading than stock. Don't forget the porta Car and Driver Classifieds in the walls. October issue that Sherman was in Register your car somewhere like need of our fast-selling Offy Cosmetic kit no. 3. Indiana so that you'll only have to The Offy Cosmetic Kit no. 3 is use one license plate - freeing the guaranteed to make your Offy engine front spot for an awe-in-spring club look like an Opel 4-cylinder engine or plate. your money back! The complete selling Most of the items depicted are right price is only $59.99 plus $5.92 for out of the Warshawsky catalogue.” postage and handling.” Kevin M. (New York, NY) Craig E. S., J.C. Witless (Kent, Ohio) Reply: "Also avaible from J.C. Witless" "Plus tax & your recappable engine"

"Adios: Number O Opel" (November 1973)

Opening with a lengthy and poetic account, of how a Pinto pinned their racer into a light blue guardrail at Watkins Glen Raceway, C&D concluded:

"Nothing, it seems, can kill this 1972 Opel..."

It was an Ascona sedan that was winning in the Showroom Stock events, so much so that at one point a competitor demanded a tear-down to be assured the car was fully compliant with the rules. "...(It) became a full-fledged, drag-out-the-shop-manuals, all-night protest. But, after tearing apart everything from the engine to the rear axle, the tech inspectors were satisfied that our Opel was legal..."

The Ascona was so tough, that after both left wheels were bent, the doors were stuck shut, and the paint was smeared with a blue line from bumper to bumper, that it still finished second and was driven 300 miles back home on the very next day.

Its record to that point was seven wins in 13 races, with only two DNF (did not finish) - one occurring when another Opel knocked it out, and another when a tire blew. A two-year limit rule, was what ultimately took this Opel off the course.

"While the on-track capability of all Opels, coupes and sedans, has become well known at this point, we think the durability is at least as remarkable." Track Layout Maps (Annotated)

C&D also noted it was the best of the SS/Sedan bunch An interesting C&D feature, race coverage for general transportation purposes, with a sole exception pages illustrated track locations where prime passing advantages were, of carburetor operation that was "hopeless." and where Opel DNF incidents occurred. (The common "stumble and surge" response from an original Solex carburetor, was described).

"Our greatest hope, at this point, is that Number 0 Opel survives the rest of the season with no further indignities.

Then we'll find it a good home. It's been a true and faithful companion, and if Buick hadn't stopped importing this particular model, we'd trade it for another one in a minute.”

“There is no finer testimonial." "Project Car: A Recycled Opel 1900" (April 1974)

Car and Driver opened by declaring "This is one car we've decided to keep," meaning their Numero "O" Opel wasn't to be given away.

That doesn't mean it didn't need some work. But they figured that a few hundred put into it was another worthwhile Opel project.

Besides, "no Bluebook value could make a down payment on the driving fun this car is worth. Especially on the track, where it corners with such grace that other stock sedan racers fall off course trying to keep up..."

It had to be something other than the "3 box" styling (one center box, with two smaller boxes tacked on front and rear) and the consideration that it was "strictly a no-nonsense car."

Efficient, was another term they used, and at the height of an Energy Crisis of 1973-1974 when fuel prices doubled, its gas mileage exceeding 20mpg made keeping it up a priority.

The project was simple: Replace the original 7.6:1 low-compression ratio pistons with off-the-shelf 9.0:1 higher-compression models, along with new rings and a gasket set. While the head was off, they tossed in a valve job as well.

