Opel Manta B GT/E Restoration: Why the restoration of this Opel took 10 years

You never forget your first love, as the saying goes, and it's no different with your first car. It's no wonder that a phenomenon is widespread among classic car enthusiasts: One day, they drive up in classic cars that trigger intense déjà vu, at least in family members and older friends. For Joachim Heß from Oberdischingen near Ulm, it was an Opel Manta B.

In the early 1980s, he had his first experience with automotive transportation with a GT/E in Monza Blue Metallic, Opel color number 235, in a copy of the first version with a 1.9-liter displacement, which was built from 1975 to 1977. A rare piece: only 37,011 of the total 563,500 Manta Bs built from 1975 to 1988 were equipped with the 1.9-liter injection engine that had already served in the Manta A GT/E.

Most B-series G/TEs, as well as the GSi, which replaced them in 1984, were delivered with a two-liter engine, five horsepower more powerful, and with hydraulic tappets instead of adjusting screws for valve clearance. "For a long time, whenever a 1900 GT/E came up for sale, I started to think twice," Joachim recalls. But these offers, which didn't appear particularly frequently anyway, became increasingly rare over time. Currently, according to the Federal Motor Transport Authority, only just over 110 of the older GT/E remain. Joachim Heß: "One day, it became clear that prices for usable examples were threatening to continue rising, so I simply jumped at the chance."

Whether he seized the best of all opportunities remains to be seen, but as a man of action, Joachim isn't the type to look back with regret. The start certainly brought with it a first hurdle: The Opel was parked in Werne, north of Unna in southern Münsterland, almost a day's journey from Joachim's home and workshop, and had to be picked up by trailer in mid-2015.

The Manta had suffered accident damage to the front and a deformed side member, and had been standing for over 20 years. The restoration began after an initial inventory at the end of 2015. In the meantime, the most important sheet metal parts to be replaced and a second Manta had been acquired as a scrap vehicle, the latter primarily as a donor for the demolished front end.

Not surprisingly, disassembling the GT/E revealed a significant amount of rust. Furthermore, the deformation from the frontal impact was more severe than initially expected. It was also discovered that further damage to the rear had been repaired rather carelessly. At least the mechanical system gave cause for hope; the engine ran immediately, but the fuel lines were completely porous and needed to be replaced.

Carrying out the necessary sheet metal repairs proved to be a challenge. With each disassembly, new areas of damage were revealed, and numerous botched repairs were found on the Manta, which was sold as "unwelded." Joachim sums it up: "The car was a complete rust bucket. But you grow with the challenges."

A list of repairs reads like a who's who of the various bodywork areas on a car. At least the roof was free of holes, and the doors were in acceptable condition. Repairs were made to the front end, A-pillars, window frames, inner and outer sills, floor panels, inner and outer wheel arches, side panels, rear panel—did we miss anything?

The front fenders were a topic in themselves. Apparently, there were occasional deviations in shape and dimension over the course of construction (or depending on the vehicle), so that of the seven existing right and left fenders, three didn't fit; they either extended beyond the door or resulted in poor gaps. Joachim therefore pieced and welded with what was available until everything finally fit. All in all, it took four years before the body could finally be taken to the paint shop.

At first, there seemed to be fewer problems with the mechanics. The engine was disassembled and measured, and after minor modifications, reassembled, the steering gear was overhauled, and the deformed front axle was replaced with a used part. The overhaul wasn't entirely problem-free, but it was finally completed. The lower spring plates on the rear axle had rusted through and needed to be replaced. Finally, all the parts were reassembled, and this, too, presented a few unexpected challenges.

The headlights, for example, were assembled from a hodgepodge of old original parts, some of which were usable only as the glass, others as the reflector, or even the housing. Needless to say, many of the other components of the interior, electrical, mechanical, and bodywork components were plagued by unexpected problems and issues; describing them all exhaustively would be beyond the scope of this article. A few quirks of the drivetrain technology still had to be resolved; those with less patience would have despaired over just one – never mind. Finally, the Manta received official approval through individual inspection and a classic car report.

In June 2020, a good five years after the purchase, the car was taken for its first drive. All's well that ends well, one might think, but: "After the Manta was registered, it immediately took a break," Joachim reports. The rear axle transmission had developed a leak at the inlet, fuel was spraying out of the fourth cylinder, and the fuel pump was barely building up pressure.

After the repair, things continued happily. Leaks, electrical glitches, and mechanical inconsistencies followed as the mood took over and the weather changed. Finally, the engine gave out and required a complete overhaul. More adventures followed, but now, almost ten years after the purchase, the Manta runs like a dream, as we were able to see for ourselves. Perhaps things are working out as they always should: At some point, everything will finally be okay.