The Opel Association of North America

The Official Newsletter of the OANA Vol.8 No. 2 – Mar/Apr 2000

The History of the Opel Bitter OANA CLUB INFORMATION

The Opel Association of North America has been in existence as a local club since 1985. From 1994 to 1996 the club saw many transformations, and the O.A.N.A. settled into its current form in 1996. Our purpose now is to provide a source for locating parts, service, tech-help and various forums to exchange information between owners of all Opel models from the 1957 Olympia to any gray market imports that are in North America. We do, however, place a special emphasis on the Opel GT, Manta and Kadett models. Our ultimate goal is to keep the Opel marquee a presence in North America, improve the collectability of all Opels in North America, and most of all, to have fun doing it. The North American Bitter Registry was formed for essentially the same reasons as The Opel Association. A very small number of Bitters (our sister make) SC coupes were imported into the U.S. With the non-existence of any club to help the owners of these rare and exotic cars, it was determined that our club would be the right place to give assistance and help these owners have a place to get connected.

· Club membership dues: Net-Only Membership (Members do not get a mailed newsletter; they download it from the net) is $20 for 2 years. Business members are $100 a year (includes business card in newsletter and banner on front page of web site), $50 per ad page per issue. · Mail all membership dues, merchandise orders and advertising to: The Opel Association of North America - 394 Mystic Lane - Wirtz, VA 24184

Our web site and links to our chapter’s web sites: http://www.opel-na.com Site Login: oana PW: 60rekord

Join the Opel mailing list : Go to http://www.egroups.com/group/classicopels/info.html to join the North American Classic Opel mailing list

OANA CHAPTER INFORMATION

Mid-Atlantic Opel Association New England Opel Club Rocky Mountain Opels Texas Opel Club (VA,DE,MD,NC,WV,PA,OH,KY,DC) (MA,CT,NH,RI,VT,ME,NY,NJ) (AZ, CO, MT, NM, UT, WY) ( TX, AR, LA)

Elwood Morgan – President Gary Farias - President Branston DiBrell - President Rodney Killingsworth –President 10803 Mockingbird Lane 24 Columbia Rd. 5245 Wainwright Dr. FM 896 Rt, 2 Box 120 Spotsylvania, VA 22553-7764 Swansea, MA 02777 Security, CO 80911 Leonard, TX 75452 Phone -540-582-6015 Phone - 1-(508)-679-2740 Phone - 1-(719)-391-9421 Phone - 1-(903)-587-9640 Email – [email protected] Email - [email protected] Email - [email protected] Email- [email protected] Southern Great Lakes / Mid-West Pacific Northwest Central OK Opel Club (AL, FL, GA, MS, SC, TN) (IL, IN, MI, OH, WS, IA, ND, SD, NB) (ID, OR, WA and AK) (OK, MO, KS)

Ken Litke – President Bill Hoffman - President Ed Thomas - President Robert Lee – President Phone - 1-803-279-5796 30725 114th St. 1233 Firpack Dr. SE Phone – 1-(405)-288-6288. Email - [email protected] Wilmot, WI 53192-0457 Lacey, WA 98503 Email - Email - [email protected] Phone - 1-(360)-491-0865 [email protected] Email - [email protected]

Bitter SC Registry: Richard Anderson - President | 26 Brandywine | South Barrington, IL | 60010 | Phone 1-(847)-836-5006

Opel GT Source Opel Parts & Service, Inc. New, Reproduction, Used & Performance Parts for the Opel GT, Manta/1900 A and Kadett B Order Desk: 1-800-OpelGTS Open Mon-Fri Info: 1-209-928-1110 8am - 5pm PST Fax: 1-209-928-3298 12am - 8pm EST Specializing in New, Used and N.O.S. Parts Shop us on the Web: http://www.opelgtsource.com/opel/ Email: [email protected] For all Opels from the 1950s’ to 1975 Mailing address : P.O. Box 4004, Sonora, CA 95370 Monday - Friday UPS Shipping : 18211 Zeni Ln., Tuolumne, CA 95379 3961 S. Military Hwy. 11am - 4pm We accept: VISA, MasterCard, American Express, and Discover Chesapeake, VA 23321 1-(757)-487-3581 Direct Importer - Same Day Shipping UPCOMING EVENTS

