The Best of AROnline : Back to Yorkshire in a Vauxhall Cavalier

Back in 2011, Keith Adams took a 1980 Vauxhall Cavalier – the best car of its type – on an emotional trip up North, and realised just how much things have changed since this repmobile rolled off the production line. Some of it for the better, but not all of it.

The long road North

I’ve already introduced Vauxhall Heritage’s timewarp Cavalier 2000GLS and you already know just how important this car was to the overall health of the British arm of the General back in the 1970s. You may also have worked out that, being my first ‘proper’ car and one that I had all sorts of teenaged adventures in, that there’s a Jupiter-sized place in my heart for the frog-eyed repmobile. So you’re probably already bracing yourself for yet another glowing write-up of the car…

I might be soft on Cavaliers, and the opportunity to drive one for a week has presented me with all sorts of driving possibilities. But for me, it’s difficult not to associate this car with the era it was designed in, the 1970s – it’s one of the functions of coming from a decade which had such memorable fashions, terrifying global events, and dark times back in the UK. And as I point its wedge-shaped nose up the A14 and towards the M1 north, it’s time to ruminate on all of the changes we’ve enjoyed since what was actually a grimy chapter in our history.

Yorkshire is our destination and, if anywhere typifies the huge leaps we’ve made in living standards since the time that we were handed Green Shield stamps with our copper ‘n’ silver coins that constituted the change we got from a tenner’s fill-up, it’s 21st century Yorkshire. Back in January 1980 when our 2000GLS rolled off the line in Luton, petrol prices were rapidly rising. We were in the throes of the second oil shock of the 1970s – a consequence of the war in the Gulf between Iran (the bad guys) and Iraq (the good guys).

At the start of the previous year, a gallon of four-star (the Cavalier’s favoured tipple) was 75p, but as Christmas – and the Winter of Discontent – approached, it had been heading rapidly towards £1.00. If that sounds like a bargain, consider that the middle-ranking area manager who drove a car like this would have been on £100 per week, and his fleet manager would have shelled out £5363 before discount.

Even in 1980, this Cavalier 2000GLS would have looked shockingly stark. Yes, it’s nicely trimmed in velour, its seats boast front headrests, and there’s a few luxury touches such as full-length armrests in the doors and an excellent six-pack instrument cluster but, because the controls are all positioned around the instrument binnacle and there’s no centre console, it still looks like a basic conveyance. But the build quality is excellent, and – dare I admit this? – there’s a whiff of German efficiency about it all. And that’s before we all became obsessed by that country’s products.

This lack of luxury chimed well with the times, though – post-Winter of Discontent 1980 was all about austerity… and hardship. Up north, you could buy a very nice semi-detatched house for £20,000 at the time, but with unemployment becoming a real concern, rising from around 700,000 in the mid-’70s to approaching 2,000,000 at the start of the new decade, there were precious few buyers.

But enough scene-setting, what of the Cavalier itself? In context, it really was at or near the head of the repmobile pack – the Insignia biturbo of its day. In 2-litre form, it was capable of 105mph and 0-60mph in 10.0secs (although its average owner would happily wind it round to an indicated 120mph on steeper downhill stretches of motorway) and would average 25mpg. Its principal rival, the Cortina, in recently-revised 1980 form was pretty much as quick (it also had 100bhp), had more showroom appeal thanks to warmer interiors, more modern fixtures and fittings but, on the road, the more Germanic Cavalier was the better steer. And like most of its more popular rivals, the Cavalier was saddled with a four-speed gearbox that resulted in the 80mph cruise being a 4000rpm thrash.

On the motorway, it’s easy to criticise it in modern terms for being undergeared, but to my ears, used to – shall we say – noisier older cars, it settles down calmly enough at the legal limit, and it’s easy to imagine the 2000GLS trading punches with the best of them. For its era, the Cavalier’s also impressively stable, suffering from minimal wallow and wander, and only the bow-waves from the largest HGVs unsettling it as we steam past.

All of this makes the run up the M1 – the Cavalier’s home turf – painless. The inclines marking Leicestershire and Nottinghamshire on the way to Sheffield and the gateway of the north, pose little problem at all, and we plough onwards at 70mph where a dear old Chevette or Allegro might be down to 55mph.

At first glance, the Cavalier driver of 1980 wouldn’t recognise today’s Sheffield as he hummed northwards past Junction 34. The vast Meadow Hall shopping complex which greets today’s travellers (and sees 3,000,000 visitors a year) was still a decade away, and his first main sighting on the Lower Don Valley would have been the city’s vast steel works, which had been in terminal decline since the early 1970s. There was beauty in these giant brick buildings, darkly stained as a result of decades of steel production, but their hastening demise would have cast a gloomy shadow across the M1 and the valley below. Today’s low-cloud, insistent drizzle and a desaturated lack of vibrancy is perfect for reflecting upon the wanton act of de-industrialisation.

We continue north, heading for the former coal mining region of West Yorkshire, as typified by Wakefield, Pontefract and Castleford. Dropping off the M1 and seeking out some A-road action is always a good pastime – especially in a car that promises to be as good a drive as this Cavalier. With 33,000 miles on the clock (five-digits as was the way back then), and maintained lovingly by the boys at Vauxhall Heritage, there’s no reason not to look forward to this.

