VAUXHALL VIVA HC REVIEW

In its time, the Vauxhall Viva HC was the most popular car to come out of Luton. And it’s still one of the most affordable...

Looking for some cheap fun? Then look no further. Few classics are more affordable than the Vauxhall Viva HC. Once seen on every street corner, Viva numbers have dwindled in recent years. But there are still some crackers out there waiting to be snapped up.

The HA Viva was the first Vauxhall to achieve a six-figure production run and, by the early 1970s, had easily become Vauxhall’s best-selling car ever. 

It helped that there was a version for everyone thanks to numerous engines, body styles and trim levels. But while the Firenza and Magnum get all the attention, the standard HC can be great fun thanks to its rear-wheel drive and ample tuning opportunities. Take a closer look and you’ll be amazed at how much fun you can have with even the most meagre of budgets. 

VITAL STATISTICS

Engine                                    1159-2279cc/4-cyl/OHV/OHC 

Power (bhp@rpm)                  49-112bhp@5500rpm

Torque (lb ft@rpm)                 88-150lb ft@3000rpm

Top speed                                88-100+mph

0-60mph                                  (1256cc)13.1sec

Consumption                            22-35mpg

 Gearbox                                    4-speed man/3-speed auto

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

It’ll come as no surprise that it’s corrosion which has killed off most Vivas. In typical 1970s fashion, these cars can rot spectacularly, so you need to check every square inch of bodywork for filler. Even if the car looks good at first glance, you must pay especially close attention to the rear wheelarches, front wings, shock absorber turrets and the A-pillars where they meet the windscreen – these are always the first areas to go, as are the inner wings by the headlamps and at the bonnet hinges. Early cars have ‘high-peak’ front wings at the forward edge, so check the car you are looking at is correct. 

ENGINE

Over its production run, Viva HC buyers could choose between five engines, starting with an 1159cc overhead-valve unit. Later came a 1256cc OHV powerplant, while a 1599cc OHC engine wsa available for the power hungry. From 1972, the 1599cc unit was replaced by 1759cc and 2279cc OHC lumps.

A good service will do wonders whatever engine is fitted. But even when in good nick, Viva powerplants are noisy. Although the 1256cc unit is stronger than the 1159cc unit, it isn’t as free-revving.

OHV units will see 60,000 miles as long as decent 20/50 oil has been put in every 3000 miles. Overhead cam units are stronger, though 1599cc and 1759cc versions should also have had a fresh belt within the past 20,000 miles. 2279cc versions are ‘safe’ if the belt breaks but the smaller ones aren’t. Beware long delays for oil pressure build-up as OHC oil pumps are scarce. 

Heater matrixes can leak, and all Vivas can be prone to hot-running with marginal cooling systems.

RUNNING GEAR

Most Vivas have a four-speed manual gearbox, although a few have a GM three-speed auto, although these are now ultra-rare. Each gearbox is reliable, though OHV four-speed boxes can whine like a milk float. Check auto transmission fluid to ensure it’s not black or dark brown. If it is, there’s a rebuild round the corner.

The two ball joints on each side of the front suspension can wear, the lower ones especially. Early HCs had drum brakes all round, with servo-assisted discs optional – post-1973 HCs and the SL90 featured front discs as standard. It’s worth fitting disc brakes to an early car, but bits are only available secondhand.

There are no self-adjusters on cars with front drums, so if they appear past their best it should just be a case of tweaking them manually. Incidentally, Girling and Lockheed parts were mixed and matched during production depending on who was on strike at the time, so having a Girling master cylinder doesn’t mean the front and/or rear brakes aren’t Lockheed.

INTERIOR

New trim is extinct and used bits are now scarce. The number of different variations doesn’t help, but it’s all fairly hard wearing, though pale dashtops can discolour and all can split. 

The electrical system is simple, though headlamp switches can fail.  Everything is available but headlamps are rare, costing £30-£40. Distributors wear quickly in early engines, as the oil pump neck into which the distributor spindle fits was offset, but in later engines it was centred. Problems occur when straight-slot dizzy’s are forced into offset oil pumps.

OUR VERDICT

With Viva values, you’re not spending enough money to get your fingers burned. Vauxhall made no bones about the fact that these cars were simply appliances to get from A to B, with economy being the most important thing. With cars being scrapped and banger-raced, they’re disappearing quickly. So if you’ve never got round to buying one, you might not have much time left.

VAUXHALL VIVA HB REVIEW

Seen as mere utilitarian transport when new, the Viva HB retains its charm today.

The HB Viva used a completely different suspension design from the HA, employing double-wishbone and coil springs with integrated telescopic dampers at the front, and trailing arms and coil springs at the rear. Lateral location and anti-squat of the rear axle was achieved using upper trailing arms mounted at approximately forty-five degrees, then fixed to lugs at the top of the differential. Both front and rear could also be fitted with optional anti-roll bars. The new and quite advanced suspension setup resulted in impressive handling, with the Viva setting new standards within its class. 