Carlisle Import/Kit Car Show Carlisle, Pa May 19-21, 2000 Opels on the Lawn 4th Annual Brookline, MA June 11, 2000 OMC 20th Anniversary Picnic & Show Huntington Beach, CA August 11-13, 200

OANA TREASURER’S REPORT – 6 FEB 00 – 15 MAR 00

Receipts: Expenses: Totals Balance brought forward: $ 610.61 Reserve Fund (Carryover): $ 900.00 Advanced Web Creations: $ 74.85 Dues (Regular): $ 205.00 Total receipts: $ 245.00 U.S. Postal Service: $ 38.50 Dues (Net-Only): $ 40.00 Total Expenses: $ (279.85) Supply Room Company $166.50 Loan to Charles: $ (250.00)

Reserve Fund (New): $ 840.00

Total receipts: $ 245.00 Total Expenses: $ (279.85) Balance: $ 635.76

New Members Renewals

Leonard Porter Brenda Storch Thomas Cavataio Tim Smith (Net only)

John Keller Thomas Hoffmann (Net only) Caroline Brumleve John Puccella Jr.

This report covers only a short period of time. During this period nothing significant has occurred as far as our finances are concerned.

Respectfully submitted, Erik Larsen - OANA Treasurer BITTER

By Werner Meynaerts

Erich Bitter Erich Bitter was born in 1933 at schwelm, 30 miles east of Dusseldorf in central western Germany. Young Erich spent his childhood years with his parents who owned and ran a bicycle shop in Schwelm. A cycle racing career was a natural progression, be he had the talent and during his four years as a professional competed in the Tour de France and rose to become one of the top German riders.

At 18 he passed his driving test, and at 25 started to enter some competitive events. “At first everybody passed me” recalled Bitter, but it wasn’t long before he started winning in an NSU. During his eleven year racing career from 1958 to 1969 he raced Porsches, Ferraris and Mercedes 300 SL’s, amongst others, before being offered a works drive for Abarth.

In late 1968 Opel invited Bitter to drive a new Rekord with 150 bhp under the bonnet. Dressed in black and understatedly named “The Taxi”, the saloon was more than a match for higher group Porsches and Camaros with Bitter setting the fastest lap in its class. Those races in the Rekord forged links with GM’s German management, links that would prove to be valuable in the years ahead.

In the second half of the sixties Bitter was appointed the official German importer of Abarths. This followed with the German concession for the small, up-market, sporting Italian marquee of Intermeccanica. The Intermeccanicas were so poorly built the Bitter almost went broke trying to keep his customers mobile.

The short, sour and expensive relationship with Intermeccanica was the spur that encouraged Erich Bitter into building a car of his own to German standards of quality and reliability. But he had learned something from his dealings with the Italian company. “They had the right idea, the car was a beautiful design and a top price. The market was small but the potential profits were very attractive. I believed that the potential was there and given the right conditions and a more rigid control of production, hand built bodywork and mass produced mechanical components can be a feasible basis for a car.”

Bitter had equally firm ideas about using proven Opel mechanical components. He believed that an Opel floorplan and running gear was one of his car’s strongest selling points. Few top-of-the market alternatives offered supercar aesthetics and interior opulence combined with everyday reliability, argued Bitter.

Erich bitter made the decision to approach Opel at Russelheim, and has never regretted it. He built 390 CD’s and 450 SC’s on proven Russelheim platforms and running gear between 1973 and 1986. Between 1987 and 1997 he produced several prototypes (see “Other Projects”) but could not raise sufficient finance to put them into production. His company ceased trading in 1997, but Erich still works in car design and engineering for a sub contractor in Germany.

