The Vauxhall Viva is a small family car produced by Vauxhall in three consecutive versions between 1963 and 1979. It is designated as HA, HB, and HC series.
Viva was introduced a year after Vauxhall's sister company Opel unveiled Opel Kadett A. Visually, the kinship of both cars was clear. The van version is also produced, as Bedford HA. In the UK, Viva's main competitors at launch include Ford Anglia and established Morris Minor.
The third generation HC series is the last passenger car that Vauxhall designed when it stopped production in 1979, as all future Vauxhalls will become Opel models engineered by badges.
Video Vauxhall Viva
HA Viva (1963-1966)
HA Viva, announced in September 1963, and replaced in September 1966, was Vauxhall's first serious move into the compact car market after the Second World War. It was also the first new small car manufactured by Vauxhall since 1936. Viva HA is powered by 1,057 cc (64.5 cuÃ, in), overhead valve, four-cylinder, front-mounted engine driving the rear wheels. It's comparable in size and mechanical specifications with the newly released Opel Kadett a year earlier in continental Europe. Viva and Kadett are sold side by side in many markets. HA Viva is just an inch longer than Ford Anglia which dates back to 1959. It was offered only as a two-door sedan, and competing with Anglia and BMC is very successful and greatly appreciated the new 1100 range.
HA sets a new standard in its day for lightweight, easy to operate control, short slick gearchange, lightweight steering and clutch pedals, excellent all-round visibility and relative performance. This is one of the first cars to be actively marketed to women, perhaps as a result of the perceived benefits for them.
The crossmember front panel (steering, suspension and engine mounting) of HA became a very popular item for hot rod builders in the UK, because simple self-contained mechanics, similar to old designs dating from the 1930s, and the ability to accommodate machines much larger in its range. This assembly features a double wishbone/vertical telescopic dampers suspension design combined with a transverse leaf spring attached to the front crossmember in its center position and all units can be removed and adapted to other vehicles. (For the same reason assembly Jaguar IRS is often used behind these custom cars). Viva's rear suspension is made with longitudinal semi-elliptic leaf spring and conventional telescopic damper. The progressive suspension includes a very clever mounting design for the rear axle and the transverse leaf system of the front suspension leads to a gentle ride on the small protrusions but with acceptable roll characteristics along the bend along with the proper steering and small turning circles.
In Canada, HA is sold as Vauxhall Viva by Pontiac/Buick dealers and also as Envoy Epic by Chevrolet/Oldsmobile dealers, and second in sales to Volkswagen Beetle among imported compact cars. In France (and Algeria and Tunisia), the car was marketed as the Vauxhall Epic.
Viva was originally launched in Standard and Deluxe versions, which can be identified by their simple horizontal tilt metal grilles. Small changes in September 1964 included a more directed seat and steering lift. A more luxurious SL (for Super Luxury) variant appeared in June 1965. The machines are available in two tune conditions: the entry level model comes with a power output of 44 brake horsepower (33 kW), while the Viva 90, introduced in October 1965 , has a higher 9: 1 compression ratio and produces 54 brake horsepower (40 kW). The availability of two engines and three trim options allows Vauxhall to offer six Viva variants in multiple markets. 90 models come with front disc brakes, while SLs displays contrast of bodyside flashes, chrome plated front grille, full wheel cover, three round tail light elements and better interior trim.
During the first ten months, more than 100,000 HAVVAS were made, and in 1966 HA had incised more than 306,000 sales, proving that Vauxhall had managed to return to the small car market, which they abandoned after the Second World War. One measure of success is the fact that budgets are made available to design successors of cars with almost clean sheets. Viva HB inherited the machine, but little else, from HA. 309.538 Viva HAs produced.
HA, however, suffered from severe corrosion problems along with other Vauxhall models at the time and very few of these models remained - one of the major problem areas were cappings along the edges of the top side of the trunk compartment very rusty and allowing water to enter, consequently causing corrosion structural areas in the luggage-compartment floor area. Like many other British cars in that period, many Vivas failed to survive in the long run.
HA Viva was assembled in Australia by General Motors-Holden starting in 1964, and in New Zealand by General Motors at Petone. New Zealand only builds Deluxe models and some basic versions for government fleet contracts.
