Last week was dedicated to Gandini-designed Italian beauties, and I kind of liked the feel of doing a theme for a few posts. So let’s call this “Deutsche Cabrio Woche” and start with something still slightly Italian, as well as GM. Something of an infamous world car, as I’m sure you’re aware (assuming you are from this world), but with a twist: this is the one T-car derivative that *might* actually be worth having.
This is not your uncle’s Pontiac Le Mans. I realize that those Korean-built GM T-cars gained a reputation in certain corners of the globe, but in Europe, where they were locally assembled and marketed as Opel Kadett on the Continent and Vauxhall Astra in the British Isles, nobody ever had a bad word to say about them.
General Motors’ front-drive T-car, born in 1979 and mildly refreshed for MY 1985, certainly got around. Badged as Asüna, Passport, Daewoo, Pontiac, Isuzu, Opel, Vauxhall or Chevrolet with a host of nameplates (Monza, Belmont, Optima, Nexia, etc.), the Kadett E was developed in Germany and launched there in late 1984. Perhaps because it was born there, the German market was the one that got the largest amount of body variants – a very complete range, as we can see.
This was the height of the hot hatch era, too, so a spicy GSi version was also part of the family. Initially provided with a reasonably tame 100hp 1.8 litre engine, these received a “big block” 2-litre 4-cyl. for 1987, that provided 115hp or 125hp, depending on whether it was fitted with a catalytic converter or not. That year, the Bertone-made cabriolet was introduced, and it was available with the GSi package from the get-go.
In 1988, a 16-valve 150hp version was added – the absolute top of the heap for Opel Kadetts, in terms of performance. However, the 16-valve engine was never available with the convertible body – another pretty desirable attribute. So perhaps this particular version is the best of both worlds, inasmuch as that can be said of the T-car.
Bertone were not involved in styling this car, really – that was all done in Rüsselsheim. Turin’s involvement was strictly to do with limited-scale body production, which was one of the Italian coachbuilder’s specialties. It’s a wonder why Opel did not seek to have this made closer to home by going to Karmann or Baur. Then again, maybe they did and Bertone’s bid was lower.
And if nothing else, a famous Italian name conferred a dash of exoticism to the humble Kadett. Although it arrived later in the range, it was also the last to leave: Opel replaced the Kadett E at the end of 1991 with the Astra F, thereby retiring the long-running Kadett name (but keeping the letter sequencing). The exception to that rule was the drop-top, which carried on until MY 1993, allegedly so that Bertone could tee up the Astra cabriolet. Not sure why they needed two years for that, but there we are.
Source: Wikicommons.
Of course, this was only the end of the T-platform’s Western European incarnation. The car formerly known as Kadett carried on across the globe for many, many years past its sell-by date. The final avatar of the GM T-car, the Daewoo Nexia (above), was assembled in Uzbekistan until 2016.
OK, it’s not exactly exciting or luxurious in here, but it’s striking what a set of contoured seats and a touch of coloured upholstery can do to improve the ambiance. Looking at the Le Mans that Jim Klein wrote up a few years back for comparison, the difference is quite stark; it almost feels like a completely different car. Which it’s fundamentally not, but kind of is at the same time.
Bertone built 60,000 Kadett E cabriolets between 1987 and 1993 – a fine score for all involved, given the rather exclusive nature of the beast. Not sure how many of these were GSis, nor where they would have been exported other than in the then-EEC, but I’m pretty sure there was no RHD version. This one was found last summer in France, one of Opel’s main foreign markets. Total Kadett E production (1985-1993) ended up almost reaching 3.8 million units, so they must have done something right.
Imagine: a Pontiac Le Mans that’s well put together, has slightly cleaner styling, packs a punch and comes with a convertible top. Doesn’t sound half bad, does it? Maybe that’s what GM should have imported back then, instead of those dreadful Daewoos. But then they were stuck in the “small car = cheap gutless econobox” paradigm in those days. It’s a pity, because in terms of nastiness and ineptitude, as GM also proved in more ways than one, size really doesn’t matter.
Related posts:
Curbside Classic: 1987 Opel Kadett E 1.3 Jubilee – Universal Soldier, by Brendan Saur
Cohort Pic(k) of the Day: 1988 Opel Kadett Two-Door Wagon – The Last European Two-Door Wagon?, by PN
Curbside Classic: 1990 Pontiac LeMans – The Lows And Rocky Mountain Highs Of GM’s Deadly Sin #12, by PN
Junkyard Classic: 1989 Pontiac LeMans LE – K-Po(o)p Kadett, by Jim Klein
You made me re-read (and re-giggle at, I’m so immature) my old post there, thank you for the morning chuckle.
