BEDFORD Trucks

Bedford Vehicles by Vauxhall

Bedford Vehicles

Industry	Automotive
Fate	Sold and renamed
Successor	AWD Trucks
Founded	1930
Defunct	1986
Headquarters	Luton, United Kingdom
Area served	Worldwide
Products	Trucks, buses, car-derived vans
Parent	Vauxhall Motors

Bedford Vehicles, usually shortened to just Bedford, was a brand of vehicle produced by Vauxhall Motors, which was ultimately owned by General Motors (GM). Established in 1930 and constructing commercial vehicles, Bedford Vehicles was a leading international lorry brand, with substantial export sales of light, medium, and heavy lorries throughout the world. It was GM Europe‘s most profitable venture for several years.

Bedford’s core heavy trucks business was divested by GM as AWD Ltd in 1987, whilst the Bedford brand continued to be used on light commercial vehicles and car-derived vans based on Vauxhall/Opel, Isuzu and Suzuki designs. The brand was retired in 1991; subsequent GM Europe light commercials were branded as either Vauxhall or Opel, depending on the market.

History

Until 1925, General Motors (GM) assembled trucks in Britain from parts manufactured at their Canadian works. This enabled them to import vehicles into Britain under Imperial Preference, which favoured products from the British Empire as far as import duties were concerned. Such trucks were marketed as “British Chevrolet”.

In 1925, GM took ownership of Vauxhall Motors, production was transferred from Hendon to Luton, Vauxhall’s headquarters, production commencing there in 1929.

1930s

Bedford ambulance

The AC and LQ models were produced at Luton from 1929 to 1931, and styled as the “Chevrolet Bedford”, taking the name from the county town of Bedfordshire, in which Luton is located. The AC was bodied as a light van (12 cwt), and the LQ in a wide variety of roles, including a lorry, ambulance, van and bus versions. The name “Chevrolet” was dropped, and the first “Bedford” was produced in April 1931. This vehicle, a 2-ton lorry, was virtually indistinguishable from its LQ Chevrolet predecessor, apart from detail styling of the radiator, and was available as the WHG with a 10 feet 11 inches (3,330 mm) wheelbase, or as the WLG with a longer wheelbase of 13 feet 1 inch (3,990 mm). However, the Chevrolet LQ and AC continued in production alongside the new product for a further year. In August 1931, a bus chassis was added to the range, and was designated WHB and WLB.

A large part of Bedford’s original success in breaking into the UK and British Empire markets lay in the overhead-valve (OHV) six-cylinder Chevrolet engine, now known as Chevrolet Stove Bolt 6 – well ahead of its time, this smooth running inline six-cylinder engine formed the basis of Bedford and Vauxhall petrol engines almost until the marque ceased building trucks and buses.

In April 1932, a 30 cwt lorry was introduced, together with a 12 cwt light delivery van, designated as the WS and VYC models respectively. Bedford continued to develop its share of the light transport market, with the introduction of the 8 cwt ASYC and ASXC vans, a close derivative of the Vauxhall Light Six car. The AS series of vans continued in production until 1939.

Bedford introduced the 3 ton WT series in November 1933. Again, a short wheelbase WHT (9 feet 3 inches (2,820 mm)), or long wheelbase WLG (13 feet 1 inch (3,990 mm)) version was offered. A change in design of the WLG produced the WTL, with its cab, internal combustion engine and radiator moved forward to allow a 14 feet (4.3 m) bodylength. In 1935, the WTB bus version appeared, and the WS and VYC models were updated – the latter being redesignated BYC as it was fitted with the engine and synchromesh gearbox of the Big Six Vauxhall cars. The 5–6 cwt HC light van was introduced in 1938, based on the Vauxhall Ten car, and the WT and WS acquired a newly styled grill.

Mid -1939 saw a complete revamp of Bedfords; with only the HC van continuing in production. The new range consisted of the K (30–40 cwt), MS and ML (2–3 ton), OS and OL (3–4 ton), OS/40 and OL/40 (5 ton) series, and the OB bus. Also on offer was a new 10–12 cwt van, the JC, derived from the new J Model Vauxhall car. Many of the trucks sold by Bedford between June and September 1939 were requisitioned for military use on the outbreak of the Second World War; many were abandoned after the retreat from Dunkirk, rendered useless to the enemy by removing the engine oil drain plug and running the engine. Because the German armed forces in 1940 were, contrary to their popular image, desperately short of motor transport, many of these captured Bedfords were repaired and pressed into service alongside Opel Blitz (also part of GM) trucks by the German armed forces – although the Bedfords mainly filled second-line roles, including civil defence.

Production of the new range ceased, apart from a few examples made for essential civilian duties, when Bedford went onto a war footing. Production resumed in 1945.

Second World War

1945 Bedford QL Breakdown truck 2800 cc

The war-time Bedford QL, with the driver perched above the engine in a forward control cab, foreshadowed post-war truck designs.

In 1935, Bedford began the development of a 15 cwt truck for the British War Office. This entered service as the MW in 1939, and 65,995 examples had been built by the end of the Second World War in 1945. The MW appeared in a bewildering range of roles, as a water tanker, general duties truck, personnel carrier, petrol tanker, wireless truck and anti-aircraft gun tractor – among others.

The War Office designated 15 cwt vehicles, such as the MW, as trucks, and larger vehicles as lorries.

The 1939 K-, M-, and O-series lorries were quickly redesigned for military use. This was largely a matter of styling, involving a sloping bonnet with a flat front with headlights incorporated and a crash bar to protect the radiator in a minor collision. The military versions were designated OX and OY series, and again were put to a wide range of tasks, including mobile canteens, tankers, general purpose lorries, and a version with a Tasker semi-trailer used by the Royal Air Force to transport dismantled or damaged aircraft. This variant was popularly known as the “Queen Mary“. A number of Bedford OXD 1.5 ton chassis were converted to make the Bedford OXA armoured vehicle. A total of 72,385 OY and 24,429 OX lorries were built. The Armadillo was an OY fitted for airfield defence with Lewis guns and an ex-aircraft COW 37 mm gun.

1945 Bedford OY series truck (probably OYD) 3519cc

Bedford supplied numerous trucks and tanks to the Soviet Union during the Second World War.

A radical departure from Bedford’s design norms came in October 1939, with the development of a four-wheel drive, forward control lorry, which entered service in March 1941 as the QL, quickly nicknamed the “Queen Lizzie”. As with the MW and OY / OX models, the QL went on to serve in a large number of roles, such as artillery tractor, gun porter, command vehicle, wireless lorry and petrol tanker, as well as the troop-carrying QLD, the most common variant. An experimental version used the track unit of a bren gun carrier, or Universal Carrier, as an answer to the German half-track vehicles, which had superior cross-country capability. Production ran at around 12,000 units per year between 1942 and 1944. Many QLs and other Bedford Second World War military vehicles served with the British Army, and other forces into the 1960s, and many others were purchased for civilian use after the war.

After the evacuation of Dunkirk in June 1940, the British Army had around 100 tanks, most of which were obsolete and inferior to the German tanks of the day. Vauxhall Motors was given one year to design and produce a suitable heavy tank. In May 1941, the Churchill tank went into production at Luton, some 5,640 units and 2,000 spare engines being produced at Luton, and other sites under contract to Vauxhall. The resultant need to continue truck production brought about the development of the new Bedford Dunstable plant, which came online in 1942.

For wartime production the OB was temporarily replaced by the “utility” OWB, with which Bedford became the only British manufacturer authorised to build single-deck buses during hostilities.

Apart from vehicle manufacture during the Second World War, Vauxhall Motors produced steel helmets, rocket bodies, and top-secret components for Frank Whittle‘s jet engine.

1950s

1950 Vauxhall Bedford PC Van

1959 Bedford CA 1595 cc

The HC 5–6 cwt van continued briefly after the war, and the JC 10–12 cwt was fitted with the column gear change; and engine from the Vauxhall L Model Wyvern in late 1948; and became the PC. 1952 saw the launch of the Bedford CA light commercial, a range of vans and pick-ups similar in concept and size to (although pre-dating)the Ford Transit of 1965. These were semi-forward control, having a short bonnet with the rear of the engine protruding into the cab. Engines were the Vauxhall-based 1,508 cubic centimetres (92.0 cu in) OHV in-line four petrol engine, with the option of a Perkins 4/99 or 4/108 diesel engine later on. Performance was adequate for the time, a maximum speed of 60 miles per hour (97 km/h) being attainable with the petrol engine, and offering fuel economy of 25 miles per imperial gallon (11 L/100 km; 21 mpg_‑US). The van initially featured a three-speed column gearchange, changing later on to a four-speed column change.

A Bedford RL

1954 Bedford S Type 3600cc Battlesbridge

The CA was a huge seller both at home and in various overseas markets. The standard panel van was available in short- and long-wheelbase forms, and was also sold as chassis cab / chassis cowl, and became a popular basis for ice-cream vans, ambulances and camper vans. Known affectionately as “the Tilley”,the CA enjoyed a very long production span, with only minor tweaks throughout its life, including the replacement of the two piece windscreen of earlier models with a single sheet. Production ended in 1969.

The CA was replaced by

the CF, a completely unrelated vehicle using new overhead camshaft (OHC) engines, which was to have a much harder time proving itself thanks to the Ford Transit.

Perhaps the major event of the 1950s, was the transfer of all non-car based commercial vehicle manufacture to the former Vauxhall shadow factory at Boscombe Road, Dunstable. Bedford Dunstable plant, dating originally from 1942, was extensively rebuilt and extended between 1955 and 1957, when all production lines were said to be over a mile long. Subsequently, all commercial vehicle manufacture would be concentrated there, with only vans and car-based commercials remaining at the Luton plant. Production of the Bedford commercial vehicle range remained there until production ceased in the 1980s.

The 1950s also saw the launch of the popular S type trucks, the so-called Big Bedfords, which brought Bedford into the 7-ton range. The S series was immortalised in RL form – a four-wheel drive, high ground clearance version, as the “Green Goddess” emergency fire tender, used by the Auxiliary Fire Service until 1968, then until 2004 over 1,000 were held in reserve by the Home Office for use in the event of fire-service industrial action or other serious emergencies. They were disposed of by the Home Office in 2005. Several have found new homes in African countries that lack a developed fire-fighting service, such as Kenya. The C series of 1957 was a forward-control derivative of the S series, and outwardly very similar to it.

These vehicles were available in rigid and tractor units, with either petrol or diesel engines. The UK military were a huge customer for Bedford RLs using a 4.9-litre straight six petrol engine. Many RLs found their way into the armed forces of Commonwealth countries and later into civilian use.

Alongside the S series trucks, the SB bus was released in 1950, and immediately became a big seller in India, Pakistan, Australia, New Zealand and Africa, as well as in the UK. The SB chassis was also used as a basis for specialised vehicles, such as mobile libraries, fire engines, and civil defence control units. The largest fleet of SB buses in the world belonged to New Zealand Railways Road Services, with 1280 SB buses built between 1954 and 1981.

The Bedford TK range replaced the S type in 1959, but the RL continued in production until 1969, when it was replaced by the M type, which used the basic cab of the TK and the mechanicals of the RL with minimal changes.

The pre-war K, M and O types continued in production alongside the heavier S types until 1953. Vauxhall had already gone for a transatlantic styling with its E Model Wyvern and Velox saloons, and Bedford followed suit with its mid-range of trucks in 1953. Designated as the TA series, the new range were mechanically very similar to their predecessors, but featured a new Chevrolet-inspired cab. The ‘T’ designation meant “truck”, so the range is generally referred to as the A series. Numbers 2, 3, 4 and 5; as in A2, etc., identified the weight rating. A factory-fitted Perkins diesel engine was an option. The TA (A) series was updated in 1957, and became the TJ, or J series.

