Vauxhall Viva at 60: Griffins for the people

By Andrew Roberts

| 15 Mar 2024

Classic & Sports Car – Vauxhall Viva at 60: Griffins for the people

On 1 June 1964, a Viva HA became the first car to depart Vauxhall’s new Ellesmere Port factory.

Today, the name seems to belong to the past as much as Movietone newsreels or films with the credit ‘starring Peter Cushing’, but from 1963 to 1979 the Viva was an integral part of the UK’s automotive landscape.

To mark its diamond anniversary, we have assembled four rare examples of the Viva dynasty at the stately Luton Hoo, the venue for so many 1960s and ’70s Vauxhall brochure illustrations.

Let’s celebrate the Vauxhall Viva, which turned 60 in 2023

The Viva HA, Luton’s first post-war small car, made its debut on 17 August 1963.

Vauxhall designed it in collaboration with Opel, which launched the Kadett A in 1962, although the two concerns never publicly admitted as such.

Nor would Vauxhall dealers have to cope with the presence of a German near-doppelgänger on the showroom floor, because Opel would not officially import cars into the UK before 1967.

The Vauxhall Viva HB Brabham De Luxe (left) and the earlier HA SL90

Looking at Darren Cantrill’s 1966 HA today, its appearance is akin to a child’s drawing of a car: almost literally three boxes on wheels.

Vauxhall’s low-key approach to the Viva’s appearance was the opposite of Ford’s with the Anglia 105E, whose styling belonged to an ethos that was already looking passé by the time The Beatles released Please Please Me.

The sales publicity highlighted the new Viva’s independent front suspension, rack-and-pinion steering, all-synchromesh gearbox and ‘big, square, deep boot for Man’s shopping’.

‘Few SLs and SL90s survive today, but the models combined sensible 1960s motoring with a certain jauntiness’

In case potential owners were concerned the HA might be a bit too macho, Vauxhall reassured female motorists that the HA was ‘very much a car to be seen in’, and commissioned a six-minute PR film starring Katie Boyle.

An early brochure further posed the question: ‘Did Woman have the first as well as the last word about the design of this spacious, vivacious Vauxhall?’

The corporation’s response was the promise of ‘headroom for a high-style hair-do’ and helpfully explained that, thanks to the HA’s wide doors, getting in ‘couldn’t be easier (even in a pencil-slim skirt)’.

The Vauxhall Viva HA SL90’s 1057cc ‘four’ makes 54bhp

The original HA line-up consisted of the Standard (with fittings on a par with a British Railways waiting room) and the De Luxe, with its decadent heater, rear ashtrays and ‘Screenclean’ windscreen washers.

June 1965 marked the launch of the SL (Super Luxury) version, with a more overtly stylised radiator grille, Ambla trim, a glovebox and carpeting of ‘a superior-cut pile’.

Meanwhile, the individual tail-lights, matt-silver fascia, ‘graceful side-flash’ and polished aluminium wheeltrims appealed to drivers engaged in the fine art of social climbing.

The Brabham treatment was available for Vauxhall Viva HBs in ‘90’ form

Three months later, Vauxhall introduced the ‘90’ option for the De Luxe and SL, with a Zenith-Stromberg CD150 carburettor and servo-assisted front disc brakes.

The Viva for ‘light-hearted, lively people – full of joie de vivre’ offered a mighty 20% more power than the standard models, and even boasted a speedometer that read up to 100mph.

Autocar found the SL90 ‘a most practical and likeable small car’, while Motor accurately summarised the appeal to most buyers: ‘Strictly conventional, with interesting features.’

Vauxhall Viva HB Brabhams got twin Stromberg carburettors and an uprated camshaft

Today, those sturdy features are augmented by a dose of character.

“I bought my Viva via eBay just over three years ago, and we recently covered 150 miles with no issues,” says owner Darren.

“It’s very nostalgic to drive, and everyone waves and wants to chat.

“I can’t judge the SL90’s performance against a standard HA – I’ve never driven one – but this Viva certainly keeps up with modern traffic.

“I have taken my car up to 60mph, but don’t want to go beyond that.”

There’s a glovebox and ‘superior’ carpeting in this Vauxhall Viva HA SL90’s cabin

Darren’s Viva is one of very few surviving examples of the 11,794 SLs and SL90s that were sold, but it demonstrates how the models combined sensible ’60s motoring with a certain jauntiness.

