Adverts for mid eighties pocket rockets. Suzuki Cultus GTi, Suzuki Alto Works and Daihatsu Mira Turbo TR-XX

Thoughts on the Suzuki swift?

i absolutely adore the swift.

my first car was a 1995 swift GTi, 850kg and 100hp of fury. my family friend actually worked with monster tajima in the 90s on suzukis junior wrc team and the australian rally championship.

the gen 3 swift up to the latest model are less my thing, but i still really like them and i'd love to develop a 2020 swift sport hasport style K20 swap kit and race one in time attack. they have a ton of potential in the chassis, they're light weight, good geometry, decent engines, just let down by oem chassis tuning and the driveline being setup for driving to the shops.

the 5 most interesting swifts out there are the: - TRB-04 from HKS - Monster Tajima twin engine pikes peak swift/cultus (its been my wallpaper for a couple of years now) - Zuboo racing's orange time attack swift which now runs a 600hp k24 - kevin stittles K20 swift - S1600 swift sport rally car

so yeah i am confident in saying that i love a good swift...

Suzuki Forsa GTi

1990 japan pocket rocket

CarSpiritPK – Pakistan's Dedicated Automobile Blog

Changan Alsvin Master Changan Motors recently introduced the Alsvin subcompact sedan in Pakistan and the vehicle immediately created a buzz in our market. The company has received a massive response from the public with fully booked units until June 2021. While most of us have already seen the car in person, as we stood on the showroom floors, we already know a lot about it, but what do you want about driving and having the overall experience of this car? Thus, Changan Pakistan hosted an exclusive test drive event where top car bloggers and vloggers were invited to fully experience the new Alsvin sedan. Verdict The Volkswagen Arteon R Shooting Brake is a manufactured and exclusive fast station wagon. It’s a shame that the quality of the interior can’t match its image, but in typical VW R fashion, the driving dynamics of the hottest Arteon feel super safe and surprisingly fast. It supports many functions and many common kits. It may not be the most exciting machine in its class, but there are some situations where it can be felt from its depth-as long as you keep the adjustable suspension soft to maximize comfort. The machine also acquires a distinctive character. There’s a lot of phony going on through the in-cab speakers, which you may want to cut out, but the R mode mainly provides a higher throttle response. The thick midrange feels very strong, but the engine still pulls on its red line, clearly sliding to add to the fun. For a large machine with a long wheelbase it turns and handles with real agility, and 4WD also gives it safety so you can easily take advantage of what it has to offer, with torque vectoring as part of 4WD. Wheel drive helps to control the volume of the vehicle. However, the steering is inert like all fast VWs, offering a good level of accuracy but not much feedback - and the chassis isn’t too playful either. There’s a small amount of adaptability, but despite its capabilities, the Arteon R Shooting Brake isn’t a car you’ll try. It’s not a hot hatching, so it’s fine. It is relentlessly fast and efficient at moving the ground whether the road is flowing or winding. But there is a caat. Dynamic Chassis Control adaptive dampers feel better on the softer side of their shell, because with the R’s 19-inch wheels, the ride is intricate in more stable settings. In any case, the restraint of the body is affirmative, which contributes to the inspiring feeling. Put the drivetrain on the R and the suspension is very soft on the Individual and there is a good mix. FAW V2 Al-Haj FAW introduced the 1300cc V2 hatchback to Pakistan in 2014 as a CBU import. Since then, the FAW V2 has established itself as an affordable, reliable and versatile option in a market dominated primarily by underpowered, over-priced Suzukis. In August 2017, local assembly of the V2 hatchback started at the Al-Haj FAW assembly plant in Karachi. According to the company, sales of the V2 hatchback have risen 60% since local production began. The V2 surpasses its competitors in terms of features and equipment and, more importantly, the price difference. Although on paper it drives away opponents, but what does it want to own and keep one? We have collected opinions from many V2 users and their feedback has been positive. Syed Laraib Imtiaz is a technology innovator and consultant based in Karachi. He owns a locally built 2018 FAW V2 and he’s pretty happy with the car. According to him, the main reason for choosing the V2 is the features it offers at the price. I consider the Cultus, WagonR and imported options, but the V2 is the clearer winner. It seemed like a tough decision at first, but eventually it was pretty straightforward. Laraib has used a Pakistan -built V2 more than 3,000 kilometers so far and he said everyone was a smile. The car delivers up to 14.5 liters per kilometer within the city. Although there were some minor issues at first like the heating coming in automatic and 2nd gear which was a bit difficult. But both problems were solved by the dealer. Commenting on the comfort, Laraib said: ‘The interior is very spacious and the car is a pleasure to drive. In fact it is very fun to drive, it is honestly the VW Golf Gti of Pakistan.’

