(Opel Manta) TE2800: The Complete Story

May Treasurer’s Report TE 2800: The Complete Story! From Rüsselsheim, to Opel PEK, to Antwerp Belgium and back to Germany. The TE2800

The story ends in 1975, during the oil crisis, with Transeurop-Engineering building and selling just 79 examples. The story of the Super Manta actually begins at Opel in September 1970, when Opel of Rüsselsheim’s PEK division (a), was asked to build a performance version of the Manta.

Right at the introduction of the Manta, the cries for ‘More Power’ were already being heard. Opel also wanted to add a more powerful engine to the Manta to compete against the already popular Capri 2.6L V6. (A fact, which Opel denies to this day.) The task for Opels ‘PEK’ division was to Build, Test and once the Cost Analysis was completed, the order was to ‘Crush the Test Mules’.

Version 1. Street: This version was to receive the 2.5L ‘S’ straight six engine, with minimal modifications. To achieve that goal the transmission location was unaltered, with the engine sitting more forward. Two test mules were build to study cost analysis, demonstrate drivability problems, and then be released to the public.

Note: All Test Mules were pulled off of Opels line, and started life as SR models. In the USA the SR was the Rallye Manta.

Foot Note (a): PEK ‘Produktentwicklung, Erprobung, Konstruction’ Translates: ‘Product Development, Testing and Construction’.

Picture Right: The Mule Version 1. Note radiator opening behind the license plate and the huge bulge in the front valance to clear the six cylinder. Harder to see in the picture is the front suspension cross member re-enforcements.

Below: Original TE2800 # 24 photographed at Opel’s 100th. Anniversary, Rüsselsheim 1999.

The TE was one of the rarest and most powerful Opel Mantas ever built. It is also listed in Europe as one of the first car to start the ‘Tuning Boom’ in Europe. The TE was long thought to be the brain child of Nic Heylen, owner of Transeurop-Engineering in Belgium in 1974. But as with most rare cars, “This is the Rest of the Story”.

Right: Note the use of a 1.9L Opel

GT engine rubber mount.

Also note how tight the

Rack & Pinion to Oil Pan

clearance is.

Left: Version One, viewed from below on a lift. Clearly showing the standard street versions engine placement. This placement was later duplicated by Nic Heylen of Transeurop.

At this angle the suspension cross member re-enforcements are visible, along with a good view of the bulging valance with a well thought out panel that can be removed to service the radiator, or change the oil filter.

Also of note are the modifications performed to the oil pan. Seen is the cut to the front sump pan for adequate ground clearance. Harder to see is the space made for the rack and pinion and the sectioning to the rear of the pan.

Right: 2.5L S engine under the Manta hood.

A pressurized coolant bottle was added to attain the proper coolant level, as the cross flow radiator is mounted low under the valance.

Note the Absent Battery. The battery was relocated to the trunk, for better weight distribution.

The straight six fits extremely tight under the hood. However no one can argue Opels clean, execution of details. The engine fits perfectly.

Version 2. Race: This version was to receive the 2.5L ‘H’ straight six engine, with Racing in mind. This car was to weigh in at 950 Kg. (2090 pounds), have an optional 5 link Commodore rear suspension, and have excellent weight distribution. To achieve that goal the engine and transmission would need to be relocated 200 mm (7 7/8”) to the rear, requiring substantial firewall and transmission tunnel modifications. Opel hoped that they could sell approximately 1000 examples to Motorsport companies and Tuning firms. Opel killed this version early on, due to high costs. No test mule was built.

Frame Reinforcements

Control Arm to Crossmember Reinforcement Engine Mounting Bracket & Rubber Mount

Version 3. Group 2 Racing: This version was to receive a 3.0L Crossflow engine, with he car heavily modified to compete in European Group 2 Racing. Although the experimental 3.0L engine was never built, a test mule was built. The car achieved a 51/49 weight distribution with the engine set back 199 mm, similar to version 2. Most notably are the fender flares which were later adopted by Steinmetz, Irmscher and of course Transeurop-Engineering.