Among the particularly charming details are vintage-style black-on-white dials, conveying the faint air of a racing car so the driver could dream of being the next Graham Hill.

In addition, the first owner clearly threw caution to the wind by splashing out £2 on the optional reversing lights, and further invested an extravagant 35/- on a pair of wing mirrors.

The Vauxhall Viva HA SL90 has stylish black-on-white dials

The HA saloon met its demise in September 1966, although the once-familiar Bedford Van derivative remained available until as late as September 1983.

The replacement HB offered the buyer greater power, vastly improved suspension and a rather svelte appearance designed in-house, with appealing mid-Atlantic ‘Coke-bottle’ styling.

Subjective though these matters are, the HB has to be one of the most attractive small saloons of its time.

“Jet smooth, whisper quiet,” intoned voice-over maestro Patrick Allen in the cinema advertisements.

This rare Vauxhall Viva HB Brabham began life as a PR demonstrator

As with its predecessor, the HB line-up consisted of the base model, the De Luxe and the SL, the latter two also available in more powerful 90 form with front disc brakes as standard.

By February 1967, owners of the 90 could even specify Brabham treatment for their Vivas: ‘What happens when a three-time world champ breathes on Britain’s most exciting light saloon?’

Sir Jack’s Surrey-based works had previously offered a (rare) high-performance Viva HA conversion in 1964, while the HB Brabham tempted would-be Formula One drivers with twin Stromberg carburettors, a modified exhaust system and an uprated camshaft.

The Vauxhall Viva HB Brabham has a mahogany gearknob, plus ‘zoom stripes’ on the outside

The specification included a gearlever surrounded by a polished mahogany knob ‘carrying a genuine inlaid Brabham badge’ and swish bonnet stripes to cause a stir in the office car park.

Luton instructed prospective customers to ‘tell dealers Jack sent you’, which sounds like a line from a sub-par spy drama.

Vauxhall franchisees, as opposed to the factory, undertook the modifications.

The conversion was consequently free from Purchase Tax, costing a reasonable £37 10s – plus a £10-12 fitting charge – with the Brabham Vivas also benefiting from a full factory warranty.

The Vauxhall Viva HB’s dash-top rev counter

John Bolster at Autosport praised the ‘outstanding handling and superb roadholding’ and decreed that the HB’s Brabham conversion offered ‘marvellous value’.

Sales ended in 1968 with the introduction of the 2-litre GT.

Adrian Miller is the founder of The Vauxhall Viva Owners’ Club, and his 1966 HB is a former Vauxhall Motors PR car.

It is not only the oldest-surviving example and the only known roadworthy Brabham De Luxe, but also the oldest HB.

From the Vauxhall Viva HA (left) to the HB there was a neat styling update

The original owner specified the optional rev counter for £12 14s 6d – one of an array of accessories designed ‘to meet the exacting demands of the enthusiast’.

Adrian discovered the car as a barn-find, and 20 years later it returned to the road.

The top speed is a respectable 93mph and, while this is not quite in the Cortina II Lotus class, Vauxhall aimed the Brabham Viva at a different market.

HBs such as KXE 154D were for the motorist who wanted more power to augment the Viva’s road manners, plus the social kudos of the Brabham name – not to mention the unfettered thrill of owning a car with ‘zoom stripes’.

This Vauxhall Viva HC 2300SL (closest) was a barn-find, while this Vauxhall Firenza 1300SL has been with one family since new

The HC succeeded the HB on 1 October 1970, with Vauxhall urging its dealers to promote the Plumaflex front seating and the 20cu ft boot as significant features.

It also provided a silver two-door SL to ITC Entertainment to make guest appearances in Jason King, giving viewers the impression that an HC was chasing Peter Wyngarde across the globe.

This latest Viva appeared to be sized between the Escort and the Cortina MkIII, reflecting the fact that Luton planned its creation with the needs of the vital Canadian export territory in mind, rather than the UK.

‘This latest Vauxhall Viva was sized between the Ford Escort and Cortina, reflecting the fact that Luton planned it with the needs of export markets in mind’

The HA and HB had previously been sold there as the Envoy Epic, and all Canada-market HCs wore the Firenza name.

Unfortunately, they proved to be so unreliable that Vauxhall sales had ceased by 1973, causing the company great financial trauma.