Opel’s Role Under the new, inspired leadership of American Bob Lutz, Opel’s stylists wanted to demonstrate their talents at the 1969 Frankfourt Show with a dream car they could build on the chassis of the recently introduced diplomat. They used their top-of-the-range model because it had advanced suspension – independent front and De Dion read – and it could take Chevrolet’s V8 powerplant. The coupe, project name Astra, but called the Styling CD, was a stunning, refreshing offering greeted with great enthusiasm. Opel’s styling team was headed by Chuck Jordan.

The sensational response to the car led Opel’s management to consider making a sporting coupe. They had already developed a shortened diplomat chassis for the Styling CD, but decided that the cost of producing such a car would be too high. It would have had to have been produced in sufficient numbers to justify the tooling cost, yet remain exclusive enough to camouflage what was sure to be an inflated price. The car would also have to live with an Opel badge.

In 1970 the Italian styling company, Frua, designed and built their own updated, more practical version of the Styling CD for the 1970 Frankfurt show. Frua’s design retained the monocoque shape and the character of Chuck Jordan’s car, but was fitted with conventional doors. The Frua CD was a handsome, masculine couple, but like his predecessor, did not make it to production.

In 1971 Dave Holls replaced Chuck Jordan as Opel’s styling chief and he, like many other top Opel executives, regularly used the car. Erich Bitter had seen the car many times and was smitten by the concept of its stunning styling and reliable, well engineered running gear.

BITTER

CD Bitter started his car building business in 1971, specifically for the CD. His base was a one acre site in his home town of Schwelm. He didn’t have the capital or time to set up his own production facilities, and looked for a proven independent, small scale company to build the CD. He chose Baur of Stuttgart as they produced prototypes and limited production runs for several well known German companies. They possessed the necessary experience, had the capacity to build the car, and their build quality was impressive.

Bitter took the Opel Diplomat chassis in its shortened form as it had been developed for the Opel Styling CD concept car. The shortened chassis was completely re-tuned for the new weight and balance parameters, the coil spring settings were altered, and Bilstein shock absorbers were fitted. The Chevrolet 327 cubic inch V8 used in the Diplomat was adopted without modification.

Bitter was heavily influenced in his design of the CD by the stunning Opel Styling CD of 1969 and Frua’s more practical interpretation shown at Frankfurt in 1970. These cars offered exotic design and a reliable American V* engine. After his earlier experiences, Bitter had seen that the combination of eye catching styling and reliable, well proven running gear could work. Bitter sought the willing help of Dave Holls, Opel’s Head of Styling, in turning the great potential of the Frua CD into a car for the seventies.

Baur’s role in building the CD was major. They made the body panels, assembled the shell, trimmed and fitted the interiors, and mated the Diplomat’s running gear to the shell.

The CD was introduced at the end of 1973 after a very successful showing at the Frankfurt Motor Show of September 1973. A euphoric Erich Bitter took 176 orders for his stylish new car at the show, but the oil crisis soon after hit his plans for six and most orders were cancelled. 1974 saw production at Baur ticking along at just below one car a week, with similar production the following year. By the end of 1975 Baur had built exactly 100 CD’s With the effects of the oil crisis receding, CD ales started to pick up. During the last three years of production – 1976, 1977 and 1978 – Baur increased production to around 1 ½ cars a week to meet extra demand. A few cars were built at the beginning of 1979. At the end of production Baur had built 390 CD’s

Technical specifications:

ENGINE Configuration V8 V8 Displacement 327 cu in 5354 cc Bore x Stroke 4.00 in x 3.25 in 101,6 mm x 82,6 mm Compression ratio 10.5 : 1 10,5 : 1 Fuel delivery Rochester Quadrajet carburettor Rochester Quadrajet carburettor Horsepower 230 hp at 4700 rpm 230 hp at 4700 rpm Torque 314.6 lb ft at 3000-3200 rpm 427 Nm at 3000-3200 rpm DIMENSIONS Length 191.1 in 4855 mm Width 72.6 in 1845 mm Height 50.6 in 1285 mm Weight 3881 lbs 1762 kg Wheelbase 105.5 in 2680 mm Track (Front/Rear) 60.4 in / 60.5 in 1534 mm / 1536 mm Wheels 7 J 14 7 J 14 Tires 215-70 VR 14 215-70 VR 14 PERFORMANCE Top speed 130 mph 210 km/u Acceleration 0 - 60 mph : 9.4 sec 0-100 km/h : 9,6 sec