1966 Bedford TJ tipper truck

The Bedford TJ normal control light truck was introduced in 1958, available with either petrol or diesel engines. Although never a big seller in the home market (with the exception of Post Office Telephones), it was a big export earner in developing countries, due to its basic layout and specification, and remained in production (for export markets only) until production of Bedford vehicles ceased.

1960s and 1970s

The Bedford TK range was produced in large numbers since 1959, and served as the basis for a variety of derivatives including fire engines, military vehicles, horse-boxes, tippers, flat-bed trucks, and other specialist utility vehicles. A Post Office Telephones version used for installing telegraph poles was known as the Pole Erection Unit. The British Armed Forces still use four-wheel drive Bedford MKs – a variant of the TK.

Available with four and six-cylinder petrol and diesel engines, the TK was the quintessential light truck in the UK through most of the 1960s and 1970s, competing with the similar Ford D series. It was available in rigid form, and also as a light tractor unit, normally using the Scammel coupling form of trailer attachment.

The Bedford KM was a similar vehicle, using the same cab, but with a slightly restyled front end, and was marketed for heavier-duty applications than the TK, i.e. 16 tons and over. Many developing countries still use ageing Bedfords every day, their robust nature and simple engineering endearing them as highly useful vehicles in demanding terrain.

From 1961 to 1968, General Motors Argentina manufactured Bedford trucks and buses (based on a truck) in a plant at San Martin.

1967 Bedford SB mobile cinema

In 1967, a Bedford SB3 chassis with Plaxton‘s Panorama cab was used in the construction of seven custom mobile cinema units that toured British factories for the Ministry of Technology to “raise standards”. The body was custom fabricated from extruded aluminium by Coventry Steel Caravans. One of these restored units is used as a vintage mobile cinema. The vehicle dubbed ‘The Reel History Bus’ was used in the Melvyn Bragg BBC TV series, Reel History of Britain showing little known or totally unseen archive film of historical events, to the surviving participants and their families on board. They showed their reaction and interviewed audience members about their often newly jogged memories of events. The Vintage Mobile Cinema has appeared on The One Show and George Clarke’s Small Spaces, and continues to appear around the UK.

The smaller Bedford CF was less successful, competing directly with the market-dominating Ford Transit, although used by many of Britain’s major utility companies, including British Telecom and British Gas plc. However, the CF was much less popular with fleet operators than the Transit, which was more popular with its drivers and seen as cheaper to operate and maintain. Part of the reason for the CF’s relative unpopularity was the use of the slant 4 SOHC petrol engine from the FD and FE Vauxhall Victor – which was notoriously rough running, had high fuel consumption, and was susceptible to cam belt breakage. However, the CF became very popular as a base of special-bodied ice cream vans and mobile shops. The later CF2 used the more reliable Opel Ascona engine.

In Australia, the GM subsidiary of Holden began assembling the CF series with in-line six-cylinder engines borrowed from their passenger car range, in competition against Ford Australia’s version of the Transit van which had been re-engineered to accommodate in-line six-cylinder engines from the antipodean Ford Falcon.

Bedford’s smallest products, car-derived vans,

1968 Bedford HA Van, with the 1159cc engine were the Bedford HA van, which substantially outlived1966 Vauxhall Viva HA 1057cc  the Vauxhall Viva HA on which it was based, and1978 Bedford Chevanne the Bedford Chevanne, a short-lived variant ofthe Vauxhall Chevette. An estate conversion of the HA van by Martin Walter was marketed as

the Bedford Beagle. This was further developed into a camper van, the Roma, again by Martin Walter.

The company also made a number of bus chassis, its low price catering for the cheaper end of the coach market.

1980s

The TK/KM/MK range remained the mainstay of production throughout the 1960s and ’70s, but with little serious product investment the range became increasingly outdated. In 1982, the TL range was introduced almost completely replacing the TK, although its military equivalents continued in production for the UK Ministry of Defence. In reality a long overdue update of the TK, the TL was never as popular as the model range it succeeded. This was largely due to more modern products offered by other companies (increasingly from the likes of Volvo, MAN and Mercedes-Benz).

The Bedford TM was the largest of all the modern Bedfords, with payloads available up to 42 tonnes GTW permissible. The TM was available with either GM or Detroit Diesel engines and enjoyed a small but loyal customer base, but could never compete with the volume producers, primarily Volvo and Scania. Turkey’s Genoto assembled Bedfords under license.

A major blow came when Bedford failed to win the UK Ministry of Defence contract to produce the standard 4–ton 4×4 GS (general service) truck for the British forces, although in extensive tests the Bedford candidate had been the equal of the Leyland (later Leyland-DAF) candidate, and the British Army expressed a preference to continue the trusted relationship with Bedford trucks.

The reasons for this decision were seen by many as political, as the Army 4–tonner contract was seen by the Thatcher government as essential for the long-term survival of Leyland, and the formation of Leyland-DAF. The implications of the decision were also noted by GM in Detroit, who had already been refused permission to buy the Land-Rover division of British Leyland, which they had intended to operate in tandem with the Bedford Truck division as a major force in the military and civilian 4×4 market.

In addition to this setback, by the middle of the decade, the more technologically advanced competition from other truck manufacturers was eating heavily into sales. In reality, the Bedford truck range, still largely based on the 1960 TK range, had become increasingly outdated when compared with the opposition, leading to a deep decline in non-military sales. It was therefore announced by GM that Bedford would stop production of all commercial vehicles, and the Dunstable plant would close in 1986.

From there on in, the Bedford name continued as “badge engineering” on smaller light commercials only, with the car based Astravan, the CF van (until 1986), and finallythe Suzuki-based Bedford Rascal microvan and Isuzu based Bedford Midi van range – later to be called the Vauxhall Midi.

Isuzu and IBC

Bedford’s first partnership with Isuzu came in 1976 when it marketed a rebadged version of the Isuzu Faster pickup truck asthe Bedford KB. The vehicle was never a strong seller in Britain, (subsequent generations were badged as the Bedford/Vauxhall Brava), but it did pave the way for further collaboration – culminating in the IBC venture.

In 1986, the Bedford van factory in Luton was reorganised as a joint venture with Isuzu. The resulting company, IBC Vehicles (Isuzu Bedford Company Ltd), produced a locally built version of the Isuzu Fargo in 1985 (badged as the Bedford Midi).1989 BEDFORD MIDI 1.9 VAN

In 1991, this was followed by a European version of the Isuzu MU Wizard called the Frontera, and a rebadged Renault Trafic van called the Arena, sold under the Vauxhall and Opel brand names. The Bedford name was dropped completely, as were all of its preceding range apart from the Midi, which was sold for a few years as the Bedford Seta.

1987 Bedford SETA

In 1998, GM bought Isuzu out of the IBC partnership. The plant now operates as GMM Luton, and produces the Vauxhall / Opel Vivaro, Renault Trafic and Nissan Primastar.

David John Bowes Brown and AWD

British Army vehicles at Croatia

AWD Bedford TM 6-6 (6×6) 14000 kg Truck

The Bedford trucks site in Dunstable and business was sold in 1987 to AWD Ltd, a company owned by David John Bowes Brown. The AWD name was used as GM would only allow the use of the Bedford name for military trucks. David John Bowes Brown was the designer in 1973 of the then DJB D250 Articulated Dump Truck, built in Peterlee, England, by DJB Engineering Ltd. DJB was renamed Artix in 1985 when the trucks were rebadged as Caterpillar. Artix itself was sold to Caterpillar in 1996.

AWD continued with the TL and TM range. The AWD Bedford TK (a rebadged and modernised version of the Bedford TK / MK range) was also produced and supplied to the British military. Due to cheaper competition and the virtual collapse of the UK market in which AWD competed in 1989/90, the company went into receivership in 1992 and was bought by dealer network Marshall of Cambridge.

Logo

An older version of the Bedford badge with Griffin logo

Bedford used the Griffin logo of Vauxhall Motors, derived from the heraldic crest of Falkes de Breauté, who was granted the Manor of Luton by King John. By marriage, he acquired property in London, known as Fulk’s Hall, which over time, came to be the locality of Vauxhall, the original home of Vauxhall Motors. The griffin returned to Luton in 1903 when Vauxhall Motors moved there. The Bedford version of the logo differed from the Vauxhall version in that the Griffin did not hold a flag – although later versions of the logo showed the Griffin holding a flag carrying a letter “B” (for Bedford) instead of a “V”.

Products

List of products produced at Bedford / IBC Vehicles Luton:

Bedford models

Bedford TK

1970 Bedford VAL Duple Viceroy

Bedford VAL

Bedford J3 Truck Finalsilver1200

Bedford TJ J3

1985 CF series 2

Very approximately in size order

Bedford Rascal

Bedford HA (based on Vauxhall Viva)

Bedford Beagle (estate version of HA; see Vauxhall Viva, above)

Bedford Chevanne (based on Vauxhall Chevette)

1989 Bedford Astra 1.6 Van

Bedford Astra (based on Vauxhall Astra Mk 1 then Mk2 estate)1988 Bedford Astramax 1.3 Van  Bedford Astramax (high-cube version of Mk2 Astra shape)1988 bedford midi 4×4  Bedford Midi

Bedford Brava

Bedford CA

Bedford CF and Opel Bedford Blitz

Bedford Dormobile

Bedford MW

Bedford WL. 27hp. Reg No RD 9049  Bedford W seriesBedford K series1948 Bedford MSD (LSU 544) dropside  Bedford M seriesBedford OLAD. Reg No DAP 17  Bedford O series1955 Bedford A-Series 1-ton pickup (2800cc)  Bedford A series

1950s Bedford D Series Crane Truck  Bedford D series1956 Bedford S truck  Bedford S series

Finnish Bedford ML Ambulance

1952 Bedford MLC FFX458  Bedford ML (lorry and bus)Bedford OB Southern Vectis 216  Bedford OB (bus)

Bedford JJL bus    Bedford JJL (bus)1959 Bedford SB-181ECV  Bedford SB (bus)Bedford VAS Plaxton Embassy coach ETC 760B   Bedford VAS (bus)

Bedford RL Truck, 4 Wheel Drive, with a Ruxton-Bucyrus hole, or well, Drilling Rig  Bedford RL1971 Bedford TK Recovery Truck YRD 882K  Bedford TK1966 Bedford J1 Ambulance  Bedford TJ – J0 (often referred to as JO) and J1-J6

1986 Bedford TL with the 5.4 litre 105TD turbodiesel engine, belonging to haulage contractors J.K. Sturge Ltd   Bedford TL

 Bedford R Model

Impossible to find !!

Bedford RKBedford TK fire appliance Vintage Vehicles Shildon  Bedford TKBedford Mk, 4-ton class GS truck (MLC 10)Bedford MK 4×4 truck   Bedford MKBedford mj 2 truck

Bedford MJ 4×4 Drop Side Cargo

Bedford MJ 4×4 with Atlas crane 7 Atlas AK3000 crane with hydraulic outriggers  Bedford MJBedford KM tankertruck1967 Bedford KM tractor unit still active

Bedford KM

SONY DSC

Bedford VAL (bus)

SONY DSC

Bedford VAM / Hawke body at Nelson S I. March (c) G. Walker.

