Suzuki Cultus

Early export models were sold simply by the model code, SA310, the name shortly thereafter changed to a variety of names depending on the market. In Japan the car was always known as the Cultus. The SA310 initially featured leaf spring rear suspension and was originally marketed with a 1.0-liter (993 cc), three-cylinder engine (G10). The SA310 had its European premier in southern Spain in late 1983.[4] The original model was available as the base GA, the GL, and the more expensive GLX models.[5] Only three-door versions were available for the first few years. Early models were sold in Finland as the Suzuki Extra.[6]

The 1.0-liter turbo (G10T) and a three-speed automatic transmission were introduced in Japan on the last day of May 1984.[7] The turbo raised the power to 80 PS (79 hp; 59 kW) (JIS) and it received 165/70 HR12 tyres.[8] In August 1984, the 10 cm (3.9 in) longer five-door body was introduced, as was the 1.3-liter (1,324 cc) four-cylinder version (SA413).[9] There was also a European three-door version of the equivalent JDM Cultus turbo, but with a 1.3-liter engine (G13A) called Swift GS, which received two-tone bodywork and 6 PS (6 hp; 4 kW) more powerful engine than the standard 1.3-liter models (67 PS (66 hp; 49 kW) vs 73 PS (72 hp; 54 kW) (DIN)).[10] It featured flush headlights, yellow filtered front foglamps with black removable covers and white wheel trims. The interior was finished in a grey fabric with two broad red strips over the front and rear seats, also new sporty three-spoke steering wheel.[10] The introduction of the 1985 model year versions also marked the introduction of the "Swift" name in the European market, as earlier models had been sold simply as the SA310.[11]

Two headlight variations existed within the earlier models depending on market and level. The lower equipped were fitted with a recessed sealed beam rectangular light while others came with a panel-flush forwards swept glass unit. The drag coefficient value of an early model is Cd=0.38.[12] Before it entered the Australian market as the Barina in 1985, the local Suzuki importer sold it as a two-seat van with the "Swift" moniker, as they did not have the necessary quota allocation to bring it in as a passenger car.[3] While originally sold as the three-cylinder, three-door "Swift" in Indonesia, a five-door model of the pre-facelift SA310 was briefly offered beginning in late 1985. It was replaced by another five-door model fitted with the locally built (by "Suzuki Engine Manufacturing Indonesia") four-cylinder, 970 cc F10A engine from the popular Suzuki Carry 1.0 and 55 PS (54 hp; 40 kW) (SAE), entered production in Indonesia in early 1986 as the "Forsa".[13] The imported three-door model was discontinued, while the more upscale Forsa also benefitted from the new flush headlamps.

The model was refreshed and upgraded in June 1986. The leaf springs of the rear end were replaced by coil springs, the front end (forward of the steel body) was remodelled with a more forward swept grill and headlights, the dashboard was remodelled, and the windscreen was now caulked in place (rather than being held with a molded seal as in the earlier model). The 1.0- and 1.3-liter were slightly detuned while the turbo model gained fuel injection and now produces 82 PS (81 hp; 60 kW) (JIS net), while the more powerful twin cam GTi model also arrived.[14] The facelift model entered Indonesian production by early 1987 as the Forsa GL, and now featured some external trim pieces from the sporting GTi.[15] A more luxurious GLX model was also added later.

In June 1986, Suzuki introduced the flagship GTi (AA33S) model with both styling and performance upgrades over other models. It was originally available as a manual three-door hatch only, although later a five-door version called GXi was added. The GTi was one of the first Suzuki to feature electronic fuel injection on its G13B high performance twin cam engine. This new engine has 1298 cc thanks to a shorter stroke (75.5 mm, down from the previous 77 mm), fuel injection and 97 PS (96 hp; 71 kW) (JIS) in the Japanese market. The front brake system was also upgraded to a larger diameter disc brakes.

Interior updates included velour highlighted door cards and seat trimming. A red theme across the dashboard displays, carpet and seat roping was standard as was a centre console. Electric adjustable mirrors were also added.

Exterior styling upgrades included a model specific molded spoiler, side skirts and a bumper bar incorporating fog-lights.[16] The rear suspension was also entirely different from lesser versions.