3.1L GM V6, BORG WARNER T-5, MUSTANG-EATING OPEL GT (PART 2)

Well many of you have hounded me for months to write this second article so here it finally is. I apologize for being so long Mr. Goin but I’ve got TOO MANY HOBBIES!!!! I should really see a doctor about that. Anyway, to recap the first article, I covered my basic decision process on which engine to choose and how to ultimately transplant the GM 3.1L 60 degree V6 into the Opel GT. This article will cover the basics behind the electronic fuel injection (EFI) and the Electronic Control Module (ECM) and how they are integrated into the GT electrical system.

Since I was new to EFI, I needed to learn quite a bit about all the different sensors involved how they controlled the programming, and how the wiring harness was laid out. The V6 engine I bought used did come with the complete wiring harness as well as the onboard computer. An absolute must unless you really know what you are doing and can fabricate your own. I first went to the local library and obtained the big version of the Chilton’s repair manual, which contained very detailed schematics, pin diagrams connector identifications, vacuum schematics, ECM trouble codes, diagnostic procedures, and pretty much everything else I needed to know about the engine. Get the idea – get this book or it’s equivalent! I studied this book for about a month, talked with several EFI experts on line, and finally felt like I knew how to proceed.

I first decided that I was going to build a drivetrain which used the basic EFI components but delete most of the emissions equipment such as the EGR system, air recirculation pump, power steering pump, air conditioning, and a few minor bells and whistles often found on new cars. By doing this I could greatly simplify the installation, save room, and reduce the wiring harness extensively. Note that most modern EFI systems use pressure sensors and electronic valves all over the place such as in the AC, power steering, and AIR circuits. I scrapped all that stuff and relished the simplicity and space I gained!

After visually gaining knowledge of the entire wiring harness (easier said than done!), I labeled the connectors and removed the entire harness and ECM from the engine. I then proceeded to remove all the unnecessary wires and connectors and rebuild the harness with the preferred layout that I wanted. I triple checked all the runs, ground leads, and ECM connector pins and then set it all aside until needed. Table 1 shows which signal wires I kept, deleted, and what they do. The ECM was designed to be mounted inside the car using a large bulkhead feed-through. Since I had made my GT into a convertible years ago and not used the heater core since, I decided to remove the entire unit and utilize that compartment for the ECM. This turned out to be a great deal since the cubbyhole left by the heater/fan core was the perfect size for the ECM. I lined the area with carpet scraps and foam padding and tucked the module in safe and secure.

GM V6 Engine System ECM Connector Status TPS C1.A5,C1.B5,C3.F13 leave as is MAP C1.A4,C1.B6,C3.F15 leave as is Idle air control stepper motor C3.E3,E4,E5,E6 leave as is Coolant temp sensor (ECM) C1.B6, C3.E16 leave as is Coolant temp sensor (Gage) NA replace w/ Opel sending unit Detonation sensor C3.F9 leave as is O2 sensor C3.E14 leave as is Fuel injectors C2.C11,C2.C12 leave as is Oil pressure sensor replace w/ Opel sending unit EGR solenoids C3.E9,C3.F4,C3.F5 remove Distributor C2.C7,C2.C8,C2.D8,C2.D9 leave as is Ignition coil connect to Opel wiring Starter solenoid connect to Opel wiring Generator connect to Opel wiring Fuel pump/oil pressure switch connect to Opel sending unit IAT C1.B5, C3.F16 leave as is Electric Coolant fan leave as is tranny speed sensor C1.B9,C1.B10 use T-5 sending unit Power steering switch remove Fan AC pressure switch remove Brake pressure switch remove Heater blower motor remove Heater blower resistors remove AC blower resistors remove Blower high speed relay remove AC compressor clutch remove AC compressor control relay remove AC high pressure switch remove AC pressure cycling switch remove A.I.R. select valve remove Canister purge valve remove

