The Opel GT. Fifty years, loved and far too short built

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In the sixties, the Opel range was characterized as balanced. The loyal Opel driver was provided with a wide range of models. This ran from the Kadett to the Diplomat. It was a well-arranged range. But in 1965, the mouths of many fell wide open at the Frankfurt IAA at the sight of a surprising and appealing concept. It was designed in the deepest secrecy and formed the prelude to a historic model: the Opel GT

Development

During the development of the GT, it became clear that it had to become the next image for the GM group. That was a big task, because General Motors already had an image builder in store with the Chevrolet Corvette. Nevertheless, developers Clare Mac Kichan and Erhardt Schnell succeeded in developing - as it turned out - a model that also appealed to the American market. The GT was characterized by the so-called "Coke-bottle-shape". The headlights were also striking. The design of the model was fixed before the technical specifications. Before these were finally determined, Opel presented a test model to the international car press at the opening of its test center in Düdenhofen. The car was well received there.

Bodywork built in France

However, a problem also emerged. The Opel GT could not be produced in the home country of Germany due to capacity problems. That is why the Opel management decided to have the bodywork built at Chausson in Gennevilliers. Those responsible decided to have the finish of the GT bodywork also take place in France. The paintwork and interior finishing of the GT took place at Brissonneau and Lotz in Creil, France. After completion, the GT bodies were transported to Bochum in Germany, where they were fitted with chassis and power lines.

Launch in 1968

The internationally built Opel came on the market in September 1968 with two engine variants. The buyer of the GT built on a modified Kadett-B chassis had the choice between the variant with 1100 engine and 1900 engine. The 1.078 cc engine from the Kadett that found its way into the GT 1100- was characterized by a power of 60 hp, a maximum torque of 85 Nm at a speed of 4400 revolutions per minute, a crankshaft mounted three times, an underlying camshaft and two Solex downstream carburetors. With that engine, the smallest motorized variant reached a top of 155 kilometers per hour.

Opel GT 1900: the serious brother

The GT 1900 was the serious brother of the two. The 1.897 cc engine in the front produced a power of 90 PK. The torque of the engine was 129 Nm at 2800 revolutions per minute. The engine was given the fuel-air mixture by a register carburetor (two-stage) from Solex and the valves were operated by a high camshaft. Those specifications resulted in a top of 185 kilometers per hour for the manual version. The 100 kilometer per hour was reached in 11,5 seconds. The size of the Rekord CIH engine, which is also available with automatic transmission, initially posed problems for the constructors. After the necessary modifications, the engine fitted in the front of the GT. Among other things, a shortened valve cover was required for this. All the effort taken for the GT 1900 was not for nothing. The GT 1900, recognizable by the protrusion in the hood, was by far the most popular variant. In contrast, the 1100 variant was already said goodbye in 1970.

Opel GT / J

The Opel GT / J came to 1971 in March as a savings model. The German selling price was lower than that of the first GT with 1900 engine that made its debut in 1968. Compared to the GT 1900, the GT / J was characterized by a lack of chrome, folding rear windows, an oil pressure and ammeter. The latter parts were replaced by lights in this version. Furthermore, the engine compartment was not lit. The absent chrome was replaced by matte black parts. This GT / Junior was further characterized by black rally stripes along the flanks and artificial leather upholstery instead of corduroy. This variant did, however, retain the 1900 engine.

Plastic bumpers: no go

The Opel GT was also used as a starting point for a number of interesting experiments. The Aero GT design study saw the light of day in 1969, and Opel also built an electric version of the GT in 1972, which at that time was able to reach a top of 189 kilometers per hour. A diesel GT was used for testing purposes. The “Nagel file” rode 18 individual and 2 world records together that year. However, the end of the model was also announced in the same year. Although the GT range for its time was known as safe, Opel had to pay extra attention to American safety requirements. The absorbing zones were not sufficient to prevent Americans from adopting stricter standards for the GT. Opel was asked to place plastic bumpers on the car. The Germans found that too much detrimental to the design, and made a radical decision.

American and French developments are partly responsible for production end

Because in 1973, production of a total of 103.463 GT units came to an end. Of these, 70.222 GTs were exported to America and sold through the dealership of group sister Buick. The GT with 1900 engine (including the GT / J) was built 99.880 times. The remaining 3.573 were equipped with the much less popular 1100 engine. In any case, it is certain that the American demands heralded a far too early end. What certainly also played a role was that body builder Chausson had close ties with Renault, which carried the A110 in its Alpine range. He was bothered by competition from the Opel GT. The American and French developments led to the end of a car in 1973, which was given an iconic status due to its special design and relatively short production period.

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