Opel Manta

In 1971, the era of the large, big block pony car was reaching its apex. These cares were noteworthy for their astonishing power, their humongous engines, their thirstiness at the pump, and the near complete inability to turn out of a straight line. Behind the scenes, however, another revolution was already taking place, one that would ultimately have far reaching consequences in the modern auto world.

This revolution was pioneered by the likes of the BMW 2002, the Datsun 510, the Mazda Cosmo, and the Triumph TR6. This revolution was one based not only on power, which it certainly didn't shy from, but also on handling and economy. This was the beginning of a new world order, one in which it was possible to make tight turns, go in a straight line very quickly, and still not have to apply for a second mortgage at the gas pump.

Like all Opels at the time, the sleek and nimble Opel Manta was sold entirely through Buick dealerships. Not surprisingly, most Buick dealers had no idea what to do with the car – their focus was on large, expensive, throaty personal luxury cars, not small and inexpensive sport coupes. Consequently, the Manta did not sell particularly well in the United States, which is a pity.

For less than half of the price of a comparable BMW 320i, an American buyer could have wandered into a Buick dealership and purchased a Manta, which was just as German, nearly as fast, and, if equipped with decent tires, just as nimble as the BMW. The Manta even came with fake wood trim, just like the BMW 2002 and 320i. In fact, when the Manta was first introduced to the United States, it was even sold with a strictly number-based nomenclature; originally introduced as the Opel 1900 Sport Coupe, it wouldn't become the Manta until 1973.

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