Opel

D, 1898 to date

(1) Adam Opel, Rüsselsheim, 1898 – 1928

(2) Adam Opel AG, Rüsselsheim, 1928 to date 

The Opel concern was well-established in bicycle and sewing machine manufacture when the five Opel brothers decided to start Opel car production. Opel cars bought the production rights of the Lutzmann and the first Opel-Lutzmann car appeared in 1898 with a rear-mounted single-cylinder engine. This Opel car was soon replaced by a 2-cylinder engine. The Opel car model was not very successful and the Opel brothers looked for another design. They reached an agreement with the French firm of Darracq and started to produce cars under licence in 1902. Opel importing Darracq’s chassis and mounting their own bodies. These Opel cars were advertised as Opel-Darracqs. Import of Darracq cars continued after Opel introduced the first of their own Opel car designs in 1902. This Opel car was a 10/12hp car with a 2-cylinder 1.884cc engine. In 1903 they produced their first 4-cylinder Opel car, an Opel 20/24hp. The Opel car range was completed with a 2-cylinder 8/14hp and a 4-cylinder 35/40hp Opel car in 1905 and in the following year co-operation with Darracq was discontinued.

The Opel car firm was very active in sports and racing events; in 1905 Opel cars gained more than 100 victories. The Herkomer and Prince Henry Trials saw Opel car entries and in the 1907 Kaiserpreis Race a third place was gained by an Opel car. Until 1911 Opel was one of the leading German car producers, offering a wide range of Opel cars from the very popular 2-cylinder Opel 8/14PS ‘Doctor’s Car’ to a Opel 33/60PS 9.240cc luxury model. In 1911 the Opel car factory was destroyed by fire, but after complete rebuilding which allowed the application of the most modern production techniques, Opel regained their position. The 10.000th Opel car was delivered in 1912, and the production of lorries was taken up in 1913. The biggest of the 1914 Opel car range, the 10.2-litre Opel 40/100PS, had overhead valves and this Opel car was credited with 75mph. The small 5/14PS and 6/16PS Opel cars became very popular in the years up to World War 1, and the heavier Opel car types were built in greater quantities. During the first years after the war political reasons prevented the resumption of large-scale production of Opel cars.

In 1923 the Opel car range covered seven Opel cars from 9/32PS to 30/80PS; five of them were cancelled when Opel installed an assembly line in 1923/1924 and started mass production of Opel cars on American principles, being the first German company to do so. The new 4/12PS Opel car – presented in 1924 – was almost a copy of the Citroën 5CV. This Opel car had a 4-cylinder 951cc engine and a two-seater body. This Opel car was commonly known as the Laubfrosch (tree frog) because of its green paint. Sales of this Opel car amounted to 39.000 by 1927. Opel started to build up a widespread service organization covering all German districts; Opel cars were the first German producers to guarantee repairs at fixed prices. After 1926 a four-seater body was used on a lengthened Laubfrosch Opel car chassis and engine capacity was raised to 1.016cc. This Opel car was made until 1929. Heavier Opel cars followed, such as the 4-cylinder, 2.612cc 10/45PS and various 6-cylinder Opel cars, still with side valves. In 1928 Opel were Germany’s largest car manufacturers, producting 37,5% of all cars in that country. It is interesting to note that Opel were then the biggest bicycle producers in the world.

Interesting experiments were carried out by Opel with rocket-driven Opel cars in 1927 and 1928 in co-operation with the rocket specialists Valier and Sander. Fritz von Opel drove the rocket-car on the Avus track at over 125mph.

The approach of economic crisis in the late 1920s made the Opel family decide to change their Opel car firm into a joint-stock company. The majority of the shares were acquired by General Motors. In 1929 Opel’s first 8-cylinder car was introduced, the 24/110PS, 5.970cc Opel Regent. In the same year a 4/20PS 1.016cc Opel car appeared as the successor to the range of small Opel cars which had started with the Laubfrosch.

