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.

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 .

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.