Total votes: 427
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Item Location: 
Darlington, County Durham, United Kingdom
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Right-hand drive
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Metallic Paint: 
Engine Size: 
2784 cc
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Welcome to the auction for this very, very rare 1976 Opel GS 2.8, a real European muscle car, which is for sale as part of a private collection of projects. DVLA list only 1 (yes 1!) registered survivor on the road in this country, so you'll probably never be parked next to another at a show.  What price exclusivity?
Lets face it, there are more 'barn finds' around these days than barns, and OK strictly speaking this one is a garage find, but it's in a barn now so that must count surely!
It's funny how cars which were once everywhere become rare, when was the last time you saw a Commodore? Much less common when current, is the 2 door GS Coupe and this is one such example.  In its day the GS 2.8 was a proper machine with a beast of a six cylinder engine. A rival for the BMW CSi with 142bhp from the overhead cam twin carb engine.
This will be a nice restoration project for someone. It's 100% complete, and as you can see, sits really well and is a typical 70s metallic grey/blue with black vinyl roof and black cloth interior.
This was a car in regular use before being laid up many years ago (I think around 1990). It has had 2 previous owners and is showing 64000 miles.
It didn't take much to get her up and running again, cleaned plugs and points and some fresh fuel and she starts easily and runs very nicely.  It's a bit noisy as the rear silencer is missing although there is a replacement in the boot.  I have driven it around the yard and from what I can tell the gearbox, clutch and power steering all work perfectly well.  The brakes will need attention as you would expect, but they work.  Tyres all hold pressure with good tread although they are old now so probably should be changed. 
The bodywork and underside will obviously require attention, but this one seems to be a very restorable car. I have included some text from a road test below and this suggests that the underside of these cars is galvanised.  That would certainly make sense as it seems mostly very good underneath.  I can see that the front and rear ends of the sills need some welding and a bit on the drivers side inner wing but that's about it for structural stuff. 
The interior needs a good clean but seems to be complete and is very spacious with just some wear on the drivers seat bolster.
So all in all the ideal restoration or retro project, just the kind you can tackle at home. This is a very cool looking car with real road presence. Imagine it a bit lower, with a top notch repaint and some nice modern alloys.  Please give it a good home and give it the attention it has been waiting for since it was put away.
Obviously it has no MOT so will need to be trailered away - I can arrange transport for you at very reasonable rates if required.  I have the V5.
Please arrange to view the car if you like, I work from home so most times can be accommodated.  Please also note you bid to buy and I will need an immediate £200 deposit from the winning bidder and the balance by cash on collection. 
Also advertised elsewhere so I reserve the right to end the auction early.
Thanks for looking and good luck.   Roadtest below:
"In England interest in Opel's beautiful looking Commodore (surely Opel have the most consistently attractive range of designs in the world, currently) is being encouraged by Peter Hanson's stirring performance in the Castrol Anniversary Challenge (nee British Touring Car Championship) with the Opel Dealer Team 2.8 Commodore GS/E. At the time of writing he is lying second in the Championship behind Andy Rouse's Dolomite Sprint though a question mark hangs over potential disqualification for the Sprint. The "E" suffix in this case denotes the 160 b.h.p. DIN Bosch fuel injected engine, unfortunately not available in this country, for if the 142 b.h.p. carburetted test car, complete with automatic transmission, was anything to go by it must be quite superb. The 2.8-litre Commodore GS models replaced the 2.5-litre GS (introduced in May 1972) on the British market in May last year. Among the many improvements over the old GS model were an increase in the bore of the short stroke engine from 87 mm. to 92 mm., the stroke remaining at 69.8 mm., and the addition of a second Zenith twin-choke, downdraught 35/40 INAT carburetter. DIN power was raised from 130 b.h.p. at 5,000 r.p.m. to 142 b.h.p. at 5,200 r.p.m. and DIN torque increased from 152 lb. ft. at 3,800 r.p.m. to 159 lb. ft. at 3,400 to 3,800 r.p.m. The seven main bearing, cast-iron, straight-six retains the same overhead camshaft operating the twelve valves via hydraulic tappets and the compression ratio is 9.5:1.
Compared with the Ford's all-independent suspension, the Opel appears antiquated in having a live rear axle, albeit located positively by twin trailing radius arms, upper torque arms, a transverse linkage bar and an anti-roll bar, suspended upon coil springs and damped by Bilstein gas-filled shock absorbers. The wishbone front suspension features coil springs, lower trailing links, an anti-roll bar, Bilstein shock-absorbers and has anti-dive geometry. Ball and nut hydraulic type power steering is standard and brakes, like the Ghia's are ventilated discs, in this case of 10.67 in. diameter, and rear drums with servo assistance and a dual circuit. The handbrake lever is situated between the seats, in common with the Ghia. While presenting the Commodore with the extra power of the 2.8-litre engine Opel sensibly chose to fit a limited slip differential as standard.