Bedford VAM (bus)

Bedford Y series (buses)(vertical mid-engine)

Eight metres

Bedford YMP Plaxton Paramount (C35F) – TIL 2878Bedford YMP FLD447Y with Plaxton body  YMP/S

Ten metres

KUN 497P – Bedford YRQ Plaxton Panorama Elite III – C45F – Boulton, CardingtonSpringetts Bedford YRQ -Duple Dominant. Jennings Coaches of Ashen ANO 634L  YRQOGB 380V Bedford YLQ Plaxton Supreme

Bedford YLQ Alexander (Belfast) X TypeHLG 360T Bedford YLQ Plaxton Supreme   YLQBedford YMQ-S, WNH51W, Lyntown Bus CoDBX 548W SEPT 1980 BEDFORD YMQ CLASSIC COACH WITH DUPLE DOMINANT IV BODY 43   YMQ646 Bedford YMP-Marshall Ex A203 LCLCypriot Bedford YMP TUU 786   YMP

Eleven metres

bus coach grant bedford yrtEdinburgh Corporation Transport preserved bus 121 Bedford YRT Alexander Y Type GSX 121N   YRTEmsworth & District OLJ 192W Bedford YMT-Plaxton1979 Staines Crusader Bedford YMT – Plaxton, EVW 988T   YMTBedford YNT Engine adD866TFJ ex – Eastons of Norfolk Bedford YNT – Plaxton Paramount, E3   YNT

Twelve metres

1985 Bedford YNV Venturer Laser 2 C57F DemonstratorEnterprise & Silver Dawn 2202 E433 PFU Bedford YNV ‘Venturer’ Duple 320MIL 6972 (E908 EAY) Bedford YNV Plaxton Paramount   YNV Venturer1976-77 Bedford TM 8V-71 Detroit Diesel UK Market Foldout Sales Brochure  Bedford TMBEDFORD TM 4X4 TIPPER-4-20120823-094223  Bedford TM 4×4

Vauxhall models

(some also sold as Opels and other GM brands)

1996 Vauxhall Midi 2.4 Diesel (16115124668)   Vauxhall Midi1990–1993 Vauxhall Astramax 365   Vauxhall Astramax1999 Vauxhall Brava DI 4×4 2.5   Vauxhall Brava1993 Vauxhall Rascal Camper Conversion   Vauxhall Rascal (a rebadged Bedford Rascal)1999 Vauxhall Frontera Limited DTi Automatic 2.2   Vauxhall Frontera (a 4×4 SUV)2012 Vauxhall Vivaro 2900 CDTi LWB facelift 2.0   Vauxhall Vivaro

Renault models

Renault Trafic (platform-sharing version of Vauxhall and Opel Vivaro, also sold as Nissan Primastar)

Bedford bus sales totals 1931–1966

Model	Wheelbase	Normal seating	Introduced	Completed	Home sales	Export sales	total
WHB	10 ft. 11in.	14	7/31	5/33	94	8	102
WLB	13 ft. 1in.	20	7/31	9/35	1431	464	1895
WTB	13 ft. 11in.	26	1/35	7/39	2556	664	3220
OB	14 ft. 6in.	26	8/39	10/39	52	21	73
OWB	14 ft. 6in.	32	1/42	9/45	3189	209	3398
OB	14 ft. 6in.	29	10/45	11/50	7200	5493	12693
SB	17 ft. 2in./18 ft.	33/41	10/50		14050	14727	28777*
VAS	13 ft. 8in.	29/30	8/61		698	454	1152*
VAL	17 ft. 8in.	49/52	8/62		776	128	904*
VAM	16 ft. 1in.	45	8/65

The SB, VAS, VAL and VAM sales figures are to June 1965. Later production is not included in these figures.

Gallery

Bedford Six WLG 2.5-ton truck 1932

Bedford WLB bus 1932

Bedford WLG truck 1933

1933 Bedford two-ton Luton van

1959 Bedford SB with Duple body

1961 Bedford C with Duple body

Rare Bedford JJL early midibus

Bedford VAL twin steer coach

Bedford 4WD chassis cab with a chassis mounted drilling rig by Ruston-Bucyrus

1967 Bedford TJ J1

1974 Bedford KM recovery truck

Bedford CA

1970 Bedford HA van

1978 Bedford HA van in BEA livery at Brooklands Museum, Weybridge

Bedford Blitz (German market name) / Bedford CF (UK designation)

Restored lorry

Bedford coach (1950s)

Pictures from my own collection I collected the last years from www:

Wolseley 4/50. Launched at the 1948 Motor Show as a variant of the Morris Oxford MO, the Wolseley 4/50 used a 4-cylinder 1476cc version of its sibling’s 6-cylinder ohc engine

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

Bedford S (1956)

Bedford CA MkII Ice Cream Van. This is probably a conversion by Morrison Whitby

KONICA MINOLTA DIGITAL CAMERA

Bedford CA MkII Dormobile Ambulance

Bedford CA Dormobile Ambulance

OLYMPUS DIGITAL CAMERA

SONY DSC

SONY DSC

Bedford VAM / Hawke body at Nelson S I. March (c) G. Walker.

SONY DSC

WWL

OLYMPUS DIGITAL CAMERA

References

Jump up^ http://www.bedford-ca.com/

Jump up^ Classic and Vintage Commercials (magazine)

Jump up^ “Refurbishment of 1974 Bedford TK truck”. Heritage Commercials. Retrieved 12 March 2012.

Jump up^ http://camionargentino.blogspot.com.ar/2012/05/bedford-j6-nafta-y-diesel.html

Jump up^ http://camionargentino.blogspot.com.ar/2012/03/bedford-j6lz1.html

Jump up^http://www.bbc.co.uk/programmes/b00yw2wc/features/reelhistorybus

Jump up^ Kennett, Pat, ed. (September 1983). “Truckmonth: Snaps”. TRUCK. London, UK: FF Publishing Ltd: 18.

Jump up^ “European Heritage 1990–1999”. General Motors Europe.

Jump up^ “Company Profile”. Vauxhall.

Jump up^ Commercial Motor Archive http://archive.commercialmotor.com/article/3rd-december-1987/22/-awd-the-company-led-by-david-j-b-brown

Jump up^ Caterpillar Chronicle, by Eric C. Orlemann, pub by MBI, ISBN0-7603-0667-2

Jump up^ https://www.independent.co.uk/news/business/awd-sale-to-put-bedford-in-cambridge-1557330.html

Jump up^ Buses Illustrated: Ian Allen May 1966 page 192, 50,000 VEHICLES IN 35 YEARS Anniversary of first Bedford psv by Gavin A Booth

External links

General

http://bedfordportugal.blogspot.pt/

https://www.youtube.com/channel/UC6eo0xijNG7xQiAsND7fQBQ

CA-specific

Dormobile

www.btinternet.com/~ianswvan/ca1.htm

CF-specific

Bedford CF

www.btinternet.com/~ianswvan/cf1.htm

Midi-specific

Bedford Midivan Owners Club

That’s it, when you have info about Bedford, I stay open for suggestions so I can improve this Blog.

I hope reading gives you pleasure. Greetings your host Jeroen.

Suzuki

Suzuki, automobiles, motorcycles, ATV’s, engines, outboard motors and scooters, Hamamatsu, Shizuoka, Japan since 1909

This article is about the Japanese car company. For other uses, see Suzuki (disambiguation).

Suzuki Motor Corporation

Suzuki headquarters in Hamamatsu
Native name	スズキ株式会社
Romanized name	Suzuki Kabushiki-Kaisha
Type	Public (K.K.)
Traded as	TYO: 7269
Industry	Automotive
Founded	1909; 109 years ago (as Suzuki Loom Works)
Founder	Michio Suzuki
Headquarters	Hamamatsu, Shizuoka, Japan
Area served	Worldwide (Except Pakistan)
Key people	Osamu Suzuki (Chairman) Yasuhito Harayama (Vice Chairman) Toshihiro Suzuki (President)
Products	Automobiles, engines, motorcycles, ATVs, outboard motors
Production output	2,878,000 automobiles (FY2012)  2,269,000 Motorcycles and ATVs (FY2012)
Revenue	¥2,578.3 billion (FY2012) (US$26.27 billion)
Net income	¥80.4 billion (FY2012) (US$819 million)
Total assets	¥2,487.6 billion (FY2012) (US$25.34 billion)
Subsidiaries	Maruti Suzuki Magyar Suzuki Suzuki IndoMobil Motor Pak Suzuki Motors Bari Suzuki Suzuki Canada American Suzuki Motor Suzuki China Suzuki Motors Gujarat Private Limited Suzuki GB PLC Suzuki Motorcycle India Limited
Website	www.globalsuzuki.com

Suzuki Motor company (Japanese: スズキ株式会社 Hepburn: Suzuki Kabushiki-Kaisha) is a Japanese multinational corporation headquartered in Minami-ku, Hamamatsu, that manufactures automobiles, four-wheel drivevehicles, motorcycles, all-terrain vehicles (ATVs), outboard marine engines, wheelchairs and a variety of other small internal combustion engines. In 2014, Suzuki was the ninth biggest automaker by production worldwide. Suzuki has over 45,000 employees and has 35 production facilities in 23 countries, and 133 distributors in 192 countries. The worldwide sales volume of automobiles is the world’s tenth largest, while domestic sales volume is the third largest in the country.

Suzuki’s domestic motorcycle sales volume is the third largest in Japan.

History

In 1909, Michio Suzuki (1887–1982) founded the Suzuki Loom Works in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan’s giant silk industry. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. The company’s first 30 years focused on the development and production of these machines.

Despite the success of his looms, Suzuki believed that his company would benefit from diversification and he began to look at other products. Based on consumer demand, he decided that building a small car would be the most practical new venture. The project began in 1937, and within two years Suzuki had completed several compact prototype cars. These first Suzuki motor vehicles were powered by a then-innovative, liquid-cooled, four-stroke, four-cylinder engine. It had a cast aluminum crankcase and gearbox and generated 13 horsepower (9.7 kW) from a displacement of less than 800cc.

With the onset of World War II, production plans for Suzuki’s new vehicles were halted when the government declared civilian passenger cars a “non-essential commodity.” At the conclusion of the war, Suzuki went back to producing looms. Loom production was given a boost when the U.S. government approved the shipping of cotton to Japan. Suzuki’s fortunes brightened as orders began to increase from domestic textile manufacturers. But the joy was short-lived as the cotton market collapsed in 1951.

Faced with this colossal challenge, Suzuki returned to the production of motor vehicles. After the war, the Japanese had a great need for affordable, reliable personal transportation. A number of firms began offering “clip-on” gas-powered engines that could be attached to the typical bicycle. Suzuki’s first two-wheeled vehicle was a bicycle fitted with a motor called, the “Power Free.” Designed to be inexpensive and simple to build and maintain, the 1952 Power Free had a 36 cc, one horsepower, two-stroke engine. The new double-sprocket gear system enabled the rider to either pedal with the engine assisting, pedal without engine assist, or simply disconnect the pedals and run on engine power alone. The patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering.

1955 Suzulight

By 1954, Suzuki was producing 6,000 motorcycles per month and had officially changed its name to Suzuki Motor Co., Ltd. Following the success of its first motorcycles, Suzuki created an even more successful automobile: the 1955 Suzuki Suzulight. The Suzulight sold with front-wheel drive, four-wheel independent suspension and rack-and-pinion steering, which were not common on cars until three decades later.

Volkswagen held a 19.9% non-controlling shareholding in Suzuki between 2009 and 2015. An international arbitration court ordered Volkswagen to sell the stake back to Suzuki. Suzuki paid $3.8bn to complete the stock buy-back in September 2015.