The 1930 Opel cars were characterized by three model ranges. The small 4/20PS Opel car was developed into the Opel 1-litre (1931/ 1933), 1.2-litre Opel car (1933/ 1935), Opel P4 (1936/ 1938) and the Opel Kadett (1937/ 1939), the latter having an engine capacity of 1.074cc. This Opel car sold in England for a mere £135. The Opel Regent 1.2-litre (1932/ 1933) grew into the 1.3-litre Opel car (1934/ 1935) and the Opel Olympia (1935/ 1937), both having a 1.279cc engine. The 1938 Opel Olympia had an increased engine capacity of 1.488cc and an output of 37bhp. The 6-cylinder Opel car models of the 1920s were developed into the 1.8-litre Opel car (1931/ 1933) and 2-litre Opel car (1934-1937), the 2.473cc Opel Super (1937/ 1938) and the Opel Kapitän (1938/1939) with the same engine. The 6-cylinder 3.520cc Opel Admiral rounded off the pre-war range of Opel cars. Dubonnet-type independent suspension was introduced in the 1934 2-litre, and was standard in all Opel cars by 1939.

During the 1930s Opel ranked first in European car production. The 1935 Opel Olympia  was the first mass-produced car with a chassis-less all-steel body. The Opel P4 at 1.450 marks was the cheapest car on the German market, a true four-seater Opel car of 32bhp capable of 55mph. The end of World War 2 brought the enforced dismantling of the Opel Kadett production lines. These Opel cars were transferred to Russia and the Opel Kadett, identical to the pre-war Opel car, re-appeared as the Moskvitch. At the Opel works production of Opel cars started again in 1947 with the Opel Olympia, followed in 1948 by the Opel Kapitän. Bodies and engines of this Opel cars were similar to the pre-war designs. While bodies changed frequently of Opel cars during the following years the engines were built according to the old proved design. In 1962 a new Opel Kadett appeared, built in a new factory at Bochum. This Opel car had a 993cc, 40bhp engine, increased in 1965 to 1.087cc. The Opel Olympia became the Opel Rekord in 1953 and its 1.488cc engine was supplemented by 1.680cc and 1.897cc Opel cars in 1959 and 1965 respectively. Overhead camshafts were adopted for this Opel car series in 1965. As the Opel Rekord L6, this Opel car was also available with the 2.605cc Kapitän engines. The Opel Kapitän’s 2.473cc power unit was increased to 2.605cc in 1959 and 2.784cc in 1965. The name Admiral was also revived in 1964 for an Opel car with Kapitän engines. In the same year the Opel Diplomat was introduced to top the Opel car range. V8 Chevrolet engines of 4.638cc (190bhp) and 5.354cc (230bhp) were used for this Opel model. Kapitäns and Admirals were also available with Opel Diplomat engines on request. Car production rose from 6.028 in 1948 to 623.989 Opel cars in 1965. The 1968 Opel car range was widened still further by the addition of fast-back 2- and 4-door Opel Kadetts, and a new Opel Olympia based on the Kadett, but available with 1.1-litre, 1.7-litre or 1.9-litre engines.

A sporting image began to emerge for Opel cars in 1969, with active support for Opel cars in rallies and the introduction of a Opel GT coupé combining Kadett mechanical elements with retractable headlamps and front disc brakes; with the optional 1.9-litre ohc engine this Opel car was capable of 115mph. Opel car components were also used in Belgian versions of General Motors’ new make, the Ranger. A new high-performance six-cylinder Opel car appeared in 1970, the Opel Commodore GS, its 2.8-litre engine offered with the option of fuel injection. A year later came Opel cars answer to the Anglo-German Ford Capri, the Opel Manta coupé. This Opel car had double-wishbone independent front suspension and a choice of 4-cylinder ohc power units with outputs of up to 90bhp. The same theme was perpetuated in a saloon, the Opel Ascona, which had front disc brakes as standard and was available with 1.584cc or 1.897cc engine. In May 1971 the Opel car factory converted an Opel GT to electric propulsion, and this Opel car covered a flying kilmetre at 117.2mph, breaking the official electric car record held since 1899 by Camille Jenatzy’s La Jamais Contente.

