1970 Opel Gt

The "Baby 'Vette" was a weird little German car that, for some reason, was being sold at Buick dealerships in the late 1960s. Initially offered with a 1.1L or a 1.9L engine, the 1.9L models quickly became the best-selling options. It had unique pop-up headlights that didn't pop but rather rolled over to the side in the same direction. You flipped the lights with a giant hand-brake style lever in the center of the console, which used a pull-wire to roll the headlights over. It was possibly the most satisfying mechanism I've ever used. With great curves, a small profile, and a bright yellow paint job, she was a looker for sure.

If you read my post on my 1967 CJ5, you'd know that I got my Opel GT in a trade. I traded my CJ5 with a bad 2nd gear synchro for a non-running, bright yellow Opel GT. The guy gave me $100 for driving the Jeep up to Idaho Falls and so that I could buy a new battery.

It didn't need much. After a quick oil change and coolant check, I replaced the spark plugs, did a quick point job, and sprayed starter fluid like no tomorrow. It fired up without much complaint, and I was driving it around by the end of the night I brought it home. It didn't have an openable trunk, which was odd considering how much space was back there. I did end up having to fix a small gas leak, and the only way to access the top of the gas tank was by shimmying back into the trunk from the inside, which was pretty awful. Other than that, I did some light electrical and cosmetic work on it. This was probably the classic that I drove the most. It ended up being quite a reliable car, and it got great mileage too. A small engine, fuel injection, light weight, and slippery aerodynamics made for an efficient 35mpg or so.

My Opel GT had a Bosch D-Jetronic electronic fuel injection system, which fortunately never gave me any trouble (except for when it did, more on that later). From some digging in some forums, it didn't seem like a common option, though it had definitely been added later in the car's life. The interior of the car had been redone what seemed to be several different times, with a sort of bedliner sprayed on the interior plastics and refinished seats. These Opels also commonly break the key ignition, so most had a starter button put in under the dash. You can see mine in the picture below.

I also later found out that my Opel was a rare prototype T-Top, which can be seen below. It turns out that the previous owner lived in Idaho and wanted a solid roof, so he and his dad just sort of fabricated their own roof and used Bondo to seal it up. What a shame!

It's also the only classic car that my wife would drive. Funnily enough, after owning the car for a few months, I got home one day to see that it was gone from the driveway. I was halfway through googling how to report a stolen car when I called my wife to let her know it was stolen, only to find out that she had taken it to go grocery shopping. Having your wife like (and trust) your classic car is game-changing! It's odd too, because before I changed the alternator, the battery would have a tendency to die, and my wife ended up pushing the car started on multiple occasions. She's a keeper!

The Opel is also the only classic car that I took on road trips. I drove it from Provo, UT to Zion National Park along US Highway 89. I stayed up the night before changing the alternator and converting it to electronic ignition, and I didn't even test drive it before packing up and heading out. It ran great, all up until the final two miles to my uncle's cabin. It was so hot that weekend. On the highway, I could keep air moving through the tiny air intake in the front, but once I got off the highway and started pulling into the cabin site, it died on me. It had me stumped because it had plenty of coolant, and the coolant wasn't overheating. It just wouldn't run. After letting it sit, it started back up, and I was on my way again. A few days later, we took it through the National Park, and it overheated again.

The slow speeds and even hotter temperatures got the better of it. After some investigation, the fuel rail for the fuel injection sat right between the intake and exhaust manifolds, and it was really, really hot. My best guess was that the intense heat, low airflow, and tight quarters caused the fuel to vaporize since the spark plugs were bone dry. I wrapped some insulating tape around the fuel rail, and it did better, though as the day got hotter, we had to stop a few more times. Once it cooled down, it was back to driving normally. My uncle volunteered to drive back with me in case it broke down again, and that drive is still one of my favorite road trips.

Eventually, I found I wasn't driving the car as much, and I listed it for sale. A guy reached out and said that I had his car. He said that he had restored the car in the late 90s/early 2000s with his dad when he was in high school but sold it when he was getting married. He sent me pictures of him and the car and said he had to have it back. He paid me handsomely for it, and we were both really happy with the exchange. As far as I know, he still has it and is now fully restoring it with his son. So many people dream of getting their high school classic back, and I'm glad he was able to find his!