Beginning in 1985, Cooper Motor Corporation (CMC) of Nairobi, Kenya, also assembled the SA310.[17]

Japanese market designations

• 1983～1988 AA41S
• 1986～1988 A43S, AB43S, AA53S, AB53S, AA33S, AB33S, AA43V

It was marketed in Ecuador, Chile, Indonesia, Canada and the U.S. from 1985 to 1988 – with Suzuki offering the supermini with either a 48 hp (49 PS; 36 kW) (SAE net) carbureted 1.0-liter (993 cc) inline-three cylinder or 70 hp (71 PS; 52 kW) (SAE net) fuel injected 1.0-liter (993 cc) inline 3 cylinder turbocharged engine. The Indonesian market Forsa has carbureted 1.0-liter (970 cc) four-cylinder engine.

An undetermined number of Forsa superminis were imported to Hawaii and Puerto Rico and some of them have found their way to the U.S. mainland. The EPA lists the 1985 Forsa model as the Suzuki SA310 (the original JDM name for the Cultus, Forsa and Swift), no listing for 1986, and both the Forsa and Forsa Turbo for 1987 and 1988.

In 1984, Suzuki and General Motors announced they would sell rebadged models of the Suzuki Cultus in North America as Chevrolets and Pontiacs, with Suzuki selling their own version as the Forsa. As it turned out, the Pontiac Firefly was only sold in Canada.

In 1985, GM began marketing in North America as the Chevrolet Sprint, reusing the name from a previous GMC vehicle. The Chevrolet Sprint was sold only in the Western United States until nationwide sale was begun in 1986. Sprint consumers had a choice of ER, Base, and Turbo models. In Canada, the car was sold as Suzuki Forsa and Pontiac Firefly. Firefly marketed in FE, Turbo, and Base models. GM continued to market the Chevette until 1987 alongside the Sprint. In the United States, the Chevrolet Sprint label was dropped with the introduction of the Geo Metro (second-generation Cultus), but it continued to be used for a while longer in Canada.

The "Sprint" and "Sprint Metro" differed in their engines, though both were computer controlled carb systems. From 1985 to 1988, the carbureted 1.0-liter 3-cylinder engine used a hemispherical head design. Later, fuel injection required the cylinder head for 1989 be redesigned to add the additional cooling required, reducing gas mileage.

The Sprint was originally offered in parts of the western US for the 1985 model year; subsequently Chevrolet marketed the Sprint across North America. All models were initially three-door hatchbacks. Starting in 1986, a five-door hatchback version was offered, called the Sprint Plus. That year, another model called the Sprint ER was offered that included a few extra features, such as an "upshift" light to indicate the ideal speed to shift to the next highest gear on manual transmission models. Although air conditioning was offered in all years, the three-speed automatic transmission wasn't offered until 1986. All models featured front-wheel drive and 12-inch steel wheels, which were covered by white hub caps on the Turbo Sprint regardless of body color.

Turbocharged versions of the 1.0-liter three-cylinder engine were available in the Turbo Sprint in both the United States and Canada beginning with the 1987 model year. The fuel injected Turbo Sprint utilized an IHI RHB32 turbocharger. Colors were limited to white and red for the Turbo Sprint. Sales were insignificant in the United States (around 1,550 cars sold in model year 1988, less than three percent of overall Sprint sales[18]), but somewhat stronger in Canada.

• 
  1986 Chevrolet Sprint 5-door, showing older headlight style (US)
• 
  Rear view with different tail lights style. Only applied to Chevrolet Sprint, Canadian Pontiac Firefly and Australian Holden Barina.
• 
  Chevrolet Sprint Turbo (US)
• 
  Pontiac Firefly (Canada)

For the 1988 model year, the naturally-aspirated hatchback was named the Chevrolet Sprint Metro. Production of the first Geo Metro models began at Suzuki's plant in Hamamatsu, Japan.