Redesigned versions of the intermediate Rekord Opel car series appeared in 1972; in addition to new 1.7-litre and 1.9-litre ohc engines, there was a 2.1-litre diesel option on the Opel car. During the year Opel replaced Volkswagen as the home market’s best-selling make. Opel cars offered a formidable diversity of models: the Opel Kadett with 1.078cc or 1.196cc engines; the Rallye Kadett Opel car with the option of a 1.9-litre 90bhp unit; the ohc 4-cylinder Opel Asconas and Opel Rekords; the Opel GT and Opel Manta coupés; the 6-cylinder Opel Commodore and Opel Admiral series; and the 5.3-litre Chevrolet-engined Opel Diplomat V8. Front disc brakes were standard on all Opel cars but the basic Kadetts, and only these and the V8 retained push-rod-operated ohv. The Opel Admiral and Opel Diplomat apart, Opel cars had fallen into line with Vauxhall, using rigid axles and coils at the rear, though various forms of independent front suspension were found. New for 1973 were a high-performance Opel Ascona, the 1900SR, and its Manta equivalent, the Opel Berlinetta. Both Opel cars had 90bhp 1.897cc engines.

Source: Georgano, encyclopedia of motorcar; HON

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Riley

GB, 1898 – 1969

(1) Riley Cycle Co Ltd, Coventry, Warwickshire, 1898 – 1912

(2) Riley (Coventry) Ltd, Coventry, Warwickshire, 1912 – 1948

(3) Riley Motors Ltd, Abingdon, Berks., 1948 – 1969

The first Riley car was a small single-cylinder belt-driven voiturette which Riley car did not go into production. Motor Riley tricycles followed n 1900, and a handlebar-steered Riley tricar with 2 forward speeds, and a 517cc engine with mechanically-operated inlet valves in 1903. Riley Tricars were made until 1907, later examples of these threewheeled Riley cars being twins with driver’s seats in place of saddles, water cooling and wheel steering. The 1.034cc V-twin engine was also fitted to the Riley car company’s first 4-wheelers, which Riley car had amidships-mounted power unit with their gearboxes alongside and chain drive, and the Riley car sold for £168. Bigger V-twins of 2-litres’ capacity, more conventional layout and round radiators were made from 1908 onwards. These Riley car incorporated pressure lubrication, shaft drive, constant-mesh 3-speed gearboxes, and Riley’s own patent detachable wheels, the demand for which brought Riley car production almost to a standstill and was responsible for the formation of the new Riley car company in 1912. In 1914 the 2-cylinder Riley cars were still being made, but there was also a new 2.9-litre sv monobloc four Riley car with worm drive, which was offered again after World War 1 by the Riley engine Co, though this Riley car soon disappeared from the market.

The first post-war 1 Riley cars were the Riley Elevens with sv 1½-litre 35bhp engines, alloy pistons and full electrical equipment which Riley cars were selling £550 in 1920, acquiring spiral bevel final drive in 1921. The Redwinger sports version of the Riley car, with wire wheels and polished-aluminium coachwork appeared in 1923, offering 70mph for £450, and the sv Riley cars were continued until 1928, with a 1.645cc engine and the option of front-wheel brakes in 1925. One of these Riley Twelves was used to prospect Kenya’s road system in 1926, and in 1927 there was even a supercharged development Riley car of the Redwinger available, though this Riley car was overshadowed by Percy Riley’s advanded new Riley Nine, with a 1.987cc 32bhp 4-cylinder engine, twin camshafts and high push-rods, a unit which was to form the basis of all Riley car designs made up to 1957.

In 1928 came the handsome Riley Monaco fabric sports saloon version at £298, a best-seller Riley car from the start, and the lowered and tuned Riley Brooklands sports, inspired by the late J.G. Parry Thomas, which Riley car weighed 1.120lb, had a twin-carburettor 50bhp engine, and was capable of 80mph, all for £395. A twin carburettor variant of the touring Riley Nine followed in 1929, along with a new 1.6-litre 6-cylinder Riley Fourteen of similar styling at £495.