Bedford HA
The van version is marketed as Bedford HA and is offered in 6 cwt, 8 cwt and, from 1972, 10 cwt variants. This is different from the saloon being higher, and thousands are purchased by GPOs (then British Telecom), their yellow Yellow HA van is a common sight. Van HA was eventually replaced by Chevanne, but due to fleet orders, mainly from British Telecom, British Rail and Post Office, van HA remained in production, eventually using the HCC Viva engine and gearbox then, all the way up to 1983.
Bedford Beagle
Although no HA estate version was built on the factory offered, limited production production conversions by Martin Walter Ltd of Folkestone, based on the Bedford HA van, marketed as Bedford Beagle.
Maps Vauxhall Viva
HB Viva (1966-1970)
The HB Viva, announced in September 1966 and sold by Vauxhall until 1970, is a larger car than HA, featuring coke bottle styling, and modeled after American General Motors (GM) models such as the Chevrolet Impala/Caprice period. It displays the same basic engine as the HA, but enlarges to 1,159 cc, but with the added weight of the larger body the final drive drive is reduced from 3.9 to 1 to 4.1 to maintain sluggish performance (except for SL90 which maintains 3.9 diff has the power to overcome higher ratios).
Viva HB was automatically offered from February 1967, and equipped with the existing Borg Warner Type 35 system. Cars of this size display an automatic transmission is still unusual because of the amount of power absorbed by the transmission system: in a piece of sincere and unusual criticism, a British automotive journal then describes Viva HBs with automatic transmission as "among the slowest cars on the road".
HB uses a completely different suspension design from HA, has double wishbone and coil spring with integrated telescopic damper on the front, and trailing arm and coil spring on the back. Lateral location and anti-squat from the rear axle is achieved by using the upper trailing arm mounted at about 45 Â ° fixed to the lugs at the top of the differential. Both front and rear can also be equipped with an optional anti-roll bar. HB sets a new standard for handling in its class as a result of the adoption of this suspension design, in which many of his contemporaries are stuck with MacPherson springs and struts.
This time, apart from the standard and 90 stage tune, there is also, for a short time, the Brabham SL/90 HB that supposedly has been developed with the help of world racing champion Jack Brabham. The Brabham model is marked externally by distinctive lateral black stripes on the front of the bonnet that curved down the wings and then back to back to end on the taper at the front door. This model is almost impossible to find today. This model and Viva GT are the two most sought-after models. The Brabham model differs from the standard Viva SL/90 in having different cam-shafts, enhanced suspension with anti-roll bars, different exhaust manifolds, and unique twin-carb manifolds, as well as different interior trims. Viva GT has a very different engine and equipment and interior that runs from the standard Viva HB model. It is distinguished by having a black hat with twin louvres and being completely white. Then the GT comes in different colors.
Two larger overhead camshaft engines from the larger Vauxhall Victor are also offered - 1975 cc twin carbohydrates at Viva GT from February 1968 and 1599 cc forming Viva 1600 from May 1968.
With an expanded machine program, HB sees many permutations of model offerings, with base, deluxe and SL trims offered with a standard choice of 1.2, tuned 90 1.2, Brabham 90 1.2 and above-mentioned overhead cam units offered during run it. Brabham was effectively replaced by the 1600s, although many have complained of high fuel consumption with this engine. The front disc brakes come with 90 cam engine models and overhead, while the larger 12 gallon fuel tank is also part of the 1600 and GT package.
Brake problems: a 1971 survey of Swedish registered passenger cars in 1967 put HB Viva at the top of the list of cars identified as having mismanagement as part of the annual testing procedure. Problems are concentrated on uneven brakes and drag brakes, generally on the back, and affecting 26% of tested cars. Second on the list, with 24% of cars triggering brake error report, is the same configured Opel Kadett esters. Despite avoiding the bottom point in other individual categories, the low score achieved by the brakes leaves Viva with the highest overall failure rate of 34 passenger cars which is included in the amount sufficient to display in the Swedish test results report.
Originally offered only as a two-door sedan, the three-door estate joined the HB range in June 1967, but the emergence of four doors in October 1968 saw HB breaking worldwide sales records. The introduction of the four-door option coincides with numerous minor improvements to the interior trim, while the 'extra' switch is moved from the remote panel to the position closer to the steering wheel. The GM's "absorbing energy" steering column is now installed for all models and the fuel tank capacity is increased from 8 to 12 gallons UK (36 to 55 liters). The 4-door saloon was designed and engineered by Holden in Australia who exported it as part kits back to Vauxhall in England.
