The Collection - Authentaauthenta.co.uk/.../sitebuilderfiles/VC210917.docx · Web viewThe Viva, like the Chevette that would follow in 1975, was based on the current Opel Kadett platform

The Collection -

1:43 Scale Die-cast andWhite-Metal Models

of

Vauxhall Cars

Matt Ewart

Edition 18, September 2017

Author’s note – In the text of this document the author and owner of the collection is referred to as the ‘Collector’

Number 1

1903 (Milestone Miniatures, 2006).

Specification:Weight 272kg (600)1 Cylinder, 978cc; governed, horizontal, 3.7kw (5bhp) @ 900rpm; side exhaust valve, automatic inlet valve.

Integral steel structure, beam axles, spiral springs (no dampers). Drum brakes on rear wheels only.

Wheelbase 159cm (62.5in); Track 132/129.5 (52/51); Width 160 (63); Length 249 (98); Height 132cm (52in)

Price at launch £136

In 1857 a Scottish engineer, Alexander Wilson, set up an iron works in Wandsworth Road, London close to the famous Vauxhall Gardens, by the side of the Thames (currently the site of a Sainsbury’s supermarket). The Vauxhall Iron Works produced marine engines used by craft on the Thames.

The first Vauxhall car was produced at that site in 1903. Developed by F W Hodges and J H Chambers it had a slow-revving horizontal single cylinder engine. The chassis design was straightforward and of its time except for one aspect. Most of its contemporaries had a chassis of either brazed tubes (as in bicycle construction) or channel section steel. The first Vauxhall anticipated a development that would be pioneered in the UK by Vauxhall some 45 years later – the chassis and lower body were combined in a single structure.

This model is of the blue coloured example in the Vauxhall Heritage Collection. The only other survivor is in the Science Museum, London.

Designed by marine engineers, the first Vauxhalls had tiller steering with a control on the upright that regulated engine speed by altering the tension of the automatic inlet valve return spring. The first cars had wire wheels; artillery wheels, reverse gear and steering wheels were added later.

The first competitive event for a Vauxhall took place at Hermitage Hill during the Wolverhampton and District Motor Club’s hill climb event in October 1903. One A G Price completed the climb in 5 minutes and 46 seconds in the ninth Vauxhall made.

Number 2

Prince Henry, 1914 (Lesney, circa 1970)

Specification:Weight 1067kg (2352)4 Cylinders in line, 3402cc, CR n/k, 44.7kw (60) @ 2700; side valve, side cam, 5 bearing.

Pressed steel chassis, semi-elliptic leaf springs front and rear. Footbrake on transmission; hand lever on rear drums. Worm and wheel steering.

Wheelbase 290cm (114); Track 132 (52); Width 163 (64); Length 386 (152); Height ? (?)Max 65mph

Price £565 (Chassis only)

This miniature claims to be of the ‘1914’ Prince Henry, although textbooks report production ending in 1913 with the C-type. The colour, and representation of an aluminium bonnet, suggests that it was based on the 1912 car at the National Motor Museum. A 1911 car in the Vauxhall Heritage Collection was the inspiration for a 1:32 ‘Airfix’ plastic model kit that was available some years after this 1:47 die-cast.

The Prince Henry had its antecedents in the sporting heritage of Vauxhall. In 1911, one Percy Kidner competed in the Russian reliability trial from St Petersburg to Sevastopol without loss of points. The company’s sporting laurels gave the confidence for the development of this, the most famous Edwardian Vauxhall of all. The Prince Henry, with its distinctive pointed radiator, was originally built for the 1910 Trial sponsored by Prinz Heinrich of Prussia. Production models were delivered to customers from the spring of 1911 and were catalogued for sale in the 1912 model year. They were fast variants were based on standard production chassis, but finished to a higher specification. These were handsome cars enjoyed by wealthy Edwardians who regarded sporting motoring as something of an adventure, coupled with an interest in new technology. This combination was seen as the mark of a well-bred gentleman who did not actually have to enter races, although many did. According to the Daily Telegraph of 6 October 1910, it was “The most remarkable Twenty in the motor car world”. For many, the Vauxhall Prince Henry remains the original British sports car.

Production was a modest 58 units, at a time when the Vauxhall was offered as the ‘Car Superexcellent’ for the privileged few.

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Number 3

TT Vauxhall 1922 (Milestone Miniatures, circa 2008)

Specification:Weight 1473kg (3248)4 Cylinders in line, 2996cc, CR 5.8:1, 96kw (129) @ 4500; 2 Overhead Camshafts, 6 bearing.

Pressed steel chassis, semi-elliptic leaf springs front and rear. Four-wheel brakes. Worm and wheel steering.

Wheelbase 272cm (107); Track 135 (53); Width 160 (63); Length 389 (153); Height 119 (47).Max 90mph

Price – Not offered for retail sale.

A fascinating car, the 1922 TT Vauxhall was developed in response to a lack of success in competition by earlier cars. The three litre cars were developed as out-and-out racers. Lessons learned from defeats by lightweight Peugeots were applied with some determination.

The engines were designed by H R (later Sir Harry) Ricardo; the technical specifications seem remarkable for the time. There were two gear-driven over-head camshafts, four valves per cylinder and roller-bearing big-ends. There was a central flywheel (hence a 6 bearing crankshaft) and wet cylinder liners in an aluminium cylinder block. Mr Ricardo was much occupied by the combustion process and specified three spark plugs per cylinder. Only three examples of this car were produced.

The brakes had a balancing device that allowed variable distribution of the braking effort between front and rear – another arrangement found in a more sophisticated form in contemporary racing cars. This was controlled by a lever on the steering column applying compressed air to a Westinghouse servo.

After an indifferent start to competitive use, success came at the hands of Jack Barclay, Humphrey Cook, John Cobb, Malcolm Campbell, Raymond Mays, H F Clay and Parry Thomas.

The advanced engines aside, there are clear similarities with the catalogue production Vauxhalls of the time, reflected in many parts shared with the next model in this collection.

Number 4

30/98 OE-type ‘Wensum’, circa 1923 (Milestone Miniatures, 2008)

Specification:Weight 1473kg (3248)4 Cylinders in line, 4224cc, CR 5.2:1, 83.5kw (112) @ 3400; push rod OHV, 5 bearing.

Pressed steel chassis, semi-elliptic leaf springs front and rear. Four-wheel brakes from 1923. Worm and wheel steering.

Wheelbase 299cm (117.5); Track 137 (54); Width 170 (67); Length 429 (169); Height n/a.Max 90mph (100 mph guaranteed when stripped for racing.)

Price £1020 (Chassis only - 1923)

One of the finest models in the collection and a source of pride to its makers, the ‘Wensum’ tourer version of the Vauxhall 30/98 represents one of the many body styles that were placed on the various developments of the 30/98 chassis. Few saloons were specified due to the very flexible nature of the chassis which made it more suited to open-top designs.

The Wensum had a ‘boat tailed’ body, no doors, no hood, a v-shaped windscreen and flared wings; the most dramatic body to be placed on the 30/98 chassis! The 3-door ‘Velox’ body was most popular and handsome – a true ‘status symbol’, before that transatlantic term came into use.

It is difficult to overstate the importance of the 30/98. During the post WW1 years it defined the Vauxhall offer. Mechanically honed in its role as an army staff car, in which it had to survive the most arduous conditions of use, it was a mature and reliable car with the additional benefit of genuine sporting capability. The 1923 to 1927 models were the fastest catalogued cars in Britain, with a re-designed OHV engine. The valves were so large that the rockers had to be off-set on pedestals.

The brakes were a weak point; something of a disadvantage in a car capable of 85+ mph with body fitted and guaranteed to exceed 100mph at Brooklands, in chassis form. Later versions had front brakes fitted; this reportedly improved matters, but still left a little to be desired. Perhaps the most interesting aspect of this is the high survival rate of 30/98s; several hundred are still in preservation, most as running examples. The owners must generally have been careful drivers with good skills of anticipation! Fortunately cars produced in the final model years had effective hydraulic brakes.

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Number 5

Light Six ASX Saloon, 1933 (Milestone, circa 2007)

Specification:Weight 1016kg (2240lbs)6 Cylinders in line, 1782cc, CR 5.51:1, 31.3kw (42bhp) @ 3500rpm; ohv, chain cam, 4 bearing.

Steel cross-braced box-section chassis. Semi elliptic springs front and rear. Mechanical drum brakes. Worm and nut steering.

Wheelbase 256.5cm (101”); Track 127 (50); Width 162.5 (64); Length 392cm (154.5”); Height 167.5 (66)Max 68mph

Price £215 (With extra screen wiper, sunroof and GM Fisher no-draft ventilation)

This car was one of the early GM-influenced designed examples, with a hint of ‘USA’ styling and an OHV engine. A successor to the ‘Cadet’ (1931) it was launched at the 1933 Olympia motor show for the 1934 model year. It inherited the Cadet’s synchromesh gearbox and smooth six-cylinder engine. The base model with a 12HP 1.5 litre engine cost £195; the deluxe version was £215.

1934 was the year of the Road Traffic Act driving test. Vauxhall’s small six-cylinder engines with flexible top gear performance were ideal for learner drivers faced with the new test. Better still, Vauxhall’s innovative synchromesh gears on third and top helped the novice further.

The semi-elliptic suspension was decidedly firm and rear-seat passengers, sitting as they did directly above the rear axle, were subject to some jostling and pitching.

The 1930s was an important period in Vauxhall’s history. In that decade the company was leading the way technically on many fronts, as exemplified by the Cadet, the Light Six and the 10HP ‘H-type’ (model 7). These innovations were shared by Opel in Germany and had a common source in GM’s ownership of both companies.

Number 6

DX Fourteen Saloon, 1937 (Western Models, 2007)

Specification:Weight 1156kg (2548lbs)6 Cylinders in line, 1782cc, CR 6.25:1, 31.3kw (42bhp) @ 3500rpm; ohv, chain cam, 4 bearing.

Steel cross-braced box-section chassis, ifs with torsion bars and hydraulic dampers. Semi-elliptic rear. Mechanical drum brakes. Worm and nut steering.

Wheelbase 256.5cm (101”); Track 127 (50); Width 162.5 (64); Length 411.5 (162); Height 167.5 (66)Max 68mph

Price £195 to £310 (according to version)

This is a high quality British-made model of the 1937 DX saloon. In fact, some of the detailing suggests that it more closely resembles the 1938 version, but with the introduction of annual model changes, it is easy for model makers to become confused as to which model year particular characteristics belong.

The changes over model years were mostly cosmetic but none-the-less important. As tends to be the case to this day, the cars were often lengthened and widened. Detailed styling changes included the new ‘waterfall’ radiator grille and elegant ‘teardrop’ headlamps.

Wire wheels were replaced with perforated steel disc wheels. An up-market variant, the ‘touring’ saloon, had an additional pressed steel lid for the trunk (boot) upon which a spare wheel was externally mounted. As well as greatly increasing boot space this arrangement reflected the style of the big continental touring saloons of Horch and Hispano-Suiza.

Mechanical changes were matters of detail, with a larger sump, better lubrication for the valve gear, and white-metal bearings for the camshaft. The independent front suspension (something new to British cars and something that took time to be completely accepted) was established across many GM cars of the time, including Chevrolet, Pontiac and Opel.

These cars were very advanced for their time. The technical lead that the link with GM gave Vauxhall continued until the 1960s; it took the British motorist a very long time to grasp this.

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Number 7

H-type 10HP 1939 (Somerville by BHM 2011)

Specification: Weight 1084kg (2390lbs)4 Cylinders in line, 1203cc, CR 6.5:1, 25.7kw (34.5bhp) @ 3800rpm; pushrod ohv, chain cam, 3 bearing.

Integral steel body; ifs coils with torsion bars; rear live axle with semi-elliptic leafs. Hydraulic drum brakes; worm and nut steering.

Wheelbase 2390cm (97.75”); Track 118 (50.60/119.4 (47); Width 150 (59); Length 396 (156); Height 157 (62).Max 60mph

Price £159 to £168 (Standard Saloon)

One of the most important Vauxhall cars, though one that has enjoyed little recognition in histories of British motoring, was the 1937 ‘H’ type. This car, quite simply, broke the mould of UK car engineering. The Vauxhall link with Detroit had matured, with the introduction of overhead valves, independent front suspension, hydraulic brakes, and unitary construction as ‘firsts’ in a UK small (and cheap) car. The motoring press loved it; as usual the bar-room car experts derided it manly out of prejudice over its transatlantic connections. However, the opinions that mattered, those of car buyers, backed it (with their cheque books). 10,000 were sold in five months.