As most have already guess, Opel did not pursue production of either version.

Note: In the late 80’s Opel did produce a 3.0L 24V dual ram fuel injection engine.

The Version 3 racer was Unique and show cased many things to come from Opel.

Notable: Version 3

The Fender Flares: Sold by Steinmetz, ( and later by Irmscher ) and use to build the TE2800 in Belgium.

The Air Dam: Introduced on the GT/E Manta, in 1974 and 1975, which was made slightly less aggressive.

The Door Mirror: Produced specifically for Opel’s by Englemann. One of the most attractive mirrors ever produced, and was sold by Opel through Opel dealerships into the early 90’s.

Even through Opel never raced their creation, the knowledge gained helped to start many companies. Companies like Steinmetz, Irmscher, Mantzel, Lenk and others throughout Germany.

Steinmetz performance parts were even offered through MORE Opel in the USA.

The flares and air dam ‘Live-On”, and are still available, for sale, in the USA to date.

Transeurop-Engineering, Zolder Belgium

Enter Nic Heylen of Transeurop-Engineering, Zolder, Belgium. In the Fall of 1971 Transeurop, using the knowledge gained at Opel, decided to build their own Super Manta. It took Transeurop 2 years, with Opels help to Build and Test their own mule, and inside of 2 years introduced it to the European Press.

By this time Transeurop-Engineering was already an established business, best known for tuning Alfa Romeos. Their expertise, combined with Opels R&D, made the six cylinder Manta a reality. Nic Heylen also had a good relationship with Opel’s Antwerp facility from which all ‘Export Opel Mantas’ were built. Traditionally, Transeurop would have had to purchase a fully assembled Opel Manta, complete with an engine and transmission. Through Antwerp’s ‘Export Division’, Transeurop was able to special order the Manta less the engine, transmission and a number of other items.

Note: A automotive Tuner, would normally be required to purchase a complete car for modification or testing purposes, with very few exceptions. This type of ‘special order’ arrangement is highly unusual, even for Opel.

Above: The 2.8L, 142 HP

Opel Commodore Engine Left: BBS Wheels graced the test car, but were not present on their final product.

With Opels blessing, Transeurop was able to special order Mantas through the GM Continental Division. The car was special ordered and built complete with: Doors, Trunk and painted with a full interior, less a few key items. Items that Transeurop did not need, for the conversion, were ‘absent’! These ‘Delete’ items were: Hood, Lower Valance, Radiator Support sheet metal, Engine, Transmission, Front Bumper, Front Rotors, Calipers, Springs and Shocks or Sway Bar, Steering Wheel and no Front Seats. Transeurop was also able to also obtain a completely assembled 2.8L Commodore Engine with Clutch, Manifolds, Twin Carburetors and Transmission.

Transeurop also tried to have Opel honor warranties directly through their large dealer network. This however proved to be more than Corporate at Rüsselsheim was willing to allow. As a matter of fact, the special Manta could be built with Opels blessing, as long as Transeurop removed all Opel and Manta emblems from the cars exterior, wheels and interior. Transeurop’s decision was to rename their creation the TE2800 with TE being the abbreviation of their name and 2800 standing for the displacement of the engine.

With Opel willing to work with Transeurop regarding the special orders, a schedule was set to deliver 5 Mantas per week for conversion. This ambitious schedule was however never realized. Transeurop now set upon the task to finish the conversions and sell them directly, as well as through Irmscher, and later Steinmetz.

Transeurop-Engineering’s original test car, as tested by the German Automotive Press.

Note the different wheels and paint scheme used on the ‘brochure car’ verses the final product delivered to customers.

Construction of the TE2800

Once Transeurop received the special order Manta from Opel, the real work began.

The first task was to install a custom “U” bracket and frame extensions reconnecting the front frame rails. The under side of the upper valance, along with the forward inner grill opening, was trimmed to clearance for a larger custom built radiator.