Other approaches included installation of the early Kadett 5-blade fan (not recommended, they noted, where a cooling system was under- May 1974: performing), swapping out a set of springs from Super Coupe Comparison an Opel wagon (those were suggested to be cut down 2 coils from the front and 1 1/2 coils Another multi-car test, this time pitting a at the rear, starting at each end), and adding gas Mazda RX-2, GT, Capri 2800, Vega shocks and aftermarket 6-inch wide Borrani rims. GT,and a Mustang II against the now-venerable Opel It's notable here, that C&D purchased from Manta Rallye, on the track at Riverside. some of the few aftermarket component suppliers that advertised in their own magazine, so it can Here, the Opel reporting was limited and be openly questioned if these were optimal the Opel tested didn't win all categories. choices amongst these product lines or simply more convenient ones. (Probably the latter). The rotary-engine Mazda out-accelerated it,

C&D concluded its results were monies well and the Vega got through the turns quicker. spent, as they picked up picked up more power Excessive understeer was blamed in the turns. on acceleration as well as 8% more MPG. However, C&D said that because it "feels" like it had the best handling as a road car the The results weren’t dramatic in terms of statistics, Opel offered the most satisfying compromise but they improved the drivability of the Opel, between performance and convenience. for what amounted to being a comparatively minor "The pleasure it brings to its driver is the investment (of maybe $300, in 1974 dollars). essence of the Super Coupe spirit."

"An Opel Under Pressure" (Nov 1975) (Car and Driver Turbocharger Project)

This project was done in answer to the question: "Can an individual install (a turbo) on his own car?"

The ever-venerable 1972 was still in the C&D garage, so it became the guinea pig.

This was motivated by a desire to get more power from the engine of a small car, while remaining within exhaust emission limits and fuel economy standards then existing in 1975.

Alternatives were considered: An from another non-Opel vehicle would upset the handling (which is what they liked most from the Opel), and an engine upgrade with dual side draft carbs General would affect the fuel economy (relative to the Plan Views original low-compression design components).

After discussions of the general concept and operation of turbochargers, C&D then chose a Rajay Model 301B, (over Schweitzer or AiResearch), for size and quality reasons.

Another more critical application was use of original low-compression 7.6:1 ratio pistons, which helped complement low 7-8psi boost ratios to avoid excessive internal engine stress.

C&D's application here left open a question: If the 9.0 version pistons were advocated in a previous project (C&D April 1974 issue), was this same engine then de-tuned, or was another engine used instead? No explanation was given.

Further questions are raised by consideration of the sufficiency of the cylinder head to handle increased internal temperatures, as C&D pointed to the presence of hardened valve seats as evidence they could. Opel owners have since seen results to the contrary, particularly from the 1973-1974 design cylinder heads, which have insufficient cooling capacity for standard operation alone.

Many issues arose requiring fabrication of custom hardware for solid mounting and fitment into the Opel. For example, one odd job involved a new-design intake manifold that rotated the Solex carburetor 90 degrees from original, so that it could be coupled to the turbo unit. It should be noted that this was accomplished in the comparatively abundant under-hood space of the Ascona sedan (the GT's much tighter engine compartment makes this a far greater challenge).

Only generalized views (no photos) were available of this installation. Final tuning was handled by a shop, and the completed project inspired a new line of additional turbo conversions there as well.

C&D's claimed results: An approximate 50 percent increase in horsepower and a 14 percent increase in fuel economy, with quarter miles improved from 17.9 seconds at 74.2 mph to 16.3 seconds at 84.5 mph. Zero to sixty went from 10.4 to 7.7 seconds, and top speed was up from 99mph to 111mph.

On paper alone, this certainly was impressive. However the engineer in charge later wrote: “The problem with that project was that they did not want us to lower the compression ratio, instead relying on water- methanol injection to stave off detonation. When the injection quit, the results were predictable. ...though I never saw the car after we completed the turbo installation.” (OMC members were offered this car when it was advertised for sale in the OMC Blitz in 1996). Turbochargers evolved to incorporate intercoolers and have since become popular factory options in the 1980's, with early examples installed within the Shelby Dodge Chargers and Buick GNX's, and even more refined components are now available off-the-shelf. "Who said sedans aren't fun"? (Sept 1975)

The Opel's column in this comparison could have been significant, because it turned out to be one of a handful of road tests of the 1975-unique fuel injection system that made it into a major enthusiast's magazine.