Leadership

The company was founded by Michio Suzuki; its current Chairman is Osamu Suzuki, the fourth adopted son-in-law in a row to run the company,

Timeline

The Suzuki Loom Company started in 1909 as a manufacturer of looms for weaving silk and cotton. Michio Suzuki was intent on making better, more user-friendly looms and, for 30 years his focus was on the development of these machines. Michio’s desire to diversify into automotive products was interrupted by World War II. Before it began building four-stroke engines, Suzuki Motor Corp. was known for its two-stroke engines (for motorcycles and autos). After the war, Suzuki made a two-stroke motorized bicycle, but eventually the company would be known for Hayabusa and GSX-R motorcycles, for the QuadRunner, and for dominating racetracks around the world. Even after producing its first car in 1955 the company didn’t have an automobile division until 1961. Today Suzuki is among the world’s largest automakers, and a major brand name in important markets, including Japan and India, but no longer sells cars in North America.

1909–1959

Michio Suzuki

 

1909: Michio Suzuki founds Suzuki Loom Works founded in Hamamatsu, Shizuoka Prefecture, Japan.

1920: incorporated, and capitalized at ¥500,000 as Suzuki Loom Manufacturing Co. with Michio Suzuki as president.

1937: Suzuki begins a project to diversify into manufacturing small cars. Within two years several innovative prototypes are completed, but the government declares civilian passenger cars a “non-essential commodity” at the onset of World War II, thwarting production plans.

1940: Takatsuka Plant is built in Kami-mura, Hamana-gun, Shizuoka, Japan.

1945: Plants close due to severe war damage. Company offices move to the Takatsuka Plant site.

1947: Head office moves to the present address.

1949: Company lists on the Tokyo, Osaka and Nagoya Stock Exchanges.

1950: Company has financial crisis due to labor difficulties.

1952: “Power Free” motorized bicycle marketed.

1953: Introduction of Diamond Free 60cc, 2-cycle motorized bicycle, displacement subsequently increases to 70cc.

1954: Company name changed to Suzuki Motor Co., Ltd.

1955: Introduction of Colleda COX 125cc 4-stroke single-cylinder, and Colleda ST 125cc, two-stroke single-cylinder motorcycles.

Suzulight (360cc, two-stroke) front wheel drive car introduced at the start of Japan’s minivehicle age.

1957: Michio Suzuki designated as adviser, and his son Shunzo Suzuki appointed as company president.

1958: S mark adopted as corporate emblem.

1959: Launch of Colleda Sel Twin (2-cylinder) 125cc, two-stroke motorcycle with electric starter.

Introduction of all-new Suzulight TL 360cc light commercial, two-stroke minivehicle.

September 26, Typhoon Vera (Ise-Wan) destroys Suzuki’s assembly plant.

1960–1969

1960: In March Suzuki’s new modern assembly line plant is finished.

Suzuki enter a motorcycle race team into Grands Prix under the manufacturing name Colleda with riders Toshio Matsumoto, Michio Ichino and Ray Fay, placing 15th, 16th, and 18th in Isle of Man TT races.

1961: Separation of the loom machine division from the motor company, as Suzuki Loom Manufacturing Co.

Suzuki enter race motorcycles of RT61 125 cc and RV61 250 cc into Grands Prix under the Suzuki name with two riders from the team of Mitsuo Itoh, Michio Ichino, Sadao Masuda, Toshio Matsumoto, Paddy Driver, Hugh Anderson and Alastair King placing 10th and 12th in 250 cc Isle of Man TT races.

Production of the Suzulight Carry 360cc, two-stroke lightweight truck begins at new plant in Toyokawa, Aichi Prefecture, Japan.

1962: First victory in the inaugural season of 50 cc Grand Prix motorcycle racing comes at the end of a three-way battle between Suzuki, Honda and Kreidler at the Isle of Man TT. The winning RM62 machine was ridden by Ernst Degner who had defected from the East German MZ team to Suzuki the previous year.

1963: Mitsuo Itoh makes history as the first Japanese rider to win the Isle of Man TT, when he takes the lead on the last lap of the 50cc race after Suzuki teammate Degner breaks down. Suzuki wins both the rider’s and manufacturer’s championships, in both 50cc and 125cc classes, for this season of World Grand Prix motorcycle racing.

Subsidiary company opens in Los Angeles, to enter the American motorcycle market, as U.S. Suzuki Motor Corp.

1965: Enters outboard motor market with the launch of D55 5.5 hp, two-stroke engine.

Introduction of Fronte 800 two-stroke subcompact passenger vehicle.

T20 motorcycle introduced as “the fastest 250cc motorcycle in the world”, aimed at the US market but gets worldwide attention.

Suzuki T500 at the Salon de la moto 2011 in Paris

 

1967: Thailand gets the first motorcycle assembly plant outside Japan, creating Thai Suzuki Motor Co., Ltd.

Automobile plant built in Iwata, Shizuoka, Japan.

Debut of Fronte 360cc, two-stroke minivehicle.

1968: After a winning 1967 season, the Suzuki motorcycle race team withdraws from World Grand Prix due to changes in FIM rules. Hans-Georg Anscheidt rides a 1967 machine in 1968 as a privateer, for the seventh season of Suzuki GP championships.

Introduction of Carry Van 360cc, two-stroke minivan with a full cab over design.

1967 Suzuki T500cc Dual Stroke

Launch of T500 motorcycle with an air-cooled parallel-twin 500cc engine, the largest displacement of any two-stroke at the time.

1969: Motorcycle plant built in Oyabe, Toyama, Japan.

1970–1979

Suzuki Jimny LJ10

 

1970: Foundry is built in Ogasa, Shizuoka, Japan; automobile plant is built in Kosai, Shizuoka.

Frank Whiteway easily wins the 500cc class at the Isle of Man TT race on a production T500 motorcycle prepared by Eddie Crooks.

Suzuki Jimny LJ10, the first mass-production 4×4 domestic mini-car, becomes available in Japan, powered by a 360cc twin cylinder air-cooled two-stroke engine.

1971: Production plant for medium to large motorcycles is built in Toyokawa, Aichi, Japan.

1972 Suzuki GT750 triple water cooled 2 stroke

GT750 motorcycle debuts with a liquid-cooled two-stroke straight-three engine.

Suzuki’s production motocrosser, the TM400, arrives to participate in 500cc class Motocross World Championship racing.

Suzuki rider Roger De Coster becomes the 500cc class World Motocross Champion on his 396cc RN71 factory machine, while teammate (and fellow Belgian) Joel Robert becomes 250cc class champion.

1972: Suzuki Parts Manufacturing Company, Ltd., is established in Akita Prefecture, Japan.

The Hustler 400 (TS400) motorcycle released as a street version of the TM400.

1973: Jitsujiro Suzuki appointed as president, and Shunzo Suzuki appointed as chairman.

Canadian subsidiary set up in Downsview, as Suzuki Canada Ltd., to supply machines and parts to motorcycle dealers in Canada.

1974: Indonesian subsidiary established in Jakarta as P.T. Suzuki Indonesia Manufacturing.

Company enters into medical equipment field with launch of the Suzuki Motor Chair Z600 motorized wheelchair.

Expansion into the housing field initiated with Suzuki Home marketing two models of prefab “Mini-House” and three types of storage sheds.

1975 Suzuki RE5 M2 Rotary Engine Motorcycle

RE5 introduced as the first Japanese (production) motorcycle with a rotary engine in the world.

1975: Delays in compliance with car emission regulations cause severe difficulties for the company.

Philippine distributor Rufino D. Antonio and Associates institute a joint venture with Suzuki (Japan) under the name of Antonio Suzuki Corporation, to expand motorcycle sales in the Philippines.

LJ50 (Jimny) 4×4 released in Australia with a more powerful, export-only, 550 cc liquid-cooled two-stroke straight-three engine.

RM125 introduced as a production version of the works machine RA75 on which Gaston Rahier won the 125cc World Motocross GP championship. From 1975 to 1984, Suzuki dominates this class 10 years in a row with Gaston Rahier, Akira Watanabe, Harry Everts, Eric Geboers and Michele Rinaldi.

Assembly outside Japan commences for the first time, in Pakistan. Assembly kits of the1979-1985 Suzuki Carry (ST90V)  ST90 Carry and 1979 Suzuki Jimny Pickup (LJ80-SJ20)  LJ80 (Jimny) are shipped, both with 800 cc engines. Production and sales were done by two local entities (Sind Engineering and Naya Dauer Motor) under the auspices of PACO (Pakistan Automobile Corporation).

1976: GS Series motorcycles released, the GS750 and GS400 are the first four-stroke machines from Suzuki in 20 years.

Pops Yoshimura enters the GS750 for the first time in the AMA Superbike series, wins at Laguna Seca Raceway.

1977: Debut of Cervo two-stroke minivehicle for domestic market, export version introduced the next year with four-stroke engine.

Last of the LJ utility 4×4 series, the LJ80, gets a new four-cylinder water-cooled 800cc four-stroke engine, and is exported to Australia and Europe the following year.

1978: Appointment of Osamu Suzuki as president, Jitsujiro Suzuki appointed as chairman.

The flagship model of the GS Series, the GS1000E, becomes available as Suzuki’s first 1-liter machine.

A Yoshimura GS1000 ridden by Californians Mike Baldwin and Wes Cooley wins the first Suzuka 8 Hours Endurance Road Race.

1979: Alto two-stroke minivehicle introduced. This car was a massive success, propelling Suzuki into seventh place amongst Japanese car and truck manufacturers, and helped the company’s bargaining position when later linking up with Isuzu and General Motors.

1980–1989

Suzuki Katana GSX1100

 

1980: Suzuki Australia Pty. Ltd. established in Sydney, Australia.

Suzuki enters general-purpose engine field by marketing three electric power generator models.

Launch of the GSX series of motorcycles with four-stroke, DOHC four-valve engines.

1981: Consolidated (i.e., including subsidiaries) sales for the fiscal year reach ¥500 billion.

General Motors and Isuzu Motors announce cooperation with Suzuki Motor Company in the production and marketing of new “mini-cars”. GM purchases a 5.3% stake in Suzuki.

The RG Gamma (RG Γ) makes its first appearance in Grand Prix motorcycle racing; Suzuki wins sixth-consecutive manufacturer’s title, and Suzuki rider Marco Lucchinelli becomes the 500 cc class champion.

German designer Hans A. Muth uses the motif of the samurai sword to create the original GSX1100S Katana, a motorcycle that “typifies Suzuki”.

Production begins on a second generation of 4×4 utility vehicles with 1-liter engines; the SJ410 is designed for export and sold as the Suzuki Samurai in Canada, and as the Jimny 1000 in some markets.

1982: Aggregate (i.e., sum-total) motorcycle production at the Toyama Plant reaches 5 million units.

Italian Franco Uncini, riding a Roberto Gallina racing team RG Γ motorcycle, takes the Grand Prix championship in the 500 cc class. Suzuki wins the manufacturer’s title for the seventh consecutive year.

Masaru Mizutani (in Japanese) on his RG Γ takes first place in seven consecutive events and wins the All Japan Road Race Championship for the 500cc class.

The company and the Government of India set up Maruti Udyog Ltd. as a joint venture for automobile production and distribution.

The company signs a technological tie-up contract with Land-Rover Santana S.A., Spain.

Car production begins at Pak Suzuki Motor Co., Ltd. in Karachi, Pakistan. A joint venture with Pakistan Automobile Corporation (PACO), Pak Suzuki was established in September 1982 as Awami Auto Limited.

New Alto minivehicle debuts.

The very first production four-wheel all-terrain vehicle is released; the QuadRunner 125 begins the era of four-wheelers and transforms the ATV industry.Suzuki Mighty Boy

 

1983: Jitsujiro Suzuki steps down from the chairmanship.

A second Kosai, Shizuoka automobile plant is built for compact cars.

The RG250Γ motorcycle is released as the first-ever full-blown racer-replica, with technology developed for the racetrack.

Launch of the Mighty Boy 550cc, 4-cycle mini commercial vehicle.