However, before heading for the best Airdale has to offer, we need to stop. Usually 150 miles holds no problem for me, but I’ve developed ‘Vauxhall leg’, an affliction I remember from my formative years. It’s down to the low driving position and weirdly-positioned throttle, which leaves my right leg adopting an uncomfortable angle. Five minutes’ stroll always quells it…

We push on. The Cavalier’s unassisted steering should be laborious at four turns from lock-to-lock, but it’s responsive enough around the centre position and, on the twisting A-roads we’re now on, does an excellent job of communicating the road in these slippery conditions. As for the handling – it’s a safe understeerer, and the Cavalier will only kick out its tail if you hit a corner too quickly (no chance, I am babying this one), or mash the throttle in wet bends (see above). It’s fun – and, although limits are low in modern terms, on 2012’s clogged roads that run far more slowly than they did in 1980, the Cavalier more than holds its own through the valleys.

Castleford in 2012. It's not all like this...Rolling into Castleford (right) is both interesting and depressing in equal measure. The vast and soulless out-of-town retail park does its best to make amends for the departure of the town’s factories and mines, but it has devastated the town centre. In 1980, it would have been a thronging retail area, dominated by local businesses – butchers, bakers, candlestick makers – but today, it’s run-down and dilapidated in places, and the retail units that remain are dominated by mobile ‘phone stores, national chain retailers and charity shops staffed by gloomy volunteers. Only the central arcade puts on a brave face against decades of  neglect. It’s typified by the pavement-style cafe – one pensioner’s nursing a cold cup of tea.

As we jump back into the Cavalier’s bright interior, it’s easy to come to the conclusion that, in some ways, life really was better back in 1980. Heading back towards the outskirts of town, passing through the bright new retail park, it’s clear there’s money here – that there wasn’t before – but little sense of community. Here, in the valley of the megastores, labels are king.

But it’s not all grim up north. Far from it, in fact. As we head for neighbouring town Pontefract, it’s clear that there’s still room for town-centre vibrancy. People seem friendlier, the shops are more fully stocked with local produce and the pedestrianised zone is nicely manicured – and, despite the greyness of the day, it’s still busy. The master butcher is the custodian of a bustling business – the shop-made pies are irresistible to look at and impossible not to buy. Yum.

Visiting Pontefract certainly undid the feeling of despondency that had descended upon me in Castleford. I certainly needed uplifting and this place – surprisingly – had the desired effect on me. For my 1980 counterpart, driving his Cavalier into this market town, the effect after running through a dying Sheffield and Castleford might well have been the same. I’d had Ghost Town by The Specials running through my head – a song written in 1980, and one that so beautifully captured the sense of malaise that was engulfing the nation at the time.

The group’s keyboardist Jerry Dammers said about the anthem of disaffection: ‘The overall sense I wanted to convey was impending doom. It’s hard to explain how powerful it sounded. We had almost been written off and then ‘Ghost Town‘ came out of the blue.’

Back on the road, and you’re going to find this quite predictable, but I’m really loving this Cavalier now. It’s hard to explain why, other than it simply fits me and makes me feel good (‘Vauxhall leg’, aside). I suspect that for the area manager driving this car when it was new, it would have been in the same position. He might have found navigating around these small mining towns a whole lot more difficult, as the logical network of bypasses linking them to the trans-Pennine M62 were yet to be built. But then, all he had to listen to was Simon Bates’ new morning feature, Our Tune. I have my iPod, and 30 days of continuous listening…

I decide it’s time to head back south and run down the A1 instead. Again, it’s easy to marvel at how this road’s been improved during the past 30 years – wider lanes, eliminated roundabouts and large, clean service stations. And yet, I bet my average speed is down on my 1980 counterpart’s because of the traffic density. We’re struggling to get up to 70mph between pockets of congestion. But I don’t mind – I’m in no hurry to get back home, such is my enjoyment of the Cavalier. Yes, it’s buzzing along too loudly, the driving position’s not perfect and its simple interior reminds us how far we’ve come in 30 years. They were simpler times, but were they better? That’s the question that constantly tasks me…

After spending a week ambling round in this Vauxhall Cavalier 2000GLS, I’m still not entirely sure I know the answer to that question…


Keith Adams


  1. Thankyou, this reminds me why I keep my 1979 2000GLS coupe. It is the same colour and has the same orange velour trim. It is still a delight to drive along A and B roads with beautifully responsive steering and handling. Mine is a three speed automatic so the top end thrash with such low gearing is magnified and I rarely cruise over 60mph. My car is one of the rare Centaurs, an officially approved Vauxhall conversion of the coupe to a convertible with a Stag style T bar. It has supporting steel bars underneath too and is really taut and has absolutely no scuttle shake, unlike many convertibles.
    I’m glad you mentioned the Vauxhall ‘leg’. I took this car out a month ago after a break of a couple of years and found I had a really bad ache in the right leg and ankle and thought it might be just me, so this is reassuring!
    Driving this car along sunny A/B roads with the roof down and music playing remains a real pleasure. I’m so glad I held onto it through divorce and other trials and tribulations.