In the late 1960s and early 1970s, Motor Motor UK surveyed readers about their cars: they included the owner poll HB Viva 1600. The answer given is very important is to the last question asking if the respondent would buy another car with the same model: only 21% of Viva 1600 has respondents answered "yes", which is the lowest value for this question achieved by one of the first 17 models conducted by the survey. At the time of the reader's polls, HB Viva was replaced even though the new 1600 version had been offered since 1968, so the sample would be relatively small: it seems that a low level of satisfaction may have been reflected. not so much the design of the car but the lack of effective quality control in the manufacturing process.
The van Viva HB version was developed, but never exceeded the prototype/mock-up stage. However, General Motors New Zealand sells a three-door station wagon version without the rear seats as a 'van' model and continues this with later HC versions.
The aftermarket conversion specialist, Crayford, also runs several convertibles based on the 2-door Viva. Very few of these conversions still exist, only two GT models are converted, but both are known to survive, and are likely to be on show stage in the coming years.
Other markets
The HB Viva variant was also built in Australia, by General Motors-Holden, from 1967 to 1969 and marketed there as Holden HB Torana. Oddly though closer to the physical location to Australia, all HB Vivas sold in New Zealand are produced from CKD kits imported from England and sold as Vauxhalls. Vivas New Zealand is a two and four door deluxe sedan, the last with a '90' engine. Automatic is not offered, nor is there any SL trim. Some Deluxe Estates are also assembled locally along with the 'van' version minus the back seat of the estate.
Canadian Chevrolet/Oldsmobile dealers continued to sell HB that had been hacked as Envoy Epic until 1970, while Pontiac/Buick dealers continued to sell cars under their original names. In South Africa, assembled locally. The GT model arrived there in mid-1969 and is available in a variety of colors, unlike their UK counterparts. GT can be said with sleek black stripes on the sides and strips on the bonnet, as well as four exhaust edges and black paint in the area between the taillights. The claimed power is 112Ã, hp (84Ã, kW) SAE.
566,391 Viva HBs produced. The body design has improved after Vauxhall's poor reputation with corrosion on previous models. HB has better undercover body protection, but the British car is still vulnerable to rust through the front wing in the area behind the headlights where water, mud and salt can accumulate. The ongoing problem with salt on UK roads affects many brands and models, not just Viva, but Vauxhall's persistent bad reputation against corrosion undoubtedly contributes to the development of wing-bolts and wheel-arch launchers on the next generation of cars family passengers.
HC Viva < (1970-1979)
HC Viva (1970-79) is mechanically similar to HB but has a more modern style and larger interior space due to redesigned seating and bulkhead positions. It offers two- and four-door saloons and fastback properties with a standard selection of 1159Ã, cc, 90 tuned 1159Ã, cc or 1600Ã, cc overhead cam power. No version 2.0 GT is offered with a new range, though 2.0 being a single engine offering for Canada, where HC became Firenza , marketed by Pontiac/Buick dealer without the name Vauxhall. Cloning Envoy Epic was dropped because the Chevrolet dealership now carries the domestic Chevrolet Vega. HC pulled out of the Canadian market after a two-year model amidst consumer anger over the problem of corrosion and reliability. A class action lawsuit launched against General Motors Canada by dissatisfied owners was not completed until the early 1980s.
The American influence is still evident in the design, with a narrow horizontal backlight cluster, a flat dashboard with a letterbox "speedometer, and a spoken mid-ridge bunch that echoes on the front bumper.
A version of a coupé called Firenza was introduced in early 1971 to compete with the upcoming Ford Capri and Morris Marina Coupà ©. It is available in deluxe and SL form, with the last four sport lights and finally reviving the twin-carburettor 2.0 engine missing from HB Viva GT.
The basic 1159 cc engine was enlarged to 1256 cc at the end of 1971 and with this 90 versions removed from the line-up.
The overhead cam engine was upgraded in early 1972, 1.6 to 1.8 (1759 cc) and 2.0 carburettor (1975 cc) to 2.3 (2,279 cc). At this time, the Viva 2300 SL and Firenza Sport SL remove the letters speedometer and replace the attractive seven-call instrument package. Firenza SL has two swivel packets, though all the other Vivas and Firenzas are stuck with the original presentation.