The Cultus (Swift/Forsa/SA310) 1-liter passenger vehicle debuts.

Production of Suzuki cars begins at Maruti Udyog Ltd. in New Delhi, India.

Maruti 800/Suzuki Mehran,

manufactured and sold in India by Maruti Suzuki and assembled/distributed in Pakistan by Pak Suzuki Motors

1984: Suzuki New Zealand Ltd. established in Wanganui, New Zealand. Suzuki France S.A. is established in Trappes, France. Suzuki Motor GmbH Deutschland is established in Heppenheim, Germany.

Suzuki starts exporting 1-liter Cultus to U.S. automaker General Motors Corp.

An upgraded SJ 4×4, with a 1.3-liter four-cylinder engine and a five-speed gearbox, is released. The SJ413 is sold in the U.S. market (as the Samurai) the following year, and ultimately in over 100 countries.

Suzuki signs a car production technical assistance contract with China National Aero-Technology Import & Export Corporation.

Introduction of the GSX-R750 motorcycle with an oil-cooled 4-cylinder DOHC engine.

1985: Aggregate sales of Alto in Japan reach 1 million units.

Suzuki of America Automotive Corp. established in Brea, California. Samurai introduced in USA.

Company signs a motorcycle production technical tie-up contract with Jinan Qingqi Motorcycle Co., Ltd. in China.

Production of Suzuki cars begins at Santana S.A., Spain. The factory is in Linares, Andalusia.

Scooter production started at Avello S.A. of Spain.

1986: American Suzuki Motor Corp. is established in Brea, California, to consolidate operations in USA.

Suzuki reaches an agreement with General Motors Corp. of Canada for cooperation in establishment of a joint venture company.Suzuki VS 1400 Intruder

 

1987: Aggregate car exports from Japan reach 2 million units. Annual global sales of automobiles reach 1 million units.

Cultus/Swift production began in Colombia.

Suzuki reaches an agreement with Mazda Motor Corp. for cooperation in production of micro-mini vehicles.

1988: Escudo (Vitara/Sidekick) 1.6-liter, four-cycle compact 4×4 vehicle debuts.

Magazine published by Consumers Union claims the Samurai 4×4 is prone to rolling over. The National Highway Traffic Safety Administration rejects demands for a Samurai recall.

Swift sales begin in the United States.

1989: Aggregate car production reached 10 million units.

Production of Suzuki cars begins at CAMI Automotive Inc. in Ontario, Canada.

Sidekick sales begin in the United States.

1990–1999

“A gem set in the Suzuki world.” The plant in Esztergom, Hungary is built on a site covering some 350,000 square metres (3,800,000 sq ft)

 

1990: Company changes its name to Suzuki Motor Corporation.

Kei car standards are upgraded. New mini-vehicles are released under the latest specifications: engine capacity raised to 660cc; overall length extended to 10.8 feet (3.3 m).

1991: Consolidated sales reach ¥1 trillion.

Suzuki signs a car production contract in Hungary, establishing Magyar Suzuki Corporation.

Production of Suzuki cars begins in Korea through a technical tie-up with Daewoo Shipbuilding and Heavy Machinery Ltd.

Cappuccino mini two-seater convertible debuts.

1992: Production of Suzuki cars begins at the new plant of Pak Suzuki Motors in Karachi, Pakistan.

Production and sales of Hungarian-built Suzuki cars begin.

Suzuki becomes a 50% partner in Maruti Udyog.

1993: Aggregate (i.e., sum-total) motorcycle production at Thai Suzuki Motor Co., Ltd. reaches 2 million units.

Passenger car production/sales began at Suzuki Egypt S.A.E.

Suzuki signs joint-venture contracts for production of passenger cars and motorcycles in China.

Wagon R minivehicle debuts, wins 1993 RJC Car of the Year award.

1994: Aggregate sales of Suzuki cars in Japan reach 10 million units.

Maruti Udyog of India aggregate car production reach 1 million units.

Suzuki and Isuzu Motors Ltd. agree to dissolve their business tie-up.

1995: Aggregate sales of Suzuki minivehicles in Japan reach 10 million units, aggregate motorcycle exports from Japan reached 20 million units.

Suzuki pulls out of its capital tie-up with Santana S.A. in Spain but continues car-related technical cooperation.

1996: Aggregate sales of Carry in Japan reach 3 million units.

Vietnam Suzuki corporation starts production of motorcycles and automobiles in the Bien Hoa industrial zone.

Production of Suzuki Motorcycles begins at Jinan Qingqi Suzuki Motorcycle Co., Ltd., China.

1997: Achieved 10 million cumulative automobile sales for overseas market.

Four stroke outboard motors win the Innovation Award at The International Marine Trade Exhibit and Conference (IMTEC) in Chicago.

American Suzuki Motor Corp. publicly accuses Consumers Union of rigging 1988 test results for the Samurai 4×4, using videotape obtained through the discovery process in the Suzuki v. Consumers Union lawsuit.

Suzuki goes to the International Court of Arbitration over the Indian government’s appointment of a senior executive at Maruti Udyog Ltd.2008 Suzuki Hayabusa GSX1300R

 

1998: Suzuki and General Motors Corporation agree on joint development of compact vehicles, both companies agree to strengthen their business tie-up and form a strategic alliance. GM changes its equity stake in Suzuki from 3.3% to 10%.

Suzuki and the Indian government settle their dispute over the Indian government’s appointment of a senior executive at Maruti Udyog Ltd.

Changan Suzuki Automobile Co., Ltd. begins production of passenger cars in Chongqing, China.

A new joint venture with the government of Burma opens a manufacturing plant in Yangon.

Introduction of GSX 1300R Hayabusa 1299 cc sport bike, the fastest production motorcycle in 1999–2000 model years.

Ryosaku “Rick” Suzuki, grandson of Michio Suzuki, becomes president of American Suzuki Motor Corp.

1999: Aggregate motorcycle production reaches 40 million units, aggregate sales of Wagon R in Japan reach 1 million units.

Jiangxi Changhe Suzuki Automobile Co., Ltd. receives official approval from the Chinese government for production of commercial vehicles.

General Motors Argentina, S.A. and Suzuki Motor Corporation form an industrial and commercial alliance by which General Motors in Argentina distributes all Suzuki automotive products.

2000–2009

2000: The corporation commemorates its 80th anniversary.

Aggregate car production at the Kosai Plant reaches 10 million units.

Suzuki vehicle production starts at General Motors Argentina

GM raises its stake in Suzuki Motor Corp. to 20 percent.

2001: Aggregate worldwide sales of Jimny/SJ reaches 2 million units, production of Alto reaches 4 million units.

Suzuki achieves “Zero-Level” target of landfill waste.

Aerio compact car (aka Liana for Life In A New Age) introduced at the Geneva Motor Show.

Suzuki Motor Corp. (Japan) and American Suzuki Motor Corp. jointly create Suzuki Manufacturing of America Corporation (SMAC) to build all-terrain vehicles for sale in the U.S. and Canada, as well as for export.

2002: Achieved 30 million cumulative automobile sales for worldwide market.

Introduction of the Choinori low-cost scooter.Suzuki’s Concept S2 previews design concepts for the second generation Swift at the 2003 Osaka Auto Messe

 

SMAC opens Suzuki’s only U.S. manufacturing facility in Rome, Georgia and begins producing the Eiger series of ATVs.

2003: Suzuki is No.1 in Kei car sales for the 30th consecutive year in Japan.

Twin, the first hybrid Kei car is launched in Japan.

Suzuki Motor Corporation and Fiat Auto S.p.A. announce they will jointly develop and produce a compact sport utility vehicle at Magyar Suzuki.

2004: Aggregate domestic automobile sales reach 15 million units.

After eight years, the Suzuki v. Consumers Union lawsuit about a magazine review that said the Samurai 4×4 easily tipped over, is settled out of court.

Second-generation Swift compact car debuts at the Paris Motor Show.

2005: Aggregate car production at Maruti Udyog Ltd. reaches 5 million units, and aggregate motorcycle production in Indonesia also reaches 5 million units.

The company introduces its recently developed brand philosophy at the 75th Geneva International Motor Show, expressed in the Way of Life! slogan. This English phrase is used worldwide with two notable exceptions:

In French-speaking Canada (not France) the Un Mode de vie! slogan is a word-for-word translation of the English, but with the indefinite article prefixed.

The Entre e divirta-se. slogan in Brazilian Portuguese (not in Portugal) translates as “Come and have fun” ending with a full stop.

The new Swift wins 2005–2006 Car of the Year Japan “Most Fun” award, and is awarded the 2006 RJC Car of the Year.

2006: The SX4 mini crossover is introduced at the Geneva Motor Show and the XL7 crossover 4×4 is introduced at the New York International Auto Show.

GM divests, selling 92.36 million shares of Suzuki Motor Corporation and reducing their stake to 3%.

2007: Aggregate domestic automobile sales reach 15 million units.

Company says that Maruti Suzuki will build the A-Star compact hatchback in India for export worldwide.

Nissan North America Inc. and Suzuki Motor Corp. announce that a midsize pickup truck (based on Nissan’s Frontier) to be sold by Suzuki in North America, will be built at Nissan’s plant Smyrna, Tennessee.

2008: GM divests its remaining 3% stake in Suzuki.

Equator midsize pickup truck exhibited at the Chicago Auto Show

Rick Suzuki steps down as chairman of American Suzuki Motor Corp., due to poor U.S. sales and earnings.

2009: 100th anniversary of the Suzuki brand name.

Suzuki markets its first production pickup truck called the Equator.

Volkswagen and Suzuki announce the establishment of a global strategic partnership. The Volkswagen Group will buy a 20% stake in Suzuki Motor Corp.

November: Suzuki breaks ground on a new 650,000 m². factory in Eastern Seaboard Industrial Estate in Rayong Province, Thailand, the 20 billion yen investment for eco-car production to start in March 2012.

2010–2015

2010: Aggregate sales of Suzuki cars in Japan reach 20 million units.

January: Volkswagen Group completes its purchase of 19.9% of Suzuki’s outstanding shares.

Its plant in Yangon, Burma, was closed after the joint venture with the government between 1998 and 2010 had expired.

2011: Suzuki announces Indonesia will become a regional production base with investment up to $800 million over the next few years.

February: Suzuki Manufacturing of America Corp. (SMAC) celebrates the 10th anniversary of its Rome, Georgia, plant, and $1.4 billion sales in the past decade.

November: Suzuki terminates its partnership with VW in accordance with terms of the agreement, and commences arbitration proceedings for return of Suzuki shares held by the Volkswagen Group.

2012: Aggregate domestic sales in India by Maruti Suzuki reaches 10 million units. Aggregate domestic sales of minivehicles in Japan reaches 20 million units.

January: Suzuki announces plans to build a new engine factory as the third factory in Indonesia for the fast-growing Southeast Asian market. Suzuki spent ¥10 billion ($130 million) for a 1.3 million square-metre site in an industrial park outside Jakarta, and the plant may cost ¥30 billion to build.

February: Suzuki Motor Corp. and Intelligent Energy of Loughborough in the UK, a manufacturer of hydrogen-powered fuel cells, announce a joint venture to accelerate the commercialisation of zero-emission vehicles.

March: Suzuki Motor Thailand starts production and sales of the new Swift compact car.

November: American Suzuki Motor Corp. files for Chapter 11 bankruptcy protection. Owing to its focus on small cars, a strong yen and stringent US safety regulations which have hurt growth, Suzuki Motors announces it will discontinue building autos for the US market and focus instead on motorcycles, ATVs and marine equipment. U.S. sales had peaked in 2007 but had dropped to a quarter of that by 2011.

