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

If ever there was a wolf in sheep’s clothing it was the Lotus Carlton saloon. When introduced in 1990, this was the fastest ever production Vauxhall. Under the bonnet was a 24 valve, twin overhead camshaft, six cylinder fuel-injected motor, with twin turbochargers and developing a thumping 360 bhp. Despite its ultra h igh performance potential (capable of scooting from rest to 60 mph in just over five seconds, and on to a top speed of almost 180 mph), it was still a practical saloon. Standard feat u r e s i n cluded a subtle ‘ body kit’ and wide, five spoke aluminium alloy wheels. Only 440 were produced in right hand drive form (with a similar n umber of left hand drive examples). The Lotus Carlton was one of very few cars regarded as a classic from the moment it was launched. Today the model is still revered for its cracking blend of pure ‘supercar’ performance, dynamic competence and everyday practicality a Porsche can’t provide.

Replacing the ‘E’ Series models in October 1957, the new, comprehensively equipped 2.3-litre ‘ PAS’ Velox and ‘ PAD’ Cresta were boldly styled and in appearance contrasted sharply with their predecessors. The new, wide, low look was complemented by sharply raked screens; the rear windows were divided into three sections. It was all very American but it became a style icon – and still is. For a 1950s car, the range topping Cresta was especially well endowed with standard fittings, which included leather seat facings, a heater, special wheel trims, screen washers and two speed wipers. In addition to the four-door saloon versions, interesting Friary estates were offered from 1959. From the summer of 1960, more powerful 2.6-litre engines were installed, although it was really an enlarged 2262cc unit, itself an ex-truck power plant designed by Chevrolet. The cars were replaced by the new PB models in October 1962. PAs are well equipped, excellent performers with classic 1950s styling. They are also now rare and much sought-after. Rust is still the chief enemy but the mechanicals last an eternity…

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.

With bodywork based on thatof the Victor FD but with the lusty Cresta engine under the bonnet, the luxurious Ventora was introduced early in 1968. Giving effortless performance these spacious family cars were noted for the manner in which they could glide along (also the rate at which the fuel gauge needle would drop, if the vehicle was driven hard!). Standard features included full carpeting, ‘individual’ seat s , front disc brakes, and an alternat o r. Especially useful estate versions ( incorporating a stylish, 60 cu.ft. Capacity load compartment) with the Ventora engine were introduced in May 1968 and designated Victor 3300. In Fe b r u a ry 1972, revised Ventora saloons were introduced (please also see our separate section on the Victor FE and derivatives); new estate versions arrived in late 1973. Sadly minimal development of that old engine meant the 2.3 OHC Victor engine was as lively and the Ventora was killed off in 1976 to make way for the new VX2300. But this impressive Vauxhall has always been an excellent long distance cruiser, and are still ideally suited to this type of work – if you can withstand the high fuelcosts that is.

The original F Series Victor was another past Stateside GM design, modified for our needs. Radically different in styling terms, compared with the F series Victor, the new FB Victor of 1961 was Vauxhall’s attractive contender in the hotly-contested midrange family saloon market of the time. Initially the Victors were powered by Vauxhall’s tough 1508cc engine, driving through a three-speed, column change gearbox (four-speed, floor change transmission was optional at last). However in 1963 the engine capacity was increased to 1595 cc. For drivers seeking family-sized passenger accommodation but rather more performance than the standard models, Vauxhall offered a more powerful, twin carburettor model, designated VX 4/90. This version was comprehensively equipped for the time, and considerably faster than normal Victors (featuring twin Zenith carburettors, ally head, uprated suspension and front disc brakes). With 44 per cent more pep, VX4/90 versions are fun to drive.

Vauxhall’s answer to the Cortina GT was a bit of a hotch-potch. Nicely trimmed it never boasted real GT performance yet the FC series VX 4/90 of 1964-67 featured a limited slip differential to tame those 85 horses! The model reappeared in ’69 with the 112bhp Viva GT engine and standard overdrive. Again, even though the RD VX4/90 was a good car, it lacked the class of the Cortina 1600E. The FE was initially a disappointment being no faster than the Victor and it was only the last of the liners made up to 1978 (with a five speed ‘box taken from the Droopsnoot) when the badge finally came good. That said, they are still worth a good look at.

