Marque: Vauxhall - Company History & Models - Cars By Brand

Making its debut in 1976, the three-door hatchback Chevette 2300HS was developed for competition use. The newcomer was identifiable by its wide (6J) Vega sports wheels, deep front airdam, rear spoiler and comprehensive instrumentation. Powering the beast was a hot 16-valve, double overhead camshaft development of that trusty 2.3 litre engine, giving excellent pace (top speed of over 115 mph, h aving passed 60 mph from rest in a little over eight seconds). The ultra-rare HSR version was produced between 1979 and 1981; just 50 were built, of which 34 were modified for rallying by Blydenstein Racing. The HSRs featured wider (7 inch) wheels and glass fibre bonnet/ wings/side skirts. Beware of ‘fake’ HSRs; talk to the ‘Droop Snoot Group’ – this enthusiastic organisation runs its ow n authentication scheme.These rare, fascinating and highly competent sporting classics have a huge amount to offer. Your biggest problem is finding one that’s up for sale…

This is one of the rarest and most ‘desirable’ classic Vauxhalls; just 196 were built. The Mag n u m S p o r t s h atch was introduced in 1976 and was a strictly limited edition machine, featuring a ‘Droop Snoot’ nosecone and Cibié headlamps. The car employed the stylish three door, M agnum estate-like hatchback body, and was equipped with alloy Avon safety wheels and tartan interior trim. The model was originally powered by a stock bhp Magnum 2.3 litre engine (but m a ny examples have been modified). Even in standard form, the Sportshat c h models were good performers, with a top speed capability of over 100 mph, and 60 mph appearing from rest in around 10 seconds; they are enjoyably rapid to drive thanks to their lorry load of torque. Survivors are scarce but even so, are not usually expensive, and a S p o r t s h atch will give you a great deal of interesting classic motor car for your money. You try finding one…

Making their debut in the autumn of 1965 and replacing the outgoing PB models, the new PC Crestas featured styling similar to that of the FC Victors (including curved side w i n d ows to give greater shoulder room), but everything was on a grander scale. This included the engine, which was the carryover six-cylinder, 3.3- litre unit, driving through a three speed all synchromesh gearbox (plus overdrive where desired), or a four-speed floor change transmission. Alternatively, ‘ Powerglide’ automatic transmission could be specified, although it was still a sluggish two-speed affair that was better suited to bigger V8s. Quad headlamp De Luxe versions were especially well-equipped for the mid 1960s. An even more luxurious variation on the theme was the Viscount (introduced in the summer of 1966). Standard fittings included leather upholstery, reclining front seats , built- in picnic tables and a vinyl-covered roof. These attractive models were discontinued in the summer of 1972 with the lauch as the as roomy Victor FE range. They are all comfortable mile eaters, with generous luggage space. Fuel consumption can be very heavy but they make great cruisers.

Arriving in the U.K. in the autumn of 1978, the Royale and the (much more admired in cl a s s i c c i r cles) Coupé (sister model to Opel Monza Coupé) was an attractive, well-equipped and practical sporting cl a s s i c . By contrast with the three - litre, fuel-injected Monza, the Roya l e was powered by an Opel 2.8 litre, carb-fed straight six engine. This provided superb performance and the cars were (and remain) ideally suitedto high speed cruising over long distances.Equipment levels were extremely high for the late 1970s, with standard fittings including a headlamp wash/wipe system, electrically operated window s , central locking, remote control door mirrors, a steel sun roof, and sports wheels. Customers could opt for three-litre power from late 1980. Royales were discontinued in 1983, and surv i v i n g examples are revered for their performance, comfort, and interior opulence. The cars are now rare; body shell corrosion can be a problem.

When introduced in 1964 the new FC Victor was seen as a cl e v e r l y - designed successor to the previous models, and far more modern in concept. A notable feature of the new Victors was the prominent curving applied to the side window s , thus increasing available shoulder room within the car. Head and leg room was generous too, and the boot was enormous.Driving the newcomer was the same well-proven 1600 unit, which deservedly earned a reputat i o n for longevity andreliability if not speed and refinement.The twin carburettor VX4/90 versions provide a little extra performance compared with the standard versions plus many feature a limited slip differential to improve handling, which was never a strongpoint when compared to its major rival, Fo r d ’s Cortina GT. As with other Vauxhalls of the 1960s, do-it-yourself maintenance is straightforward and in mechanical terms the cars are relatively easy to keep on the road. However, structural rust can be a serious problem and will prove to be the deciding factor when looking at potential buys.