Chevrolet Sprint Gen I (Colombia)

The name "Chevette Sprint" was considered before simply calling the Colombian model (first generation) the "Chevrolet Sprint" — to distinguish it from the originally Opel-designed knock down kits imported from Brazil for assembly in Colombia.[19] When presented on 7 October 1986, the Sprint caused a sensation.[19] Colombian Sprints were all five-door hatchbacks fitted with the 993 cc three-cylinder G10A engine and a five-speed manual transmission. The Sprint remained in production virtually unchanged until 2004, with a total production of 70,848.[19] Slight modifications were made in 1987, including increasing the wheel sizes from 12" to 13" and with modernized bumpers and headlights. Another slight update took place in 1997 bringing with it monopoint fuel injection and an increase in power from 50 to 53 PS (49 to 52 hp; 37 to 39 kW).[19]

The first generation Cultus was sold in Pakistan as Suzuki Khyber, by Pak Suzuki assembly line been produced between 1989 and 2000, only in GA trim level. It was equipped with a carburetor base four-strike engine, and a five-speed manual transmission. Production was ended in 2000, replaced by second generation Cultus.

Cultus/Swift

Lingyang

Rebadge

1989–1991 model year Suzuki Swift 3-door (US)

Following limited 1985–1988 sales of the Forsa, the nameplate was changed to Suzuki Swift. The Swift was available as a three-door GTi and five-door GLX hatchback. Designed by General Motors, the design echoed that of the contemporary Chevrolet Cavalier and Pontiac Sunfire.[30] A four-door sedan followed in 1990 – imported from Japan. For Swifts in North America, the 1.0-liter three-cylinder was only available in Canada where it was sold from 1992 to 1994. In 1990, the GLX was dropped; an inexpensive GA 3-door was added as were GA, GL and GS four-door sedan. At the same time, the GTi name was changed to GT because of an out-of-court settlement with Volkswagen of America over their similarly named GTI. The Swift nameplate moved on to separate from the Cultus, eventually being placed on the North American "third generation" model.

The Swift featured a 993 cc inline three-cylinder engine producing 55 hp (41 kW). The G10 engine weighed 63 kg (139 lb) and was the same as used in the Geo Metro and other North American iterations. Other engine configurations included a carbureted or fuel injected SOHC eight-valve 1.3-liter G13. Trim levels included the 1.0 GA and the 1.0 GL. The GA model included plastic wheelcovers, four-speed gearbox and cloth trim. The GL model included more equipment such as a five-speed gearbox, alloy wheels, a sunroof, and air conditioning in some markets.

With the first generation, Suzuki marketed the Swift GTi with the G13B engine – a DOHC 16 valve, 1.3-liter, inline four-cylinder engine with an aluminum block and cylinder head, forged steel crankshaft and connecting rods, and cast aluminum high compression pistons (10:1 compression ratio). Its power output is 101 hp (75 kW).

The second generation received a modest restyle and other production changes in 1992, including changes to the bumpers, tail lights and interior. GT/GTi versions were equipped with larger sway-bars, and the camshafts were now solid. Production for the North American market ended in 1994. From 1995 onward, the redesigned North American-exclusive Suzuki Swift was built at CAMI Automotive, receiving all the modifications of its Pontiac and Geo/Chevrolet siblings – only ever available in the three-door body style, however.

The second generation Cultus was sold as the Geo Metro in the US and Canada, and as the Pontiac Firefly in Canada and the Middle East, and as the Chevrolet Sprint in Canada. Unlike the four-cylinder Swifts, General Motors-badged units usually featured the 1-liter G10 engine, with a turbocharged version and a larger 1.3 available in some Canadian market versions. In late 1989, production began at CAMI Automotive, with a mere 660 cars finished the first year.[31] From here on out, all Metro models with the exception of convertibles would be produced in Canada.

G10: 1.0 L3
In the United States, a single engine was available from 1989 through 1994: a 1.0-liter I3 engine. Rated at 60 hp (39 kW), the engine achieved 38 city, 45 highway mpg per the revised 2007 EPA mileage standards. The detuned 49 hp (37 kW) engine in the XFi, introduced in 1990, is optimized for high mileage. It combines a shorter duration cam, leaner fuel map, two ring pistons, and a higher final drive gear model to achieve 43 city, 51 highway per the revised 2007 EPA mileage standards.

As per the first generation, a turbocharged variant of G10 was also available in the Canadian Pontiac Firefly from 1989 to 1991. It was no longer available in the US market, however.