In its time the Victor FD (launched in the autumn of 1967) was considered to be highly innovative, for it was the first mass produced, medium-priced family car to be fitted with a belt-driven overhead camshaft engine and to e m p l oy sexy ‘Coke bottle’ styling. Standard features included rack and pinion steering, plus front disc brakes. The car was ‘ state of the art’ in terms of safety feat u r e s , and was awarded the Don Safety Trophy in 1968. All versions were decent performers, and the mildly uprated, twin carburettor VX 4/90 was capable of 100 mph at a push.The FD models g ave way to the new FE Vauxhalls in 1976 and were one of the last of the true Vauxhalls.These roomy and, comfortable family cars are scarce yet still under- rated. They have a great deal to offer in terms of cl a s s i c styling, good performance and (if properly cared for) good long-term reliability. A dedicated owner’s cl u b has recently been launched.

February 1972 saw the arrival of the stylish ‘ Transcontinental’ FE Vauxhalls, which still managed to i n c o r p o r ateinto the body design vestigial flutes along the bonnet sides, as with earlier models. The new Victors used a chasis shared by the Opel Record. Especially interesting are the six-cylinder Ventora saloon/Victor 3300 estat e , also (from late 1 977), the sporty, five-speed 490 (having a revised designat i o n , now), with a standard-fit front airdam. Overhead camshaft, ‘slant’ four cylinder engines from the FD were upped to 1.8 and 2.3 litre but the old US straight six motor was employed in the mile-eating range topper Ventora/ Victor 3300 models.The FEs were discontinued in 1978. The now rare surviving examples are loved by enthusiasts for their bold styling, impressive performance and comfort.

Building on the proven strengths of the HA Viva, the new HB was launched in the autumn of 1966 and took the motoring world by storm. The newcomer was sleeker, and now f e atured coil spring suspension at both the front and rear, a wider track and larger brakes for sports car like handling. Driving the HB was a development of the original engine, n ow upped to 1159cc and delivering good performance. Higher pow e r e d versions included the De Luxe 90 and SL90; from 1967 Brabham conversions were available (with twin Stromberg carburettors and revised manifolding). The Viva GT arrived in 1968, powered by Vauxhall’s new 2000cc overhead camshaft engine which provided strong performance. The still under- r ated Hbs were replaced by the HCs in October 1970 but enjoy a good following with strong club support.

Arriving in 1948, the ‘ L’ Series four- cylinder Wyvern and the s i x - cylinder Velox were new family saloons, with restyled unitary bodywork based on that of the pre War Va u x h a l l Tens/ Twelves. Powering the Wyvern was a 1442cc, four- cylinder overhead valve engine, providing reasonable (60+ mph) performance compared with most contemporaries. For buyers wanting greater performance, the 2275cc, six pot Velox was a more satisfy ing choice, capable of around 75 mph. New engines(1507cc and 2262cc respectively) were installed from 1952. The cars were replaced by the new ‘E’ Series models in late 1954. High performers they are not ( at least by today’s standards), but these now rare, dependable classic Vauxhalls have a charm of their own from a bygone age . They also helped to keep the company running in the early post- War era, and are historically important. You don’t see that many of these old Vauxhalls around as most rusted away years ago but they make interesting oldies with a certain novelty value.

Buyers seeking a neat , fast and fun to drive hot hatch were given more choice in 1983, when the new, fuel-injected 1.8 litre Astra GTE was introduced. These new sporting front wheel drive Vauxhalls were wellequipped (with, for example, standardfit sports wheels, a quad speaker stereo system, Recaro front seats and velour trim) and fun to drive. The Mark II GTE (from 1984) was produced with 1.8 and 2.0 overhead camshaft engines (fuel injected), with the jewel in the crow n being the high performance 150bhp 16v 2.0 litre version (from 1988). This was capable of over 130 mph, and achieved the nought to 60 mph dash in just 7.5 seconds! A rung lower but almost as much fun lies the SRi. This enjoys most of the GTEs finer points but is a bit slower and easier to insure, although they are not worth as much. All sporty Astras are practical, and handled tidily too. Asking prices are often low (conversely, insurance costs can be high!) but the biggest problem has to be finding one that is in standard trim and hasn’t be customised and thrashed. There are many hotted up ones around, so the choice is yours. Don’t forget that some SRis came as estates and very useful they are too.