The Motor said of the car on test “No exaggeration . . . the new Vauxhall Ten is one of the most brilliant pieces of design that has been seen in Britain for 10 years . . . full of features of the highest technical interest but cleverly designed so that it could be made at an exceptionally low price”. Little doubt that this was true. Few, if any, competitors came close at the price and many were not as good at any price.

The model carries the registration number ‘EAA 31’. This was the number carried by a 1939 black ‘H’ type owned by the Collector’s father towards the end of the 1940s. No photographs of that car exist any longer. EAA 31 had been ‘laid-up’ during the war years and gave great service to the family, including several tours to England, reaching as far south as Bournemouth. This was the car that made this Collector a Vauxhall enthusiast!

Number 8

1948-1951 Velox LIP (Somerville by BHM 2011)

Specification: Weight 1084kg (2390lbs)6 Cylinders in line, 2275cc, CR 6.75:1, 41.3kw (55bhp) @ 3300rpm; pushrod ohv, chain cam, 4 bearing.

Integral steel body; ifs coils with torsion bars; rear live axle with semi-elliptic leafs. Hydraulic drum brakes; worm and nut steering.

Wheelbase 97.75”; Track 50.6”/52”; Width 62”; Length 418cm (164.5”); Height 163.3 (65.1)Max 74mph

Price £430 £550.3s.11d incl tax

The first post-war new Vauxhall car was not so new after all. Look closely and it is evident that the centre section of the 1948 Velox (and four-cylinder ‘Wyvern’) was that of the pre-war ‘H’ type. The transformation was strangely successful; the ‘new’ car had a distinctly transatlantic look.

The range consisted of two models only (essentially the same; the Government ‘Motor Industry Advisory Body’ encouraged a one-model policy). In the austere post-war days most of the production was exported (again, ‘policy’ was for half of production to be exported). These cars had 12V electrics and a steering column gearshift, as well as bench front seats – differing in each respect from the pre-war car.

The Wyvern was almost indistinguishable from the Velox. It had body-coloured wheels, Vauxhall’s characteristic bonnet flutes, and a distinctly bland interior with lots of painted metal visible (something that would considered shabby in the 21st

century; even the interior window frames are trimmed in all but the most mediocre cars nowadays). One peculiar characteristic of these cars was a tendency for the front of the vehicle to rise under braking!

The 1949 Velox model was the first use of ‘metallichrome’ paint. A heater was an £8.00 option and a radio a stunning £23.00 (equivalent of £614 in 2011, based on the retail price index). Production was 76,919 (Velox) and 55,409 (Wyvern).

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Number 9

Cresta E-type EIPC, 1954 (Lansdowne, 2006)

Specification:Weight 1156kg (2549lb)6 cylinders in line, 2262cc, CR7.3:1 (later 7.7:1), 50.3kw (67.5hp) @ 4000rpm, pushrod ohv, 4 bearing.

Integral steel body; ifs coils with wishbones; anti-roll bar, rear live axle with semi-elliptic leafs. Hydraulic drum brakes; re-circ. ball steering.

Wheelbase 262cm (103in), track 135/139cm (54.3/54.8), width 169 (66.5), length 284.5 (112),height 156 (61.5).Max 83mphPrice at launch £931.7.0 (1956)

This car was styled at a time when Vauxhalls and Fords were approaching the zenith of transatlantic imitation. Three-phase two-tone colour schemes combined with chrome strips and mouldings made the Cresta (and the culturally similar Ford Zodiac) the height of current automotive fashion. White-wall tyres were an essential contribution what now looks like ultimate kitsch.

The Cresta was one of the smoothest and most effortless luxury cars under £1000. Customer specified extras included leather or Lurex upholstery. Vauxhall’s cinema advertisement ended with “If you want four-figure engineering at a three-figure price, that’s Vauxhall value”. Actually many contemporary four-figure cars were quaint, if not crude, in engineering terms when compared the Vauxhall E-type.

The interior style was similarly striking, with the instruments all contained in a single circular panel in front of the driver. The clock was housed in an equivalent recess in front of the passenger, allowing the same dash pressing to be used for left and right-hand drive versions.

Road testers remarked on this being the first Vauxhall without a starting handle and recorded that cold-weather starting was excellent. Bar-room car ‘experts’ saw things differently; the absence of the hand crank was sufficient for some to condemn the car out of hand (or was it more simply that such desirable vehicles were financially out of reach for many people?).

Another innovation was flashing indicators, with a stalk on the right of the steering column; “very accessible” according to The Motor.

Number 10

Victor FA Series 1, 1957, Horizon Blue. (Lledo; limited edition, # 1743 of 4000).

Specification:Weight 1016kg (2240)4 Cylinders in line, 1508cc; CR 7.8:1 41kw (55) @ 4200; pushrod OHV, 3 bearing.

Integral steel body; ifs coils with wishbones; anti-roll bar, rear live axle with semi-elliptic leafs. Hydraulic drum brakes; re-circ. ball steering.

Wheelbase 249cm (98in); Track 127 (50); Width 158 (62.25); Length 424 (167); Height 148 (58.25)Max 75mph

Price at launch £956.17.0 (‘Super’ saloon)

The F-series Victor, launched in March 1957, laid the foundations of a model range taking Vauxhall through to the second half of the 1970s. Its lively turn of speed, roomy body and useful boot was something of a departure for the 1.5 litre class that had suffered a surfeit of dreary Austin Cambridges, Hillman Minxes, Standard 10s and Morris Oxfords. Here was a rival for the Ford Consul with overhead valves and styling that, whatever its demerits, was certainly eye catching. It broke with Vauxhall tradition, relegating the famous bonnet flutes to the body sides. It had a hydraulic clutch and synchromesh on first gear.

The estate version was the first factory-produced estate in the UK. The proportions of the Series 1 Victor, with styling that echoed the mid-50s Chevrolet Bel Air, scarcely suited a narrow car with 13in wheels. There was a lot of rear overhang, the pillars of the wrap-around windscreen had a knee-bruising dogleg, and the exhaust emerging from a bulbous bumper quickly discoloured the chrome. There was some logic in translating features popular in America (the PA series Cresta and Velox remain among the most elegant British cars of all time), the oblique crease in the rear doors being one example. This, and the jet-style nacelles on the bumper ends, was tidied up in less than two years by a hurried face-lift that made the Victor one of the best looking cars in its class. (The nacelle pressings found their way on the coach bodies produced by Plaxtons of Scarborough for several years thereafter!)

390,747 were produced. The Series F was replaced in 1961 by the FB models.

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Number 11

Cresta PA, 1957, Dusk Rose and Lilac Haze. (Lledo).


Integral steel body; ifs coils with wishbones; anti-roll bar, live rear axle with semi-elliptic leafs. Hydraulic drum brakes; re-circulating ball steering.

Wheelbase 267cm (105); Track 136.5 (53.75)/137 (54); Width 174 (68.5); Length 452 (178); Height 150 (59)Max 96mph

Price at launch £1073.17.0

Launched at the 1957 motor show, the PA Cresta was radical in design, with classic 1950s transatlantic styling. The original had a three-piece rear window that was replaced with a one-piece unit after 1958. This model is stated to represent the first generation PA Cresta, but the design is actually post ’58 (designated PADX). The model is one of the better examples in the collection, with excellent detail, down to the ‘Cresta’ logo below the window line of the front doors.

Smooth-riding with wide seats and a voluptuous appearance, the Cresta was a bold fashion statement. There were some sacrifices. There was barely enough legroom in the back for tall people, and no hat-room to speak of. However, the boot was vast. The car soaked up bumps in a way that had hitherto been experienced only with large American saloons, and although there was a certain amount of body-roll on corners the customers proved more than willing to trade precise handling for comfort. The Cresta brought new standards of roadworthiness to large 5/6 seat saloons. More controversial were colour schemes that brought pinks and greens to a market accustomed to sombre shades.

Of the 173,759 vehicles produced (including the ‘Velox’ version) only 72,981 were distributed in the UK.

The Cresta PA received rave reviews. Motor 23 April 1958 stated “…this combination of acceleration, speed and reasonable petrol economy would indeed be formidable, even without the high standards of roadworthiness which are offered”.

Number 12

Velox PASX, 1961, Black. (Lledo; limited edition, # 3023 of 5100)

Specification:Weight 1194kg (2632)6 Cylinders in line, 2651cc; CR 8.1:1 84.3kw (113) @ 4800; pushrod OHV, 4 bearing.




Launched at the 1957 motor show along with the more luxurious PA Cresta, the Velox shared its 1950s transatlantic styling. This model reproduces one of a fleet of eight Velox models employed by Stockport Borough Police for traffic patrols in the early sixties. Stockport Borough Police was a small force that merged with Cheshire and Greater Manchester in 1974. Like other Northern Forces, Stockport experimented with red and amber lights on the roof instead of the more familiar blue.

The model has been derived from the Lledo PA Cresta (see No 8 in this collection). It accurately represents the later series PA models, with the one-piece rear window, and larger grille with curved edge to the front of the bonnet. However, the extra bright moulding below the windows, as depicted on the model, was a feature of the Cresta, not the Velox.

In most respects, the Velox was similar to the more expensive Cresta. The later series had an enlarged, and more powerful, engine (see specifications).

The shortcoming of the extra power was what The Motor called “a certain degree of liveliness at the rear . . the driver is aware of the back axle’s existence on rough surfaces . . sudden acceleration in sharp turns produces wheel spin.” Road testers urged caution in opening the throttle in low gears to avoid rear-end breakaway. A new ‘strip’ type speedometer was fitted; this changed from green to amber at 30mph, then to red at about 55mph. The established virtues of big Vauxhalls remained; quietness, refinement, smooth effortless performance and above all a sense of style to which few rivals came close.

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Number 13

Friary Estate PA, 1959, Mountain Rose/Swan White. (Oxford Diecasts)

Specification:Weight 1257kg (2771)6 Cylinders in line, 2262cc; CR 7.8:1 57.0 kw (76) @ 4400; pushrod OHV, 4 bearing.




The Friary estate was not completed in the Luton Factory. Rather it was a conversion carried out by Friary Motors of Basingstoke. The resulting elegant car was fully approved by Vauxhall and sold through Vauxhall dealerships.

Technically it was the same in all essential respects as the Velox and Cresta models upon which it was based. Apart from the obvious changes to the body, the rear suspension was stiffer (to accommodate possible heavy loads in the rear) and the load space was cleared by placing two petrol tanks, one on each side, below the floor.

This was a fast, robust and practical car. With the rear seat lowered there was a six foot loading space. The rear sill was only 26” from the ground. Performance was barely affected by the conversion – 50kg of additional weight added 1 second to the 0-60mph time and increased fuel consumption by circa 1mpg. If you could afford this car, you could afford the fuel.

Among those who could afford it was Queen Elizabeth II. She took delivery of a perfectly painted, discretely dark green (known as ‘Imperial Green’!) example which has survived to this day in the National Motor Museum. Presumably it was for use on the Royal Estates.

Typically of Vauxhalls, this car set new standards at its time. The Motor road test described it thus “a roomy and imposing dual-purpose car with restful but lively performance”. What more could one ask for?

Number 14

Victor FA Series 1, 1959. (Lledo; limited edition, # 0274 of 5000; 1959 Kenya Rally)


Integral steel body; ifs coils with wishbones; anti-roll bar, live rear axle with semi-elliptic leafs. Hydraulic drum brakes; re-circ. ball steering.

Wheelbase 249cm (98); Track 127 (50); Width 158 (62.25); Length 424 (167); Height 148 (58.25)

Price at launch n/a

This model is essentially identical to the F-series Victor (model number 7), but finished in the manner of a special rally car that took part in the 1959 Keyna Coronation Safari Rally. It was driven by two experienced rally drivers Roddy Antrobus and Neil Vincent.

Few details of the specification of the original car, or the rally, were available at the time of writing. Some information can be gleaned from the David Burgess-Wise book, “A Century in Motion”, published in 2003 to celebrate Vauxhall’s Centenary.

“. . a series 2 Victor made motoring history with the first two-way crossing of Africa, ‘covering 7218 miles of jungle tracks, deep sand and 42 river crossings by primitive ferries’ in just ten days. Apart from an extra 25-gallon fuel tank and heavy-duty suspension, the Victor was standard. The trip was, said Neil Vincent, ‘the most gruelling and heart-breaking I have ever undertaken’.” When the Victor returned to its starting point, Mombassa, the scrutineers of the Royal East African Automobile Association on examining the car after its epic trip, said, “It is in fantastically good condition”.

Two-thirds of all ‘F’ type Victors was sold abroad. Indeed, despite its superiority in many areas over its domestic rivals, the Victor met with some hostility from its domestic motoring public whose loyalty to ‘British’ brands was considerable. This loyalty was tested when Japanese cars arrived on the UK market; only Vauxhall was to survive as a credible UK-manufactured brand by the early years of the 21st century.