In September 1973, the Viva span was divided, the entry of the 1256 cc model remained as Vivas, with a 1.8 liter engine option on Viva SL with automatic transmission. The 1.8- and 2.3-liter models take on a more luxurious trim and are crowned as Magnum. The entire lineup of Viva-based cars receives increased safety equipment at the same time, with dual-powered dual-brake (with front disk) brakes made standard. Seat belts, front seat backs, two-speed windshield wipers, and undercoating are also made standard across the board. In addition, the Firenza coupon is given a radical change with the aerodynamic nose and raises the 2.3 liter twin carb mated to a ZF five-speed gearbox, turning it into HP (High Performance) Firenza.
Viva was re-revised in 1975, with trim levels being E (for Economics), L and SL. E is Vauxhall's answer to Ford Popular and was first offered as a two-door coupe promotional edition using excess body skin Firenza, before becoming a permanent Viva model in the form of a two-door sedan. This is the only Viva that still has a speedometer strip after this because L and SL adopt two rounds of dial-up Firenza SL. In the fall of 1975, the 1800 engine was also upgraded, increasing power from 77 to 88 hp (57 to 66 kW; 78 to 89 PS).
For 1977, the SL was replaced by the GLS, basically mating the Magnum plusher trim and equipment with a base of 1,256 cc pushrod ohv engine. All of these models have seven full-fledged instrument panel, velor seating and Rostyle wheels, among many other improvements.
Viva's production was reduced after Chevet's launch in the spring of 1975. Originally a three-door hatchback, Chevette offered two and four-door saloons and a three-door estate in 1976 that all captured Viva's position as a small Vauxhall entry car.
The Chevette hatch was also sold as the City of Kadett Opel, but Viva remained sold until the latter part of 1979.
Viva was effectively replaced by the new Vauxhall Astra, a variant of Opel Kadett front-wheel-drive. At that time it was dated compared to more modern rivals like Volkswagen Golf. Production stops at a time when European manufacturers are making the transition from the rear-wheel drive sedan to a front-wheel drive hatchback in the family car market.
The passing of Viva marked an important moment for Vauxhall. HC Viva is the second car from the rear completely designed by the company based in Luton, the range of Victor FE 1972 became the last British design designed Vauxhall. The car was replaced in 1978 by Carlton based in Opel Reckord, so the passage of Viva in 1979 marked the end of Vauxhall's production designed in England, with all Vauxhall cars now effectively becoming Badges designed and designed by Germany, or in this case from Vauxhall Monaro 2004, a forged Holden.
The domestic market launch of Viva HC coincided with one of the periodic spikes of debt-induced economic growth, and the latest Viva became Vauxhall's latest best-selling model of all time, which incised its first 100,000 units in just 7 1 / 2 months. 640,863 Viva HCs was produced, making the combined production of Viva reach 1.5 million. The thousandth Viva, HC gold, was driven from the production line by national politicians amid many celebrations on July 20, 1971. Although most of Vivas was produced at the Ellesmere Port Vauxhall plant in northern England, the company's production line was a flexible time standard, and the millionth car is a Luton mill product. However, within seconds of the completion of Millionth Viva in Luton, Ellesmere Port celebrates what is described - too optimistic when things change - as the first Viva of the second million.
In New Zealand, Viva was originally built in the form of two or four doors and a wagon/van with 1,159 cc and 1256 cc engine. For a short time a New Zealand special variant was only produced, called Viva Score 7. It was originally intended to have a higher performance engine installed, as a sports model, but the accountant stepped in and it became just a "work-cat- and-trim" special. It is available in three color schemes of lime green, bright red/orange and bright yellow, with wide black stripes and a prominent "Score 7" logo on the rear mudguard. A number of 1.8-liter models, some with automatic transmissions, were imported from England in 1973/4 when the interim government relaxed import restrictions on cars built because local CKD plants were unable to meet demand. The 1.8-liter engine and automatic transmission were then added to the CKD assembly and the entire range was renamed to Magnum in 1976. It has four nose headlamps and trim enhancements and equipment, such as a two-dial instrument package and heated rear window, in an attempt to overcome the image Viva's car base - its home base in GM's ranks now being taken by a new launch, a wide range of 1.3-liter locally-made Chevettes - and slower sales. Magnum also has an 1800 engine option, often working with automatic transmissions.