Back at home, the Viva became available with the 1.8-litre and twin-carburettor 2.3-litre slant-fours from the recently launched Victor FE in 1972.

Vauxhall promised ‘more action for your money!’ as well as the decadence of ‘wall-to-wall carpeting’ and ‘full seven-dial instrumentation’.

The Vauxhall Viva HC 2300SL’s 2.3-litre ‘four’ packs 110bhp

Dealers could rightly claim that there was no equivalent 2.3-litre rival from the Ford Escort or Cortina, Hillman Avenger, Morris Marina and even the Triumph Dolomite ranges.

Motor concluded that the 2300SL was: ‘An outstanding car in many ways, but in a few mainly minor ways it is poor.’

In other words, the Viva HC had the potential for further development and improvement, yet in 1973 General Motors decided to cancel the Cortina-sized HD programme.

Instead, Vauxhall would develop its own version of Opel’s forthcoming Ascona B, to be sold as the Cavalier.

This is thought to be the sole-surviving Vauxhall Firenza 1300SL

That year the HC received a facelift, with Vauxhall rebadging the 1.8-litre and 2.3-litre HC saloon and estate as the Magnum.

Terry Howard discovered his Viva in a farmer’s barn in Rainham, Kent, hence its nickname ‘Barney’.

“Magazine advertisements in the 1970s said the 2300SL was a joy to drive,” says Terry, “and ‘wolf in sheep’s clothing’ best sums up my experience of the 2.3-litre HC.

“In terms of performance it is on a par with a Ford Escort RS 2000, and it leaves them standing in the mid-range because of the torque the engine produces.”

The Vauxhall Firenza 1300SL’s 1256cc engine produces 66bhp

“This is thanks to the slant-four’s oversquare pistons: wider bores mean less piston stroke,” he explains.

“Whenever I talk to someone at a car show, the classic opening line is always ‘my family had a Viva’.”

The final member of our quartet is the Firenza, which used the name of the ill-fated Canadian export model.

It took its bow on 26 May 1971 as ‘the kind of car that makes you impatient to be on your way’.

This Vauxhall Viva HC 2300SL sports the Plumaflex front seats

Cost constraints meant that it employed the same panelwork as a two-door HC saloon below the waistline, which resulted in complaints from dealerships holding out for a Ford Capri rival, who further grumbled that Opel showrooms could display the stylish Manta A.

The original engine line-up consisted of the Viva’s 1159cc, 1599cc and 1975cc ‘fours’, but for 1972 they were replaced by 1256cc, 1759cc and 2279cc units.

After late ’73, following the introduction of the Magnum, Vauxhall used the Firenza name solely on the High Performance ‘Droopsnoot’ version.

The Vauxhall Viva HC 2300SL’s busy dials include a 120mph speedo

BWK 442K is thought to be the sole-surviving 1300SL and has been owned by the Yearby family since new.

Today, the Flamenco Red Firenza is in the custodianship of Christopher, the original owner’s nephew, and his son, Mark.

Despite the shared origins, the Firenza’s coupé roofline is striking – the guest at the Vauxhall presentation who dismissively referred to it as a “bubble-top Viva” was clearly just being negative.

The Yearbys’ HC is a stark reminder of Vauxhall’s challenge in the early 1970s – namely, to convince customers that it was worth spending £65 more than the price of a Viva 1300SL, and that it was more groovy than a Capri 1300.

The Vauxhall Firenza 1300SL’s cabin has a low-key black finish

The Firenza SL’s quad headlights added sales appeal, and spending £35 on the optional RoStyle rims – ‘the extra-distinctive wheel that turns heads’ – helped to distract from that mundane strip speedometer.

“Being a 1256cc version, it’s never going to melt Tarmac with its speed and acceleration,” admits Mark, “but it does a nice job of A- and B-roads; it seems to suit them perfectly.

“On a motorway it can feel as if the engine is revving very high at 70mph, but it’s most comfortable at 55-60mph.

“Cornering-wise it’s quite soft, but it can’t really be compared with the HP Firenza or the other bigger-engined cars.”

The strip speedo is at odds with the Firenza’s sporty styling

“It’s certainly comfortable to drive, though: remember, this was my uncle’s daily driver – and it’s now mine, come to that,” he continues.

“Most people have no idea what it is, and even when we tell them it’s a Firenza they still don’t recognise it.

“However, the older generation does see the Viva link.”

