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Vauxhall VivaThe Viva was a model of car produced by Vauxhall Motors in a variety of models from 1963 to 1979. The models were known as the HA, the HB and the HC series. HA Viva The Viva HA (1963-1966) was a small, rather boxy car with a 1057cc overhead valve engine. The 4 cylinder front mounted engine drove the rear wheels. The van version of the Viva HA, known as the Bedford HA or Bedford Beagle, remained in production until 1979. Thousands of these vehicles were owned by the GPO (later British Telecom) and the bright yellow vans were a common sight. The HA set new standards in its day for lightweight, easy to operate controls, a slick short gearchange, lightweight steering and clutch pedal, good all-round visibility and relatively nippy performance. It was one of the first cars to be actively marketed towards women, perhaps as a result of these perceived benefits for them. The front crossmember (steering, suspension and engine mounting) assembly from the HA became a very popular item for DIY hot rod builders in the UK, due to its simple self-contained mechanics, similar to older designs such as those from the 1930s, and ability to accommodate much larger engines within its span. The assembly featured a double wishbone suspension design and the entire unit could be removed and adapted to another vehicle as a complete unit. (For similar reasons the Jaguar IRS assembly was often used at the rear of these custom cars). In Canada, the HA Viva was sold as the Envoy Epic, and was second in sales to the Volkswagen Beetle amongst imported compact cars. Origianlly launched in just base and Deluxe trim, a more luxurious SL (for Super Luxury) variant came in late 1965. Engines were available in two states of tune - normal and hotter 90, giving Vauxhall up to six Viva variants in some markets. 90 models came with front disc brakes, while SLs featured contrasting bodyside flashes, a criss-cross grill element, full wheel covers, three round element tail lights and better cabin trim. The HA chalked up over 306,000 sales in its run, making for Vauxhall's successful return to the small car market, which they abandoned after World War 2. HB Viva The Viva HB (1966-1970) was a larger car, featuring a distinctive coke-bottle waistline, modelled after American General Motors (GM) models such as the Chevrolet Impala/Caprice of the time. It featured the same engine as the HA, but enlarged to 1159cc. This time, apart from the standard and 90 stages of tune, there was also, for a brief time, a Brabham 90 engine that was purported to have been developed with the aid of world racing champion Jack Brabham. Brabham models were marked out externally by distinctive black stripes at the front of the bonnet that curved round to the fenders and then headed back to end in a taper at the front doors. This item is almost impossible to find today. Two larger overhead camshaft engines from the larger Vauxhall Victor were also offered - a twin carb 1,975 cc in the Viva GT from Feb 1968 and a 1,599cc making up the Viva 1600 from May 1968. With the expanded engine programme, the HB saw numerous permutations of model offerings, with base, deluxe and SL trims offered with a choice of standard 1.2, tuned 90 1.2, Brabham 90 1.2 and the aforementioned overhead cam units offered during its run. The Brabham was effectively replaced by the 1600, although many complained of high fuel consumption with this engine. Front disc brakes came with the 90 and overhead cam engine models, while a larger 12 galllon fuel tank was also part of the 1600 and GT package. GTs were at first offered with very boy racerish trim - matt black bonnet with dummy air scoops, dummy exhaust pipes giving the impression of four outlets and clip on chrome wheel trims that mimicked racing mags, though the upgraded full instrumentation and sports steering wheel were appreciated by enthusiasts. The over the top trim was done away with in late 1969, when the GT was revised with more harmomious accoutrements and a revised dashboard accompanying changes to its gearing, making it a more refined (if slightly slower) performer. Originally offered as just a 2 door saloon, an attractive 3 door estate joined the HB range in late 1967, but the advent of the 4 door in late 1968 saw the HB bursting sales records worldwide. Aftermarket consversion specialists, Crayford, also ran off some convertibles based off the 2 door Viva. The HB Viva was also built and sold in Australia as the Holden Torana. Canadian Chevrolet/Oldsmobile/Buick] dealers continued to sell the Viva during this series as the Envoy Epic, until 1970. The HB's handsome lines and peppy performance made it a sales hit, with close to 560,000 units sold. HC Viva The Viva HC (1970-1979) was mechanically the same as the HB but had more modern styling. It offered 2 and 4 door saloons and a fastback estate with the choice of either standard 1.2, 90 tuned 1.2 or 1600 overhead cam power. No 2.0 GT version was offered with the new range, for some strange reason, although the 2.0 became the sole