Suzuki got the approval for setting up a new factory and revive its plant in Yangon. This will resume its vehicle and spare part production in Myanmar which was closed in 2012.

One-Millionth commemorative edition GSX-R1000 model celebrates a million motorcycles produced in the Suzuki GSX-R series since 1985.Suzuki’s new, larger SX4 at the 2013 Geneva Motor Show 2013:

 

50th anniversary Special Edition GSX-R1000 model celebrates Suzuki’s 1963 entry into the U.S. motorcycle market.

March: In spite of a 2012 statement to the contrary, Suzuki Canada Inc. announced it would discontinue its auto-building operations in Canada as part of its Chapter 11 bankruptcy proceedings in the U.S. It was contemplated that the sale of motorcycles, ATVs and marine equipment would continue in Canada as well as in the U.S.

Debut of the second-generation SX4 crossover vehicle at the 83rd Geneva International Motor Show.

American Suzuki Motor Corporation ends all operations as of 31 March, selling its assets to Suzuki Motor of America, Inc., a wholly owned subsidiary of Suzuki Motor Corporation.

July: News reports suggested that disaccord over the erstwhile alliance between Volkswagen and Suzuki might be settled as a result of renewed talks between the two companies. These reports were soon denied by Executive Vice President Toshihiro Suzuki, who said that “there have been various reports, but there absolutely are no such facts, so there is nothing I can talk about on this topic.”

October: Suzuki recalls 210,228 motorcycles in the U.S. because the front brakes might not work properly.

2015:

Permanent court of arbitration showed a judgment that VW owned Suzuki shares should be sold, and officially dissolved the alliance with Suzuki’s stock (19.9%) held by VW.

Subsidiaries

Maruti Suzuki India Limited (Formerly Maruti Udyog Limited)

Main article: Maruti Suzuki

Maruti Suzuki’s A-Star vehicle during its unveiling in Pragati Maidan, Delhi. A-Star,

Suzuki’s fifth global car model, was designed and is made only in India. Besides being the largest Suzuki-branded company in terms of car sales, Maruti Suzuki also acts as Suzuki’s leading research and development arm outside Japan

Maruti Swift in India.

Maruti Baleno Rally Car in MysoreSafari Rally in 2005.

 

Based in Gurgaon, Harayana, Maruti Suzuki India Limited is an Indian automobile manufacturer that is a subsidiary of Japanese automaker Suzuki Motor Corporation. Maruti Suzuki produced 1,133,695 units between 1 April 2011 and 30 March 2012. The Suzuki Motor Corporation owns 54.2% of Maruti Suzuki and the rest is owned by various Indian public and financial institutions. The company was incorporated in 1981 and is listed on the Bombay Stock Exchange and National Stock Exchange of India.

Maruti Suzuki was born as a Government of India-led company named Maruti Udyog Limited, with Suzuki as a minor partner, to make lower priced cars for middle class Indians. Over the years, the product range has widened and ownership has changed hands as the customer has evolved.

Maruti Suzuki offers models ranging from the Maruti 800 to the premium sedan Maruti Suzuki Kizashi and luxury SUV Maruti Suzuki Grand Vitara. Maruti 800 was the first model launched by the company in 1983 followed by mini-van Maruti Omni in 1984. Maruti Gypsy, launched in 1985, came into widespread use with the Indian Army and Indian Police Service becoming its primary customers. The short-lived Maruti 1000 was replaced by Maruti Esteem in 1994.

Maruti Zen, launched in 1993, was the company’s second compact car model. The company went on to launch another compact car Maruti Wagon-R followed by Maruti Baleno in 1999. It was later replaced by the Suzuki SX4. The SX4 further was replaced by Ciaz.

In 2000, Maruti Alto was launched. The Maruti models include Maruti Suzuki Grand Vitara, launched in 2003, Maruti Versa, launched in 2004, Maruti Suzuki Swift, launched in 2005, Maruti Zen Estilo and Maruti Suzuki SX4, launched in 2007.

On 14 February 2011, Maruti announced that it had achieved one million total accumulated production volume of the Alto. The Alto has reached the million units mark in just seven years and five months since its launch in September 2000. The last half of the million was achieved in 25 months. The Alto became the third car by Maruti Suzuki stable to cross the million units mark, following the Maruti 800 and the Omni.

In January 2012 at the New Delhi Auto Expo, Maruti presented a new car called the Maruti Suzuki XA Alpha, to commence production in mid-late 2013. Maruti Suzuki unveiled the Vitara Brezza in the Indian Auto Expo 2016 as a contender in the compact SUV segment.

Maruti Exports Limited is Maruti’s exporting subsidiary and, as such, does not operate in the domestic Indian market except in its capacity as an exporter for Maruti Suzuki and for the international Suzuki Motor Corporation as well as their other affiliates. The first commercial consignment of 480 cars were sent to Hungary. By sending a consignment of 571 cars to the same country, Maruti crossed the benchmark of 3,000,000 cars. Since its inception export was one of the aspects the government has been keen to encourage.

American Suzuki Motor Corp.

American Suzuki headquarters is in Brea, California. The company announced in November 2012 that it would stop selling cars in the United States.

Through an agreement with General Motors, Suzuki began selling a version of their Suzuki Cultus in the United States as the Chevrolet Sprint in 1985. This model was initially sold as a 3-door hatchback and would be Chevrolet‘s smallest model.

2004 Suzuki Grand Vitara XL-7

2004 Suzuki XL-7

The Samurai was also introduced in 1985 for the 1986 model year and was the first car introduced to the United States by the newly created American Suzuki Corp. No other Japanese company sold more cars in the United States in its first year than Suzuki. The Samurai was available as a convertible or hardtop and the company slogan was Never a Dull Moment. The Samurai was successful until Consumer Reports alleged the Samurai of being susceptible to roll over in a 1988 test. This led to a much publicized 1996 lawsuit, not settled until 2004.

In 1989, American Suzuki introduced the Swift which was the 2nd generation Suzuki Cultus. The Swift was available as a GTi and GLX hatchback with a 4-door sedan following in 1990. A new small SUV called the Sidekick was also introduced in 1989. 1991 saw the introduction of the 4-door Suzuki Sidekick, the first 4-door mini-SUV in North America. The Swift and Sidekick were cousins to GM’s Geo Metro and Geo Tracker and were mostly produced in Ingersoll, Ontario, Canada by Suzuki and GM’s joint venture, CAMI. The Swift GT/GTi and 4-door models were imported from Japan. Negative evaluations from Consumer Reports of the Suzuki Samurai led to some temporary setbacks at American Suzuki as annual sales in the following years dropped to below 20,000 units.

In 1995, American Suzuki introduced the Esteem and redesigned the Swift. The Swift GT was dropped and this version Swift was specific only to North America where it was built at CAMI. These models were the first Suzuki vehicles to be marketed in North America with dual front airbags. A station wagon version of the Esteem was introduced in 1996. Worldwide Suzuki production reached more than 975,000 cars this^[which?] year.

Also in 1996, American Suzuki released the 2-door SUV X-90 and a revised Sidekick Sport model with dual airbags, a 95 hp (71 kW) 1.6 liter engine, 15 inch wheels. The Sidekick was replaced by the Vitara and the Grand Vitara for 1999. The Grand Vitara would be Suzuki’s first model with a V6-cylinder engine and available 4-wheel ABS brakes.

The XL-7 was introduced in 1998 as a stretched version of the Grand Vitara. The XL-7 had a larger 2.7 liter V6-cylinder engine and 3-row seating. This would be Suzuki’s largest vehicle to date.

The Swift was dropped from the model lineup in 2001 and the Esteem was replaced in 2002 by the new Aerio, which was offered as a 4-door sedan and 5-door crossover with 4-wheel drive as an option.

In 2004, General Motors and Suzuki jointly purchased the bankrupt Daewoo Motors renaming the venture GMDAT. American Suzuki rebadged the compact Daewoo Nubira/Daewoo Lacetti as the Forenza and the mid-size Daewoo Magnus as the Verona. The Forenzagained station wagon and hatchback body style in 2005, with the hatchback sold under the Reno name.

2006 was the first year American Suzuki sold more than 100,000 vehicles in the United States. Suzuki redesigned the Grand Vitara in 2006 as well as introduced the all-new Suzuki SX4 and Suzuki XL7 in 2007. The Suzuki SX4 is produced as a joint venture with Fiat and the XL7 (notice the shortening of the name from Grand Vitara XL-7) was produced as a joint venture with GM at CAMI Automotive Inc. in Ingersoll. Suzuki put XL7 production on indefinite hiatus in mid-2009 due to low demand and subsequently sold off its share of CAMI back to GM later that year.

Despite a difficult domestic US automarket, Suzuki kept pace with its 2007 sales numbers in 2008. In 2009 however, Suzuki sales dropped 48.5%, following a 17% sales drop in 2008. Suzuki did not import any 2010 model year street motorcycles into the US, with dealers instead relying on unsold stock from the 2009 model year. New street motorcycle models to the US resumed for the 2011 model year.

In November 2012, Suzuki announced that its US division would file for bankruptcy and would stop selling automobiles in the United States. It plans to continue to sell motorcycles, ATVs, and marine products in the US. In ten months of 2012, Suzuki only sold 21,188 automobiles in the US. The combination of a strong yen and Suzuki’s own limited offering of models has been blamed for the downturn.

Pakistani Suzuki Motor Company Limited

The Suzuki FX was the first car that was assembled by Pak Suzuki in Pakistan.

Following the terms of the joint-venture agreement between Suzuki Motor Corporation of Japan (SMC) and Pakistan Automobile Corporation (PACO), Pak Suzuki Motor Company Limited (PSMCL) was incorporated as a public limited company in August 1983.

The new company assumed the assets including production facilities of Awami Autos Limited. PSMCL started commercial operations in January 1984 with the primary objective of passenger cars, pick ups, vans and 4×4 vehicles.

The groundbreaking ceremony of the company’s green field automobile plant at Bin Qasim was performed by the then Prime Minister of Pakistan in early 1989.

On completion of first phase of this plant in early 1990, in-house assembly Suzuki engines started. The new plant was completed in 1992, and Suzuki production was transferred to new plant – and three-box 1,300 cc Margalla car was also added to its range of production.

In September 1992 the company was privatized and placed directly under the Japanese Management. At the time of privatization SMC increased its equity from 25% to 40% Subsequently, SMC progressively increased its equity to 73.09% by 31 December 2001.

The Bin Qasim Plant further expanded its production capacity to 50,000 vehicles per year in July 1994 and 300,000 vehicles had been manufactured at this plant by December 2003.

Suzuki Canada Inc.

1973 – 1 June, Suzuki Canada Ltd. was incorporated with offices at Downsview, Ontario. Product lines included motorcycles, parts and accessories to Suzuki dealers throughout Canada.

1974 – Vancouver branch office and warehouse inaugurated to service dealers in western Canada.

1980 – Autumn – Suzuki Canada began its automotive sales with the marketing and sales of four-wheel-LJ80 in eastern Canada. 1 November, the name of company changed from Suzuki Canada Ltd. to Suzuki Canada Inc.

1982 – Introduction of a line of Suzuki all-terrain vehicles (ATVs) in Canada.

1983 – Introduction of a line of Suzuki outboard motors in western Canada. 1 February 1983 – Western Branch moved to enlarged facilities in Richmond, British Columbia.

1984 – Began the sales of ‘Suzuki Forsa’ (Suzuki Cultus) automobile.

1986 – A $600 million Suzuki-GM joint venture CAMI Automotive Inc. announced for the manufacturing of vehicles. Production was set to begin in 1989 at Ingersoll, Ontario.