TE 2472 Radiator Bracket

Left:

Components required to reconnect the front frame, mount the radiator and install the front fiberglass bumper/air dam combo.

The TE2800 sold for $19,980 DM. Had a top speed of 207 KPH (129mph), with a 142 HP @ 5,200 RPM hitting 0-100 KPH (62.5mph) in 7.9 seconds. The car weighted in at 2280 pounds and was equivalent in power and performance to the then current German ‘Bench Mark’, the Porsche 911.

Even this these impressive numbers Transeurop only sold 79 TE2800s. One of the problems was Opel itself! TEs biggest competition came from the, then current, 1974-75 Opel Manta GT/E with 105HP, which was a full $6,000 DM less expensive. A total of 30 cars were sold in Germany through Steinmetz from late 73 to 74. Irmscher sold the remaining cars in 1975. The balance of the TE2800’s were sold to clients in Belgium, France, Holland, Switzerland, with five shipped to South Africa.

TE2800, The Porsche Beater

TE 2478 Driver Bumper Extension

TE 2462 Frame ‘U’ Bar TE 2480 Passenger

Bumper Extension

TE 2464 Connectors

The fenders and rear quarter panel openings were enlarged to receive the fiberglass fender extensions, which were fastened to the body using sheet metal screws.

Note: Unfortunately the screws were not sealed from behind, and the body quickly rusted at these points.

The front suspension was removed to facilitate the installation of the assembled engine/transmission combination. Next the front suspension was readied with larger calipers, rotors, heavier springs and shocks along with a larger diameter front sway bar. The rear suspension received a heavier duty panhard rod along with a larger sway bar, and the battery was relocated to the trunk. The interior received Recaro seats and a performance steering wheel. A integrated front bumper/spoiler was mounted in place of the OEM sheet metal, along with the fiberglass hood. Lastly the hood and body side panels were painted gloss black. 238mm Vented Rotor

One of the few Original remaining TE2800 in Rallye Gold Production ATS Wheels Production TE2800 Paint theme.

Today’s Historical Perspective

Today less than 30 of original TE280s are still in existence, (with less being in an excellent or restored condition). As such, purchasing a clean restored original TE will command $20,000+ Deutsch Marks.

Today: Opel’s Vision of the six cylinder Manta Street Fighter still prowl the Germany roadways. The 2.5L and 2.8L 12 valve engines, (with twin Zenith down draft carburetors), have been replaced by more modern 2.8L, 3.0L, 3.6L and 3.9L even engines, with 12 to 24 valves, triple side draft Webers, Dual Ram fuel injection, four wheel disk brakes and 5 speed Getrag transmissions, transmitting with well over 300 hp to the pavement.

But not only the 1971-75 Manta. The Ascona A and the Ascona/Manta B have undergone similar engine conversions. It is safe to say, that more ‘Power’ Mantas and Asconas terrorized the Germany countryside today, than back in the 1970s.

Above: More Genuine and ‘Clone’ TE2800s exist today than ever before. Center: Excellent clone, with relocated engine.

Today: 2.8L to 3.9Ls find their way into the Manta. Center photo : Original TE Engine. Above: Ascona 3.0L 24V

Opel’s Modifications to build Version One. Chassis: Cut away radiator support and frame side, with “U” bracing installed in place. Lower stock valance modified for a bolt on engine access plate. Stock Hood modified to clear front carburetor.

Front Suspension: Front cross member reinforced at the control arm mountings. Heavier front springs, Bilstein gas shocks. Engine Mounting Brackets relocated forward by 104mm.

Front Brakes: Ventilated 238mm Rotor (common dealer orderable upgrade), with widened Calipers.

Rear Suspension: 3.18 : 1 ratio gears with a 40% limited slip differential and stronger spider gears. Spring perches and sway bar mount brackets were fully re-welded and a 14mm sway bar was installed. Stock 1.9L rear drums and brake shoes. Longer wheel studs with 10mm wheel spacers. Heavier drive shaft from the Admiral/Diplomat shortened to fit.