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Number 15

Victor FB Deluxe Series 1, 1961. (Pathfinder Models)Inset opposite the real thing (1964 ‘Super’ model)


Integral steel body; ifs coils with wishbones; anti-roll bar, live rear axle with semi-elliptic leafs. Hydraulic drum brakes; re-circ. ball steering.

Wheelbase 255cm (100.5); Track 129.5 (51); Width 163 (64); Length 439 (173); Height 147 (58); 953Kg.

Price at launch (with 4 speed gearbox) £781.8.11

The second version of the Victor was one of Vauxhall’s turning-point models. Finished in acrylic paint (another Vauxhall ‘first’) and with full-body under-seal, this neatly styled and solidly built car was a great success.

Strangely, the styling owed little to GM’s influence (unlike the previous model). It suited conservative British tastes yet adapted well to what was happening elsewhere. Whereas the three-seed gearbox, with column-mounted shift lever, of the previous Victor was offered as standard, most buyers opted for the ’four on the floor’ at extra cost.

The motoring press were enthusiastic. The Motor road test concluded with (paraphrased) “In terms of refinement and comfort it can live with the luxury car of only a few years ago. In nicety of balance and road manners it is very much superior”. In some ways the FB Victor signalled the beginning of the end for the traditional British car brands – it was technically superior in many minor ways that added up to a package with a clear edge over much of the competition.

The Collector’s father had a 1964 (in effect ‘series 2’) Victor Super, illustrated opposite at New England Bay, on the Mull of Galloway. This later version had much revised styling, including a ‘Buick-like’ block grille and a nacelle around a square rear

number plate. An increase in displacement to 1594cc raised output to 59bhp.

Number 16

Viva HA, 1963. (Dinky - Meccano, Liverpool)

Specification:Weight 724kg (1564)4 Cylinders in line, 1057cc; CR 8.5:1 32.8kw (44) @ 5200; Pushrod OHV, 3 bearing.

Integral steel body; ifs with double wishbones and transverse leaf spring, live rear axle torque tube and semi-elliptical leaf springs. Hydraulic drum brakes; rack and pinion steering.

Wheelbase 232cm (91.5 in); Track 120/132 (47.5/52.25); Width 1151 (59.5); Length 394 (155); Height 136 (53.3) Max 78mph; 724kg.Total production 309,538

Price at launch £572 2s 11p (Base saloon)

This model was one of the last produced by Meccano Ltd of Binns Road in Liverpool, before the demise of the company. It was from the long running range of ‘Dinky’ toys that were marketed alongside Meccano construction sets and Hornby trains. It is not strictly 1:43 scale, being slightly oversize. Other Dinky models were undersize, including a model of the 1963 Victor FB Estate.

The Viva, like the Chevette that would follow in 1975, was based on the current Opel Kadett platform. The name followed Vauxhall’s fondness for alliteration (Velox and Victor were other examples) and suited a small car that had a life span of almost twenty years.

Vauxhall had never made anything so small. The closest to its 1057cc engine was the 1203cc Ten-Four of 1937 (See model number 7). Viva was far from radical in an era when transverse engines, front wheel drive and all-round independent suspension were becoming commonplace. An in-line water-cooled engine at the front, driving the rear wheels in a starkly slab-sided body must have seemed far from exciting.

Yet, there were plenty of buyers for whom it was exactly right. It was cheap to make, cheap to run, reliable and strong. A sporty and more highly specified version had front disc brakes and a coloured band on the body side; this was known as the ’90’ – See model 17. A panel-van version, slightly longer than the saloon was also highly successful (see ‘Other Models’ section of this document). A total of 309,538 HA Vivas were produced.

The HA Viva was replaced in 1966 by the HB models.

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Number 17

Viva HA SL90, 1966 (Silas Models 2014).

Specification:Weight 724kg (1564)4 Cylinders in line, 1057cc; CR 8.5:1, 44.7kw (60) @ 5200; Pushrod OHV, 3 bearing.

Integral steel body; ifs with double wishbones and transverse leaf spring, live rear axle torque tube and semi-elliptical leaf springs. Disc brakes front, drum rear; rack and pinion steering.

Wheelbase 232cm (91.5 in); Track 120/132 (47.5/52.25); Width 1151 (59.5); Length 394 (155); Height 136 (53.3) Max 80+ mph

Price at launch, circa £600.00

This was essentially the same car as the base model featured previously in the collection. The SL and SL90 models featured the same body decoration, differentiated only by additional badging. The use of the ‘SL’ designation for an up-market variant was re-used in 2015 when the Viva name re-appeared on a revised and restyled version of the Korean-built Chevrolet ‘Spark’.

The model is unusual in that the body is a resin moulding (aka plastic) but painted so as to be visually indistinguishable from the die-cast and white metal types in the remainder of the collection. It also has extremely fine detailing in the interior as well as the exterior, which is more readily achievable in plastics.

The most obvious visual difference from the base model of the Viva was the coloured stripe along the side which had narrow bright metal moulding around its perimeter. The radiator grille was also different and there were other minor detailed differences such as bumper-mounted ‘over-riders’.

Apart from the increased engine power, the other important technical difference was the provision of disc brakes on the front wheels.

The result was a lively little car that was enjoyable and satisfying to drive. Production of this higher-powered variant was a modest 11,794.

Number 18

Viscount, 1966. (Lansdowne)

Specification:Weight 1397kg (3080lb)6 Cylinders in line, 3294cc; CR 8.5:1 89.5kw; (120) @ 4700; chain driven camshaft, 4 bearing.

Integral steel body; ifs wishbone and coils; anti-roll bar; rigid rear axle, tie rod, semi-elliptic springs. Disc brakes front, drum rear.

Wheelbase 274cm (107.75in); Track 140/143 (55.25/56.25); Width 178 (70); Length 478 (188.25); Height 145 (57)Max 98mph

Price at launch £1,482.17.4

By the mid-60s the Velox name had been dropped, and ‘Cresta’ was the only model in the 6-cylinder range. Then came the Viscount. It was significantly more expensive than the PC Cresta from which it was derived, it was, none-the-less a success with more than 7000 units sold in the model life (1966-72).

The luxury features included vinyl roof cover, leather and walnut interior, electric windows, picnic tables, reading lights and little cornets on the door trim. The simpler, cheaper (and lighter by 100kg) Cresta outsold the Viscount by eight to one.

This was the 1960s, and the initial ‘Powerglide’ automatic transmission had only two speeds. In 1970 a three-speed GM transmission was fitted which at least must have made hasty overtaking less noisy! Luxury cars of the present day may have up to seven speed automatic transmissions, reflecting the much narrower power curves that accompany greater fuel efficiency in modern engines. Viscount buyers could have a 4-speed manual at £400 price reduction.

Perhaps the Viscount should be seen as the last of the truly ‘transatlantic’ big Vauxhalls. The increasingly ‘European’ styling of the range was evident during the late 70s, hastened by the amalgamation of Vauxhall and Opel design at Rüsselsheim in Germany.

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Number 19

FD Victor Estate, 1968. (Lansdowne)

Specification (2 litre):Weight 1066kg (2350lbs)4 Cylinders in line, 1975cc; CR 8.5:1 77.6kw (104) @ 5500; Belt driven OHC, 5 bearing.

Integral steel body; ifs with double wishbones and coil springs, live rear axle coil springs, radius arms and Panhard rod. Servo assisted disc/drum brakes; rack and pinion steering.

Wheelbase 305cm (102 in); Track 138/137 (54.6/54); Width 170 (65.9); Length 170 (176.7); Height 131 (51.7)Max 95mph

Price at launch app. £950.00

Technical innovation had always been a hallmark of Vauxhall. The FD Victor series was no exception. The hemi-head engine, installed at a 45 degree slant and incorporating a belt-driven overhead camshaft was entirely new. It also incorporated GMs ‘thin wall’ casting technique (which had rendered the famous aluminium block Buick V8 obsolete although it continued for several decades in various Rover models notably the Range Rover).

Then there was the body styling, derived from the ‘Coke bottle’ Viva HB. The car really looked good; the theme was copied by Ford two years later with the Mark 3 Cortina. (Vauxhall’s advertising at the time of the Cortina launch headlined “A car with a two-year lead takes a lot of catching”)

Other technical aspects included the adoption of Opel rear suspension (trailing arms and Panhard rod – a layout later to be used for the Chevette).

However, build quality was nothing special and the engines (a 1.6 and 2.0 litre) never fulfilled their promise in the road-going versions found in these cars (along with some HC Viva derivatives and Bedford vans). Lotus modified versions were, on the other hand, a brilliant success. One issue was the complex and heavy arrangement for valve clearance adjustment – always an issue in OHC installations – that limited engine response and ultimately power. Oil leaks were another problem that accompanied the engine throughout its life. It was extremely durable, however.

The FD ran from 1967 to ’72, the estate launched in 1968.

Number 20

Ventora II, 1972. (Lansdowne)

Specification:Weight 1158kg (2553)6 Cylinders in line, 3294cc; CR 8.5:1 92kw (123) @ 4600; Pushrod OHV, 4 bearing.

Integral steel body; ifs with double wishbones and coil springs, live rear axle coil springs, radius RMS AND Panhard rod. Servo assisted disc/drum brakes; rack and pinion steering.

Wheelbase 259cm (103 in); Track 139/137 (54.6/54); Width 170 (65.9); Length 449 (176.7); Height 133 (52.5)Max 102mph

Price at launch £1178 16s 6p (vinyl roof extra)

By the time Ventora arrived the 3.3 litre straight six GM engine was venerable indeed. It was last revised in the 1950s and although over-square was showing its age. None-the-less there was a market for a very up-market version of the FD Victor.

123 bhp was still a lot in the early 70s and by the standards of the time Ventora had a fine turn of speed. A 0 to 60 time of 10.5 seconds and maximum speed in excess of 100 mph were perhaps less important than the apparently effortless way in which they were achieved. The heavy engine, placed well forward to accommodate the two extra cylinders compromised handling and steering response did not match the car’s otherwise sporty image. Ventora was a businessman’s chariot.

Indeed marketing was clearly directed towards the image conscious older buyer. Contemporary catalogues shamelessly emphasized the impressive appearance of the car, and included an interior view with the gear lever represented in a suspiciously phallic way. Ventora was virility.

It was also comfortable, with rosewood facia and console, decorative door casings and deep-pile carpets. The seat facings were brushed nylon and at the rear of the body was a satin finished trim panel (depicted on this model) and four chrome exhaust finishers.

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Number 21

Viva (SL) HB, 1966. (Lledo)

Specification:Weight 777kg (1714)4 Cylinders in line, 1159cc; CR 8.5:1 35kw (47) @ 5200; Pushrod OHV, 3 bearing.

Integral steel body; ifs with double wishbones and coil springs, live rear axle located by lower trailing arms and upper diagonal arms, coil springs. Disc/drum brakes; rack and pinion steering.

Wheelbase 243cm (95.75 in); Track 139.5/139.5 (51); Width 1159 (62.75); Length 410 (161.5); Height 139 (54.75)Max 80mph

Price at launch £626 2s 9p (Base saloon)

The HB Viva, and its successor the HC, must rate among the most successful styling exercises by Vauxhall. Following the uncompromising ‘square’ styling of the HA, the 1996 HB had near perfect proportions with ‘coke bottle’ lines that set it ahead of all competitors. It worked; more than half a million were sold in four years.

This model is of the ‘SL’ (Super Luxury?) version that had attractive wheel trims (much imitated in the aftermarket accessories of the time) a revised grille and additional badges.

The HB was initially sold in two-door body form only; the four-door came along in 1970. In 1867 a smart estate version was launched.

As car safety was becoming an increasingly important marketing issue, Vauxhall pioneered a collapsible (energy absorbing) steering column with the HB Viva.

Sporting variants were inevitable with a car that set high standards in handling and ‘driveability’. There were 1600cc and 2 litre versions using the slant-four overhead cam engines from the FD Victors.

Especially interesting were the ‘Brabham’ versions of the HB Viva. Jack Brabham was a constructor of formula 1 cars that won the constructor’s championship in 1966 and 1967. Their engines were developed in Australia by Repco from a GM Buick V-8. The Brabham Vivas had up-rated versions of the standard Viva 1159cc engine. Performance increase was modest but image was strong.

Number 22/23

1973-1977 Magnum 1800 Inset opposite – Firenza Sport SL in Bluebird

Specification: Weight 970kg (2139)4 Cylinders in line, 1759cc; CR 85:1 57kw (77) @ 5200; Belt-driven OHC, 5 bearing.

Integral steel body; ifs with upper wishbones lower transverse links, coil springs, live rear axle located by lower trailing arms and upper diagonal arms, coil springs. Disc/drum brakes; rack and pinion steering.