Large doors make access to the coupe's front seats easy, and front seat backrests which lock forward help seat passengers with ingress, but the lower straps of the seat belts threaten them with broken necks as they climb out. These static seat belts (a standard fitting) are the worst part of the car, clumsy to fasten and making difficult adjustment of the low, centrally mounted radio; inertia reel belts, as in the Ghia, ought to be adopted in a car of this price. The seats are very comfortable, not so resilient as those in the Ghia, for the Germans prefer firmer support, and are upholstered in boldly-fluted cord. Removable front seat head restraints are more useful as headrests than those in the Ghia, but obstructive for rear passengers and the back rests are more accurately adjustable than the Ghia's by the means of knurled knobs. The thin-rimmed steering wheel is trimmed with soft plastic mounted on foam, unlike the Ghia which has a real leather cover stitched over a solid plastic rim. The Ghia's heating/ventilation system is inferior to that of the Commodore, which itself is not brilliant, though it does have central air vents in the facia as well as corner eyeballs, while the Ghia has the latter only.
The appearance and clarity of the Commodore's instrument layout is excellent: a cluster of four small instruments on the left of the cowled, rectangular panel in front of the driver have similar functions to the four in the Ghia except that the ammeter is replaced by a voltmeter, a 140 m.p.h. speedometer is fitted and the tachometer is yellow-lined at 5,800 and red-lined at 6,450, which this beautifully smooth and mechanically quiet short-stroke straight-six will reach in first or second gear manual hold without its hydraulic tappets pumping up. Fake wood veneer around the instruments and on the centre console detracts a little from the general neatness of the facia, three quadrant heater levers are conveniently placed for the left hand, a turn knob on the right controls the lights, dipped by the left-hand steering column stalk, which controls the powerful two-speed wipers (by turning the lever), while pressing the end of the lever simultaneously activates the washers and wipers, much more satisfactory than the Ghia arrangement. A heated rear window is fitted, as are twin, door-mounted mirrors (the Ghia has one only) and the power of the rectangular headlamps in conjunction with the halogen sportlights was quite fantastic (I think the fog-lights below the test car's bumper were extras). However, the glove locker does not lock. Both the Commodore and Ghia have more than adequate boot space, both with spare wheels mounted vertically on the left-hand side, that of the Ghia being hidden by carpeting. In these days of growing concern for longevity it is encouraging to see that the Commodore's extremely well finished body has the benefit of galvanised steel for the underbody and rocker panels and there is liberal application of bitumen protection and complete underbody waxing.
For photographic purposes I was able to borrow the Commodore for one day of my period with the Ghia and to jump straight from one car into the other was most interesting. The immediate impression was that the Commodore was much more compact, the view over the bonnet of the Ghia resembling the Ark Royal's flight deck, yet at 5 ft. 8 in. the Commodore is only 2-1/2 in. narrower than the Ghia, is slightly over 1 in. longer (15 ft. one and a bit inches) and is supposedly exactly the same height (from manufacturers' figures) at 4 ft. 5.9 in., though when parked side by side the Ghia towered over the Commodore. But the immediate driving impression was unquestionably that the Commodore felt more precise simply driving away through two parked lines of cars, a feeling which was to increase at speed. The Opel's ball and nut steering is genuinely merely assisted by power, remaining so positive and with so much feel that I found it necessary to look under the bonnet to confirm the existence of a power steering pump. On the other hand a little too much assistance is applied to the fairly low geared rack-and-pinion of the Ghia, so that it is less positive in the straight-ahead position, produces less feel and encourages over-reaction at the wheel until one is accustomed to it.
Extensive use of sound-deadening on the Ghia has made it quieter than the ordinary Granada, making the V6 almost imperceptible except at high revs when it becomes a little fussy, something which the smooth, slightly less-well-isolated Opel engine does not become. Both show commendably low wind-noise, reduced to a flutter round the screen pillars. Once cruising above 90 m.p.h. the Commodore is easily the master of the Ghia, cruising with a relaxed, long-legged gait and with plenty in reserve up to its recorded maximum of 118 m.p.h. The Granada was puffing a little bit at 100 m.p.h., feeling somewhat lower geared, but should be capable of 110 m.p.h. or so. Both were very stable and entirely suited to such speeds, encouraging relaxed travel for driver and passengers.
Spongy brakes, long pedal travel and fade from high speed were a disappointing aspect of the Ghia, those of the Commodore being much superior, though these too lost some efficiency if sensible use was not made of the second-gear hold braking effect. But it was in general handling and cornering that the Commodore had the edge on the Ghia, quite stiff springing, effective damping and little nose dive ensuring very little roll and, with the help of that excellent steering and in spite of the drawbacks of automatic transmission, encouraging exciting exploitation of taut, precise and virile behaviour. The comparatively softly sprung, though adequately damped, Ghia suspension allows it to roll somewhat, the steering is dead and low geared and though its roadholding is exceptional it is not a very inspiring car to an enthusiastic driver. Rear suspension is good enough to scorn the need for a limited slip differential, but the Opel's light back end needs it for traction and as an aid to correction under power in the wet when it needs to be shown who is master. The Ghia in the same conditions is very sure-footed on its Michelin ZX's (the Commodore has that firm's XAS's of 175 HR 14 size), but not so responsive to control when it reaches its limit. As said early in this report the Commodore's ride on its taut suspension is on the lively side, while the Ghia glides over the bumps obliviously.
Choosing a car is a matter of horses for courses and whichever your course, the Ghia and the Commodore provide excellent alternatives. The Ghia is a supremely comfortable passenger's but not so much a driver's car, while the Commodore will delight the driver at the expense of less ride comfort. Both are bound to attract executives forced by company economies to climb down from BMWs, Mercedes and Jaguars and so good are they both that few people will regret the move for long"

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