https://carspiritpk.com

Suzuki Swift (or Cultus) GTI 16v advertisement, Spain 1990s

1986 14°Toyota Olympus Rally SUZUKI Cultus GTI Nobuhiro Tajima / Jean Lindamood retired-accident

1986-1989 Suzuki Cultus GTI (jp)

l4 1.3 97hp ff

supermini

#Nissan #Suzuki #Toyota #Datsun #Minilite style 5.5x13 ET25 4x114.3 #wheels Nissan 120, 140, 160, 180 Cherry Toyota #Starlet, #Corolla, #Carina, Datsun 120, 140 Y, 140b, 160b, 180b Suzuki #Cultus, #Forsa, #Holden #Barina (MB), 1985 Suzuki #Swift 1.3S, GTi, GLX, SA310 cars. #Chery, #Chevrolet, #Kia, #Mazda, #Subaru, #Acura, #Honda, #Rover, #Hyundai, #Mitsubishi https://www.instagram.com/p/CFXmBojCWJq/?igshid=7kw7bw20ntcv

The second-generation Suzuki Cultus was eventually built in 11 countries and sold under more than a dozen names - various Suzuki (and licensee) labels plus Geo, Pontiac, Holden, Chevrolet, and Subaru. The most well-known in North America was the Canadian-built #GeoMetro, with its optional convertible, but by far the best version of this car was the Cultus GTi - called Swift GTi (at first) in the USA. - Suzuki launched the Cultus GTi in the summer of 1986 on the Mk1 Cultus - better known to Americans as the Chevy Sprint (and Canadians as the Pontiac Firefly). Instead of the 1-liter triples used in the Sprint/Firefly/regular Cultus, the GTi used Suzuki’s new G13B injected four, with 100 hp. Outside, it used the same kind of visual flair that the 70-hp, 3-cyl Chevy Sprint Turbo - side skirts, air dams, and spoilers made it look the part of a hot hatch. This first GTi was available in some European markets as Suzuki began to expand, but it took until the Mk2 Cultus for the car to reach the U.S. - Suzuki had launched its U.S. operation in 1985 but aside from Puerto Rico, Suzuki-branded vehicles were SUVs only - until 1989. As the Chevy imports became Geos, the Cultus was relabeled as the Swift for the USA, and the GTi was the top-spec. Suzuki was at a disadvantage to the other Japanese brands in that the Cultus/Swift/Metro was its largest car but was still tiny by U.S. standards. That was good for Geo’s purposes but made the higher-spec Swifts a tough sell. Suzuki did well with SUVs, but sold only about 6-8,000 cars a year in the US through 1995. - The Mk2 GTi inherited the G13B, a rev-happy 1.3L DOHC 16-valver, made 100hp in federalized form. It was coupled to the light, small 2-door hatch body and was generally a go-kart experience - not blindingly fast but happy be worked hard. It was a little nicer inside than the Mk1, which had been bare bones, but was still mainly “cheap and cheerful.” VW objected to the GTi name, and lawyers turned the Swift GTi into the #SwiftGT within 15 months. The GT ran into 1994 but was rarely seen, maybe 15% of production - and because they were cheap cars that liked to be thrashed and were aimed at the boy racer crowd, few survive. https://www.instagram.com/p/B1CG2dGASkH/?igshid=370wyy30auvz

commercial monster

How to transmit power to the road surface without loss. A machine that meets the basics of this dirt track is available as a complete car. A lot of tuning know-how has been poured into Cultus from TAJIMA of Suzuki works.

CULTUS GT-i Type Dirt Trial

Tuned by

SUZUKI SPORTS

Photos/Katsuhiro Hara, Report / Hitoshi Sezai

It's an affordable works car

What is important for dirt trials is how to transmit power to the road surface without loss. In order to maintain high speed on low friction roads, the point is how to improve stability and keep all four wheels on the ground. When it comes to dirt, many people immediately think of drifting and enjoy flashy countersteering, but in reality, grip driving is the basics. Drivers are always making efforts to increase speed while paying close attention to traction.

Therefore, the higher the level of the machine, the more advanced the driving technique is required on the dirt, and there are many cases where understeer occurs when riding a dirt track. It's outdated now that you're running like you're running a tail just because it's dirt.