TABLE 1: ECM System pinout and function description. 3.1L GM V6, BORG WARNER T-5, MUSTANG-EATING OPEL GT (PART 2)

After completing the actual engine transplant and associated structural, body, and drivetrain modifications, it came time to start wiring up the engine. Now I needed to decide how to integrate the EFI wiring into the GT. Going back to the Opel GT wiring schematics I charted out on paper all the connections I had disconnected from the original engine bay (i.e. oil pressure, started, ignition, water temp, etc.). A few major hurdles arouse and have yet to be resolved. The GM motor uses different standards for the gages and these signals are not compatible with the Opel gages. Believe it or not I was able to replace the GM oil pressure sending unit with the Opel one and this solved that critical gage problem. The water temp was also easy to solve by threading in an adapter into the GM head which allowed the Opel temp sending unit to be used. The speedometer and tachometer however posed a big problem. I did manage to recurve the tach to approximate the 6 cylinder rpms but it’s not that accurate in all ranges. The final solution would be to add aftermarket electronic gages for these two inputs.

Most of the other critical signals required by the ECM had to be wired up individually into the GT. Signals such as main power, “run” power, fuel pump, etc. I went to a local junkyard and found a small 12 fuse panel which worked great for this task. It was also necessary to add several fused circuits for the ECM. A schematic of the wiring integration is shown in figure 1. As you can see from the diagram, I needed to add 5 new fuses plus utilize the GM in-dash connector to hook up the extra leads.

Figure 1. V6 wiring harness to Opel GT schematic I hope this article helps to illustrate the extra complexity involved with integrating a modern day electronic fuel injection system into the Opel GT. By doing a little research and talking to those who have been there, the project can be manageable and within the grasp of a dedicated Opel enthusiast.

Part three of this article will cover the details of how to physically install the engine and drivetrain.

By Mike Pilkenton

CARLISLE - 2000

You can register on line at: https://www.ifounditatcarlisle.com/forms/showfield/import.htm. The registration is only $10 if you preregister. PLEASE remember that if you are a MOA member, NEOC member, OMC member, or even if you are not club affiliated in anyway. Put OANA in the club space on the form. That way we can be counted together. The tent we use depends on it, we have to have 20 people registered from the year before to qualify for a tent the following year. Last year we had 25, the year before 19 (Causing us Last year to be a "Forgotten" club and have to scream to get a tent), the year before 22, so you can see a few here and a few there that don't register properly can hurt us. Also with a good count and a good turnout we can win an award for the club with the most registered attendees. Anyway, I am registered. How many others going to be there? Sincerely, Charles Goin - OANA President

All you potential Carlisle attendees: The past few years, I've been trying to set up a central space for Opel parts at Carlisle. An Opel Co-op where anyone can buy, sell, or trade parts. ( I never did sell that original GT hub cap wind chime though) :-) The Opel Coop (a new name is born) will again be at J-37. Carlisle productions just notified me that a site nearby is available. Nu-chrome will move down one space and that will give us a double (20' X 30') spot. I'll get the extra spot this year. Let me know if you plan to attend and if you will be bringing parts. If there are not a lot of traders, I'll leave my '69 at home and load up the trailer. Don't forget to pre-register your Opel. We need 20 for a tent. The sooner we get 20, the better the location on the show field. The Carlisle Motel 6 is the motel of choice.

Gary Farias – NEOC President

NEW ENGLAND OPEL CLUB

Greetings New England Opelers:

We had our first meeting on 3/5 in Worcester, MA. Worcester is a central location for New England and it is near several highways. It worked out well with 12 NEOC members attending a fun afternoon of Opel talk, hanging out, and Mexican food. Bob Legere brought a couple of scrap books filled with pictures of some of his project cars and his unique suspension and engine mods. Bob also had a "show and tell" (in the parking lot) with a 1.5 cylinder head that was all set up for racing. Gene Allen bought a bunch of N.O.S. parts. Travis and Laura, and Chris R. made the trek from NH. Rich S. and George G. traveled from CT. Greg N. and his girl friend came in from Nantucket. Wayne T. and myself drove from S.E. MA and Walter F. came in from the Boston area.

