A mate of mine has an option to purchase what he has been told is a genuine X2 HR panelvan. I was going to help him with a pre-purchase inspection and i thought i would get some advice on *how to identify an X2 (aside from the obvious twin strombergs) and * things that should be checked that are unique to that model. ie- common rust areas , badging ,engine numbers ect. Any thoughts would be appreciated no matter how trivial .If its the real deal (the owner swears it is) i cant wait to check it out.
hr x2 panelvan authenticity
Started by
_robslxhatch_
, Jul 07 2010 11:04 PM
33 replies to this topic
#2
WhaleOilBeefHooked
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Posted 08 July 2010 - 12:09 AM
Instrument panel with full instrumentation was a NUTHA, but could have been stollen from a REAL vehicle..
#3
yel327
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Posted 08 July 2010 - 12:16 AM
186K engine.
X2 badges on guards and tailgate.
Full instrument dash was optional across the range, but was standard on X2 and 186S.
X2 badges on guards and tailgate.
Full instrument dash was optional across the range, but was standard on X2 and 186S.
#4
Bathurst72
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Posted 08 July 2010 - 09:51 AM
Hi, you cannot really ID unless you have the original books and they can be faked if you have a blank book to start with. If you dont have in depth knowledge in these cars you wont be able to tell, but if you do, you can make a bloody good copy and get away with it. I know a lot about 186S in HR, but I was been never interested in X2.
The option was avail across the full range, but mainly fitted to sedan variants. Any commercial optioned X2 would be very very rare car. Very few commercials were optioned with X2/S extras, as they were the performance options and commercial were brought for doing work tasks and not 'hooning' in.
You will have to have a good look at an original X2 that is authentic, correct in every way and one with history. Then check everything, like linkage position (mounting points, weld points, bent points), carbys correct 23-numbers, correct wave spring in the middle that joins the carbys. This is only a very few of the things that you need to look at.
With the wiring it will be unique to being factory fitted to been fitted at the dealer. There can be a difference and again you need to know what you are looking at. You need to check all gauge dates to vehicle build date as correct.
The engine will be a 'K' block with early engine number. Make sure the engine number range suits X2 and is not in the 'S' engine range.
Check correct location of the X2 badges to factory specs.
Just to add a twist to it, more than likley it should be a 3 on the tree vehicle, but if an auto colum shift I would be supprised. However, if a factory auto in a commercial in HR is again a very very rare carand fitted with X2 would be questionable.
Again, Iam only basing this reply on HR 186S experience and hopefully you can nut something out.
If real, i would pay top dollar for it and get it fast, dont let it slip by. If a mock-up, then commercial price (will be different if it has windows or not) would be the going price.
Good luck with it and please let the other forum members know and post pictures.
cheers
Steve
The option was avail across the full range, but mainly fitted to sedan variants. Any commercial optioned X2 would be very very rare car. Very few commercials were optioned with X2/S extras, as they were the performance options and commercial were brought for doing work tasks and not 'hooning' in.
You will have to have a good look at an original X2 that is authentic, correct in every way and one with history. Then check everything, like linkage position (mounting points, weld points, bent points), carbys correct 23-numbers, correct wave spring in the middle that joins the carbys. This is only a very few of the things that you need to look at.
With the wiring it will be unique to being factory fitted to been fitted at the dealer. There can be a difference and again you need to know what you are looking at. You need to check all gauge dates to vehicle build date as correct.
The engine will be a 'K' block with early engine number. Make sure the engine number range suits X2 and is not in the 'S' engine range.
Check correct location of the X2 badges to factory specs.
Just to add a twist to it, more than likley it should be a 3 on the tree vehicle, but if an auto colum shift I would be supprised. However, if a factory auto in a commercial in HR is again a very very rare carand fitted with X2 would be questionable.
Again, Iam only basing this reply on HR 186S experience and hopefully you can nut something out.
If real, i would pay top dollar for it and get it fast, dont let it slip by. If a mock-up, then commercial price (will be different if it has windows or not) would be the going price.
Good luck with it and please let the other forum members know and post pictures.
cheers
Steve
#5
_robslxhatch_
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Posted 08 July 2010 - 01:55 PM
WOW ,theres the reply i was hoping for. thanks Steve(i knew someone with the right knowledge would come along). I am suspicious as i have not know of any panelvan X2's and i want to make sure my mate doesn't get jibbed .i will be checking it out this Sunday and i'll let everyone know how it goes.Thanks fellas.