Wheelbase 246cm (97 in); Track 130.6 (51.4)/131 (51.6); Width 164.3 (64.7); Length 413.5 (163); Height 133 (53)Max 91mph

Price at launch £1304 (1.8 2-door)

The third Viva model (HC) was a splendid example of modest but neat styling that could almost pass muster in any motoring era. The GM influence was still noticeable, especially in the ‘Pontiac-like’ bonnet ‘V’ and prow.

Magnum was an expensive ‘up-market’ version of the HC Viva with the 1.8 or 2.3 litre ‘slant 4’ engine. It had bright metal strips along the sills (lesser versions were painted body colour), rubber-faced bumper and four headlamps. A rear anti-roll bar improved handling (but made the ride firmer). The same running gear was used for the newly introduced Jensen Healey sports car.

A related car was the Firenza (below) a stylish coupe version sold with a variety of engine alternatives including the 2.3 litre ‘slant 4’. One variant, the ‘droopsnoot’ with a GRP nose section set something of a styling trend for Vauxhall. The Chevette, Mk1 Cavalier and first-generation Carlton all more-or-less followed the same theme. Later versions of the 2.3 litre Firenza became known as the Magnum Coupe.

The ‘Droopsnoot’ was largely hand built and the engine much modified to give a 120mph top speed and 0 to 60mph under 10 seconds. A perspective on these figures is that the performance of family cars of the early 21st

century with 1.8-2.0 litre turbo-diesel engines was broadly similar.

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Number 24/25

1979 DTV Chevette 2300 (PRC).Inset opposite – Production hatchback (PRC) (24) Specification (homologated road-going version):Weight 970kg (2138)4 Cylinders in line @ 45 degrees, 2279cc; CR 8.2:1 100.7kw (135) @ 5500; 2 camshafts OHV, 5 bearing.

Integral steel body; ifs with double wishbones and coil springs, live rear axle located by lower trailing arms, panhard rod, torque tube, coil springs. Disc/drum brakes; rack and pinion steering.

Wheelbase 239cm (94 in); Track 130cm (51); Width 1158 (62.2); Length 394 (155); Height 131 (51.6)Max 117mph. Production450

Price at launch £5017 (incl tax)

The late Bill Blydenstein was the prime source of the considerable competition success enjoyed by Vauxhall in the 1970s. He had driven some improbable cars to success, including the dowdy Borgward Isabella. However, it was as an engine developer and tuner (as well as some considerable skills in chassis engineering) that he really shone. GM was officially not in racing at that time and a group of 600 Vauxhall dealers, led by the London-based Shaw and Kilburn, set up ‘Dealer Team Vauxhall’ (DTV).

When Vauxhalls ‘slant 4’ 2.0 litre engine came available (see model 17) S&K put in a Viva HC (see model 20) and produced a virtually unbeatable saloon car for British Club racing.

The Collector has vivid memories of a Viva GT sponsored by the Edinburgh Vauxhall dealer of the time (SMT), and driven Bill Dryden, winning repeatedly at the Ingliston circuit.

Outstanding among saloon drivers of the time (and later) was Gerry ‘only here for the beer’ Marshall. The 2 litre ‘slant 4’ engine had been developed in association with Lotus. It made the DTV Chevette the rally car to have until the arrival of the Group 4 4WD cars. The model is of the Chevette driven to third place in the 1979 Rally of Sweden by Pentti Airikkla.

Later, Gerry Marshall won 96 British special saloon car races and five championships with the DTV-built 5.0 litre V8 engine specials based on Ventora and Magnum.

Number 26

Cavalier II SRI, ~1982 to 1988; (Vanguards)

Specification (1.8 version):Weight 940 - 970kg (2072 – 2139 lb)4 Cylinders in line, 1796cc; CR 9.2:1; 85kw (113) @ 5800; catalytic converter; SOHC, 5 bearing.

Integral steel body; ifs MacPherson struts, anti-roll bar; rear trailing arms with torsion crossbeam, coil springs. Brakes; disc/drum; rack and pinion steering.

Wheelbase 257.5cm (101.4ins); Track 140/140.5 (55/55.3). Width 168.5 (66.3); Length 426.5 (168); Height 138.5 (54.5)Max 115mph

Price at launch £6,759

The Mk 2 Cavalier was one the first of the GM ‘World Cars’; the so-named ‘J’ car. This was in some ways a development of the Astra, with which it shared the general chassis design and some running gear.

This was also the time when car manufacture moved from fully integrated operations whereby the majority of the components were made at the factory, to the ‘assembly’ operation that had worked so well for Japanese car companies. Thus it was that Cavaliers were assembled from German and Belgian body panels, engines from as far as Australia and transmissions from Germany and Japan.

A remarkably well designed estate version was launched in 1983, and contributed to sales success that caught Vauxhall by surprise; expected volumes were circa 50,000 p.a. – actually 70,000 were sold in the first nine months. Indeed, many examples were imported from the GM plant in Belgium, in order to meet demand. Sales were no-doubt helped by the unusual (some might say misguided) styling of the Ford Sierra, the Cavalier’s direct competitor in the vital middle market sector. Ford never fully regained its market share and finally ceased building cars in the UK when the Dagenham Fiesta line closed in 2001.

It is difficult to say why this model was so successful. The combination of effortless fast cruising and excellent reliability in the hands of company car users seems to have assured its status of GM Europe’s Ford killer.

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Number 27

Senator, 1982 to 1987; Jamaica Yellow (Schuco)

Specification (2.5 version):Weight 1335kg (2943 lb)6 Cylinders in line, 2490cc; CR 9.2:1; 100kw (134bhp) @ 5200; catalytic converter; SOHC, 7 bearing.

Integral steel body; ifs MacPherson struts; irs semi-trailing arms, coil springs; anti-roll bars front and rear. Brakes; disc all round. Re-circulating ball steering PAS.

Wheelbase 268.5cm (105.7ins); Track 144.5/147 (57/58). Width 172 (67.7); Length 484 (190); Height 141.5 (55.7)Max 122mph

Price (1984 2.5E £10,923). Production 33,000.

The Senator, like the Viceroy and Royale that preceded it was an Opel in all but name. (This model is of the ‘Opel’ version.) Indeed the adoption of the Opel model name (as was also the case with the coupe version, the Monza) was a further example of range rationalisation between Vauxhall and Opel.

This was a rear-wheel drive car that shared many components with its contemporaries in the GM Europe ranges, including the ‘J’ car Cavalier. Indeed, as had been common in the past the centre section (door and window architecture) seem remarkably similar to those of the concurrent Cavalier.

The British motoring press were impressed with these cars, and their successors, the Carlton and Omega. They were seen by the journalists of ‘Car’ magazine as setting standards when compared to their competitors.

Opel Senators were popular with the West German security service at the latter-end of the Cold War. Fast and rugged would be the characteristics that endeared them to these sinister people. An example can be seen in the ‘Cold War’ exhibit at the RAF museum in Shropshire.

An interesting aspect of this model is that the ‘J’ platform car (the ‘Cavalier’ in the UK and US) was chosen by GM to be developed as a Cadillac (known as the Cimarron), in preference to the Senator. This was a mistake – the four-cylinder engine and relatively modest dimensions were not right for Cadillac buyers and the car was not a success in that format.

Number 28

Nova SR 1988. (Gama)

Specification:Weight 745kg (1642lb)4 Cylinders in line, 1297cc, CR ?, 52kw (70bhp) @ 5800; ohc, 3 bearing.

Integral steel structure, ifs MacPherson struts irs compound cranks. Rack and pinion steering, disc front and drum rear brakes.

Wheelbase 234.5cm (92”); Track 132/130.5 (52/51); Width 153 (60); Length 362 (142.5); Height 136.5 (54)Max 101mph

Price £6999 (1988SR)

In the 80s Vauxhall was thriving with some 12% of the UK market and all but one of its traditional British rivals in terminal decline. The launch of the Spanish-made Nova caused an industrial dispute in its UK plants – exactly what Vauxhall did not then need.

The dispute was resolved in due course and the Nova, that had been designed in 1976, went into production at Zaragoza as the GM ‘S’ car. Target production was 270,000 units per year.

It was most certainly a ‘European’ car with suspension made in Cadiz, soft trim at Rioja, and the ohc ‘Family 1’ engine and F10 transmission made at Aspern near Vienna. It was launched as a hatchback and ‘notchback’ (saloon).

Two new variants were introduced at the Frankfurt motor show. These had a diesel engine (designated 4EC1) designed and largely manufactured by Isuzu. The turbo version was highly acclaimed enabling the car to reach 60mph in 12.2 seconds, and a maximum of 101mph.

Petrol driven performance variants (offered in hatchback form only) were popular for many years with younger enthusiasts. The example represented by this model had a 1.3 litre engine offering 100mph top speed and 60mph in 13.5 seconds.

Nova was replaced in 1993 by the mechanically similar Corsa.

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Numbers 29/30

Cavalier LS 1988. (Gama)Inset opposite – Saloon version (Gamma) (28)

Specification (2 litre):Weight 1115kg (2458lb)4 Cylinders in line, 1998cc, CR 9.2:1, 85kw (114bhp) @ 5200; ohc, 5 bearing.

Integral steel structure, ifs MacPherson struts irs torsion beam, coil springs. Rack and pinion steering, disc front and rear..

Wheelbase 260cm (102”); Track 142/142.5 (55.9/56.1); Width 170 (67); Length 435 (171.25); Height 140 (55)Max 123mph

Price £12,650

The third (and last) Vauxhall to carry the Cavalier name was to be the most successful of all, selling 862,000 in its 7-year lifespan. This model is of the Opel version but the brands varied only in the badges attached (and the side on which the steering wheel was installed). The model is not of good quality, contrasting with the Chinese-produced models in the collection (the door shut-lines apparent on this model are more Austin Allegro than Vauxhall Cavalier).

The traditional Cavalier values of reliability and durability were upheld by the mark III. Successful in the fleet and hire markets, good used examples were readily available.

Cavalier III was one of the first cars to be developed on what became the ‘platform’ principle, whereby many common components were shared between different models and even different makes. There was a Chevrolet Cavalier, and the Saab 9-3 of the early 90s was a Cavalier beneath the skin

(perhaps, more accurately, an Opel Vectra).

V6 and 4X4 version were introduced late in the model’s life. The four-wheel-drive version was not a great success with repeated problems plaguing the centre differential. The V6

engine, on the other hand, was excellent.

The Vauxhall Vectra that followed had a lot to live up to, not least of which was Cavalier’s record of racing success in the British Touring Car Championship.

Number 31

Astra II GTE, about 1986. (Gama)

Specification (2.0 version):Weight 1035kg (2282)4 Cylinders in line, 1998cc; CR 9.2:1; 110kw (148) @ 6000; catalytic converter; DOHC, 5 bearing.

Integral steel body; ifs MacPherson struts, anti-roll bar; rear trailing arms with torsional crossbeam, coil springs. brakes disc/disc; rack and pinion PAS.

Wheelbase 251.5cm (99ins); Track 142.5 (56)Width 169 (66.5); Length 405 (159.5); Height 141 (55.5)Max 128mph


This model is of an early Astra II GTE

Aerodynamics was very much in vogue when the second series Astra was launched. A low Cd was almost as important as a high power to weight ratio. Some new cars of the period were not well received despite good aerodynamics (the early Ford Sierra was one such). It was a bold initiative by GM to sanction the new European small/mid car with a Cd of only 0.30. This figure was achieved two years earlier by Audi with its costly 100 model. The Astra was a mainstream volume-produced car that matched it by eliminating drag-inducing features rain guttering, and with flush-fitting windows, a polypropylene nose blended with a wrap-around bumper, and an air intake reduced to meet need rather than style. In addition, the under-floor fuel tank was faired-in, wheel arch lips were removed and gaps between bonnet and headlamps filled.

The hot-hatch market was highly competitive. The VW Golf GTI was the acknowledge leader although the Astra ran it a close second. The GTE was initially offered with an 86kw (114bhp) engine. The most potent was the 16 valve 2 litre (specification opposite).

A brisk second-hand market in this model continued to thrive long after production ceased.

The GTE was popular with car thieves being both very fast and easy to steal. This was a problem for the police as it could easily out-run all but the fastest of their chase cars.

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Number 32

Carlton Mark II 2.0 CDX1990. (Corgi Vanguards)

Specification:Weight 1212kg (2673lb)4 Cylinders in line, 1998cc, CR 9.2:1, 91kw (122bhp) @ 5400; ohc, 5 bearing.

Integral steel structure, ifs by MacPherson struts, irs semi trailing links and coils. Servo disc brakes f&r. Rack and pinion steering.