1987 – 25 January – Suzuki Canada Inc. moved to a new 110,000 sq ft (10,000 m²). head office and warehouse facility at Richmond Hill, Ontario.

1988 – Autumn – Suzuki began selling the CAMI-built 2-door Suzuki Sidekick.

2009 – Autumn – Suzuki sold its participation in CAMI to GM

In 2013, Suzuki Canada announced that it would follow the US division and stop selling automobiles in Canada after the 2014 model year. Suzuki Canada will continue to provide parts and services to vehicles through dealer network, as well as selling motorcycles, ATV and outboard motors.

Suzuki GB PLC

Suzuki GB PLC are the manufacturer’s agent and distributor of automobiles, motorcycles, ATV’s and Marine engines in the United Kingdom with a head office based in Milton Keynes. A wholly owned subsidiary of the Suzuki Motor Corporation operates as Suzuki Cars (Ireland) Limited in Ireland.

In 1963, Suzuki commenced official import of motor vehicles, in particular motorcycles, as Suzuki (Great Britain) Limited.

During the 1970s and 1980s, Heron International sponsored the Suzuki factory racing team in Grand Prix motorcycle racing, with riders including Barry Sheene, Randy Mamola, Mick Grant and Rob McElnea. Then trading as “Heron Suzuki GB Limited”, before becoming “Heron Suzuki Plc” in 1989.

In 1994, Suzuki GB PLC emerged to take over distribution of all Suzuki products in the United Kingdom.

Suzuki Motorcycle India, Private Limited

Main article: Suzuki Motorcycle India Limited

Suzuki Motorcycle India, Private Limited (SMIL) is the wholly owned Indian subsidiary of Suzuki, Japan. The company has a manufacturing plant at Gurgaon, Haryana having the annual capacity of 5,40,000 units

OEM deals

Since 1985, Suzuki has shared or produced automobiles for other manufacturers around the world.

Production Facilities

Takatsuka Plant

300, Takatsuka-cho, Minami-ku, Hamamatsu City

Kosai Plant

4520, Shirasuka, Kosai-shi, Shizuoka

Iwata Plant

2500, Iwai, Iwata-shi, Shizuoka.

Tokokawa Motorcycle Plant

1–2, Utari, Shiratori-cho, Toyokawa-shi, Aichi.

Sagara Plant (Automobiles and Engines)

1111, Shirai, Makinohara-shi, Shizuoka.

Osuka Foundry Plant

6333, Nishiobuchi, Kakegawa-shi, Shizuoka.

Fiat Fiat Sedici – Europe (Suzuki SX4) General Motors Chevrolet Sprint – United States/Canada (Suzuki Cultus) Pontiac Firefly – Canada (Suzuki Cultus) Geo Metro – United States (Suzuki Cultus) Holden Barina – Australia & New Zealand (Suzuki Cultus) Chevrolet Swift – South America (Suzuki Cultus) Chevrolet Cruze – Japan (Suzuki Swift) Holden Cruze – Australia (Suzuki Ignis) Chevrolet MW – Japan (Suzuki Solio) Daewoo Tico – South Korea/Europe/South America (Suzuki Alto) Bedford Rascal – Europe (Suzuki Carry) Bedford Rascal – United Kingdom (Suzuki Carry) Holden Scurry – Australia (Suzuki Carry) Chevrolet Supercarry – South America (Suzuki Carry) Daewoo Damas – South Korea (Suzuki Every) Daewoo Labo – South Korea (Suzuki Carry) Geo Tracker – United States (Sidekick/Vitara) Chevrolet Tracker – United States/Canada (Sidekick/Vitara) GMC Tracker – Canada (Sidekick/Vitara) Asüna Sunrunner – Canada (Sidekick/Vitara) Pontiac Sunrunner – Canada (Sidekick/Vitara) Chevrolet Vitara – South America (Sidekick/Vitara) Chevrolet Grand Nomad – South America (Suzuki XL7) Holden Drover – Australia & New Zealand (Suzuki Sierra/Jimny) Opel Agila – Europe (Suzuki Wagon R and Suzuki Splash) Vauxhall Agila – United Kingdom (Suzuki Wagon R and Suzuki Splash)

Mazda

1992-1995 Autozam AZ-1 (PG6SA) or Suzuki Cary or Mazda AZ 550

Autozam AZ-1 – Japan (Suzuki Cara) MAZDA AZ 550

Autozam AZ Wagon Sport

Autozam AZ-Wagon – Japan (Suzuki MR Wagon)

1989 Autozam Scrum Truck (DG51) = Suzuki Every

Autozam Scrum – Japan (Suzuki Every)

2012 Mazda Carol 603 = Suzuki Alto

Mazda Carol – Japan (Suzuki Alto)

2006 Mazda Laputa = Suzuki Kei

Mazda Laputa – Japan (Suzuki Kei)

2007 Mazda Spiano (rebadged Suzuki Alto Lapin)

Mazda Spiano – Japan (Suzuki Lapin)

2008 Mazda AZ-Offroad = Suzuki Jimny

Mazda AZ-Offroad – Japan (Suzuki Jimny)

2007 Mazda Proceed Levante (Japan) = Suzuki Vitara

Mazda Proceed Levante – Japan (Suzuki Vitara)

Mazda Proceed Levante (Japan) = Suzuki Vitara

Nissan

Nissan Moco = Suzuki MR Wagon

Nissan Moco – Japan (Suzuki MR Wagon)

Nissan NT100 Clipper Van = Suzuki Carry

Nissan NT100 Clipper – Japan (Suzuki Carry)

Nissan NV100 Clipper – Japan (Suzuki Every)

Nissan NV100 Clipper Rio G High roof = Suzuki Every Wagon

Nissan NV100 Clipper Rio – Japan (Suzuki Every Wagon)

 

Nissan Pino = Suzuki Alto

Nissan Pino – Japan (Suzuki Alto)

 

Nissan Pixo (2009-2013) = Suzuki Alto

Nissan Pixo – Europe (Suzuki Alto)

 

2010 Nissan Roox = Suzuki Palette

Nissan Roox – Japan (Suzuki Palette)

Maruti Suzuki

All Maruti models since the Zen are referred to as Maruti Suzuki

 

Maruti 800, the model after the 1997 upgrade = Suzuki Alto

Maruti 800 – India (Suzuki Alto)

2007 Maruti Omni Lpg

Maruti Omni – India (Suzuki Carry)

2001 Maruti Gypsy vehicles in Gozo, Malta = Suzuki Jimny

Maruti Gypsy – India (Suzuki Jimny)

2011 Maruti Suzuki 1000 = Suzuki Cultus

Maruti 1000 – India (Suzuki Cultus)

1993 Maruti Suzuki Zen = Suzuki Alto

Maruti Zen – India (Suzuki Alto)

Maruti Zen Estilo

Maruti Zen Estilo – India (Suzuki MR Wagon)

Mitsubishi Motors

Mitsubishi Colt T120SS (1991-2005 version)

Mitsubishi Colt T120SS – Indonesia (Suzuki Carry)

2016 Mitsubishi Delica (27413776815) = Suzuki Solio

Mitsubishi Delica D:2 – Japan (Suzuki Solio)

Mitsubishi Maven = Suzuki APV

Mitsubishi Maven – Indonesia (Suzuki APV)

Mitsubishi Minicab MiEV for “Takkyubin” delivery van by Yamato Transport, operating in Kyoto since 2012 = Suzuki Carry 2012

Mitsubishi Minicab – Japan (Suzuki Carry)

MITSUBISHI TOWN BOX SPORT

Mitsubishi Town Box – Japan (Suzuki Every Wagon)

Pak Suzuki

Suzuki Mehran 2012 = Suzuki Alto

Suzuki Mehran – Pakistan (Suzuki Alto)

Pyeonghwa Motors

Pyeonghwa Paso 900 IMGP7847 = Suzuki Carry – Every

Pyeonghwa Paso 900 – North Korea (Suzuki Carry/Every)

Subaru

Subaru Justy 4WD, original version first gen = Suzuki Swift

Subaru Justy – Europe (Suzuki Swift)

Volkswagen

Volkswagen Rocktan HQ2017 Suzuki SX4 S-Cross (JY) Turbo wagon

Volkswagen Rocktan (Suzuki SX4) – development suspended or cancelled due to the dispute between the companies.

Automobiles

Current models

2017 suzuki alto-turbo-rs  Alto2015 Suzuki Celerio 1.0 Club  Celerio2015 Suzuki Alivio  Ciaz2017 Suzuki Maruti Dzire in Feild  Dzire2015 Suzuki ALTO Lapin X  Lapin2017 Suzuki Wagon R HYBRID FX MH55S 6th gen  Wagon R2015 Suzuki Solio Bandit (also sold as the Mitsubishi Delica D:2 Custom since 2015)  Solio2018 Suzuki Swift (AZ) GLX Turbo 5-door hatchback  Swift

2017 Facelift Suzuki SX4 S-Cross (Europe)  SX4 (also known as S-Cross)2016 Suzuki Baleno SZ5 Boosterjet 1.0 Front  Baleno2017 Suzuki Ignis SZ3 Duljet 1.2  Ignis2008 Suzuki Every + 001  Every2014 Suzuki Carry (DA62T) & Every (DA64) vans

2016 Suzuki Every Landy  Every Landy

2017 Suzuki Ertiga GX (facelift), West Surabaya  Ertiga

2017 Suzuki Landy 2.0X SGC27  Landy2008 Suzuki APV Maleisië  APV2018 Fourth Generation Suzuki Jimny  Jimny2016 Suzuki Vitara SZ5 Rugged 1.6  Vitara (also known as Escudo, Grand Vitara or Sidekick)2013-present Suzuki Carry  Carry

Former models

2002–2004 Suzuki Aerio  Aerio/Liana1991-1997 Suzuki Cappuccino front  Cappuccino1979 Suzuki Cervo CX-G  Cervo1971-present Suzuli Cultus  Cultus (also known as Forsa, Swift, Geo Metro, Pontiac Firefly)2008-2012 Suzuki Equator  Equator1999-2000 Suzuki Esteem Sedan  Esteem/Cultus Crescent (also known as Baleno, Maruti Baleno, Chevrolet Cassia)1967 Suzuki fronte 1st gen  Fronte2014-present Suzuki HUSTLER X Turbo 4WD front  Hustler1998-2009 Suzuki Kei  Kei2010 Suzuki Kizashi SE 3 2006-2016  Kizashi1983 Suzuki Mighty Boy SS40T  Mighty Boy2001-2016 Suzuki MR Wagon Sport  MR Wagon2008-2013 Suzuki Palette  Palette2009 Suzuki Splash 2008-2015  Splash2003-2005 Suzuki Twin  Twin1996-1997 Suzuki X-90 coupé or Vitara  X-902004 Suzuki Grand Vitara – XL7  XL7 (also known as Grand Escudo)

Daewoo based North American models

2009 Suzuki Swift+ T200 Loaner (Sterling Ford)2007 Pontiac Wave Sedan2008 Holden Barina (TK MY08) 3-door hatchback2004 Daewoo Kalos five-door (T200) (2003-2004)2004–2006 Chevrolet Aveo LT front  Swift+2009 Daewoo Lacetti Premiere2004-2005 Suzuki Forenza Sedan2005 Suzuki Reno LX (US version of the Daewoo Lacetti hatchback)  Forenza/Reno2008 Suzuki Verona + Daewoo Magnus  Verona

Chevrolet based South American models

Chevrolet Celta and Chevrolet Prisma  Fun

Concept automobiles

2002 Suzuki GSX-R/4 concept car

Suzuki Pixy + SSC concept vehicles at the 2007 Tokyo Motor Show

Suzuki G70 (née Regina) concept car at the 2011 Tokyo Motor Show

Suzuki Q-Concept car at the 2011 Tokyo Motor Show

 

GSX-R/4 concept car was presented in 2001. It is fitted with a 1,300 cm³ (79 cu in) engine taken from the GSX1300R Hayabusa motorcycle in an attempt to split the difference, merging the posture of an automobile and the disposition of a sportbike (Suzuki had been particularly successful selling motorcycles in the United States). Its high-revving inline-four engine supplied about 175 hp to a bare-bones, two-seat roadster weighing less than 1500 pounds.