#6
Bathurst72
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Posted 08 July 2010 - 04:31 PM
Mate, I have seen 1 HR ute X2, nearly brought HR 186S ute, three on the tree, with log books, but did not have the money at the time, but it was cheap. I have never ever seen a X2/S van but somebody would have ordered one.
good luck
steve
[/quote]
good luck
steve
[/quote]
Edited by Bathurst72, 08 July 2010 - 04:31 PM.
#7
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Posted 08 July 2010 - 05:39 PM
so what sort of dollars would this be worth ??
#8
_robslxhatch_
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Posted 08 July 2010 - 09:33 PM
i just spoke to the mate who is looking at the panelvan . While it is very cheap it has been attacked and needs alot of work to get it back to its former glory. over the years it has had a celica 5 spd floor shift , a 186 motor out of a ht kingswood and who knows what else . the guy is asking around $4000 for it . the owner has told my mate that the compliance plates match ect ect .o'well i guess we'll see whether its worth my mates money on sunday. Also it apparently has windows in the back .
#9
Bathurst72
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Posted 08 July 2010 - 09:48 PM
Hi Mate, nothing on the compliance plates say its a X2 or S. In May 67 they had 4 speed option and June they changed to S option from memory. You could get an opel 4 speed X2 for a month and I have been told one does exist and have been told of another wrecked in a car yard.
Steve
Steve
#10
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Posted 08 July 2010 - 10:05 PM
what about the windows ?? were they ever factory fitted??.sounds like aside from the X2 dash and carby's there may not be much that is original on this.
#11
Bathurst72
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Posted 09 July 2010 - 08:49 AM
Hi mate, the windows were not factory fitted but normally organised by the dealer with joe-blow down the road or the owner organised fitting themselves after delivery. If the only thing X2 that is original??????????????? being the dash and carbies, I would ??????????????the originality of the thing. Most have been butchered by now which again makes it very hard to identify.
I would be cautious with this one, a HR van with windows + X2/S dash + carbies + unknown + rust + owner bulls#*t = not worth $4000.00.
cheers
steve
I would be cautious with this one, a HR van with windows + X2/S dash + carbies + unknown + rust + owner bulls#*t = not worth $4000.00.
cheers
steve
#12
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Posted 09 July 2010 - 08:58 AM
Just a quick note on side windows. By HQ, side windows could be factory fitted. I have a production broadcast sheet from a HQ Sandman van showing side windows fitted on the line. Not sure if this was possible earlier than HQ though, although the turret structure on HQ is the similar to HR so I suppose it was possible!
#13
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Posted 09 July 2010 - 01:38 PM
I would be cautious with this one, a HR van with windows + X2/S dash + carbies + unknown + rust + owner bulls#*t = not worth $4000.00.
there is a fair bit of unknown unfortunately but as far as rust goes it is apparently rust free and has spent its life out west, as far as owners b/s is concerned we'll have to wait and see , the owner is an older guy and my mate says he is either a good liar or he believes what he says to be true.
there is a fair bit of unknown unfortunately but as far as rust goes it is apparently rust free and has spent its life out west, as far as owners b/s is concerned we'll have to wait and see , the owner is an older guy and my mate says he is either a good liar or he believes what he says to be true.
#14
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Posted 09 July 2010 - 09:03 PM
I would be cautious with this one, a HR van with windows + X2/S dash + carbies + unknown + rust + owner bulls#*t = not worth $4000.00.
there is a fair bit of unknown unfortunately but as far as rust goes it is apparently rust free and has spent its life out west, as far as owners b/s is concerned we'll have to wait and see , the owner is an older guy and my mate says he is either a good liar or he believes what he says to be true.
bathurst72 would you know how many 186s/4speed hr ,s were made and have you ever driven one cheers Ron
#15
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Posted 09 July 2010 - 09:22 PM
Hi mate, I have owned a factory 186S Special auto, white over cordovan with log books showing GMH at Acacia Ridge in QLD as the original owner. It had several QLD dealers in the log book service records, which indicates it to be a promo car at the time. Sold to a pers in Melb who also had a prem 4 speed.
I then brought a prem 186S opel four speed, white over savannah bronze with red interior with log books. It drove not too bad, same hp at X2 but stayed in tune better. Its a pitty my brother in law owns it now.