Wheelbase 273cm (107.5”); Track 145/147 (57/58); Width 177 (70); Length 469 (184.6); Height 144.5 (57)Max ~128mph

Price uncertain

The Carlton range that ran from 1986 to 1993 replaced the 1978 version. Total production of all versions was just short of a quarter million. It was larger in almost all respects and had a greater frontal area. Nonetheless the Cd was 0.28 at a time when anything less than 0.30 was an achievement (the 1978 model had a Cd of0.36).

This was an exceptionally well crafted motor car with discrete styling and great attention to detail. The flush side glass, which was predicted as a ‘problem in the making’ by some motoring journalists (subsequently this became a norm across the industry – not the first nor last Vauxhall innovation to do so).

Refinement was a strong feature of this model achieved, again, by attention to detail. Pistons and connecting rods were lightened and the rods lengthened by 7mm, accommodated by moving the gudgeon pin higher up the piston. This reduce the unbalanced secondary forces by about 25% and a 30% heavier flywheel produced one of the smoothest-running 4 cylinder engines of the time. Much of this technical advancement was passed-on to the Carlton’s successor, the Omega (represented by model 38 in this collection).

The most exciting derivative of this car was the Lotus Carlton (1989-1993). Much controversy surrounded the launch. Senior Vauxhall executives had to field much criticism; not of the car’s undoubted qualities, but of its performance. How could Vauxhall dare to produce one of the finest performance saloons of all time!

Number 33

Calibra 2.0L1990. (Opel version - Schuco)

Specification:Weight 1215kg (2679lb)4 Cylinders in line, 1998cc, CR 9.2:1, 86kw (115bhp) @ 5200; ohc, 5 bearing.

Integral steel structure, ifs by MacPherson struts, irs semi trailing links and coils. Servo disc brakes f&r. Rack and pinion steering.

Wheelbase 260cm (102”); Track 142.5/144.5 (56/57); Width 169 (66.5); Length 449 (177); Height 132 (52)Max 128mph

Price £14,750

One of the most attractive Vauxhalls of all, with style that went on looking ‘right’, long after production ceased. Few contemporary cars acquired such a loyal following and even ten-year-old examples were kept in mint condition by proud owners. This was easy to explain. Calibra was based on the tough and reliable Cavalier. Parts were mostly cheap and easy to obtain. Its looks made it an affordable ‘poser-mobile’

Technically the Calibra was really not exciting. It did boast a Cd of 0.26 (just about as low as it is possible to go with a genuinely practical car). Mechanically it was Cavalier, although that was the up-market version with irs. The results were probably better than could have been expected; Calibra rode and handled well, and was a rewarding drive.

A four-wheel drive version was introduced in 1991. Turbo-charged and 16 valve engines were also added to the line-up.

One Calibra fact that is not well known; all of them were made in Finland by Valmet, a renowned maker of heavy industrial machinery for, among others, the paper and board industry.

Page 15

Number 34

Astra III, 1998; Artic White; (Gama)

Specification (1.6 version):Weight 950kg (2094)4 Cylinders in line, 1598cc; CR 9.2:1; 55kw (74) @ 5200; catalytic converter; belt driven OHC, 5 bearing.

Integral steel body; ifs MacPherson struts, anti-roll bar; rear trailing arms with torsion cross-beam, coil springs. brakes disc/drum; rack and pinion PAS.

Wheelbase 251.1cm (99ins); Track 142.5 (56); Width 169 (66.5); Length 405 (159.5); Height 141 (55.5)Max 108mph


This model is of a late Astra III with the ‘V’ radiator grille

Astra II had been an outstanding success with 631,000 European sales, of which 176,000 were in the UK. Astra III was the first joint Vauxhall/Opel model to carry the same name. After 55 years, Opel dropped Kadett and ‘Belmont’ was allowed to atrophy; the new mid-range T-car was known as the Astra wherever it was made and sold.

Technically the car was far from radical. It used the same platform as Astra II below a restyled (by Wayne Cherry) body. Much of the running gear was shared with contemporary Cavaliers. Catalytic converters were now standard throughout the range and carburettors gave way to fuel injection and ECUs. Here, Vauxhall again were first in the UK with technical innovation in popular cars as they had been in the 1930s when synchromesh, unitary construction, hydraulic brakes, overhead valves and independent front suspension were first introduced.

Some 606,350 Astra IIIs were sold in the UK

Number 35

Brava single cab truck in AA livery; (Model maker unknown)

Likely specifications:Details not known but similar to early ‘Frontera A’

Engine probably 100bhp, 2.3 litre turbo diesel.

Box section chassis; ifs by double wishbones, torsion bars, anti-roll bar; rear suspension, live axle, leaf springs. Disc brakes. Recirculating. ball PAS.

Wheelbase ?cm (?)Track 149.5 (58.9)/ ; Width ? (?); Length ? (?); Height ? (?)

Price n/a

Like the Frontera, to which the Brava was closely related, most of the design and engineering were directly from the Japanese Isuzu vehicle. The Brava was essentially an Isuzu pickup truck, assembled in the UK and badged as a Vauxhall. In 2002, the position was curiously reversed with UK made ‘Bravas’ being badged as Isuzus.

GM had a substantial holding in the Japanese truck maker, and the Brava was built in a jointly owned factory near Luton. This plant, known as IBC Vehicles, made the Brava, Frontera, and subsequently a range of Vauxhall vans that, until the arrival of Renault-based models in 1999, were of Japanese derivation.

The AA version of the Brava had rear-drive only, although buyers could opt for selectable four-wheel drive as fitted to Frontera.

Not all of Vauxhall’s 4x4 vehicles were built in the UK. Between 1994 and 1998, the Monterey was offered to occupy the segment up-market of Frontera. The Monterey, actually an Isuzu Trooper, was badged as Vauxhall (or Opel for European markets) but was entirely of Japanese origin. Four wheel drive versions of the Mk3 Cavalier and the Calibra were also offered during the 1990s.

As an aside to this, Vauxhall Motors built large numbers of four wheel drive Bedford trucks for the British army, until the ill-starred take-over of the Bedford factory by AWD in the 1980s.

Page 16

Numbers 36/37

Frontera ‘A’ (Sport) 1991. (Gama)Inset opposite – Estate version (36) (also Gama)

Specification (2.0i version):Weight 1635kg (3605)4 Cylinders in line, 1998cc; CR 9.2:1; 86kw (115) @ 5200; cat. conv.; belt driven OHC, 5 bearing.

Box section chassis; ifs by double wishbones, torsion bars, anti-roll bar; rear suspension live axle, leaf springs. Disc brakes. Recirc. ball PAS.

Wheelbase 233cm (91.7ins); Track 149.5 (56); Width 171 (67.3); Length 404 (159); Height 170 (66.9).Max n/k


Frontera was launched into the growing sport utility sector at an opportune time. Three engine and two wheelbase variants were offered to an eager market. Frontera moved into second place in the sales charts behind a leader that had dominated the market for almost 40 years. Early quality problems eroded the reputation of what was essentially a very sound vehicle, as demonstrated by the astonishing durability of Fronteras that still looked good after ten or more years’ service.

It was based on an established Japanese design, assembled at IBC vehicles as part of a joint venture between GM and Isuzu. The basic vehicle had been proved in several markets as the Isuzu Amigo (aka Frontera Sport) and Rodeo (aka Frontera Estate). In the USA, it also appeared as the Honda Freedom and Passport.

Big and chunky, with a robust box-section chassis, the Frontera was a serious off-roader. Cheaper than Discovery and Shogun, larger than Diahatsu and Suzuki rivals, Frontera made a lot of sense.

Mid-way through the model life, rear suspension was changed from semi-elliptic leaf springs to coils with training links (as found on concurrent Isuzu Troopers), a configuration later carried forward to Frontera ‘B’ on which a lateral location beam (a ‘Panhard rod) was added.

Some 51,925 units (Frontera A) were sold in the UK. Most of the production was exported to Europe where the Opel version enjoyed great success and became highly regarded.

Number 38

Omega Estate, 1994. (Schuco)

Specification (2 litre version):Weight 1460kg (3219lb)4 Cylinders in line, 1998cc; CR 10.8:1 99kw (133); @ 5600; Belt driven DOHV, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; irs with trailing arms, multi-links, coil springs. Disc brakes, ABS

Wheelbase 273cm (107.5in); Track 145/146.5 (57.1/57.7); Width 176 (69.3); Length 477 (187.8); Height 148 (58.3)Max 130mph

Price at launch £18,300 (Estate GLS)

This model is of a 1994 Omega Estate. It was the first of late generation Vauxhalls to carry the ‘V’ on the front grille. This graphic was the first clearly visible identifier that Vauxhalls carried since the demise of the once traditional bonnet flutes. It was introduced at a time when other makers were fitting plastic/chrome replicas of their old grille styles. The considerable significance of this styling feature was perhaps not fully understood at the time. It gave immediately apparent brand identity to Vauxhall cars. This undoubtedly aided the sales success of the marque in the early years of the 21st century.

However, the Omega was significant in terms that were more fundamental. It replaced Carlton and the much-admired Senator with a body shell stiffer and slightly larger than that of its predecessor. Torsional stiffness was 26% greater, giving better handling and reduced resonance. Modern big Vauxhalls aimed to be a match for BMW and Mercedes-Benz, with zinc coated steel over 65% of its surface area. Road testers agreed and saw the Vauxhall badge as the only perceived contradiction.

The venerable Opel straight six was gone; Omega engines were 16v 2.0, 2.5 and 3.0 quad cam V6s. The turbo-diesel was a BMW sourced 2.5 6 cylinder and the level of electronic control of engine management, traction control, ABS braking and even the air-conditioning, increased greatly.

Popular with police forces in the UK the Omega became a run-out model in 2004; one commentator remarked that it would be sadly missed. A comment, perhaps, seldom heard of obsoleted models.

Page 17

Number 39

Tigra 1994. (Schuco)

Specification (1.6 litre version):Weight 1027kg (2271lb)4 Cylinders in line, 1598cc; CR 10.5:1 78kw; (105) @ 6000; Belt driven DOHV, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion beam axle with coil springs. Front drum, rear disc brakes.

Wheelbase 243cm (95.7in); Track 138.5/139 (54.5/54.7); Width 181 (71.25); Length 392 (154.3); Height 134 (52.75)Max 130mph


Tigra started life as a concept car at the Frankfurt motor show although observers noted that the high standard of fit and finish suggested a pre-production prototype. Indeed an alternative design, an open roadster, was shelved and the Tigra put into production. An open roadster did arrive later, when the 1999 ‘speedster’ concept car emerged as the VX220.

In some ways a daring design for Vauxhall, with interesting use of glass and no more than nominal rear seats. The second version of Tigra deleted the rear seats altogether. The overall styling bore a resemblance to the Calibra (Number 27 in this collection).

Two versions were offered, a 1.4i and 1.6i. The car was based on the platform of the current Corsa. The transformation was not perfect; the 1.6 version in particular was noisy and suffered from a stiff gearshift. However the car came with a long list of standard equipment (alloy wheels, twin airbags, anti-lock brakes and deadlocks).

The Tigra was 100kg heavier that the Corsa but better weight distribution (61:39) gave superior handling.

Number 40

Vectra hatchback, 1995. (Schuco)

Specification (2 litre version):Weight 1460kg (3219lb)4 Cylinders in line, 1998cc; CR 10.8:1 100kw; (134) @ 5600; Belt driven DOHV, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; irs with trailing arms, multi-links, coil springs. Disc brakes.

Wheelbase 260cm (102.4in); Track 140/142.5 (55/56); Width 170.5 (67); Length 435 (171); Height 140 (55)Max

Price at launch £15900 (GLS)

Names like Velox, Cresta, Victor and Viva had enjoyed long histories on Vauxhalls. ‘Cavalier’ was in a different league; it is reasonable to speculate that much heart-searching accompanied the dropping of a model name associated with nothing less than brand survival in the eighties. At that time all GM European models had names ending in ‘a’; so appeared Vectra.

Vectra was more ‘Roundhead’ than ‘Cavalier’. Interiors of entry-level models had large areas of dark-coloured plastic and, whilst well upholstered, were distinctly sombre. A sub-frame mounted suspension aided interior quietness, but it was outstanding build quality and reliability that led to great success in the fleet market.

Luke-warm reviews discouraged private buyers, but even late in its model-life, Vectra outsold its chief rival in some years. Whilst ‘racy’ road-testers, with great reliance on subjectivity, were critical of the handling, workaday drivers found Vectra to be highly competent.