engine offering for Canada, where the HC became the Vauxhall Firenza and effectively replaced both the Viva and Envoy Epic. The American influence was still obvious on the design, with narrow horizontal rear lamp clusters, flat dashboard with a "letterbox" style speedometer, and a pronounced mid bonnet hump that was echoed in the front bumper. A coupe version confusingly called called the Firenza was introduced in spring 1971 to do battle with the Ford Capri and forthcoming Morris Marina Coupe. It was available in deluxe and SL forms, with the latter sporting four headlights and finally resurrecting the missing 2.0 twin carb engine from the HB Viva GT. The basic 1,159 cc engine was enlarged to 1256 cc in late 1971 and with this, the 90 state of tune was done away with. The overhead cam engines were upgraded in spring 1972, the 1.6 becoming a 1.8 (1,759 cc) and the 2.0 (1,975 cc) twin carb became a 2.3 (2,279 cc). At this time, the Viva 2300 SL and Firenza Sport SL did away with the letter box speedometer and substituted an attractive seven dial instrument pack. Firenza SLs had a two round dial pack, though all other Vivas and Firenzas stuck with the original presentation. In September 1973, the Viva range was divided, the entry 1.3 models staying as Vivas, with optional 1.8 power if automatic transmission was chosen. The 1.8 and 2.3 litre models took on more luxurious trim and were rebadged as the Magnum. At the same time, the Firenza coupe was given a makeover with an aerodynamic nose and beefed up 2.3 litre twin carb engine mated to a ZF five speed gearbox, turning it into the HP Firenza. This also had Avon safety wheels that prevented the tyre from rolling off the rim in the event of a blowout at speed. The HP Firenza's run was curtailed by the Oil Crisis of late 1973, and just 208 were produced. Also around this time, General Motors (GM) made the decision to merge its European operations, so Vauxhall's design independence was on the ebb and the HC was effectively the last Vauxhall with purely British influence. The Viva was again revised in 1975, with trim levels becoming the E (for Economy), L and SL. The E was Vauxhall's answer to the Ford Popular and was first offered as a promotional edition 2 door coupe using leftover Firenza body shells,before becoming a permanent Viva model in 2 door saloon form. It was the only Viva to still have the strip speedometer after this as the L and SL adopted the Firenza SL's two round dial set up. In New Zealand, the Viva was re-named as the Magnum 1300 in 1975. This had the four headlight Magnum frontage and improved trim and equipment in a bid to overcome the Viva's sagging basic car image. A version of the Viva HC, called the Chevrolet Firenza, was produced in South Africa, where it offered the British 1.3 or an Opel 1.9 litre engine. The UK Firenza coupe was also offered in South Africa, with a special batch even having the small block Chevrolet V8 stuffed in to make for a veritable wolf in sheep's clothing. This market also re-engineered the Viva HC in 1976 to offer a hatchback variant rather than take on the Vauxhall Chevette, which was effectively the Viva's replacement on its debut in spring 1975. The Chevette was a smart three-door hatchback that used the Viva's 1256 cc engine, with the slightly larger, roomier Viva selling on side by side until it was supplanted by additional 2 and 4 door and 3 door estate versions. By the time of the Chevette's arrival, the Viva was showing its age in terms of refinement and general feel, becoming harder and harder to sell towards the end of the decade. Production finally ceased at the end of 1978, with stocks selling on until mid 1979 when Vauxhall introduced the front wheel drive Astra. By the mid-80s, the once ubiquitous Viva was a rare sight on the roads, having been scrapped in vast numbers by upgrading owners. Before it was withdrawn, the Viva made a final flourish in luxurious GLS guise in late 1977. This was effectively a Magnum with 1300 power as the posh Magnum trim and feature level including the full seven dial instrument pack from the topline Magnum 2300 was retained in combination with the basic Viva engine. The GLS replaced the SL. The passing of the Viva in 1979 marked a significant moment for Vauxhall, as it was the last car to be completely designed by the Luton-based company. All future Vauxhalls would be simply badge-engineered Opels, or in the case of the 2004 Vauxhall Monaro, a rebadged Holden. Total HC sales ran to about 640,000 units, making combined Viva production top the 1.5 million mark. The millionth Viva was a gold HC produced in August 1971. All three Viva variants have a following in the classic car fraternity, but are rarely considered to be true classics. Viva Contemporaries Name revival The Viva name would not appear on a General Motors car for another 25 years. In 2004, in cooperation with Lada manufacturer AutoVAZ, General Motors launched the Chevrolet Viva in Russia. This was essentially a four-door Opel Astra B. External links Viva
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