Over the years I have seen several 4 speed cars, about 4 prems (one wagon - now butchered with V6 and sunroof, no door handles etc) and a couple of specials with 4 speeds and a 3 speed ute.
I have somewhere a pce of paper which lists a number of opel gearboxes imported for the conversion, but i cannot remember how many. The Tas hydro had several standard utes fitted with the opel boxes as well, but have never seen one.
I have a very big soft spot for them and would kill to get another, but only a prem 4 speed and it must have log books and history.
I hope this helps.
steve
I then brought a prem 186S opel four speed, white over savannah bronze with red interior with log books. It drove not too bad, same hp at X2 but stayed in tune better. Its a pitty my brother in law owns it now.
Over the years I have seen several 4 speed cars, about 4 prems (one wagon - now butchered with V6 and sunroof, no door handles etc) and a couple of specials with 4 speeds and a 3 speed ute.
I have somewhere a pce of paper which lists a number of opel gearboxes imported for the conversion, but i cannot remember how many. The Tas hydro had several standard utes fitted with the opel boxes as well, but have never seen one.
I have a very big soft spot for them and would kill to get another, but only a prem 4 speed and it must have log books and history.
I hope this helps.
steve
#16
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Posted 10 July 2010 - 10:59 AM
[I to have a soft spot & miss my hr prem. It was silver mink / white roof /black trim /186s /4 speed and I owned a 186s 4 speed hk monaro at the same time but one had to go. I was the 3rd owner & I sold it to a premier museum in WA in 2007 for $5500 so at least it went to a good home. The reason I asked if you have driven one is because mine drove so nice ,not fast but very enjoyable . cheers Ron
#17
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Posted 10 July 2010 - 11:46 AM
Hi Ron, same, it drove pretty good and had plenty of powers for a standard HR optioned car. I have sparked an interest in them again. I nearly brought a speed wagon, power tail gate, powers steering and even had the very rare front towing hitch fitted. It would have been possibly the most rare 186S built, apart from Dave BENNETTS Yella Terra test HR. The wagon is now totally stuffed with commodore modifications, but not sure where its gone to. I did manage to get some parts from it when he stripped the car, just in case one day.
There is also a very rare 186S special ordered which was originally white but the person wanted a red car, so the dealer painted it red before delivery.
Just wish i could get my hands on one now????????????
cheers
Steve
There is also a very rare 186S special ordered which was originally white but the person wanted a red car, so the dealer painted it red before delivery.
Just wish i could get my hands on one now????????????
cheers
Steve
#18
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Posted 10 July 2010 - 12:07 PM
For those that are interested
This will repeat some that has already been posted but from my HR workshop manual and parts book it lists these changes
to make it an X2 engine package vehicle.
X2 Engine available for all HR models.
The engine is a modified 186 with a max power output of 145 bhp at 4600 rpm and gross torque of 184 lb ft at 2200 rpm.
The engine is painted deep rocket red with a transfer saying Holden-186-X2 on the rocker cover.
The engine number starts with 186 and the letter K.
The engine mods are Improved material crankshaft bearings Ie Trimetal high lead base babbitt electroplated on aluminium
alloy bonded to steel back. Moraine-400.
Redesigned cam with increased overlap and opening period.
The listed cam specs are
In opens 43 deg BTC. In closes 83 deg ABC.
Ex opens 78 deg BBC. Ex closes 48 deg ATC.
Aluminum alloy water heated wider twin carby inlet manifold. Twin exhaust manifolds.
Twin 161 modified carbys both carbys throttle and chokes are coupled together.
Carbys on a manual trans models have the vacuum spark control holes located above the throttle valve and are stamped X2M
on the front exterior of the float chamber.
The carbys on the auto models the vacuum spark control holes are located below the throttle valve.
The carby specs are BXUV-2 modified carbys.
Main venturi size 1.094 ins.
Flange size SAE 1 3/4 with 1.31 dia.
bore. .055 ins main jets.
No. 56 drill power by-pass jet.
Idle discharge hole upper No.64 drill.
Idle discharge hole upper No. 70 drill.
Idle tube No. 70 drill.
Idle air bleed No 52 drill.
Twin attachment air cleaner with polyurethane element and intake silencer.
Modified throttle linkage to suit the twin carbys.
Exhaust front pipe starts twin from the manifolds and blends in to a y connection midway between the manifolds
and the Muffler into a single 2 inch pipe.