G13: 1.3 L I4
Canadian market Metros had the 1.3-liter engine available as an option beginning in 1993 in the three-door GSi model, and as standard equipment in the sedan (exclusive to the Canadian market at the time: American market Metros were not available in a sedan body style until 1995).

Geo Metro

Only available as a hatchback (later also a convertible) in the United States, the Canadian market also received Japanese-built four-door sedans. Canadian sales of the Geo Metro only began in 1992, after the demise of the Asüna brand. For 1990, the Metro's second model year, Geo introduced the Metro LSi models, which included an automatic transmission, air conditioning and a stereo with cassette player. Geo also introduced the frugal XFi model, featuring a lower powered economy-tuned version of the three-cylinder engine, a higher final drive gear ratio, and certain deleted interior amenities (e.g., the passenger mirror). It thereby achieved 43 city, 51 highway per the revised 2007 EPA mileage standards. XFi made up less than 10% of Metro sales.[32] A little bit later, the Japanese-built convertible model debuted, available in LSi trim. In 1991, GM increased convertible production and added paint options. In 1992, the Metro received a facelift with new hubcaps, exterior modification and new interior controls.

In 1993, both LSi hatchbacks and the convertible were discontinued. Automatic door locks, which deploy after the car reaches a speed of approximately 8 mph (13 km/h) were introduced this year. In 1994, five-door hatchback production ended. In 1994, Geo dropped the XFi model.[33]

Under its Geo Metro US badging, the American Council for an Energy-Efficient Economy (ACEEE) judged the 1.0L Geo Metro/Suzuki Cultus as the leading gasoline-fueled vehicle within their Greenest Vehicles list of 1998 and 1999.[34][35][36]

Partially because of the renewed interest in the Metro/Cultus due to rising fuel costs, the July 2009 issue of the US Car and Driver included a 1998 Metro/Cultus 3-door hatchback among vehicles tested for fuel efficiency alongside two hybrid models: the 2010 Honda Insight and 2010 Toyota Prius models. During a 600-mile long, mixed driving conditions, route. While notably lacking in modern conveniences and weighing considerably less, the Cultus/Metro tied in first place with the Prius for best overall fuel economy at 42 mpg_‑US (5.6 l/100 km).[37]

Chevrolet Sprint

The Sprint badge continued to be used in the Canadian market until the Geo brand was introduced in 1992. Unlike its American counterparts, the Canadian Sprint remained available with the 1.0-liter turbo engine.

Pontiac Firefly

Introduced for 1989, the Firefly was also available as a convertible and as a four-door sedan from 1990 until 1991. All hatchbacks were manufactured at CAMI, while convertibles and sedans were sourced from Japanese production. The Firefly was not marketed for the 1992 and 1993 model years when the 1993-only "Asüna" brand introduced the larger 1992 LeMans to replace the Passport Optima and the pre-facelift Firefly.

In 1994, the Firefly returned with a facelift following the demise of the Asüna brand, available as a hatchback and a sedan. It was short-lived, being replaced by the third generation for the next year.

US second generation models received the following NHTSA's New Car Assessment Program ratings:

• Front Impact, Driver: Safety Concern: High likelihood of thigh injury
• Front Impact, Passenger:

See NHTSA Test Results: 1994 Geo Metro

Maruti 1000
1998–2002 Maruti Esteem VXi
Overview
Manufacturer	Maruti Suzuki
Also called	Maruti Esteem
Production	1989–2007
Body and chassis
Body style	4-door sedan
Powertrain
Engine	970 cc F10A I4 1298 cc G13BA I4 1298 cc G13BB 16V EFi I4 1527 cc TUD5 diesel I4
Transmission	5-speed manual 3-speed automatic
Dimensions
Wheelbase	2,365 mm (93.1 in)
Length	4,075 mm (160.4 in) 4,095 mm (161.2 in) (Esteem)
Width	1,575 mm (62.0 in)
Height	1,395 mm (54.9 in)
Curb weight	825–935 kg (1,818.8–2,061.3 lb)
Chronology
Successor	Suzuki Dzire