However, the Cultus GTI, which can be said to be Suzuki's works car, is a car that can be tried without anxiety from beginners to advanced riders. This machine was set up by Suzuki Sports, led by Mr. Tajima, who can be said to be a leading figure in the dirt track world. It was a machine that the manager of the JIM showroom participated in the All-Star Dirt Trial A1 class in 1990. Since the same thing as this is available as a complete car, it can be said that it is the commercialization of a works machine.

High grounding property with high balance

To be honest, the handling of the Cultus GT in normal mode is at a level that makes you want to close your eyes.

It's so solid that you won't believe you're wearing shoes, so you don't feel uneasy about the feeling of grounding. It is reassuring that the four wheels are always gripping the road surface because of the extremely high front-to-rear balance and the large suspension stroke. Even if you are mean and try hard braking from high speed, quick turns, etc., the feeling of ground contact in the rear is not lost.

So it makes no sense to try to drift on a tarmac with a high grip level. On a subtle note, performance on pavement never

It was like a high-revving engine that revs up without a hitch. However, from the moment I got into this car, the first thing that came to my mind was that his background was by no means bad.

The body is so solid that you wouldn't expect it to be a 132, and although it's a little large for this class, it's thanks to that that it has a calm riding feel. In the normal version, this was the cause of giving a dull impression, but the suspension tuning was applied, and the sharpness was greatly improved along with the marginal performance. In this class, where sharpness is the only selling point, it can be said that by incorporating stability, we have acquired a one-size-higher ability.

In particular, the high cornering performance

Even in the binding, a block-based dirt tire

It's not a high-speed tire, so it's true that it has a slip angle even at low speeds. However, because the front-rear balance is outstandingly high, in cases where drifting is intentional, the performance limit of the car will be exceeded, and the power will just be eaten away. This setting, which was born as a result of seeking high marginal performance in dirt driving, is in line with the limits of tire performance, so to speak.

The high level unique to a works machine is also greatly demonstrated in its tuning know-how. In this test drive, I was able to fully recognize its underlying strength.

EQUIPMENT(FF)

Front strut assembly (fixed type)

Rear strut ASSY (fixed type)

Front spring 2.6kg/mm

Rear spring 6.0kg/mm ​​Front strut upper support

rear strut upper support

front suspension arm bush

rear suspension arm bush

front stabilizer bush

Rear stabilizer bush Rear knuckle bush

engine & exhaust pipe mount

Front strut bar Front brake pad

rear brake pad

Brake fluid DOT4)

clutch cover clutch disc

Front non-slip differential (4 pinion 1.5 way) Under guard (7075S)

Floor guard (5052S)

Tank guard (5052S)

FRONT/REAR MUDFLAP STEERING SET & RELAY KIT

Price: 1.8 million yen

registration fees, remodeling vehicle inspection fees, tax not included)

OD has a slight difference in specifications

Price 1,330,000 yen

PIC CAPTIONS

Seats, roll bars and other parts can be added to the base complete car according to the driver's wishes.

Tires are ADVAN GR-17, 175/65. It is a setting with a high limit that uses this performance to the limit.

The good front-to-rear balance gives a sense of stability that is not typical of dirt tires, even on paved roads.

Contact: Suzuki Sports Co., Ltd.

〒168 1-9-11 Shimotakaido, Suginami-ku, Tokyo 03-5376-6811

〒168 1-14-6 Kamitakaido, Suginami-ku, Tokyo 03-3302-231

〒182 5-57-10424-81-3912 Jindaiji Minami-cho, Fu-shi, Tokyo

7438-02 AMET 70600538-66-6761

IMPIAN 90-AN – SUZUKI SWIFT SUKAN

IMPIAN 90-AN – SUZUKI SWIFT SUKAN

Pada lewat tahun 80-an, Nobuhiro Tajima telah menyertai perlumbaan Race To The Clouds dengan sebuah kereta kecik bernama Cultus.

Bukan ayam-ayam punya. Tapi sebuah jentera berenjin dua yang dibangunkan beliau menerusi cabang permotoran Suzuki Sport yang diterajuinya. Memula gagal, pastu bikin lain, pastu gagal lagi. Sehingga beliau mencipta kemenangan penting, menjuarai kategori Unlimited pada…

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Suzuki Swift GTi

opinion: 

the Swift/Cultus GTi, in particular the AWD variants, would have been infinitely more well recognised as performance cars had suzuki done the right thing and put 195s on it from factory, and put a low boost TD04 turbo on the G13b, just enough to make 100kw and keep up with honda power.

2nd gen Suzuki Cultus (Swift in lots of markets) GT-i brochure.