Page 18

Number 41

BTCC Vectra saloon, 1996. (Vitesse)

Specification:Details not known

Price at launch £? (But probably quite a lot)

John Cleland, a Scot whose name appears on the rear door window of this model, had a considerable record of success in racing Vauxhalls in the British Touring Car Championship. His success was gained in the Cavalier, an act that the first Vectra proved unable to follow.

It was not until the Mk 4 Astra participated in the BTCC in 2001 that the racing Vauxhalls returned to form. And what a return! For the next 4 years the Astra would trounce the competition winning the driver’s, team and manufacturer’s championships in the face of credible competition. The appearance of the Mk 5 Astra in the 2005 series was accompanied by a set-back. When only the team and manufacturer’s prizes were taken. This was to some extent the result of yet another set of rule changes (such as had been experienced in each of the preceding years) that the cynical might assert were introduced to stop Vauxhall from enjoying repeated clean sweeps. Only limited testing time was allowed by this rule change; clearly a significant disadvantage when a new car is under development.

Subsequent years were no better for the racing Vauxhalls, with increasing competition from Seat, BMW and Honda. By 2007 the next-generation Vectra (VXR) entered the fray to represent Vauxhall and enjoyed outstanding success (see models 55 and 57 in this collection).

Number 42

Vectra estate (diesel), 1996. (Schuco)

Specification (2 litre version):Weight 1360kg (2998lb)4 Cylinders in line, 1995cc; CR 18.5:1 60kw (81) @ 4300; Chain driven OHV, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; irs with trailing arms, multi-links, coil springs. Disc brakes.

Wheelbase 260cm (102.4in); Track 140/142.5 (55/56); Width 170.5 (67); Length 443 (171); Height 140 (55)

Price at launch £14495 (TDS)

Vectra was the first Vauxhall model to be offered with the then new 2.0l direct injection diesel, developed by GM and Isuzu in Japan. The engine’s most unusual feature was operation of all 16 valves with one chain driven (and hence reliable) camshaft. Each cam actuated two valves by means of a patented bridge piece on the tappets.

It was the world’s first diesel in production with a 16 valve cylinder head. This ‘Ecotec’ TD arrived first with 60kW (81bhp). Later, 2.2l versions of this engine, with balancer shafts to reduce vibration, would find their way into many Vauxhalls, including Frontera ‘B’.

Making-do with only one camshaft reduced internal friction by around one third, and with the pump for the fuel injection working at up to 1500bar giving an unusually fine spray, torque was generated evenly between 1800 and 2500 rpm. This flat delivery of strong pulling power gave the car great refinement made possible by high gearing. It had impressive performance coupled with spectacular economy (by the standards of the time), achieving up to 50mpg with circumspect driving.

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Number 43

1997-99 Sintra 2.2 16V and 3.0 V6 24V (Schuco)

Specification (V6 version)Weight 1710kg (3770lb)6 Cylinders in V formation, 2962cc; CR 10.8:1 148kw (199bhp) @ 6000; Chain driven OHCs – 2 per bank.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion beam, coil springs. Disc brakes.

Wheelbase 285cm (112in); Track 156/161 (61.4/63.4); Width 183 (72); Length 467 (184); Height 176 (69.3)

Price at launch £25,350, UK sales 4000.

Sintra was imported from the US. It was an ‘Europeanised’ version of American MPVs (Chevrolet Venture and Pontiac Caravan). Suspension changes, four-wheel disc brakes and a re-styled interior failed to make it a success in Europe. The car was dogged by trivial quality problems, some of which appeared to have been a result of the conversion to right-hand drive. The size of the vehicle cannot have been a factor as other makers (Renault and Chrysler) had some success with cars of similar size and design. Perhaps the problem was the designer’s decision to make the driving position (and the driver’s eye-line) as close as possible to that of a conventional saloon car; perhaps not the way to make it attract the ego-conscious

The Caravan Club was enthusiastic; the three litre V6 proved to be an exemplary tow car.

One of the mysteries of car marketing remains the formula for success. The actual qualities of a car often play little part in sales achieved. The motoring public can be remarkably fickle and often the views of road-testers are completely ignored, one-way or the other. The famous (or infamous) views of a well-known BBC motoring correspondent, expressing an irrational dislike of Vauxhalls did not prevent the brand from enjoying considerable success. The premise that a brand, with a wide range of models covering several market segments, could be collectively and entirely contemptible was, and is, clearly nonsense.

Number 44/45

Astra (G), 1998 – Classic Green (Schuco)Inset opposite the estate version (model 42)

Specification (1.6 litre version):Weight 1145kg (2524lb)4 Cylinders in line, 1598cc; CR 10.5:1 74kw (99) @ 6200; Belt driven DOHV, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion tube with multi-links, coil springs. Disc brakes.

Wheelbase 261cm (102.75in); Track 148.5/146 (58.5/57.5); Width 171 (67.3); Length 411 (161.8); Height 143 (56.3)

Price at launch £12,470 (LS)

Vauxhall’s TV slogan was “Quality is a right, not a privilege”. Astra IV lived up to this, with its whole-body galvanizing and subdued road and engine noise. Ride and handling were exemplary.

The Cd was a remarkable 0.29, although the car was larger than its predecessors; since 1981 the Astra had grown in wheelbase by 3.5in, length by 4.3in and height by 1.9in. The body shell was 80% stiffer than before, explaining the dramatic improvements in handling and refinement that were more than a match for anything in its class.

Comparison with the Mk II Cavalier (1.6 litre as an example) of the 1980s is interesting. The 1.4 litre Astra IV was only 1.5 bhp less powerful and had identical torque. The wheelbase was 1” longer and track 3” more. The Astra was some 6” shorter, but 2” wider and 1” higher. The Astra’s top speed of 112 mph was 6 mph greater than that of the Cavalier of 20 years earlier.

Astras were the best-selling estate cars in Britain throughout most of the 90s, and the new version was provided with more loading space by keeping the ingenious torsion beam rear suspension and setting the dampers at a steep angle. Astra sales, and those of the related Zafira MPV model were spectacular. Demand was so high that a third shift at Ellesmere Port, which produced its three-millionth vehicle in 1999, was introduced to meet it.

Page 20

Number 46

Astra Coupe 2000. (Opel version – Paul’s Model Art)

Specification (2.0 litre)Weight 1145kg (2524lb)4 Cylinders in line, 1998cc; CR 9.5:1; 129kw (185bhp) @ 6000; Belt driven DOHV, 5 bearing.

Integral steel body; ifs coils with McPherson struts; anti-roll bar; rear torsion tube with multi-links, coil springs. Disc brakes.

Wheelbase 261cm (102.75in); Track 148.5/146 (58.5/57.5); Width 171 (67.3); Length 428 (169.9); Height 143 (56.3)

Price at launch £15k to £19k

Introduced at the1999 Earls Court motor show for the 2000 model year, the Astra coupe, styled by Bertone looked a lot like a successor to the Calibra. Offered with a choice of engines from 112bhp (4 valve) to a 185bhp 2 litre turbo.

Higher-priced variants of regular models continued to be produced by all of the volume manufacturers in Europe although profitability must often have been questionable in many instances. During the early years of the 21st century, coupe/cabriolet (aka c/c) versions of mid-size saloons proliferated. The Vauxhall ‘Twin Top’ Astra was one example, unusual amongst such cars in that it was a genuine four-seat body and had a three-piece roof (two piece was the norm) to fold into the forward area of the boot (see model 51).

The Astra was the most successful BTCC (British Touring Car Championship) car ever, winning four years in a row (2001-04) with 62 wins from 96 starts.

In later years the Chevrolet Cruze, built on the Astra ‘platform’, became the car to beat. Jason Plato won the BTCC drivers’ championship in a Cruze in 2010. In the same year the Cruze won the WTCC (World Touring Car Championship – held at tracks across the world and with very credible competition) securing drivers, team and manufacturer’s titles by a useful margin. The WTCC slogan at that time was “Real Cars, Real Racing”. There can be no doubt about the qualities of a car that wins on that basis.

Number 47

Zafira 1999. (Schuco).

Specification (1.6 litre petrol version)Weight 1300kg (2866)4 Cylinders in line, 1598cc, CR 10.5:1, 74kw (99) @ 6200; 2 belt driven ohc, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion tube with multi-links, coil springs. Disc brakes.

Wheelbase 270cm (106”); Track 147/149 (58/59); Width 176 (69); Length 432 (170); Height 164 (64)Max 110mph

List price £14,500 – £17,500

Entering a market with well-established players such as the Renault Scenic and the Fiat Multipla, Zafira needed to have an ‘edge’. It had. Firstly the excellent Astra ‘platform’. Secondly, an ingenious seating layout that provided up to seven seats in a compact body. Better still; the five rear seats could be folded away to provide a large flat load area, without the need to remove of the seats from the car. One journalist commented, “Why hasn't anyone thought of this before.”

The reception from the press was enthusiastic. The public liked it too. Even before it went on sale in May 1999, planned output was increased from 120,000 to 145,000 units per year. The plaudits continued; Zafira was declared ‘MPV of the year’ in three successive years by one British motoring magazine.

The car was notably successful in the French market (as an Opel), competing in country known for its parochial attitude to car buying, and with a near-equivalent domestic product.

Zafira was only 3cm (1.2”) longer than an Astra Estate. It had plenty of door bins and other storage places. Low levels of road noise, crisp gear change and nicely weighted high geared steering made it a driver’s car, not compromised by considerable versatility.

It continued the Vauxhall tradition of making sensible cars to cater for families. It succeeded in a competitive market without the benefit of the gimmicky television advertising that supported sales of less worthy rivals. It was one of several first-class cars that carried Vauxhall into the 21st century and their Centenary in 2003.

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Number 48

Vectra 2004. (Schuco 2007)

Specification (1.8 litre petrol version)Weight kg 12754 Cylinders in line, 1796 cc, CR 10.5:1, 103kw (140PS) @ 6300; 2 belt driven ohc, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; irs with multi-links, coil springs. Disc brakes.

Wheelbase 270cm (106.3”); Track n/a (n/a); Width 179.8 (70.8); Length 461 (181.5); Height 147 (57.8)Max 123mph

List price £16,800 - £24,700 (2005)

The second Vauxhall to carry the Vectra name was destined to enjoy considerable sales success. Much of what had made the current Astra a very credible car was carried over and extended for the 2004 Vectra. All versions now had independent rear suspension and the Vectra’s reputation for quiet and effortless motorway cruising was further enhanced.

Some pundits considered the styling to be bland. A facelift less than 2 years after launch, following the style of the current Astra, was well received.

It is worth reflecting on the market in which the Vectra was trading. Competition was intense with both Nissan and Toyota manufacturing comparable upper-middle segment cars in the UK (although the Nissan Primera’s hilarious styling cannot have helped its sales; the model was dropped in 2007). Other competitors included the VW Passat and Peugeot 406, (not to mention the Ford Mondeo).

It was in 2007 that Vectra really showed its metal. In the hands of Italian driver Fabrizio Giovanardi, it won the BTCC Driver’s and Manufacturer’s title for Vauxhall in its first year of competition. This was a return to success for Vauxhall following two years without the Driver’s title. Vauxhall were at that time the most successful manufacturer in the BTCC as well as often being the biggest-selling brand, month-on-month, in the UK. (See Models 55 and 57 in this collection)

Numbers 49/50

Astra (H) 2004. (‘Paul’s Model Art’ prod PRC)(Additional model inset opposite - 49. Vanguards)

Specification (1.8 litre petrol version)Weight kg (1267kg; ‘club’)4 Cylinders in line, cc, CR 10.5:1, 92kw (125PS) @ 5600; 2 belt driven ohc, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion beam with multi-links, coil springs. Disc brakes.

Wheelbase 261cm (102.9”); Track n/a (n/a); Width 176 (69); Length 425 (167.3); Height 147 (57.7)Max 123mph

List price £12,500 – £17,500

The fifth Vauxhall to carry the ‘Astra’ name was a product of evolution, not revolution. The styling had some carry-over from the previous model (again, typically of Vauxhall, some of the window architecture was clearly that of the previous model) yet the new model made competitors like the Volkswagen Golf look distinctly out-dated. The 2004 Astra was received positively by the motoring press, some speculating that it could move to the top of the sales charts in its sector. Certainly, in the August 2004 sales boom it helped Vauxhall to finally overtake arch rival Ford for the first time, and secure more that 15% of the very competitive UK car market. This was real progress for Vauxhall, having also overtaken Ford in Fleet sales in 2004. As if to cap it all, the Astra coupé secured a clean sweep of the British Touring Car Championship (BTCC; driver’s, team and manufacturers champions) for the fourth successive year.