The Maruti 1000, made by Maruti Udyog is a sedan-type car produced in India between October 1990 and 2000. The car is a rebadged Suzuki Cultus/Swift and was introduced in October 1990 (although Maruti had been showing the car since 1989). With a large waiting list for all Maruti cars, a computerised lottery was used to decide who got a chance to buy a Maruti 1000.[38] This was remarkable as the car was considered a luxury vehicle at the time, hard to conceive of from today's viewpoint – but in 1990, when it was released, its purchase price was high enough that it was out of reach for more than 99.5% of India's population.[39] It sold at Rs. 381,000. A period commentator even accused the 1000 of being a project "by the elite for the elite.[39]

The car came with a 970 cc engine whose output was just 46 hp and proved underpowered for a car that weighed 825 kg (1,819 lb).[40] This outdated engine was also installed by Suzuki in the Cultus/Swift range for a few other developing markets. A 1.0 GLX version, fully equipped with air conditioning, "deluxe carpets," and leather interior, was also available to those able to pay for the car in foreign exchange.[41]

1997–2002 Maruti Esteem

Maruti Esteem being rallied

In November 1994, an upgraded version of this car, with a more powerful 1.3-liter engine, was released with similar looks and the new name Maruti Esteem. Initially, the car looked very similar to the Maruti 1000, except for different fabric in seats and door trims and an 'ESTEEM' badging at the rear. The first model had a 65 hp (48 kW) carburetted engine but this was replaced by an 85 hp (63 kW) fuel injected 16-valve unit in 2000. The engine was found to have one of the highest power-to-weight ratios in the under two-liter class, and helped the Esteem reach considerable success in Indian auto racing, where it is still popular in rallying. Soon in end-1995, two trims were launched, base LX and the higher VX. The latter boasted of contemporary features like power steering, power locking and 4 door power windows. An automatic AX variant also was released in June 1996 with a torque-converter type automatic transmission. Air conditioning and remote fuel lid opener was standard in Esteem unlike the 1000. The Maruti 1000 was kept below the Esteem and remained in production until March 2000 and was eventually discontinued due to low sales.

In October 1997, the Esteem received a full facelift which included a new grille, new tail lights and new head lights much inspired by the Holden cousins. The rear also gained an extra cluster of lights as standard replacing the previous black panel.

In January 2000, when Maruti launched Esteem with MPFI system, the LX variant got equipped with front power windows and central locking. Chrome radiator grille, rear armrest and driver seat height adjuster also became a part of Esteem's equipment list. Several new colour options also were added.

In August 2002, another minor change was made when the chrome grille was replaced by a mesh grille and a rear spoiler was added in the top VXi trim. Special edition models such as Limited and Velocity also were released in 2002.

2004–2007 Maruti Esteem

Another facelift took place in July 2004, consisting of new lights and bumpers, which were borrowed from the Chinese "Changan Suzuki Lingyang" (Antelope) version of the Swift sedan.[42] The new version also received clear lens tail lights and new wheel covers, while new colours were introduced again.

The Esteem was also available with a 1527 cc Peugeot TUD5 diesel engine as well, at a slightly higher price. When Bharat Stage 3 emission rules were made stricter, Maruti phased out this diesel variant sometime in 2005. The models offered in the mid-2000s were:

• LX (base model/manual-steering/AC)
• LXi (power steering, front power windows)[43]
• VXi (4 door power windows, central locking, rear demister, power antenna, rear spoiler)
• AX 3 speed (automatic transmission), equivalent to VXi
• D (diesel base model, equivalent to LX)
• Di (diesel, equivalent to LXi)

The 1.3-liter (74 mm (2.9 in) bore by 75.5 mm (3 in) stroke) 16-valve SOHC engine has a compression ratio of 9.0:1 and makes 85 hp (63 kW) at 6000 rpm and 105 Nm (77.4 ft·lbf) of torque at 3000 rpm, this was later increased to 110 Nm. The same engine was later used by the then upgraded Maruti Gypsy King, Maruti Versa and the Maruti Suzuki Swift. The Peugeot-sourced TUD5 1.5-liter (77 mm (3 in) bore by 82 mm (3.2 in) stroke) eight-valve engine had a compression ratio of 23.0:1 and made 57 hp (43 kW) at 5000 rpm and 96 Nm (70.8 ft·lbf) of torque at 2500 rpm. The Esteem received a major facelift in 2004 and production ended in December 2007, with the car being replaced by the new Suzuki Swift DZire.

