Brief test LATEST VAUXHALL VIVA

Press, Volume CXI, Issue 32660, 16 July 1971, Page 7

Brief test LATEST VAUXHALL VIVA

Vauxhall's Viva has been among the popular smaller cars for some time, and in its latest form it has lost its “hippy” body line, and become cleaner in appearance, with more room, slightly more power, and improved

ride and handling. A test of two of the latest Vivas this week shows the model to be one with some solid virtues. It also suggested tiat General Motors would be well advised to pay more attention to the quality of the finish. Most of the test mileage was covered in the fourdoor version of the car, which costs about $2700 registered and ready for the road. The test car had covered only 440 miles and a 1500 mile two-door car ($2500 ready for the road) tested later was a better vehicle in several respects. The four-door car's engine was the 73 b.h.p. “90” engine with a 9 to 1 compression ratio, compared with the 8.5 to 1 60 b.h.p. engine in the two-door car. The more powerful engine gave brisk performance for its 1159 c.c., but it tended to pink easily, even at 20 m.p.h. in third gear, and felt harsh under )30 m.p.h. in top gear. The 60 b.h.p. engine was much more flexible and showed no tendency to pink, although it was still not as flexible as many other engines of the same capacity'.

Similarily, the four-door car’s steering, although light and direct, had little feel and very poor return action: if one released the wheel after turning a corner, it remained at the position to which it had been turned. The other car’s steering had a little more feel and some return action, although not enough. The four-door car was worst for such finish faults as badly-fitting carpets, trim and panels, creases in the headlining and orbital grinder marks showing through the paint-finish on the tail panel. The two-door was better in these respects, although there were still some paint runs, very obvious welds, and so on. This car’s clutch did not judder on take-off, unlike the four-door’s clutch, and the (ace-level fresh-airvents worked and the indicators cancelled after a turn.

Most of these complaints, however, can be directed at the standard of finish, and not at the basic design. On the credit side, the new Viva handles and comers well, has an excellent gearchange with unbeatable syncromesh and a very light action, a light and pleasant clutch, well-placed pedals, first-class brakes, and comfortable seats. With the front seats right back there is quite good head and legroom in the rear for adults, although tall drivers may wish for more rearwards adjustment oh the drivers’ seat.

The instruments are clearly visible through the top of the pleasantly-small steering wheel, the powerful handbrake is well positioned between the front seats, and> the steering-column stalk which controls the dipswitch, headlight flasher and horn is in just the right place. The controls for the powerful heater are mounted very low on the curving dash, and are a stretch for the driver—if they were moved upwards, and the ashtray . moved down to the present heatercontrol position, both items would be better placed. Visibility is good, although the wipers could sweep closer to the righthand screen pillar. When cruising on the open road, the noise level inside the Viva is about average for this class of car, but it is a tribute to the car’s ride and interior comfort to say it feels a bigger car than it actually is. The car is particularly stable in both side-winds and on gravel, and rough surfaced comers do not bother it. The Viva has a goodsized boot, and under the bonnet most service points are readily accessible, the exception being the two rear-most spark plugs, which would require the air-cleaner removed for really good access.

There is plenty of storage space for oddments insider the car. with a particularly deep glove-box in front of the front passenger, and a good-sized parcel tray as well. Specifications Sneln«: 4 cylinder!. 11M e.c. Bore, 77,7 mm. Stroke, Si mm. Compression ratio, 8111. 0# S.A.E. h.p. at 8500 r.p.m. Groot torque (5.A.8.). 68 l b ft st MOO ffisSSaS by short push-rods and rbakera; Down-draufht. carburettor. Twin outlet exhaust manifold. Viva. Bo. As standard engine, but with: compression ratio 0:U Gro« J t«qne’fe.Ai.y 70 4000 r.p.m- Constant depression side-draught carburettor. Clutch: Diaphragm clutch with mechanical operation and ball bearing release. Oearbox: 4-speed all-syncro with central floor mounted shift. Front suspension: Long and short wishbones with coil springs, rubber bump stops and rubber-bushed brace struts. Rear suspension: Coll-spring four-link. Upper and lower arms, rubber bushed at both ends. Steering: Rack-and-pinlon. 3.16 turns lock to lock. Turning circle (between kerbs), 32.2 ft Energy-absorbing steering column. Brakes: Two-door: tandem master cylinder. Hy draulic with Bln drums. Four-door: Servoassisted brakes, discs at front, drums at rear. interior dimensions: Over-all length. 162.0 in; over-all width, 84.71 n; over-all height, 53.11 n; wheelbase, 97.01 n; ground clearance, 3.381 n. Fuel tank: 8 gallons. (Test cars made available by N.Z. Farmers’ Co-op. Assn.)