    • Bruce, the MK1 Cavalier GL & GLS Coupe was by far and away my favourite car in the 1970’s. From the initial 1900 engine to the 2000cc. Could never afford one back then though. Still have the brochures. The Sportshatch was yummy too…

      Must admit I have never seen a MK1 Convertible.


  3. I had one of these (MJF 889P) in the early 1980s when it was about 3 years old. For the time it was an absolute revelation to drive; handling was sharp and responsive; performance was pokey; and it was definitely the best drivers car in its price range.

    I remember taking it on a test drive – just the usual short run from where I bought it – and within a couple of minutes i felt like I’d known the car and been driving it for years.

    Of all the cars I’ve had over the years – more than 20 since the mid 70s – I’ve never had one which was so much of a spectacular surprise.

  4. Very good, and a car that’s often overlooked in favour of the bigger selling Mark 2, or the Cortina.
    I do remember Britain at the start of the eighties, petrol had gone up by 50 pence a gallon in a year, inflation was nearly 20 per cent and unemployment was soaring past 2 million by the end of the year. Grim times, but in other respects, driving the Cavalier in 1980 would have meant quieter motorways, no speed cameras, easier and often free parking once you reached Pontefract,and your car being a 2000 GLS would have made you king of the sales reps.

    • That’s right Glenn, the 2000GLS was the final top end Cavalier saloon built. Prior to that it was the 1900/2000GL that topped the saloon line up. GLS trim was previously reserved for Coupe & Sportshatch. If I remember correctly, Rev Counters were only provided on GLS cars.

      Despite the success of the MK2 & 3, I still have fondest memories of the MK1 on our roads.

  5. As someone who’s been in Purchasing since the early 80’s, the other ironic observation is that the sales rep/commercial traveller, for whom this type of car was intended, for is also now a sorely endangered species thanks to the Internet, etc.

  6. My Dad had an S reg GL in the late 1970s.

    I’m too young to really remember it, but it seemed to serve us well, even if it was nothing to get excited over.

    Some friends of the family had one well into the 1980s, complete with an after market rev counter mounted on the central console, which even as an 8 year old seemed an odd place to fit it,

  7. Of course, I’d much rather have a Princess 2000 HL, which would have proved a relaxing companion on the motorway, even if it was a bit more leisurely to drive and bigger than the Cavalier.

    • I totally agree with you Glenn. The Princess was by far a superior car and much better finished inside. It’s a pity it didn’t have the build quality of the Vauxhall

  8. @ John Mc Alliser, by 1980 the Princess had most of its reliability issues sorted and was as good as its rivals from Ford and Vauxhall. For all the Vauxhall might have been a more aggressive performer and was right from the day it launched, it couldn’t match the Princess for comfort, ride quality and space.

  9. It’s interesting when you look at the interior of this top of the range Cavalier how basic it is. You get a rev counter, clock, additional dials for oil pressure and electrical current,velour seats, tinted glass, two band radio, lighter, and that’s it. The basic L model probably only came with cheap cloth seats and a lighter, with a radio an option. Nowadays even basic models have more than a GLS Cavalier and are fitted with equipment like electric windows and air conditioning that only the most expensive cars had in 1980.

  10. Glenn’s right… the level of standard equipment on cars has multiplied in the last 30+ years. Even top models in those days didn’t get alloys as standard. Never mind PAS, Aircon, elec windows etc. the cheap cloth trim on Cavalier L was called “Houndstooth”, with Velour on GL/GLS. Those cars got more brightwork too.

  11. I remember my Dad had 2 Cavalier Mk2s in the 1980s, the first was an L which was very basic, I think my Dad had to specify rear speakers as the fader was in one of the many blanked off mouldings in the dash.

    The 2nd was a CD with lots more equipment, PAS, fancy for the day radio, metallic paint, alloy wheels, electric windows all round & a few more I can’t remember now.

  12. A mate of mine has a MK1 Cavalier Sports Hatch as part of his fleet, he’s recently scrapped a mk2 Cavalier Estate that was sadly too far gone to repair

  13. A two band radio was as good as you got on most cars in 1980, although Fiat interestingly offered a radio with FM at the time, which would be ideal for people who liked Radio 3, where classical music sounded awful on medium wave. Mostly, though, on mainstream cars as it was a MW/LW radio with five push buttons, as large parts of the country still only had the four BBC national stations and one local station( some had none). Contrast this with now, where cars fitted with a DAB radio, can receive at least 25 stations that cater to every taste.

  14. Driving on a motorway now during the coronavirus crisis would be like driving in 1980, or even 1970, as the volume of traffic has more than halved. Obviously you have to watch for speed cameras these days, but it should be possible if you have to drive on motorways, to drive like it’s 1980 again, meaning keepingf to a steady 70 mph, or a little more, and feeling far less stressed. Then should you need to park at your destination, that should be stress free due to the lack of traffic and there could be far more on street parking.

Leave a Reply

Your email address will not be published.


This site uses Akismet to reduce spam. Learn how your comment data is processed.