Unfortunately, C&D didn't go beyond the language of the manufacturer's claims for its performance ("lower emissions, flawless drivability and more horsepower at once").

Those statements may have been true when the 1975 was new, but numerous dealer bulletins indicated the FI System later became known for trouble-prone operation and frequent component issues, a loss of 4MPG, and mere 4hp - 5hp horsepower gains in exchange for the added weight, hassles, and expense.

Additional notes repeated praise for its handling, concerns for its interior quality, and a wish that a tachometer was available in the sedan models (rather than just the wagon) filled out this column.

"Choosing the Trappings of Power" (Nov 1975)

Now that Car and Driver had their hot-street turbocharged Opel, they wanted to dress it up a bit.

"So we've got our own car. It's an Opel and we like it.

Significantly, it's an old junker Opel - smashed so hard against the guardrail at Watkins Glen that we had to take it to Richie's Auto Body to get the doors pried open. But wasn't it the old sage Parnelli Jones who once said, 'Bondo in your doors is a sign of courage'?"

C&D considered that the money they didn't have to spend on a new car, would go really well towards some of that "exotic" equipment that was (not coincidentally) listed in the rear pages of their own publication.

Wheels: C&D chose a set of three-piece BBS rims, in large part because they were lighter than original equipment (9.9lbs vs. about 14 lbs), to enhance the ride as well as the vehicle's appearance. For comparison, it should be recalled that these were 13-inch rims, so contemporary 15-inch designs won't offer as much of a comparable weight reduction. They also had gold centers (a conversation-starter, in 1975).

Tires: Pirelli Cinturato P7's at 205/60/13, for better traction as well as fitment. (It’s hard to know if there’s a directly-comparable brand or design now)

Seats: C&D replaced the standard vinyl with Scheel buckets, which came with headrests and adjustable tracks. A little extra foam padding was added, although no source was identified. This is a swap easily done within the wider interior space of the Opel Ascona (& Manta/Sportwagon series), while the GT's floor area is too narrow for most seats.

Steering Wheel: Here C&D finally admitted a harsh truth. While original Ascona steering wheels could be improved upon, C&D selected the aftermarket Formuling wheel "because the importer has dropped some advertisements into this magazine featuring a stunning naked lady. If that's your style too, the place is Auto Import Accessories... " "If you don't like naked ladies, we have other advertisers who are into naked Koni shocks." (quotes are copied verbatim).

Postscript: “Classic” Wheels

The original presentation on this topic is re-visited here, because it contained incomplete references to wheel sources (for example, both BapGeon and Cannon actually imported their “GT” wheel designs from M.A.G. Industries of England).

The groupings are re-arranged in order of common names, which is how “period correct” wheels are better-known. (and also helps browsers searches for knock-off styles as well). This is how it’s done on several sources online, such as www.wheeldictionary.net and www.triumphspitfire.com, which show many 13” wheel designs (that also match Opels). Classic Wheel Manufacturers

**Precautions need to be taken by Opel buyers regarding AKH Wheels “period correct” wheels—a matching “bolt on” lug pattern Alpina (BMW style) (shared with others like VW, Toyota) alone is not enough American Racing Wheels (Libre Series) to guarantee proper fitment on an Opel. Anson-Spring Auto Products Astrali Aluminum Mags Opel owners’ wheel considerations must also include: Astralite Mags ATS Tire Sizes BBS-Mahle Most classic wheels will limit proper mounting to tires Borrani sized within a range of 165/70/13 to 185/70/13 to 205/60/13. British American Tyre BWA Alloys Consider your options (including popular modern 15” sizes) California 500 Mag and be sure of your wants and needs, before making a Campagnolo Elektron Wheels purchase commitment (based on appearance alone). Chassis Research

