Vauxhall Viva Polycarbonate Windows

The Vauxhall Viva, produced between 1963 and 1979, was originally designed as a small, affordable family car to compete with the Ford Escort, Morris Minor, and Hillman Avenger. However, beneath its modest exterior, the Viva had the potential to be something more. Over the years, it evolved into a capable touring car and rally competitor, earning its place in British motorsport history.
When the Viva first arrived, it was a lightweight, rear-wheel-drive saloon with small, fuel-efficient engines, making it an ideal platform for modification. The early HA and HB models had simple but well-balanced chassis, allowing them to be pushed harder than their modest power figures suggested. But it was with the HC Viva in the 1970s that Vauxhall really embraced performance, developing more aggressive versions that would make their mark on the track and rally stages.
One of the most important motorsport versions of the Viva was the Viva GT, introduced in 1968. Equipped with a 2.0-litre, twin-carburettor engine producing 112 horsepower, it was significantly faster than the standard Viva and became a popular choice for privateer racers in touring car championships. With a stiffened suspension, uprated brakes, and a five-speed gearbox, the Viva GT was transformed from a basic saloon into a serious performance machine, allowing it to compete against Ford Escorts, Alfa Romeo GTAs, and BMW 2002s in British and European saloon car racing.
The Viva’s success in touring car racing was particularly evident in the British Saloon Car Championship (BSCC, later BTCC), where it competed in the under-2.0-litre class. While it didn’t dominate the series, it was known for its consistent performances, durability, and ability to hold its own against some of the best competition in the sport. The rear-wheel-drive layout made it predictable and engaging to drive, and with the right suspension tuning, it could be surprisingly agile in corners.
In rallying, the Viva became a favourite among privateer teams, especially in Group 1 and Group 2 rally events. While it never had a major factory-backed effort, it was tough, easy to repair, and adaptable, making it an excellent choice for rallying on gravel and tarmac stages alike. The Viva GT and Magnum models, with their larger engines and stronger gearboxes, were often used in club rallying and national championships, where they took on Ford Escorts and Triumph Dolomites in the highly competitive rear-wheel-drive era.
The Viva’s final major motorsport evolution came in the form of the Firenza, a coupe derivative based on the Viva but with a sleeker, more aerodynamic design. The Firenza HP ‘Droopsnoot’, introduced in 1973, featured a fuel-injected 2.3-litre engine, making it one of the fastest Vauxhalls of its time. This model saw limited competition use in rallying and touring cars, further solidifying the Viva platform’s reputation as a versatile, performance-capable machine.
Despite being overshadowed by Ford’s dominance in motorsport during the 1960s and 70s, the Viva proved that Vauxhall could build a proper performance car when given the chance. Today, it remains a cult favourite among historic racing enthusiasts, with many examples still being raced in classic touring car series and historic rally events.
The Viva’s racing and rallying legacy may not be as well-documented as some of its rivals, but it holds a special place in British motorsport history. It was an underdog, a working-class hero, and a car that proved you didn’t need factory-backed dominance to make an impact on the track and stages. Whether in club racing, national championships, or historic motorsport today, the Viva is remembered as a scrappy, fun-to-drive machine that could take a beating and keep going.