In spite of all the chatter, we managed to have a short "meeting". We talked about the new date for the Opels 0n the Lawn (June 11) and how this year is does not conflict with the Mount Washington Hill climb. This means that more Opelers (Bob L. and Greg N.) will be able to attend. We may be able to tempt Bill Daley to bring one (or more) of his Opels to display. When the MOT has the German Car Day organizing meeting, I will push for a separate area for us.

Rich S. will look into a family day at the auto museum at the Yankee Candleworks factory in MA with a July, early August time frame.

OMC Picnic - 5 of the 12 attendees expressed interest in attending the 20th anniversary picnic. So the New England chapter will be well Prepresented. Walter is planning on driving his GT to CA in the Opel Trek 2000. Bob mentioned Vintage Sports Car Club of America events at Limerock Raceway (CT) and New Hampshire International Speedway and other events where Opels race. A lot of times clubs will be given a corral and allowed to take parade laps around the track. These events will be announced on this list and on the web site.

Imports/Kit Cars at Carlisle, May 19-21. Rich S. and George G. express an interest in caravaning to the show. Any others interested?

We talked about using this list and the NEOC Forum on the web site for posting local shows, cruise nights, or events. If you plan to attend one, post it, another local member may also decide to attend.

The meeting ended with more Opel talk in the parking lot. For me, It was nice just to be able to hang out and not be concerned about "showing" a car. We will do it again. 'til the next e-letter - Keep on Opeling!!

Gary

(Sounds like the perfect get together! – Ed)

TECH TIP – FUEL LINE PRIME

Question: Sorry if this is a repeat of an old question, or if it has been covered before, please just point me in the right direction. We seem to be having trouble keeping the prime in the fuel line in our '71 GT. One simple solution is installing an electric fuel pump. But that doesn't answer the question as to why the fuel line keeps losing its prime. Has anyone else ever had this problem, or any ideas as to the source of the problem? Another issue is tuning. When the car is tuned so that it starts easily, it runs terribly once it has warmed up. When the car is tuned so that it runs well warm, it's a bear to start (20-30 cranks, and then 10 minutes of watchful warming up). There are a couple of possible problems causing this, one being the gas in the car has been in the car since the fuel shortage in the '70s. Any suggestions? We're trying to run the old gas out of the car and refill with good quality new gas, but could there be something along the way we're missing other than this? Thanks in advance for any help. - Cheryl A. Guerard

Answer: This is common for an Older Opel coming out of storage. Drain the tank (the fuel line on the bottom of the tank can be loosened). With compressed air blow out the fuel line from the engine bay to the fuel tank, to get out loose rust that is probably in the line. Opel GT Source has a new fitting, sine I am sure yours is full of rust (as is the tank). Place a filter after the tank, (Clear to keep a eye on it). Install a new filter in the engine bay, Check venting on the gas tank and make sure no one blocked up the vent lines. Its typical for a fuel smell to come in the cabin and for the last owner to block off the lines instead of running new ones, this will cause vapor lock. Your Carb more than likely has a few problems: Its probably full of varnish from the old fuel and rust scale from the tank or loose on the manifold enough to have a vacuum leak at the base, try tightening the bolts if that works back them up and place some lock-tite on the threads and retighten. - Charles Goin

More Info: One thing I would like to add to this; When you drain the tank, if the fuel doesn't come out fast in a steady stream, the screen in the tank is plugged. I used a #2 phillips screwdriver to poke up in the hole to rip out the screen. As Charles said, put a fuel filter in the back, right by the tank. - Joe Blundell

TECH TIP – SHACKLES

Hmmm... while we're on the subject, Bob, can you suggest a good spring setup for a GT with 15" wheels and 205/50 tires that will smooth the ride at least a LITTLE? I love the wheels/tires for cosmetic purposes, but the ride is like a b-b-b-brick