Offset Cosmic Road Wheels Cragar Industries The Opel has a rare RWD offset which can cause issues Cromodora with fender clearance and possibly hazardous front and rear Daytona (OZ, SAF) suspension travel (particularly at high speeds and on curves). F.A.B. Mags This offset also varies between Opel Models (measurements GT Polished Mags are unique to the Kadett vs. the GT vs. the Manta chassis). Jackman Wheels Buyers should check each wheel for fitment markings, however M.A.G. Industries most wheel makers never published verifiable application data. Minilite Sport Rich Wheels Weight Rocket Wheels,

Consider weight also, as Opels run best with styles that are Sain Lightweight under the factory 14lb. equivalent, or the ride may get rough. Speedway Mags Superdrag I Superior Wheels For best results, shoppers are encouraged to verify fitment and ride, before handing over their cash to a wheel salesman. Names provided to assist Internet searches

Aftermarket Wheels

Styles commonly installed on the Opel

“ALPINA” Astrali ATS 1968-1975** (BMW, Octavo, Ronal R8) (England) (Germany)

Cosmic Cragar “Daisy Mag” “GT” (England) (USA, 4-spoke) (Libre, American Racing) (MAG of England)

“Honeycomb” “Hurricane” Minilite “Revolution” BBS-Mahle (Western, Cyclone, Turbine) (England) (Rebel, Rich)

“Slot Mag” “Snowflake” “Sportstar” “Wire Wheel” (Superdrag I) (Astralite, KN, JPC Jupiter) BWA (Borrani, British-American) Understanding the Digital Blitz (“E-Blitz”)

An OMC officer expressed interest in a written explanation of how OMC’s goals for the future could be better achieved, with member approval of an option for conversion to a Digital Blitz/E-Blitz. =

This plan started with the observation that about 90% of OMC members now use e-mail** meaning only a handful rely exclusively on postal mail.

Technical capabilities have also been upgraded, so that “Old School” OMC Blitz quality, Blitz publication can now be done through OMC's website, Just delivered by a new method where color-filled document files can be downloaded at any time. (A sample prototype can now be seen online, at www.opelclub.com).

Print publication and online shopping functions have also evolved, so that a click-button "pay here for a print copy" function can be developed, for those who want a hard copy.

Advantages of this plan include

(1) A cost to OMC of about $120 per year, or about 2% of current spending, compared with the thousands and thousands of member dollars now spent outside the club with MagCloud.

(2) OMC's treasury would no longer be affected by current or future inflation in costs for postage, printing and packaging.

(3) OMC could fulfill its stated mission of operating indefinitely, without the expense or hassle of continuing to deal with print.

(4) Membership, within one year, would be voluntary and FREE!

(5) Administrative work would be cut by 90% while at the same time the club would have a greater capacity for growth.

(6) OMC would retain its hard-earned dollars and all the intellectual property rights to the many article contributions it has received from its members in its over-35-year history. Above

(7) OMC could avoid current issues of increased expense and Digital icons represent waste, and related conflicts and division, and avoid the more available web development tools, difficult option of increasing membership by asking persons now in use by many who received information for free online, to pay to join OMC. other online publishers, that can result in a savings of 98% (8) OMC would be in a stronger position to defend its of the printing budget of OMC. independence, legacy and integrity, when interacting with Adoption of this option will outside interests like rival clubs, product/service marketers, result in a stronger OMC, and social media groups. A strong OMC would reserve the right that can be less reliant on to simply say "no" to anything not in our best interest, such as appeals to external groups requests for free advertising for commercial products or services. (who may not share OMC’s goals).

**Includes some member email addresses not on OMC’s database

This proposal is reprinted here, as an explanation of concept of “Digital Prototype” Blitz issues (via OMC’s official website at www.opelclub.com). The Competition

While we focus on Opels and Opel-related topics, it’s important to not forget that other vehicle makes and messages dominated automotive print media of the time.

While page space in this issue prevents a full accounting of the peak era of automotive advertising, we should not overlook that fact that some of the ads are beyond stunning, and as such are also worthy of note.

(continues on following pages).