Riley cars had a distinguished competition record in the following years: class wins with a Riley car in the 1929, 1930, and 1931 Tourist Trophies were followed by Whitcroft’s outright victory in 1932, while two more wins were recorded by F.W. Dixon on the later 1½-litre 4-cylinder Riley car in 1935 and 1936. A 4th place at Le Mans in 1933 led to 2nd, 3rd, 5th, 6th, 12th and 13th places in 1934, not to mention three successive wins – 1934, 1935, and 1936 – in the BRDC 500 Mile Race at Brooklands. Leverett won the light-car class of the 1931 Monte Carlo Rally on a Riley Nine, while the 6-cylinder racing Riley cars of 1933-1934 formed the genesis of the ERA, and nearly twenty years later the late Mike Hawthorn was to make his name in Club Racing on sports Riley Nines and 1½-litres. Both the Riley Nine and the Riley 14/6 were progressively developed, the former Riley car acquiring vacuum feed in 1931, a lowered chassis and semi-panelled bodywork in 1932, and an optional (later standard) preselector gearbox in 1934. A super-sports 6-cylinder 1½-litre Riley car with water-cooled centre main bearing appeared in 1932, being followed in 1933 by the touring Riley Mentone version at £348. 1933 also brought two advanced body styles of Riley cars, the fastback Riley Kestrel saloon (listed up to the end of the old Riley car company in 1938) and the more-conservatively styled Riley Falcon on which the doors opened into the roof. A Salerni automatic transmission was offered on the 14/6 Riley car, but did not go into regular production.

Two handsome sports two-seater variants Riley cars were listed in 1934/ 1935, the Riley 9hp Imp on a 7ft 6in wheelbase and the 1.654cc 6-cylinder Riley MPH which gave over 90mph for £550, while a newcomer in 1935 was the classic 1½-litre Four Riley car with Wilson gearbox, rod-operated Girling brakes and centralized chassis lubrication, a best-seller in its class at £335, and available in single- and twin-carburettor versions: subsequent developments were the 85mph Riley Sprite two-seater and the Riley Kestrel-Sprite and Riley Lynx-sprite saloon and tourer which offered more room but the same highly-tuned engine for £398. A cheaper Riley Nine, the Riley Merlin with pressed-steel bodywork, came on the market in 1936, along with the 1½-litre, a 6-cylinder 15/6 Riley car, and a 2.2-litre V8 Riley car, of which very few were made, the engine of the V8 Riley car made up of two 9hp blocks. 1937 Riley Nines came with new 6-light Riley Monaco bodies and twin-carburettor 42bhp engines as standard, while other new models of Riley cars were an abortive 3-litre luxury V8 made by a subsidiary company, Autovia Cars, and a more successful long-stroke 2.4-litre Big Four Riley car on classic lines, with an 85bhp engine and Borg-Warner 3-speed synchromesh gearbox incorporating an overdrive at £385. Overdrive was optional on 1938 1½-litres Riley cars.

Finances, however, were insecure and the Riley car company were acquired by the Nuffield Organization later in that year. Under the new management only the 1½-litre and the Big Four Riley cars were continued, with disc wheels, conventional synchromesh gearboxes and Wolseley-like bodywork. The post-World War 2 successors Riley cars used the same engines, but were altogether more handsome Riley cars with independent torsion-bar front suspension and fabric tops, the bigger engine’s output being boosted first to 90bhp and then to 100bhp: this Riley car unit was also used by Healey in the 1946 – 1954 period, while some open three-seater versions with column change were made by Riley cars for export. Hypoid back axles and full hydraulic brakes were incorporated in 1952 Riley cars.

After the Nuffield-Austin amalgamation the 1½-litre Riley car was continued into 1955 with relatively little change, but the 1954 2½-litre Riley Pathfinder shared its bodywork with Wolseley’s 6-90, the new chassis being a BMC design with coil rear suspension and cam-type steering. Even this disappeared after 1957 in favour of a version with a 2.6-litre 6-cylinder ohv BMC engine, and subsequent Riley cars were merely luxury versions of BMC themes, starting with the Riley One-Point-Five (basically a Wolseley 1500), and working through variations of the Farina-styled 1½-litre and 1.6-litre saloon Riley cars, the Mini, and, from 1966, the 1100/1300 family with Hydrolastic suspension, known in Riley cars guise as the Kestrel. Riley’s Mini, the Riley Elf, had a built-out boot and (from 1963) a 998cc engine in place of the standard 848cc Austin/ Morris type. This meaningeless badge-engineering was stopped by British Leyland in 1969.

Source: Georgano, encyclopedia of motorcar; MCS

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com