The Victor FD estate, based on the 1968 COTY award winning saloon of Randall & Hopkirk (Deceased) fame, was launched in 1968, and initially came with either 1600 or 2-litre power; 1969 saw the launch of the 3300SL, basically a Victor SL with a Ventora grille and the Cresta’s 3.3-litre engine. A horrid wide ratio three-speed-column change was always standard - most chose the four-on-the-floor for an extra £15! Range replaced in 1972 by the FESeries transcontinental, based on the Opel Rekord floorpan and engines now 1.8. 2.3, and 3.3, the latter disappearing in 1976 as it offered no performance gain over 2.3 Victor. Range was renamed VX1800 and VX2300 in 1976 and replaced in late ‘78 by the better Carlton Estate. All FDs and FEs are now unusual but a 2000/3300SL FD or a late model VX2300 are stylish and practical load carriers – proving you can find one sans tinworm…

Compared with the Mk.1 Escort any Viva is now a rare sight but the estates are undeniably sleek and attractive workhorses. Introduced in 1967 as the HB, it was as roomy as the old original Victor. All are peppy but the 2.3-litre SL is a virtual poor man’s BMW Touring. In 1972, to bridge the large gap between recently introduced Viva HC and the new FE Victor, the HC became available with the bigger car’s 1.8 and 2.3-litre engines (the 1600 was a nasty, thirsty engine). A year later Vauxhall decided to only use the Viva name on cars fitted with the 1256 engine and so all models with the 1.8 and 2.3 engines were uprated and re-badged under the posher Magnum label, complete with quad headlamps, revised facia and matt black grilles.. All survivors are rare these days but a good rot free Viva/Magnum HC 2300 Estate is well worth seeking out as a good GT workhorse.

The HC Viva range is quite mind-meltingly complex but basically the Magnum was an upmarket Viva fitted with either the (sluggish and juicy) 1.8 or the vivid but coarse 2.3 engine matt black twin headlight grille, and a few mechanical differences underneath. Inside the Magnum also received a comprehensive seven-dial dash and nicer seats.Aiming directly at the RS2000/Dolomite market, the Magnum was available saloon, coupe and estate car formats. Not the best of its type, and too rough and noisy when pressed (and rather thirsty) but they handle well enough. Rust is the biggest worry, body panels are becoming scarce and the Magnum hardly cuts a dash like a Dolomite or BMW, does it?

A ground-breaking model for the company, the HA Viva, which arrived in 1963, was the first postwar small Vauxhall, providing lively performance and generous space for passengers and luggag e . The new two—door, rear-wheel drive saloon was powered by an efficient one-litre four cylinder engine, driving through an all synchromesh four speed gearbox. Its ‘boxy’ bodywork provided generous space for up to four adults, and the boot was huge compared with that of most rivals. Even the standard versions were praised for their willing acceleration and ease of driving. The even more sprightly SL90 featured a Stromberg CD150 carb, bigger valves and servo- assisted front brakes. High performance versions with specialist modificat i o n s i n cluded the Lawrencetune Viva GT and the Brabham Viva Gtunfortunately none are believed to exist now. Surviving HAs are still enjoyed for their practicality, simplicity and economy of operation; they are very easy to maintain too, and can make ideal compact cl a s s i c s .

Derived from the HB and further improved, the HC Viva was an effective, roomy saloon, available in two and four door versions, as well as a particularly stylish estat e . Design objectives for the HC included ‘refinement and reliability’; at the same time the newcomers had to be pleasant to drive and spacious. These aims were mostly achieved…Interesting variants on the Viva theme include the fastback Firenza coupé (1971 to 1973) and the upper crust Magnum (from 1973).The ‘mainstream’ HC Vivas were powered by the same overhead valve engine, initially the 1159cc but with larger valves, then 1256cc. Overhead camshaft units of 1599cc, 1759cc and 2279cc were also offered, providing impressive performance. The Viva survived in production until 1979, by which time the Chevette was selling well and the new front-drive Astra was just around the corner. The HC Vivas are easy to own and inexpensive to run but is the least liked in classic circl e s .

Longer and wider than their ‘ L’ model predecessors, the new ‘E’ model Vauxhalls (based upon a ‘49 Chevrolet) arrived in the summer of 1951. Buyers for whom a four- cylinder engine was adequate were catered for by the new, 1.4 Wyvern, while those preferring smooth six pot motoring could instead opt for the 2.3 litre Velox . All the new Vauxhalls were full six-sea ter saloons. More powerful short stroke engines were employed from the spring of 1952. A new, range-topping variant was introduced in October 1954; the Cresta featured leather trim, two- tone paintwork, whitewall tyres and a host of ‘upmarket’ features. The ‘E’ models were discontinued in 1957, by which time the new ‘F’ Series Victor and the swish ‘ PA’ models were ready to make their debut. The ‘E’ models are extremely scarce today; survivors are increasingly sought-after. Body and chassis rot can be extensive to put it mildly but they are lovely cruisers.

Arriving on the British motoring scene in 1975, Va u x h a l l ’s new Chevette was a worthy contender in the small family car market.With thoroughly up-to-date styling, yet retaining the ‘ traditional’ rear wheel drive mechanical layout of the proven HC Viva (now mixed with Opel Kadett), the Chevette felt far more modern to drive than its predecessors (and indeed most of its rivals), and set new standards in its class for handling( if not ride). The Chevette was produced until 1984, and was sold in saloon, h atchback and estate forms. The overhead valve 1256cc engine produced lively performance for the time, and was very easy on fuel. The often overlooked Chevettes make excellent starter classics and are generally inexpensive to buy. A major plus point of ownership is that they are exceptionally easy to maintain. Chevettes are becoming scarce, but asking prices are still (usually) affordable, even for top models. condition examples.