The Suzuki Cultus developed through generation two in Japan, and was superseded by the Cultus Crescent – a larger offspring of the Cultus.

The second generation was introduced in 1988 with similar dimensions and but redesigned to make better use of the cargo area and cabin space. Like its predecessor, the new Cultus was available as a 3- or 5-door hatchback, and was powered by G-series engines from 1.0 to 1.3 liters. However, this last one had adopted an SOHC 16-valve arrangement, with standard fuel injection. Power was 58 PS (43 kW) and 82 PS (60 kW), respectively. For the first time, 4WD was optional on the larger engine.

The Cultus GTi was now much more powerful, reaching 115 PS JIS (85 kW) with updated version of the previous GTi engine: the G13B engine that had higher compression pistons (11.5:1 compression ratio), tubular exhaust headers, a tubular intake manifold, larger camshafts and a reprogrammed ECU. Some models of the Cultus GTi were also available with all-wheel drive.

More well outfitted versions were the Cultus Ellesse (which included automatic air conditioning, central locking, power windows and adjustable steering wheel) and the Esteem, a sedan version. The Esteem featured a larger 1.5-liter engine, capable of reaching 91 PS (67 kW), and it was available with optional 4WD. The equipment was the same as the Cultus Ellesse.

In 1992, Suzuki introduced a two-seat convertible, based on the hatchback body – and dropped it again shortly thereafter.

• 1988–1998 – AA34S, AA44S, AB34S, AB44S
• 1992–1993 – AK34S (Cultus Convertible)

The Suzuki Cultus and Cultus Crescent were two distinct but related models sold in Japan by Suzuki – with the Cultus Crescent eventually superseding the Cultus. The Cultus Crescent was introduced in the Japanese market in January 1995 sharing the same platform and many components from the Cultus – although with a chassis stretched by 10 cm (4 in) and featuring completely different styling.

The Cultus Crescent was available initially in two body variants, a three-door hatchback and a four-door saloon. In February 1996, Suzuki introduced the Cultus Crescent Wagon, Suzuki's first station wagon (excluding kei cars). In May 1998, the base Cultus/Swift was renamed "Cultus M Series" in Japan, and Suzuki consequently dropped the "Crescent" name on the larger model, which was now simply called Cultus, and received new front end styling. The 1.6-liter 4WD variant was extended to the rest of the lineup, but not the 1.8-liter engine, which was only available in the other body styles other than the wagon in export markets. The Cultus remained in production in Japan until August 2002, after a year of overlapping with its replacement, the larger and entirely new Aerio.

Production of the Cultus began in other countries and was available in developing markets such as India as the Maruti Suzuki Baleno until production ceased in 2007 to make way for the Suzuki SX4. Elsewhere internationally, the larger Cultus Crescent was marketed as the Suzuki Baleno and Esteem. In the Philippines, it was marketed as the Chevrolet Cassia.

• 
  1996–1998 Suzuki Cultus Crescent Wagon (Japan)
• 
  1998–2002 Suzuki Cultus Wagon (Japan)
• 
  1998–2002 Suzuki Cultus Wagon (Japan)
• 
  1998–2001 Suzuki Cultus sedan (Japan)

Mark 1 – SA310 / SA413 (1984–86).[44] — Corresponds to First generation
Mark 2 – SF310 / SF413 / SF416 (1989–92)[44] — Corresponds to Second generation
Mark 3 – SF310 / SF413 / SF416 (1993–99)[44] — Corresponds to Second generation (first restyle)

Mark 1 Introduced March 1984, the SA Swift was front-wheel drive, with a solid axle and drum brakes on the rear, with front disc brakes.

• Models: GA, GL, GC, GLS and GTI.

Mark 2 New rounder body shape with mechanicals similar to the SA model and the solid rear axle replaced by a trailing arm setup.

• Models: GA, GL, GTi 3-door hatchbacks; GL and GLX Sedans, with 4WD available between 1990 and 1991.

Mark 3 Remodeled interior, revised front and rear bumper fascias. New rounded dashboard.

• Models: GA, (later replaced with the City Car), the Cino, GL and GLX Sedans, and the GTi