The 2004 Astra summed-up in many ways the GM philosophy of packaging cars in a way that would appeal to the ordinary motorist. As a matter of policy, the new Astra retained much of the

essentially simple engineering of its predecessor. For example the rear suspension had the torsion beam arrangement. This was in contrast to the complex multi-link systems to be found on competitors like the Ford Focus and Honda Civic (although the new 2006 Civic was launched with a torsion beam rear axle). The GM head of engineering explained this in terms of cost and benefit to the owner. Spending an additional €100 on a quality interior would be appreciated every day; spending it on the suspension would ensure that it would go un-noticed by users who were generally unlikely to detect, or even be concerned about, the small (and questionable) difference that a more complex rear suspension might make.

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Numbers 51

Tigra TwinTop 2005 – Flame Red (‘Paul’s Model Art’ prod PRC)

Specification (1.4 litre petrol)Weight 1165kg (2568) 4 Cylinders in line, 1364cc, CR 10.5:1, 66kw (88.5PS) @ 5600; 2 belt driven ohc, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion beam with multi-links, coil springs. Front disc; rear drum.

Wheelbase 249cm (98); Track 143 (56.2)/142 (55.9); Width 168.5 (66.3); Length 392 (154.3); Height 136.5 (53.7)Max 112mph

List price £14,702 – £15,507

Vauxhall entered the market for convertibles with steel roofs only because such cars could, via the GM network, be offered on the international market and achieve sales that might off-set the considerable development costs. The Tigra Twin Top was produced in France by a coachbuilder (Groupe Henri Heuliez SA). It was a stylish little car doubtless aimed at the young market. The initial advertising slogan was “Two seats – use them wisely”.

Tigra was a car for narrow niche markets but proved popular being sold as an Opel in South African territories and as a Holden in Australia. Vauxhall went on to develop versions of most of its conventional models, also directed at niche markets the main examples being the VXR range based on Astras, Vectras and even the Zafira.

This China-made model actually has a retracting roof and can, like the full-size equivalent, be presented in coupe form. The previous Tigra (see model 36) was produced from 1994 to 2000; the Tigra Twin Top remained in production until 2010.

Number 52

Corsa 5-door 2006. (Norev 2007)

Specification (1.3 litre petrol version)Weight kg 1085kg (2392)4 Cylinders in line, 1229cc, CR 10.5:1, 59kw (79.1bhp) @ 5600; 2 chain-driven ohcs, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion beam - coil springs. Disc brakes.

Wheelbase 261cm (102.7”); Track front 148.5 (58.4); rear 148 (58.2); Width 174 (68.5); Length 400 (157.4); Height 149 (58.6)Max 104.6 mph

List price £10,122

One of the Vauxhall success stories, the Corsa reached its 3rd generation in 2006. Styled to match the Vauxhall family appearance of the time, it notched up significant sales from day one.

This Corsa was larger than its predecessors, with a platform borrowed from the Fiat Punto. Whilst previous Corsas were often bought by older drivers, the 2006 model was directed at younger buyers. TV advertising reflected this, with a series of animated characters (the “C’mons”) projecting a young image. Only the price was smaller.

Technically the car was conventional with MacPherson struts and torsion beam. Innovation was still in evidence with a built-in bike carrier and ‘dual floor’ construction allowing the load floor to be set at different heights. A wide range of engine options completed a very comprehensive offer.

In 2007 the VXR version was launched to accolades from the motoring press. This launch came at a time when the VXR range was gathering more attention from the press and buyers alike. The obvious relationship with the ‘VXR’ branding and the enormously successful VX Racing team gave Vauxhall a sporting presence and credibility unequalled since the times of the 30/98.

Models 55 and 57 in this collection relate to the above.

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Number 53

Astra Twin Top (A) 2006. (Minichamps – PMA 2007)Inset opposite – the real thing.

Specification (1.8 petrol version)Weight 1400kg (3086)4 Cylinders in line, 1796cc, CR 10.5:1, 103kw (138.1bhp) @ 6300; 2 belt-driven ohcs, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion beam - coil springs. Disc brakes.

Wheelbase 261.5cm (102.9”); Track front 149 (58.6); rear 148 (58.2); Width 183 (72); Length 447 (176.1); Height 141.5 (55.7)Max 115.8 mph

List price at launch £18,807 (‘Design’ trim-level)

This is a very well detailed model of the Opel version of the Astra Twin Top (known in the trade as the ‘Tin Top’). The folding, three-section metal roof gave the appearance of a fixed-roof coupe when closed and folded away into the boot in rather spectacular and impressive way. The penalty for the elaborate electro-hydraulic system was a considerable increase in vehicle weight when compared to the 3-door hatchback coupe (some 200kg -441lbs). Rear-seat legroom was far from generous, although in this respect it bettered all of its rivals in the ‘non-premium’ sector (with two-piece roofs) which had rear seats that were useless for all but carrying shopping, and over-sized boot lids that unbalance the styling.

The merits of this Astra were quickly recognised by the motoring press. What Car? Commented on Twin Top version of the Astra describing “taut handling and composed ride . . . largely unsullied so you can push on with confidence”. Twin Top gained three awards in its first season from Auto Express, and Diesel Car.

The Collector was fortunate to have shared a 2008 Twin Top, pictured here in France. A 1.8 litre automatic in Pannacota with ‘Sport’ trim-level. A delight and a privilege to own and use.

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Number 54

Antara 2006. (Norev 2007) Inset opposite – The real thing; the collector’s 2014 Antara ‘Exclusiv’

Specification (2.4 litre petrol version)Weight kg 1730 (3813.9)4 Cylinders in line, 2405cc, CR 9.6:1, 103kw (138.1 bhp) @ 5200; 2 belt driven ohcs, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; rear torsion beam with 4 transverse arms, coil springs. Disc brakes.

Wheelbase 270.5cm (106.5”); Track front 156 (61.4); rear 157 (61.8); Width 185 (72.8); Length 457.5 (180.1); Height 170.5 (67.1)Max 109 mph

List price £19,850 (Range to £26,295)

After three years without a 4X4 car in the range, Vauxhall launched the Antara. This was a so-called ‘crossover’ model; not a full-blooded 4X4, but with styling reflecting the current trend hinting at ruggedness but with the appointments and manners of a conventional saloon car,

Whilst Frontera (deleted in 2003) had a low-ratio transfer case and a separate ladder-frame chassis, Antara was of unitary construction and relied on electronic gismos for off-road use. The market had changed; most buyers really did not want a 4X4, but rather a four-wheel-drive car that ‘looked the part’. The state of the market was most clearly reflected in the fitting of large wheels and low-profile tyres to fashionable four-wheel-drive cars. One commentator described this as being “akin to sending a bricklayer to work wearing ballet shoes”.

The Antara came into a market already over-subscribed with such vehicles, and at a time when the large ‘gas guzzler’ was under attack as a result of various environmental concerns. The question emerging was “what is the point of these vehicles”. A good question given their limited utility and high operating costs. Interestingly the UK market for genuine 4X4s had by that time moved towards the American-style twin-cab pickup truck.

Perhaps the most significant aspect of the Antara was its Korean origins. Like the essentially identical Chevrolet Captiva it was built by GM-Daewoo, and like other Vauxhalls it was competing in the UK market with an entire Chevrolet range of very similar cars.

Page 25

Number 55

Vectra VXR BTCC 2007. (Oxford 2008)Inset opposite – the real thing.

Specification Sodemo racing engine. 2000cc, four cylinders in-line, 16 valves, dual overhead camshafts, naturally aspirated with restricted air intake (FIA/TOCA regulation)

Integral steel body with roll cage; ifs coils with MacPherson struts and lower wishbones; anti-roll bar; rear independent multi-link, coil springs. Disc brakes.

Wheelbase 272cm (106.5”); Width 187cm; Length 463cm; Height 144cmMax n/k mph


Two years without a driver’s championship in the BTCC series was not acceptable at Luton. The Astra Coupe was set aside for the introduction of the Vectra VXR to racing.

The challenge offered by introducing a new car to the circuit where there was considerable and credible competition should not be under estimated. It was a close run thing with the outcome going right to the wire. Fabrizio Giovanardi settled the championship in the last race of the season beating Seat’s Jason Plato by the narrowest of margins.

What made the Vectra a race winner? Perhaps it was simply a matter of getting the weight of the car down to the minimum permissible under the regulations then taking advantage of the car’s wide track and excellent

aerodynamics.

It is more difficult to see a direct ‘showroom’ benefit from this racing success. Buyers minded to buy an image-strong Seat Leon Cupra, or Honda Civic Integra were unlikely to switch allegiance to a Vauxhall Vectra, no matter how convincing the evidence of performance and general capability. Road-going VXR Vectras were also rather expensive.

Page 26

Number 56

Insigna 2009 (Norev 2008)

Specification (1.8 litre petrol version)Weight kg ~ 13004 Cylinders in line, 1796 cc, CR 10.5:1, 103kw (140PS) @ 6300; 2 belt driven ohc, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; irs with multi-links, coil springs. Disc brakes.

Wheelbase 274cm (10.7”); Track n/a (n/a); Width 1856 (73.0); Length 483 (190.1); Height 150 (59.0)Max 123mph

List price ~ £17k - £25k (2008)

So, again, a change of name. Vectra was riding high, outselling its main rival and enjoying a second clean sweep of the British Touring Car Championship (see models 52 and 54). Yet GM Europe dropped the name in favour of ‘Insignia’. This may have been done for Opel marketing reasons, rather than those of Vauxhall.

The real progress was in press ‘reception’ and broader public attitudes. Vauxhall was at that time the biggest selling brand in the UK, and Insigna was voted European ‘Car of the Year’.

The critics finally got round to saying that it was better than the Ford Mondeo; it probably always had been (as ‘Vectra’); it was perhaps a question of recognition.

Certainly, not a lot of what matters was different from the previous (Vectra) model. The styling reflected current trends, making the car almost indistinguishable from its contemporaries. Perhaps the biggest potential mistake was dropping the distinctive ‘V’ on the grille. It is reasonable to speculate that this grille design had resulted in the brand benefiting from easy recognition on the road, confirming consumer confidence in its credibility. How the marketing men at Luton came to such a decision is difficult to comprehend. Nothing had so distinguished Vauxhalls since the dropping of the traditional bonnet flutes when the FB Victor was launched in 1961. The Vauxhall logo was also changed at his time and first appeared on the Insigna. The car was a success!

The other issue was, of course, the question of what sort of car the motorist of the day wanted. Rising sales of the various people-carrier and SUV types were eroding the demand for ‘conventional’ cars.

Page 27

Number 57

Vectra VXR BTCC 2008. (Oxford 2008)Inset opposite – the real thing.

Specification Sodemo racing engine. 2000cc, four cylinders in-line, 16 valves, dual overhead camshafts, naturally aspirated with restricted air intake (FIA/TOCA regulation)

Integral steel body with roll cage; ifs coils with MacPherson struts and lower wishbones; anti-roll bar; rear independent multi-link, coil springs. Disc brakes.

Wheelbase 272cm (106.5”); Width 187cm; Length 463cm; Height 144cmMax n/k mph


It was another close-run thing in the 2008 BTCC series. It went to the last race, again with Jason Plato’s Seat as the only serious rival. Data from the BTCC organisers showed how wise the tactics of VXRacing had been. It was not race wins alone that decided the championship - the Vectra scored more ‘fastest laps’ (recorded for each race in the series) than any of its competitors.

All of this success does have a caveat. The rear-wheel drive BMWs would almost certainly have won the Championship on every occasion but for the 50kg of ballast they are required to carry to off-set the RWD advantage.

However, amongst the FWD cars, Vectra was supreme as the Astra coupe had been before – clean sweeps of the Championship in six of the previous eight years is about as convincing as it gets.

Vauxhall withdrew from the BTCC series in 2009. All was not lost. In 2010 the Chevrolet Cruze (a Korean-built car based on the Astra/Insigna chassis mechanicals) gained the BTCC Driver’s Championship (driven by Jason Plato) and enjoyed a clean-sweep of the World Touring Car Championship (WTCC) winning the drivers, constructors and team trophies. The competition was credible including SEAT, BMW and Honda.

Number 58

Agila 2008 (Schuco 2008)

Specification (5 door, 1.2 litre petrol)Weight ~1000kg (depending on model)4 Cylinders in line, 1242 cc, CR: 1, 69kw (94PS) @ 6000; belt driven ohc, 5 bearing.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; torsion beam rear, coil springs. Disc brakes.

Wheelbase 236cm (”); Track n/a (n/a); Width 168cm (excluding mirrors) (); Length 374 (147); Height 159 ()Max mph

List price ~ £8k - £12k (2010)

Both this 2008 car, and its predecessor, were Vauxhall badged versions of the Susuki cars; the ‘Splash’ and ‘Wagon R+’ respectively. At the time of this launch many brands and models of cars were sharing platforms and components. Differentiation on merit, reliability, durability and performance had become difficult to arrive at for the layman and often stretched the credibility of motoring journalists who persisted in pretending that essentially identical cars really had significant differences. The Volkswagen-Audi Group (VAG) made this conundrum especially clear with four brands that used the same platforms and running gear and shared body panels to a greater or lesser extent. Put more simply, an Audi was a fancy version of a Skoda.