Muffler is a straight through oval shaped and is 7.75 in X 3.25 in X 14.14 in long.
Tail pipes increased in size to Front 1.875 in and rear tailpipe 1.50 in on
models 215A 225A 235A and 1.75 in on all other models.
There was also a straight through resonator fitted.
The X2 HR engines used a std dissy and std timing.
But the X2 HD used a totally different dissy. With a different Shaft,springs etc etc.
There was a modified dash and wiring harness that came with the X2 engine package.
The dash had a oil pressure gauge and a temp gauge and a ammeter and a fuel gauge and
a generator tell tale light and on the body they added 3 X2 badges.
If it was a 3-spd manual and the original tailshaft is still fitted it should be 3-inches in diameter,
whereas a normal one is 2 3/4-inches.
I hope that helps.
Cheers Paul.
This will repeat some that has already been posted but from my HR workshop manual and parts book it lists these changes
to make it an X2 engine package vehicle.
X2 Engine available for all HR models.
The engine is a modified 186 with a max power output of 145 bhp at 4600 rpm and gross torque of 184 lb ft at 2200 rpm.
The engine is painted deep rocket red with a transfer saying Holden-186-X2 on the rocker cover.
The engine number starts with 186 and the letter K.
The engine mods are Improved material crankshaft bearings Ie Trimetal high lead base babbitt electroplated on aluminium
alloy bonded to steel back. Moraine-400.
Redesigned cam with increased overlap and opening period.
The listed cam specs are
In opens 43 deg BTC. In closes 83 deg ABC.
Ex opens 78 deg BBC. Ex closes 48 deg ATC.
Aluminum alloy water heated wider twin carby inlet manifold. Twin exhaust manifolds.
Twin 161 modified carbys both carbys throttle and chokes are coupled together.
Carbys on a manual trans models have the vacuum spark control holes located above the throttle valve and are stamped X2M
on the front exterior of the float chamber.
The carbys on the auto models the vacuum spark control holes are located below the throttle valve.
The carby specs are BXUV-2 modified carbys.
Main venturi size 1.094 ins.
Flange size SAE 1 3/4 with 1.31 dia.
bore. .055 ins main jets.
No. 56 drill power by-pass jet.
Idle discharge hole upper No.64 drill.
Idle discharge hole upper No. 70 drill.
Idle tube No. 70 drill.
Idle air bleed No 52 drill.
Twin attachment air cleaner with polyurethane element and intake silencer.
Modified throttle linkage to suit the twin carbys.
Exhaust front pipe starts twin from the manifolds and blends in to a y connection midway between the manifolds
and the Muffler into a single 2 inch pipe.
Muffler is a straight through oval shaped and is 7.75 in X 3.25 in X 14.14 in long.
Tail pipes increased in size to Front 1.875 in and rear tailpipe 1.50 in on
models 215A 225A 235A and 1.75 in on all other models.
There was also a straight through resonator fitted.
The X2 HR engines used a std dissy and std timing.
But the X2 HD used a totally different dissy. With a different Shaft,springs etc etc.
There was a modified dash and wiring harness that came with the X2 engine package.
The dash had a oil pressure gauge and a temp gauge and a ammeter and a fuel gauge and
a generator tell tale light and on the body they added 3 X2 badges.
If it was a 3-spd manual and the original tailshaft is still fitted it should be 3-inches in diameter,
whereas a normal one is 2 3/4-inches.
I hope that helps.
Cheers Paul.
#19
_robslxhatch_
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Posted 10 July 2010 - 04:09 PM
alot of interesting info there.. i didn't realise the cams were so big in them!!.thanks Paul.
#20
_HQ SS_
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Posted 10 July 2010 - 05:16 PM
Technically they are not that big as compared to most after market performance items now.
A std cam was a
35 deg inlet opening and 75 deg closing.
70 deg ex opening and 40 deg closing. (from memory these are base line measurements.)
But by the looks of it both cams had a valve lift of .338in. ( HQ onwards actually used this same basic cam design as well.)
So not big compared to something like a Wade Bathurst type cam Grind no 391.
456" valve lift at 1.5 rocker ratio
501.6"valve lift at 1.65 rocker ratio.
Timing In opens 55 deg closes 91 deg
Ex opens 95 deg closes 51 deg
with 95/51 and 55/91 duration
But the improved duration on it would have worked well with the improved inlet and exhaust that were fitted along side it.