South Africa
The Viva HC version, called the Chevrolet Firenza, is produced in South Africa, where it offers four small English or a locally made 2.5-liter Chevrolet engine. After a 1975 facelift and some changes to the lineup, this lost the "Firenza" badge and sold only as the Chevrolet 1300 and 1900. The car was facelifted, with a new front design that mimics that bigger Chevrolet 2500/3800/4100. It was originally only a four door saloon , but South Africa also saw a three-door hatch developed from this rather than taking then the new Chevet/Kadett City; was first shown in June 1976 and the first car slid off the production line in August. This mix uses the rear and rear taillights of the T-car, but Viva is in front of the B-pillar. The arch around the rear hatch opening is much more powerful than the T-car, to match local road conditions. Also, 57Ã,® L (15Ã, USÃ, gal) is larger than expected from this size car, to adjust local road conditions and restrictions on gasoline sales. The separate rear seats are folded down. With Chevrolet Chevair recently introduced, a cost ban makes such a creation a better proposition than bringing in a new car.
Local content is high from the beginning, with some Hatch models reaching 71.15% immediately. The car was 3.886 mm (153.0 inches) long, 252 mm shorter than the saloon. Since the Hatch handcuffs are modified from the existing design, some compromises are required and the payload area is very shallow. Another problem, common to all 1300/1900s, is the absence of universal key-time testers who offer many complaints about requiring not less than four keys that are difficult to unravel.
1300 has a 1256 cc Vauxhall engine, which was brought from Firenza, while 1900 has a built-in 1960-cc Chevrolet cast-iron inline-four; a smaller version of the 2.5 seen earlier in Firenza. At the time of introduction, the Weber 1900 carburetor manual claimed 80WW (109 PS, 107 hp) SAE and a top speed of 149 km/h (93 mph) for Hatch. Automatics receives Rochester carburetors and more torque-oriented tuning; the max power for this version is 78 kW (106 PS; 105 hp). The 1300 and 1900 are both available on De Luxe or LS trim, with a four-speed manual transmission and three-speed automatic available for the 1900s.
Grumett
Some cars based on Vauxhall Viva were produced from 1970 to 1976 by Grumett in Uruguay.
They come in different models, including double-cab, two-door pick-ups, with different Vauxhall and Opel engines. The body is fiberglass; some original Vauxhalls are imported to be molded. The mechanics are Vauxhall or Opel, depending on the batch.
Revival name
The name Viva will not appear in General Motors cars for another 25 years.
In 2004, in partnership with AutoVAZ Lada manufacturer, General Motors launched GM-AvtoVAZ Chevrolet Viva in Russia. This is basically the Opel Astra G four-door (model that was introduced as Vauxhall/Opel in 1998 and produced until 2004).
The name is also used by Holden in Australia and New Zealand on Daewoo Lacetti and Nubira versions which are marketed as Holden Viva.
The name Viva made a comeback in 2015, as a Vauxhall model for the United Kingdom. It's based on Korean design, and produced the Chevrolet Spark, which is sold as Opel Karl in most of Europe. It replaces Vauxhall Agila.
References in popular culture
The car was mentioned in a song by Elvis Costello. One of the songs from his 1978 album Model of the Year , "The Beat", contains the following lyrics: "I have become a brat with a standard leader, my neighbor revives his Vauxhall Viva."
This car is referenced by The Macc Lads in their song 'Beer & amp; Sex & amp; Chips 'n' Gravy 'and "Knutsford":' Vauxhall Viva is covered in rust, But you can not fuck with 29 buses. 'and "Ski in Viva." each.
The character of Coronation Street, Renee Roberts, met his death in Viva in 1980 while learning to drive.
References
External links
- Vauxhall Viva Owners Club (The original club for all types of Vauxhall Viva)
- Viva Outlaws Club (Club Owner catering for modified Vivas and race, owner of Viva GT List)
- Viva Drivers Club (Club owners catering for all Viva models, for owners who want to ride their Vivas)
- VBOA (Vauxhall, Bedford, and Opel Association)
Source of the article : Wikipedia
0 Comments