Built in Hungary (as was the first version) the new Agila was a considerable improvement on the noisy and strangely-styled Mk1. Apart from more powerful and refined engines, the car was ahead of most competitors in practicality. For example the load platform with the rear seats lowered was virtually flat. The main issue remained the extent to which British buyers would take to overtly ‘town’ cars. Continental makers had succeeded in the UK with small cars, and the Chevrolet Matiz/Spark models had sold well. This was perhaps a market for second cars in better-off households – a market where gimmicky styling was at a premium. Agila was a simple and unpretentious car. However its high doors and consequent easy access made it attractive to older users.

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Number 59

2016 Astra 1.4 Turbo (PRC)

Specification (5 door, 1.4 litre Petrol)Weight 1230kg 4 Cylinders in line, 1399cc, CR: 10:1 110kw (147.5 bhp) @ 5000-6000rpm; 2 chain driven ohcs VVT, 5 bearing, turbocharger, intercooler.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; compound crank rear axle, coil springs. Ventilated disc brakes.

Wheelbase 266.5cm (104.8”); Track 154.8/156.5cm (60.9/61.6”); Width 204.2cm (excluding mirrors) (80.4”); Length 437cm (80.4”); Height 148.5cm (58.5”)Max134mph, 0 to 62mph 7.8secs.

List price ~ £17,695 – £20,315

Seven generations of Astra resulted in a refined and somewhat up-market car that was more than a match for its competitors. The new platform was shorter, weight was reduced by the use of high-strength steel, and digital connectivity (GMs ‘OnStar’ system) was introduced with the new Astra.

Astra had clocked-up some three million sales in the 36 years since the first version was launched. This car was lauded by the critics and became European ‘Car of the Year’. Not surprising given the quite running, even ride and exceptionally smooth gear-change. Moreover, the Cd was a remarkable 0.285. The interior had the look and feel of more expensive car.

There was also much attention to detail; the glare-free matrix LED headlamps were controlled by a forward-facing camera that read the road and switched the 16 LED segments constantly adapting the length and distribution of the light beams to match circumstances.

An over-arching problem, that had nothing to do with the merits of the car, was the change in car-buyer’s tastes. The SUV had come into fashion. Vauxhall would soon respond with a range of SUVs including the Mokka (see model 60), the Crossland X, and the Grandland X. These latter cars were re-styled versions of PSA (the French owner of the Peugeot and Citroen brands) SUVs. It was around that time the take-over of GMs European division (Opel and Vauxhall) by PSA came about. The initial undertaking by PSA was that the Vauxhall brand would continue. Only the passage of time would confirm that pledge.

Number 60

2017 Mokka X Abalone White (PRC)

Specification (5 door, 1.6 litre CDTi diesel)Weight ~1445kg (depending on model)4 Cylinders in line, 1598 cc, CR: x:x xxkw (110/136 PS) @ xxxx; chain driven ohc, 5 bearing turbocharger, intercooler.

Integral steel body; ifs coils with MacPherson struts; anti-roll bar; torsion beam rear, coil springs. Disc brakes.

Wheelbase 255.5cm (100.6”); Track 154cm (60.6”); Width 177.5cm (excluding mirrors) (69.9”); Length 428cm (168.5”); Height 165.5cm (65.1”)Max mph

List price ~ £18,000 – £25,000

Following disappointing sales of the Antara, launch of the Mokka in 2012 was a considerable act of faith. The current vogue for Sports Utility Vehicles (SUVs) with apparent off-road credentials resulted in Vauxhall re-entering the market. This car well fitted the market slot, offering an affordable package at just the right size for families. Both front-wheel drive and four-wheel drive were offered; the majority of customers choose front-wheel drive.

The ‘life-style’ offer (to quote the advertising ‘It’s your life – go drive it’) seemed to match the market. In the first three years some 500,000 were sold across Europe. This was a considerable achievement given the strength of the competition including perhaps the most direct competitor; the Nissan Juke. The Mokka’s more moderate styling probably appealed to those who did not want a car that looked like it had been shaped to emulate a balloon inflated in a restricted space.

Like the Antara (dropped from the range shortly after the Mokka’s introduction) the origins were Korean. Also like the Antara, very generous levels of equipment were offered across the range – this may have added to showroom appeal.

Subtle styling detail well disguised the fact that the window architecture was from the smaller Viva, including the rear window! All in all it worked rather well although speculation was invited that Mokka was taking sales from the excellent Astra ‘K’ which was, from a user’s point of view, probably a better car in almost every respect.

The model is of Mokka X, the second generation version.

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The Other Models –Model A

1934 -1936 Big Six (presumed), Meccano Ltd.

Specification:Weight 1524kg (3360lbs)6 Cylinders in line, 1530cc, CR 5.6:1, fiscal rating 26.3hp; pushrod, side cam, 4 bearing.

Steel pressed steel chassis, semi elliptic springs all round. Mechanical drum brakes. Worm and sector steering.

Wheelbase 282cm (111”); Track front 143.5 (56.5), rear 146 (57.5); Width 149 (58.75); Length 434 (171); Height n/k.Max 72mph

Price £325 (standard saloon)

This is something of a mystery model. It is certainly not 1:43 scale. Research into the history of Dinky models indicates that this is a revised version of model number 24b ‘Limousine’ sold between 1934 and 1941. This model was apparently revised from the scuttle forward to convert it into a Vauxhall (model 30b sold in three variations, including one with a spare wheel on the nearside front wing.

The ‘waterfall radiator’, and the detailing on the sides of the bonnet correspond exactly to pictures of the later 1937-1938 Light Six DX 14. One variation of the dinky model featured the ‘shield’ radiator.

Close inspection of the model suggests that the original Limousine was actually based on an American car, possibly a Chevrolet Master. Whilst some pre-war Vauxhall cars used GM bodies, it is evident that the large side window at the rear of this model does not correspond to any know Vauxhall; the closest is perhaps the 1934-6 Big Six that was a version of the Chevrolet ‘Master’ Sedan.

The specifications opposite are for the 1935-1936 12hp car. This car was sold at the time of the quaint treasury fiscal horsepower formula (HP = D2n/2.5) where D was the cylinder bore in inches and ‘n’ the number of cylinders. The DY12 was in fact 12.08 h.p. by that calculation.

Vauxhall made its own bodies for the standard range of cars using pressed steel panels and a traditional wooden frame. Cellulose paint was dried in huge ovens, before the bodywork was mounted on the chassis. Following American practice, annual changes began to be introduced and for 1936 there were two colour schemes, with the flowing wings painted black.

Model B

1919 - 22, and 30/98. Model by Franklin Mint.

Specification:Weight 1423kg (3136lbs)4 Cylinders in line, 4224cc, CR 5.2:1, 83.5kw (112bhp) @ 3400; pushrod OHV, chain-driven cam, 5 bearing.

Pressed steel chassis with engine sub-frame channel, semi elliptic suspension all round with friction dampers. Mechanical drum brakes. Worm and wheel steering.

Wheelbase 299cm (117.5”); Track 137 (54); Width 170 (67); Length 429 (169).Max 90mph

Price (1923) £1020 (chassis only)

An extraordinary model, one of a series of classic cars believed to have been sold via mail order by Franklin Mint. It is a heavy die-cast model, painted silver all over. It is very reminiscent of the Vauxhall WW1 army staff car. It is a matter of fact that many of the British army Vauxhall staff cars were converted back to civilian use after the war.

The 30-98 models were the summit of designs by Laurence Pomeroy, one of the most gifted car designers/engineers of his time.

The records show three distinct versions, each with variations. The first series was the 1913/14 model of which only 12 cars were built. WW1 intervened, and the same basic chassis was used in the development of D-type staff car, which continued throughout the war.

Following the war, the 1919 to 1922 E-type 30-98 was in great demand, benefiting as it did from Vauxhall’s war-time experience. These were cars of mature design and great durability and reliability. One body variant offered with the chassis was that produced by Vauxhall – the ‘Velox’.

The third variation was the 1923 – 1927 30-98 OE-type which had an OHV pushrod engine. This car was guaranteed to achieve 100 mph in chassis form. Later versions had hydraulic brakes – no doubt one of the more valuable innovations. Make no mistake, these were the finest of cars – many survive to this day and are an important part of the proud heritage of Vauxhall.

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Model C

Bedford Beagle/Roma 1965. (Oxford 2008)

Specification:Weight ~724kg (1564)4 Cylinders in line, 1057cc; CR 8.5:1 (with high compression modification) 32.8kw (44) @ 5200; Pushrod OHV, 3 bearing.


Wheelbase 232cm (91.5 in); Track 120/132 (47.5/52.25); Width 1151 (59.5); Length 394 (155); Height 136 (53.3)Max 72mph

Price at launch £n/k

The Bedford HA van was a derivative of the HA Vauxhall Viva (see model 11 in the collection). It was offered in 5 and 7 cwt versions with a low-compression version of the Viva’s 1057 cc pushrod engine. Compression reduction was achieved by the use of the thicker cylinder head gasket, and conversion to high compression was consequently simple. Stiffer suspension made the little van genuinely fun to drive.

The HA van was very economical and sold well into the large fleets, notably the regional gas companies, the electricity boards, water authorities and British Railways and Post Office Telephones. When the Morris Minor ceased production in 1972, Bedford stepped into the void created by the lack of an immediate replacement and gained large orders from Post Office Telephones (1972-1982) and later Royal Mail (1975-1978). The HA was also modified for a number of special applications, including a ‘high top’, which coach builder Martin Walker designed primarily for the garment trade. A good number of these were also sold to laundry companies, whilst several local authorities employed them in their ‘Park and Gardens’ departments. Camper versions soon appeared of which this model represents that by Martin Walker based on the ‘Beagle’ version of the van and known as the Roma.

The ingenious rear folding panel provided adequate sleeping room and the rising roof made it possible to stand up inside. This was a modest camping vehicle, especially by today’s standards, but doubtless gave much pleasure to grateful owners.

Model D

Bedford HA van 1965. (Oxford 2008)

Specification:Weight ~724kg (1564)4 Cylinders in line, 1057cc; CR 8.5:1 (with high compression modification) 32.8kw (44) @ 5200; Pushrod OHV, 3 bearing.


Wheelbase 232cm (91.5 in); Track 120/132 (47.5/52.25); Width 1151 (59.5); Length 394 (155); Height 136 (53.3)Max 72mph


This version of the HA van is in the collection for a very good reason – the Collector was once the owner of such a van, and it was green.

Other details of the actual vehicle are as given for model ‘C’.

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Model E

‘Masterfit’ Curtain-side trailer and tractor unit. (Corgi 2007)

Specification:No details available


This model is really outside of the scope of the collection. It is of the wrong scale (circa 1:80) and the tractor unit is not Vauxhall (or the defunct Bedford marque).

However, it does carry the (current at the time) Vauxhall logo in a number of places.

Model FAn unusual model of a car transporter with a Bedford ‘S Type’ tractor unit finished as a Vauxhall vehicle. This is a ‘Corgi Major’ model introduced in 1957, based on the ‘Carrimore’ car transporter. The rear transporter part of this model had a long sales life, being up-dated in 1962 when the S-type cab was replaced with the then current Bedford TK. There is no evidence that the earlier S-type combination was marketed livered as a Vauxhall vehicle, rather it was a blue and white ‘Corgi’ liveried model. It is possible that Vauxhall commissioned a special edition although no original examples of this have been seen by the collector.

This model is a restored example that was offered for sale on ebay. The lettering is in fact on transparent printed labels cut to size. The detail of the print, with the address of Vauxhall Motors, suggests that it may, indeed, be based on an original.

The Vauxhall models in the photographs are contemporary with the Bedford Tractor unit and the launch date of the Corgi model. They are all Vauxhall Victor ‘F’ types from the Corgi ‘Lledo’ range. The Victors are 1:43 scale; they make the Bedford cab look somewhat undersize. The transporter trailer readily accommodates the models as if intended to be 1:43 scale. The Victors are in the following colours – Shantung Beige, Gypsy Red, Horizon Blue and Laurel Green (metallichrome). The text dealing with model 10 in this collection (the Horizon Blue example) gives more information about the Victor ‘F’.

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Documents

The Collection - Authentaauthenta.co.uk/.../sitebuilderfiles/VC210917.docx · Web viewThe Viva, like the Chevette that would follow in 1975, was based on the current Opel Kadett platform