The funny part is them saying that the pipe size was increased to a huge rear pipe size of 1 1/2in to 1 3/4in depending on model.
But obviously larger than the std pea shooter rear pipe.
Cheers Paul.
A std cam was a
35 deg inlet opening and 75 deg closing.
70 deg ex opening and 40 deg closing. (from memory these are base line measurements.)
But by the looks of it both cams had a valve lift of .338in. ( HQ onwards actually used this same basic cam design as well.)
So not big compared to something like a Wade Bathurst type cam Grind no 391.
456" valve lift at 1.5 rocker ratio
501.6"valve lift at 1.65 rocker ratio.
Timing In opens 55 deg closes 91 deg
Ex opens 95 deg closes 51 deg
with 95/51 and 55/91 duration
But the improved duration on it would have worked well with the improved inlet and exhaust that were fitted along side it.
The funny part is them saying that the pipe size was increased to a huge rear pipe size of 1 1/2in to 1 3/4in depending on model.
But obviously larger than the std pea shooter rear pipe.
Cheers Paul.
Edited by HQ SS, 10 July 2010 - 05:17 PM.
#21
wot179
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Posted 10 July 2010 - 05:32 PM
#23
_robslxhatch_
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Posted 10 July 2010 - 11:04 PM
Technically they are not that big as compared to most after market performance items now.
of coarse they arn't big compared to what is available now , but i thought that a 35/75 xu1 cam was a big cam for the day ,i didn't think that a 60's model car would be running bigger than that.
#24
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Posted 11 July 2010 - 02:07 AM
Sorry that did not correctly explain what I was trying to say.
I am no cam genius so it is hard to explain what I do mean.
The wade cam I listed details from was the replacement in the 80,s for a 72/73 bathurst cam. (So not technically a current spec cam.)
Which had these specs.( which I have just copied and pasted here.)
Camshaft Specifications GTR XU-1 202 Bathurst 72 & 73.
Inlet (No ramp)
Open 55�
Close 91�
Duration 326�
Lift .456" (11.59mm)
Exhaust
Open 94�
Close 51�
Duration 326�
Lift .456" (11.59mm)
Overlap106�
So back then they were running this large a cam in the bathurst model and the prior versions were in increasing age here
Camshaft Specifications GTR XU-1 202 Feb 1972.
Inlet (No ramp)
Open 44�
Close 80�
Duration 304�
Lift .429" (10.89mm)
Exhaust
Open 83�
Close 40�
Duration 304�
Lift .429" (10.89mm)
Overlap 84�
Camshaft Specifications GTR XU-1 186 Bathurst Feb 1971.
Inlet (No ramp)
Open 38�
Close 86�
Duration 304�
Lift .429" (10.89mm)
Exhaust
Open 77�
Close 46�
Duration 304�
Lift .429" (10.89mm)
Overlap 84�
Camshaft Specifications GTR XU-1 186 Bathurst Sept 1970.
Inlet (No ramp)
Open 23�
Close 65�
Duration 268�
Lift .345" (8.76mm)
Exhaust
Open 58�
Close 30�
Duration 268�
Lift .345" (8.76mm)
Overlap 53�
Camshaft Specifications GTR XU-1 186 Aug 1970.
Inlet (No ramp)
Open 29�
Close 57�
Duration 266�
Lift .345" (8.76mm)
Exhaust
Open 64�
Close 24�
Duration 266�
Lift .345" (8.76mm)
Overlap 53�
So compared to the HR cam.
Inlet
Open 43�
Close 83�
Duration 306�
Lift .338" at the valve
Exhaust
Open 78�
Close 48�
Duration 306�
Lift .338" at the valve.
So the HR cam had more duration than all all of the above cams except the 72/73 Bathurst grind but it also had less lift than all of the above cams.
As I previously mentioned I would suspect that the extra duration was to take advantage of the other changes on the package as well.
My understanding is that advertised duration is normally read at around .004" tappet lift for most after market cams but not by all brands,
so you end up with different advertised durations.
Now also my understanding is that Holdens figures are on a initial first cam lift point which is the no ramp mentioned against the Torana cams.
So this alone will give a higher duration figure as compared to something you may read in a modern cam book.
It is hard also with cams to compare them on a even scale as for a more accurate comparison of cams you need the true measurement
of a cam which is done at 50" tappet lift.