In 1975, the introduction of the Chevette marked the beginning of the end for the Viva, although sales of the HC soldiered on until July 1979.

‘The Vauxhall Chevette marked the beginning of the end for the Viva, although HC sales continued until July 1979’

By that stage, however, Vauxhall had lost its design independence and, in a development the HA foretold, the brand would thereon be associated with anglicised Opels.

Of our family gathering, the two HCs convey more ultra-1970s appeal than dinner à deux at the Angus Steakhouse, while the HA SL90 would have looked perfectly at home on the driveway in a Scales of Justice B-film suburban mystery.

But my choice has to be the racey HB Brabham De Luxe, both for its sheer exclusivity and because it looks so appealing in Pageant Red – and who could resist the lure of those fabulous zoom stripes?

Images: Max Edleston

Thanks to Luton Hoo Hotel (01582 734437); The Vauxhall Viva Owners’ Club

Factfiles

Vauxhall Viva HA SL90

Sold/number built 1965-’66/309,538
Construction steel unitary
Engine all-iron, ohv 1057cc ‘four’, single Solex carburettor
Max power 54bhp @ 5600rpm
Max torque 60lb ft @ 3200rpm
Transmission four-speed manual, RWD
Suspension: front independent, by wishbones, transverse leaf spring rear live axle, torque tube, semi-elliptic leaf springs; telescopic dampers f/r
Steering rack and pinion
Brakes discs front, drums rear, with servo
Length 12ft 11in (3937mm)
Width 4ft 11½in (1511mm)
Height 4ft 5in (1346mm)
Wheelbase 7ft 3in (2324mm)
Weight 1750lb (794kg)
Mpg 27.7
0-60mph 18.1 secs
Top speed 81mph
Price new £648 5d
Price now £8000*

Vauxhall Viva HB Brabham

Sold/number built 1967-’68/566,391
Construction steel unitary
Engine all-iron, ohv 1159cc ‘four’, twin Zenith-Stromberg carburettors
Max power 68bhp @ 5800rpm
Max torque 66lb ft @ 3800rpm
Transmission four-speed manual, RWD
Suspension: front independent, by wishbones rear live axle, diagonal links, radius arms; coil springs, telescopic dampers f/r
Steering rack and pinion
Brakes discs front, drums rear, with servo
Length 13ft 5½in (4102mm)
Width 5ft 13in (1600mm)
Height 4ft 5in (1346mm)
Wheelbase 7ft 11½in (2426mm)
Weight 1734lb (788kg)
Mpg 27
0-60mph 15.1 secs
Top speed 93mph
Price new £728
Price now £10,000+*

Vauxhall Viva HC 2300SL

Sold/number built 1970-’79/640,863
Construction steel unitary
Engine all-iron, sohc 2279cc slant-four, twin Zenith-Stromberg carburettors
Max power 110bhp @ 5200rpm
Max torque 140lb ft @ 3000rpm
Transmission four-speed manual, RWD
Suspension: front independent, by wishbones, anti-roll bar rear live axle, longitudinal lower arms, diagonal links; coil springs, telescopic dampers f/r
Steering rack and pinion
Brakes discs front, drums rear, with servo
Length 13ft 6in (4114mm)
Width 5ft 4½in (1643mm)
Height 4ft 6½in (1384mm)
Wheelbase 8ft 1in (2464mm)
Weight 2251lb (1021kg)
Mpg 18.6
0-60mph 12.4 secs
Top speed 95mph
Price new £1274
Price now £6000*

Vauxhall Firenza 1300SL

Sold/number built 1971-’73/18,352
Construction steel unitary
Engine all-iron, ohv 1256cc ‘four’, single Zenith carburettor
Max power 66bhp @ 5400rpm
Max torque 71lb ft @ 3600rpm
Transmission four-speed manual, RWD
Suspension: front independent, by wishbones, anti-roll bar rear live axle, longitudinal lower arms, diagonal links; coil springs, telescopic dampers f/r
Steering rack and pinion
Brakes discs front, drums rear, with servo
Length 13ft 6in (4114mm)
Width 5ft 4½in (1643mm)
Height 4ft 6in (1372mm)
Wheelbase 8ft 1in (2464mm)
Weight 1865lb (846kg)
Mpg 24
0-60mph 17.6 secs
Top speed 83mph
Price new £1051.88
Price now £8000*