Answer Sure, get rid of that binding transverse front leaf spring. Seriously though, the stock rear springs are already pretty stiff, and the front spring binds up, so the way to go is to alleviate the front bind via shackles, or sliders, or coil-over shocks. For the rear, you could go softer than stock, but handling will suffer. Shocks, I've found, are crucial in this process. Unfortunately, the cheapest method (shackles) of alleviating the bind also lowers the car, which may not be desirable. And remember who you’re asking here anyway. Do I ever use softer springs in my cars? Ha! I'm running a 500 lb fiberglass spring in my Dad's GT, which is about twice as stiff as stock. For my Kadett suspension, I made my own sliders for the ends of the stock spring, and cut the upper leaves to make the spring more progressive, and added Teflon liners between each leaf to improve ride quality. So, no more binding, nearly stock ride height, and softer spring rate. I used the shocks and an add-on sway bar to enhance handling. But, although this method was cheap, it's very labor intensive.

Always a catch! Bob

Response What did you use for shackles? Are they off another car? How long are they? Is the length directly proportional to the amount of drop?

Answer I custom made them to fit a GT. The overall length I can't remember, but the center-to-center length of the shackles (as measured through the bolt holes) is basically the amount of drop it has. The minimum was about1.5", any less and the shackle would strike the lower a-arm whilst the spring went through its range of motion. Surprising how much they move when you let them. I made a few sets for racers and for my own evaluation, then late last year sent a drawing to a guy who has a rotary GT, I thought he posted the drawing in the vault or something.

Bob

TECH TIP – SHACKLES

More: Ok, here I go admitting my complete lack of knowledge in this area. Lowering my front end is, in fact, VERY desirable to me. Would replacing the current spring with the OGTS "lowered front end" spring accomplish the same objective? Shackling my spring is WAY out of my league, since I don’t even understand what that means. I have the rear sway bar installed. Would that mitigate some of the handling loss if I were to use "mushier" springs in the back? Can you be more specific as to how to select the right shocks to go with the softer springs? For me, going after "the right shocks" would be like trying to answer a multiple choice question written in Korean.... I just MIGHT get it right, but I'd have to use all my "Lifelines". So, I'm "Asking the Audience". But here's the thing... while driving the car, I really think I feel the clunking in the REAR. I certainly bow to your far superior knowledge, bantam I *imagining* that it's the rear, or is it possible that the front spring makes it SEEM like it's the rear? Thanks again for your excellent comments as always, Bob. - Wayne

More: Gil's spring would lower the car approximately the same amount as using the shackles. And the shackles are very easy to have made. About $5 worth of steel and an hour to cut and weld them together. Even if you pay someone to do it, it's pretty cheap. As I said though, you will have a softer ride than the aftermarket lowering spring. As I said before, I believe someone posted my drawings to the vault. And perhaps Richard, if you're out there, you can comment on the effectiveness of the shackles. I realize you made comments before, but apparently there's some interest again

The rear bar would definitely help. If you use the Lenk lowering springs (Softer than stock, plus lower) you'll get what you're looking for most likely. Regarding shocks. I've found that NOT using a load-bearing high pressure gas shock improves the ride radically. Of course, as you know, the OEM Bilsteins are exactly this. I prefer a high quality lower pressure nitrogen charged shock with firm rebound damping, but moderate compression damping. I also prefer to use an adjustable shock to help tune the ride and handling. Yes, there are those options out there other than Koni and Bilstein, although they were not designed for the GT. I've tried many types over the years, and have a sizeable application list I've accumulated.

Still More: I made a set of "Legere shackles" and they worked out great. I expected a 2"drop and got about 1.8". The ride and handling are much improved and the cost was about $40. I recommend them. I didn't put a drawing in the vault but I'll try to get to it in the next few days and send a notice. - Rich 69GT/RX

MANTA BUMPERS [email protected] wrote: Is it possible to put the skinny bumpers off of a 70-73 Manta on a 74 Manta? If so, where can I get a set of good bumpers?

And ion wrote: Hey all. I finished putting my 75 manta together. It looks pretty good. All except for those damn aluminum bumpers!! I hate them they ruin the look of a beautiful car. Is It possible to put bumpers from an earlier Manta on a 75?