Engine: Slightly modified steel oil pan for clearance. Air Filter housing, GS Commodore for the 2.5H engine, and Standard Commodore Air Filter housing for the 2.5S engine.

Transmission/Clutch: Stock Commodore GS 4 close ratio 4 speed, with a modified stock 4 spd. shifter handle.

Exhaust: Commodore GS manifolds, down pipes, mufflers and pipes shortened to fit the Manta chassis.

Electrical: Commodore 6 cylinder tachometer, and a recalibrated stock Manta speedometer.

Cooling: Cross Flow Radiator, Opel part # OP291255

Editor: Note how serious Opel was about marketing Manta Version One, listing the part for the radiator.

Test Weights: 1,068 Kg (2,350 pounds) Front 56.8% 604 Kg (1329 pounds) Rear 43.2% 464 Kg (1020 pounds)

Opel test mule was tested at Opel’s Dudenhofen race track. Only slightly adjustments to the chassis were required.

The car had moderate understeer, with the steering itself being just slightly heavier as suspected. Steering return-to-center was still excellent. Heavier duty gas shocks were installed to correct a chassis instability over 100 Mph. No wind tunnel testing was performed by Opel.

Driving Impression & Testing Version One

Body: Fiberglass front fenders with integrated flares, Fiber glass Hood and Fiberglass Doors.

Engine: set back 199 mm.

Front Suspension: Front Upper and Lower Control Arms ‘Boxed and Suspension Cross Member Re-enforced”, with the spindle assembly modified to accept Rekord ball joints. Quick Ratio rack & pinion, with 12.1 meter turn radius. Bigger front and rear sway bars with heavy duty racing shocks.

Wheels: 7. 6” wide wheel with 12 mm front spacers, or 6.5” wide wheel with 25 mm front spacers

Weight: 920 Kg (2024 pounds) {stock Manta Rallye 2205 pounds}

Editor’s Note: Opel wanted to install a Commodore five link rear axle with disk brakes for the race Manta, which was never realized on Opel’s test mule. Opelers in Europe have installed these axles onto their own rides.

Opel’s Modifications to build Version Three

Many modifications performed to Version One were use in Version Three, with the following exceptions.

Engine & Specifications: 2.8L HC, with twin Zenith 35/40 INAT carburetors. Horse Power: 142 HP at 5,200 Rpm Torque: 162 Ft. lbs. from 3,400 to 3,800Rpm Compression Ratio: 9.5 : 1 Bore: 92.0 mm, Stroke: 69.8 mm (2753 cc)

Performance and Specifications: Dry Weight 990 Kg (2178 pounds) { Weight Bias: 55% Front and 45% Rear } As Tested: 1040 Kg (2288 pounds) 0-100 KPH (62.5 mph) in 7.9 seconds. 0-150 KPH (93.75 mph) in 21.9 seconds. Top Speed: 207 KPM (129 mph) at 5,800 rpm with the 3.18 : 1 rear axle ratio

Equipment & Option List: Brakes: 238 mm Vented front rotors with widened ATE calipers. Factory Stock rear drum brakes Transmission: Commodore 4 speed { Ratios: 1st. 3.428:1, 2nd. 2.156:1, 3rd. 1.366:1, 4th. 1:1, Reverse 3.317:1 } Option Transmission: ZF 5 Speed with a 1:1 Final drive ratio Rear Axle: 3.18 : 1 ratio standard { Optional 3.44 : 1 and 3.67 : 1 ratios available } Wheels: ATS 13 x 7 ET 14.5 mm Interior: Recaro Seats & Sport Steering wheel. Exterior Colors: Ocker, Cardinal Red, Polar White, Signal Red and Signal Green Body Width: 1695 mm (66 3/4”) Body Length: 4292 mm (169”) Body Height: 1340 mm (52 3/4”) Tires: 195-70-13 Electrical: 55 Amp Alternator Cost: DM 19,980.00

TE2800 Specifications, and Option List:

Right: Steering Wheel, Recaros,

Tachometer & Rallye Gauges