The Kadett to me (and many others) always played second fiddle to the Golf in this generation, huge sales notwithstanding, and of course to the Pug 205. Thinking about it, while there was no VW Mk2 Cabrio, I’d still rather have a 205 CTI version if shopping hotted-up de-hatched cabrios, the extra ponies here notwithstanding. I do like the seats and upholstery though (yes, FAR better than the LeMans!), and it’s surprising from how many angles the exterior reminds me of the newer Mk3 Golf, especially the second to last picture. The BBS wheels are very VW-esque as is the interior fabric on this one too.
I’m trying to imagine this as a Pontiac LeMans (GTO?) cabrio version and just can’t see it. Over here I guess the Cavalier Z24 convertible would have played the same role as this particular car played in Europe – Decent power, decent price, probably even decent sales, but just not top of the heap in actual goodness overall compared to other then-available choices, at least as far as its expectation vs reputation goes. Still, I too would take a second look at this car if found parked on the street as you did.
Its profile, to me, looks a bit like a VW Rabbit that was put into rear at full speed and backed in to a stone wall. Scrunched, in other words. But to each their own.
This was built in RHD, as the Mk2 Astra Convertible (not cabriolet).
Instead of GSi, it was badged as a GTE which was Vauxhall’s performance badge until they took on Opel’s GSi badging in the early 90s.
There were both GSi and GTE Vauxhall Astra convertibles available from January 1987, the GTE being the more powerful.
The two van versions were badged as Bedford Astravan and Astramax respectively until 1991 when they changed over to the Vauxhall badge.
I honestly don’t remember the Mk2 having the GSI badge, either as the hatch or convertible. As far as I know the Astra only became the GSI with the Mk3 generation. I’m more than happy to be proved wrong though.
My apologies; the smaller engined version was just called the 1.6 convertible.
“…but in Europe, where they were locally assembled and marketed as Opel Kadett on the Continent and Vauxhall Astra in the British Isles, nobody ever had a bad word to say about them.”
Something I dare to doubt. May be there are diffrent opinions on that in different countries. In my neck of the woods at least, the Kadett E often is regarded as the low point of Opel’s decline (in common with its successor). Shaky, clattering bodies, inferior quality of materials inside as outside – and rustprone. Many were dumped to not knowing East Germans when the iron curtain fell …
Agreed. The Kadett E and Ascona C were the starting point of Opel’s downfall. Both couldn’t stand in the shadow of the previous generations, overall quality-wise (rust proofing included).
“OK, it’s not exactly exciting or luxurious in here, but it’s striking what a set of contoured seats and a touch of coloured upholstery can do to improve the ambiance.”
You had to order the GLS or GSI trim to get something like that. If you dared not to check the boxes, you got this:
To me, these were always hampered visually by the roll over/stiffening hoop between the B posts, making it look like a giant child seat or old style shopping basket.
They were always closer in execution and image to an Escort than a Golf, and the always slightly dumpy Astra/Kadett style was somehow emphasised on the convertible.
This Kadett range also left good impression in Brazil. 1.8 and 2.0 blocks, rust proof sheet metal body, sturdy, fancy and very reliable.
Unlike the Vauxhall Astra, our Chevrolet GSI 2.0 convertible was a high end product, released in 1991 and produced until 1994 equipped with air conditioning and electronic injection.
https://www.instagram.com/reel/Cx55I1INlLu/?utm_source=ig_web_copy_link
I regret to say these Opels were always known for cheap build quality. Nice interior, yes, but after some years the difference to BMW, Audi, VW and even Peugeot or so was obvious. Finally all those Opels died from rust, starting at the rear wheel arches, eating up some structures in the basement. The Kadett D was much better but well, looked like “Design by Match Box”. Many folks did not care as it was cheap – today they buy Dacia for the same reason.
Joe
That’s what I say.
Amazing to read that Brazilian Kadetts seemed to be a totally different breed.
25 years ago my partner had a Vauxhall (Astra) Belmont which was similar to the Daewoo pictured above. The rear screen leaked badly, passengers complained that the back seat was damp and the spare wheel well filled with water.
Attempts at sealing the window would only last a short time, it must have been very flexible. I dread to think how much water the convertible would let in, hopefully it had Citroen 2CV style drain holes in the floor to let the water out again.
The Belmont was sold to a fisherman who was aware of the leak and kept his bait in the boot.