This subject came up last August and I've copied most of the responses. For what it's worth, this modification falls on my list of "things that would prevent me from buying this car". I would try to find an earlier car or get used to the modern look. -Bill Hoffmann

Unfortunately, yes, its not overly hard, seen it done to a 74, though I did not like it. Finding the bumpers is a trick. I personally think the big bumpers make the Manta look more modern.. But I am biased my love of Opels started with a 74' Manta. – Charles Goin

Not to mention the fact that they actually WORK as bumpers, unlike the chrome ones. There are several practical problems I see with mounting earlier ones. The holes for the energy absorbing units would have to be cut off and closed up, there are no holes/bosses in '75 fenders for the end mounts, and you'd have to cut out holes for the turn signals in the belly pan (but at least the bosses are still there). There are similar problems in the back. I bought '73 that was rear ended. They couldn't find a early rear to put on, so they grafted on a '74, complete with bumper. I'm changing back to a '73 bumper, but I remember having a hard time finding a rear chrome bumper in decent shape. That pain-in-the-neck project's been on hold for a long time. -Bill Hoffmann

Just remember Bill, the Manta, Ascona, and Ascona wagons all shared the same rear bumper. It may help your quest a little. Plus you could always go for the earlier solid chrome bumpers in lieu of the '73 chrome with the thin black rubber strip in the middle, or drill out a '71 or '72 to fit the rubber trim. – Bob L.

LATEST AMERICAN OPEL - SATURN LS

GM reduces production of slow-selling Saturn By Michael Ellis

DETROIT, March 23 (Reuters) - General Motors Corp. said on Thursday it will reduce production for the third time this year of its new Saturn L-Series mid-size car, which has suffered from slow sales since its introduction last summer. Beginning next week until May 30, GM will halve production of the vehicle by having the two shifts of 1,200 workers each at GM's Wilmington, Del. plant alternate taking a temporary layoff, GM spokesman Tom Wickham said. ``The alternating shifts will allow Wilmington to maintain its steady workforce, and keep its operations running while the mid-size L-Series continues to gain momentum,'' he read from a statement. GM temporarily shut down the plant in January and in the last week of February to reduce production of the L-Series, Saturn's first entry in the highly- competitive mid-size segment. Saturn officials had originally hoped the L-Series, which competes against the Toyota Motor Corp. Toyota Camry, the Honda Motor Co. Honda Accord and the Ford Motor Co. Ford Taurus, would nearly double Saturn's U.S. sales over the next few years from about 232,433 vehicles in 1999. The Wilmington plant has annual capacity of 200,000 vehicles on two shifts, although it has rarely reached maximum production since the L-Series launch. The L-Series has received generally good reviews from the automotive press but some analysts have criticized its initial television advertising campaign. The first ads, created by Publicis & Hal Riney, promised ``the next big thing from Saturn,'' but hardly showed the vehicle and were too subtle, analysts said. ``It was a Saturn ad that was so low key that you hardly watched it,'' said Jim Hall, vice president of industry analysis with AutoPacific Inc. In addition, the L-Series exterior design was too bland and makes the vehicle look smaller than its competitors, Hall said. ``I love the car to drive, and I like the interior. But when you have a car that disappears into traffic, then you have a problem,'' he said. Since arriving in dealerships in July, U.S. sales of the L-Series over the eight months through the end of February have totaled 35,099. Saturn spokeswoman Sue Mallino said sales have climbed in February and March following the introduction of lower financing and leasing charges and a new television advertisements which compare the L-Series against the Camry and Accord. ``We're in the game, and we're going to stand behind the product. It's a great product,'' she said. A mix of government unemployment benefits and GM supplemental income will provide most of the Wilmington plant's unionized workers about 95 percent of their base wages throughout the temporary layoffs. Production will continue as scheduled at Saturn's other plant in Spring Hill, Tenn., where the S-Series small car is produced, Wickham said. - (Taken from www.yahoo.com – Ed)

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