This is a real figure as compared to the other figures because on the original measurement the cam may travel a fair amount of degrees before it
actually really starts to do anything.
So you may have a cam with a high advertised duration but it does not actually use all of that duration to any real positive effect.
This is the same has having two cams with the same advertised duration but they are actually very different cams at the 50" mark.
one starts its lift very soon and the other does not.
I have graphed the wade cam but I do not have a std cam graph to compare it to.
But I can post a picture to show what I mean if it is required.
I hope all of this now makes a bit more sense or did I make it even more confussing.
Cheers Paul
I am no cam genius so it is hard to explain what I do mean.
The wade cam I listed details from was the replacement in the 80,s for a 72/73 bathurst cam. (So not technically a current spec cam.)
Which had these specs.( which I have just copied and pasted here.)
Camshaft Specifications GTR XU-1 202 Bathurst 72 & 73.
Inlet (No ramp)
Open 55�
Close 91�
Duration 326�
Lift .456" (11.59mm)
Exhaust
Open 94�
Close 51�
Duration 326�
Lift .456" (11.59mm)
Overlap106�
So back then they were running this large a cam in the bathurst model and the prior versions were in increasing age here
Camshaft Specifications GTR XU-1 202 Feb 1972.
Inlet (No ramp)
Open 44�
Close 80�
Duration 304�
Lift .429" (10.89mm)
Exhaust
Open 83�
Close 40�
Duration 304�
Lift .429" (10.89mm)
Overlap 84�
Camshaft Specifications GTR XU-1 186 Bathurst Feb 1971.
Inlet (No ramp)
Open 38�
Close 86�
Duration 304�
Lift .429" (10.89mm)
Exhaust
Open 77�
Close 46�
Duration 304�
Lift .429" (10.89mm)
Overlap 84�
Camshaft Specifications GTR XU-1 186 Bathurst Sept 1970.
Inlet (No ramp)
Open 23�
Close 65�
Duration 268�
Lift .345" (8.76mm)
Exhaust
Open 58�
Close 30�
Duration 268�
Lift .345" (8.76mm)
Overlap 53�
Camshaft Specifications GTR XU-1 186 Aug 1970.
Inlet (No ramp)
Open 29�
Close 57�
Duration 266�
Lift .345" (8.76mm)
Exhaust
Open 64�
Close 24�
Duration 266�
Lift .345" (8.76mm)
Overlap 53�
So compared to the HR cam.
Inlet
Open 43�
Close 83�
Duration 306�
Lift .338" at the valve
Exhaust
Open 78�
Close 48�
Duration 306�
Lift .338" at the valve.
So the HR cam had more duration than all all of the above cams except the 72/73 Bathurst grind but it also had less lift than all of the above cams.
As I previously mentioned I would suspect that the extra duration was to take advantage of the other changes on the package as well.
My understanding is that advertised duration is normally read at around .004" tappet lift for most after market cams but not by all brands,
so you end up with different advertised durations.
Now also my understanding is that Holdens figures are on a initial first cam lift point which is the no ramp mentioned against the Torana cams.
So this alone will give a higher duration figure as compared to something you may read in a modern cam book.
It is hard also with cams to compare them on a even scale as for a more accurate comparison of cams you need the true measurement
of a cam which is done at 50" tappet lift.
This is a real figure as compared to the other figures because on the original measurement the cam may travel a fair amount of degrees before it
actually really starts to do anything.
So you may have a cam with a high advertised duration but it does not actually use all of that duration to any real positive effect.
This is the same has having two cams with the same advertised duration but they are actually very different cams at the 50" mark.
one starts its lift very soon and the other does not.
I have graphed the wade cam but I do not have a std cam graph to compare it to.
But I can post a picture to show what I mean if it is required.
I hope all of this now makes a bit more sense or did I make it even more confussing.
Cheers Paul
#25
Bathurst72
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Posted 12 July 2010 - 04:35 PM
Hi, here are some pics of my old 186S cars.
This is a White over Cordovan, grey interior, 2 speed auto, GMH promotional car.
This ia a White over Savannah Bronze, red interior, opel 4 speed.
cheers
steve
This is a White over Cordovan, grey interior, 2 speed auto, GMH promotional car.
This ia a White over Savannah Bronze, red interior, opel 4 speed.
cheers
steve
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