The steering is especially good, and the lightness of the controls resulted in thousands of Vivas being used as driving school cars. The driving experience could be better enjoyed in the high compression SL90, with power boosted to 59bhp. Many Viva GTs have been up-engined with later 2279cc slant-four power. An easy conversion, and one that’s hard to spot until you floor the throttle. 

VITAL STATISTICS

1967 Viva HB

Engine                                    1159cc/4-cyl/OHV

Power (bhp@rpm)                  47bhp@5200rpm

Torque (lb ft@rpm)                 62lb ft@2800rpm

Top speed                                80mph

0-60mph                                  19sec

Consumption                            33mpg 

WHAT TO LOOK FOR

BODYWORK & CHASSIS

On HBs, the most vulnerable areas for corrosion are the front inner and outer wings and the front panel around the headlamps. Front inner wings also go 

at the back around the bonnet hinge mount. Rear arches and rear wing lower edges can get frilly.  Inspect rear damper mounts, outer and inner
sills plus the chassis legs: where these legs return under the bulkhead can rot and often means the car
gets scrapped. 

ENGINE

Whatever engine is fitted, Viva engines aren’t the quietest of powerplants, though a good service will often work wonders. The 1159cc engine isn’t as strong as the later 1256cc version, but it is a lot more free-revving. Whichever unit is fitted, it should be good for at least 60,000 miles, providing an oil and filter change with decent 20/50 has been undertaken every 3000 miles or so. 1599cc overhead cam units should also have a fresh timing belt every 30,000 miles as they are an interference engine. Bizarrely, the larger 1975cc and 2279cc motors aren’t, so cambelts (if they break) can simply be replaced. On pre-1968-OHV engines the timing chain tensioner is often overtightened, resulting in a strange moaning sound when the engine is revved above idle. Adjusting anti-clockwise is the cure, but by now most cars have been fitted with automatic chain tensioners anyway. If an engine has seen better days however, it is possible to find used replacements through one of the owners’ clubs. If the heater seems to have given up, it could be down to an air lock. As the heater’s outlet hose has to be disconnected and the cooling system refilled through it, many owners don’t fill it properly, if at all. 

ELECTRICS

Viva electrical systems are simple. Alternators were fitted from August 1969. Headlamps and indicator switches hardest to source.

RUNNING GEAR

Most surviving Vivas have manual gearboxes, although there are a few Borg Warner automatics about – the option was offered from February 1967. Both are generally reliable, but OHV manual boxes can get noisy with age. The Viva GT used a close-ratio version of the bigger Victor ‘box and a shortened example of the back axle from those models, that is well up to the torque generated by the GT’s 2-litre engine.

The HB’s coil sprung, double wishbone front suspension and wider track were a welcome advance. The suspension is generally durable, so there is little to worry about. Examine the two balljoints on each side of the front suspension – they can wear, particularly the lower ones. The first HBs (’66 model year) had no bump stops fitted, so check that the shock absorbers haven’t been damaged by over-enthusiastic driving.

  BRAKES

All HBs were fitted with 12-inch pressed steel wheels, except the GT, that had 13-inch items. Most Vivas had drum brakes all round, with servo-assisted discs available as an option. There are no self-adjusters on cars with front drums, so if they seem past their best, it’s a case of manually adjusting them. If you plan to do a lot of miles, then it’s worth swapping systems from a disc-braked car.

OUR VERDICT

Classics don’t really come more affordable than Vauxhall’s diminutive Viva. Once a staple of Britain’s street corners, numbers have dwindled in recent years, but there are still some sweeties just waiting to be picked up. 566,391 examples of the second phase HB model were built between 1966 and 1970, and by the early 1970s the Viva had become Vauxhall’s best selling car ever. It helped that there was a version for everyone – combine the different engines, body styles and trim levels, and there were over one hundred derivatives offered across three generations. With all versions having rear wheel drive and plenty of tuning potential, you’d be amazed at how much fun can be had on even the tightest of budgets. Look out for SL 90 1159cc hotter variant, or Brabham Viva tuned examples. 1599cc OHC examples could be ordered with GM’s excellent three-speed auto box, or as here, go for the pokey 2-litre GT model. It came in S1 then S2 variants, the later car with RoStyles seen here. 

Viva values are still on the low side. The car is both undervalued and rare. That isn’t to say they’re only worth snapping up because they’re cheap however. Vauxhall intended them as simple appliances for getting from A to B, with economy being most important. The HB offered a similar range choice to its competitor, the Escort with two-door, four-door and estate car options. Dynamics are arguably bette suited to classic ownership, with supple suspension and light steering and brakes. All versions are rare but sporty Brabham and GT variants even more scarce. If you’ve always thought a Viva would look nice on your driveway or in your garage, but have never quite got round to it, then now’s the time to snap one up.