Pixy + SSC concept was introduced at the 2007 Tokyo Motor Show. The Pixy is an enclosed three-wheel, single-seat personal transport pod, similar to the Toyota i-unit, and i-REAL, but dissimilar in that two Pixies can dock inside the SSC (aka Suzuki Sharing Coach) for highway driving. Electric power is generated by a hydrogen fuel cell and solar panels to drive the SSC carrier van, and to recharge the Pixy at the same time.

Suzuki Concept X debuted at the 2005 North American International Auto Show as a significant departure in styling for a Suzuki mid-sized sport utility vehicle aimed at younger buyers in the North American market. This concept vehicle evolved into the second-generation XL7 introduced late in 2006.

G70 appeared at the 2011 Tokyo Motor Show as the Regina, but was renamed before the 2012 Salon International de l’Auto and Auto China shows to signify that it met the goal of carbon dioxide (CO₂) emissions no higher than 70g/km (and perhaps that Regina as a model name would be a marketing fiasco). The G70 is a concept for the next-generation global compact car, possibly replacing the Alto, and at 3,550 millimetres (140 in) long and 1,630 mm (64 in) wide with a weight of 730 kilograms (1,610 lb), the G70 is smaller and lighter than the Alto. It has an extremely economical 800 cubic centimetres (49 cu in), direct-injection turbo gasoline engine mated to a continuously variable transmission, and a claimed fuel mileage of 3.1 litres per 100 kilometres (91 mpg_‑imp; 76 mpg_‑US).

Q-concept, first shown at the 2011 Tokyo Motor Show, is a bubble car like the MIT CityCar, Nissan Pivo or Toyota PM. Just 2,500 millimetres (98 in) in length, the Q-concept has its driver and one passenger riding in tandem but is more comfortable than a motorcycle, being enclosed and having seats instead of a saddle. Intended primarily for short trips (within 10 kilometres (6.2 mi)) it ought to be able to park in nearly any available space.

Suzuki, has unveiled the iK-2 concept at the 2015 Geneva Motor Show.

Suzuki shown the 4×4 mini SUV concept iM-4 concept at the Geneva Motor Show in 2015.

Motorcycles

Suzuki started manufacturing motorcycles in 1952, the first models being motorized bicycles. From 1955 to 1976 the company manufactured motorcycles with two-stroke engines only, the biggest two-stroke model being the water-cooled triple-cylinder GT750.

A large factor in Suzuki’s success in two-stroke competition was the East German Grand Prix racer Ernst Degner, who defected to the West in 1961, bringing with him expertise in two-stroke engines from the East German manufacturer MZ. The secrets Degner brought with him were the work of Walter Kaaden, who combined three crucial technologies for the first time: the boost port, the expansion chamber, and the rotary valve.

Suzuki hired Degner, and he won the 50 cc class FIM road racing World Championship for them in the 1962 season. Suzuki became the first Japanese manufacturer to win a motocross world championship when Joel Robert won the 1970 250 cc title. In the 1970s, Suzuki established themselves in the motorcycle racing world with Barry Sheene and Roger De Coster winning world championships in the premier 500 cc division in road racing and motocrossrespectively.

In 1976 Suzuki introduced its first motorcycles since the Colleda COX of the 1950s with four-stroke engines, the GS400 and GS750.

In 1994, Suzuki partnered with Nanjing Jincheng Machinery to create a Chinese motorcycle manufacturer and exporter called Jincheng Suzuki.

Suzuki continued to compete in MotoGP and last won the title in the 2000 season. From 2006 to 2011, the team was sponsored by Rizla and was known as Rizla Suzuki MotoGP team. On 18 November 2011, Suzuki announced that the GP racing was suspended, partly due to natural disasters and recession, until 2014. Suzuki returned to MotoGP in 2015.

In addition Suzuki have recorded a total of 93 victories at the Isle of Man TT Races. Suzuki have also taken the runner up spot in the various race categories 100 times and a total 92 third places.

Models

Main article: List of Suzuki motorcycles

Some notable Suzuki motorcycles include the following:

Two-stroke engines

Suzuki T20 (front) and T500 Titan (rear) at Le Salon de la Moto 2011 in Paris

Suzuki RGV250Γ at the Barber Vintage Motorsport Museum in 2006

 

X6 Hustler twin (aka T20 Super Six) was sold from 1966 to 1968 as “the fastest 250cc motorcycle in the world”. It had Suzuki’s new Posi-Force automatic oil injection system (later called Suzuki CCI). Production peaked at more than 5000 units per month. In 2013, Suzuki renewed the Hustler motorcycle trademark for Europe, leading to rumors of a retro style 250 twin. A 1967 T20 Super Six was included in the Las Vegas show of The Art of the Motorcycle exhibition.

T500 Titan (aka T500 Cobra, GT500) had a 500 cc air-cooled parallel-twin engine which overcame problems with durability, overheating and vibration. With an output of 47 metric horsepower (35 kW) at 6,500 rpm and top speed of 180 kilometres per hour (110 mph), it became Suzuki’s flagship machine in 1968, and remains popular with collectors and café racers.

GT750 Le Mans with a straight-three engine was the first Japanese motorcycle with a liquid-cooled engine, earning it the moniker “Water Buffalo.” The Society of Automotive Engineers of Japan (in Japanese) includes the 1971 Suzuki GT750 as one of their 240 Landmarks of Japanese Automotive Technology.

TM400 Cyclone production motocrosser was designed to participate in 500cc class Motocross World Championship racing. Introduced in 1971, it was notoriously difficult even for skilled riders to control. Redesigned in 1975.

The RM125 production motocrosser debuted in 1975 to replace the TM125. It was a successful forerunner of the future RM series line-up from 50cc to 500cc.

RM250 was fully redesigned in 1982 and the liquid-cooled single-cylinder delivered more power than any production 250cc motorcrosser of the time. It had Suzuki’s original full floater, link-type rear suspension introduced a year earlier.

RG250 Gamma of 1983 was one of the new generation of race replica sport bikes of the 1980s. It had an aluminum frame, a full fairing and a high output straight-twin engine. The 1983 RG250Γ is one of the JSAE 240 Landmarks of Japanese Automotive Technology.

RG500 Gamma of 1985 was like RG250, but with a square-four engine.

RGV250 Gamma, the road-racing replica of Kevin Schwantz‘s RGV500 GP race bike, replaced the RG250 in 1988 with a V-twin engine.

Four-stroke engines

Suzuki GS1000S at the Barber Vintage Motorsport Museum in 2006

Suzuki DR800S

Suzuki GSX-R1000 at the Tokyo Motor Show in 2007

 

GS series – The 1976 GS750 was the first 4-stroke machine released by Suzuki in 20 years. The following year saw Suzuki’s first 1-liter machine, the GS1000E, and then in 1979 the GS1000S copy of a Yoshimura GS1000 Superbike.

Katana – The GSX1100S was released in Europe in 1980; the GSX1000S arrived in the U.S. and Canada later that year as a 1981 model, and revolutionized sportbike styling. A 1982 Katana GS1000SV is on the AMAMotorcycle Hall of Fame‘s list of “classic bikes” that have been shown in the museum, and was in The Art of the Motorcycle exhibition.

GSX-R750 was one of the Japanese sport bikes of the 1980s that began the modern race replica era. It had air/oil cooling, light weight, and a powerful engine. The Society of Automotive Engineers of Japan (in Japanese) includes the 1984 Suzuki GSX-R750 as one of their 240 Landmarks of Japanese Automotive Technology, and was in The Art of the Motorcycle.

Intruder 750 with its OHC 4-valve 45° V-twin engine was the first Japanese cruiser motorcycle (designed to appeal to U.S. riders) in 1985. By 1997, cruiser-style motorcycles would account for nearly 60 percent of the U.S. street-bike market.

GSX-R1100, related to the GSX-R750, appeared in 1986. The same basic engine would reappear in 1995 to power the Bandit 1200 and remain in production through 2006.

The DR-BIG aka Desert Express DR800S (in German) off-roader was existent for two model years as the DR750S (in German) until 1990, when its displacement increased to 779cc, still the world largest single cylinder engine in a production motorcycle. Available in Europe through 1999, it was not exported to the U.S. market. Replaced by the V-Strom twin, the DR-BIG has now come full circle as the design inspiration for a 2014 overhaul of the V-Strom 1000 ABS.

Suzuki RF Series The Suzuki RF series are sport touring motorcycles. They came with three engine variations: 400, 600 and 900 cc. It was in production from 1994 to 1998.

TL1000S debuted at the 1996 International Motorcycle and Scooter Show as the first Suzuki sport bike with a V-twin engine. This was a liquid-cooled, 90° V-twin, DOHC engine with 4 valves per cylinder, which would be in production through 2012. Although the TL1000S motorcycle ceased production in 2001, the engine would carry on in the TL1000R, the SV1000 and SV1000S, as well as the V-Strom 1000.

GSX-R600 – a smaller version of the GSX-R750. There were earlier pretenders, but the genuine article arrived in 1997 and has received frequent updates after that.

Hayabusa (GSX-1300R) was introduced in 1998, and remains Suzuki’s flagship sport bike. The 1998 Suzuki Hayabusa is included in the JSAE 240 Landmarks of Japanese Automotive Technology. The development of a second generation Hayabusa for the 2008 model year facilitated the 2007 roll-out of the GSX-1300BK B-King, a highly stylized naked variant.

SV650 was introduced in 1999 as a budget entry in the naked bike market, and since 2001, offered both naked and fully faired. In 2009 the naked bike version was redesigned and renamed the Gladius in keeping with the sword motif Suzuki established with the Katana. The Gladius motorcycle won a Good Design Award (aka G Mark) from the Japan Institute of Design Promotion.

GSX-R1000 – This top-of-the-line superbike debuted in 2000, and remains the largest model of the GSX-R series.

Burgman 650 (AN650) was the largest of a series of urban scooters produced in Japan (marketed as Skywave domestically) as well as in Italy and Spain with engine capacities of 125cc and up. When it appeared in 2002 the 650 was the largest-displacement scooter in the world, and first two-wheel vehicle to have an electrically controlled Continuously Variable Transmission. The Japan Institute of Design Promotion awarded the G MarkGood Design Award to the Skywave 650 in 2003, to the entire Skywave series in 2006 and to the updated Skywave 650LX in 2013.

Choinori was a lightweight, inexpensive, 50cc scooter and the antithesis of the Skywave 650, but they were introduced at the same time in an effort to increase domestic sales in response to shrinking motorcycle exports. The 2002 Choinori is one of the JSAE 240 Landmarks of Japanese Automotive Technology. The Choinori was awarded the G Mark Good Design Award in 2003.

Boulevard M109R (VZR1800) V-twin, dubbed the Intruder M1800R in Europe, arrived in 2006 boasting a 112 mm (4.4 in) bore with a 90.5 mm (3.56 in) stroke, amongst the largest gasoline engine pistons ever used in any production motorcycle (or passenger car).

GSX-650F – introduced in 2008, this new sport touring model fills the void of the retired Katana. The 2009 model has ABS standard.

DL-650 V-Strom – a dual-sport motorcycle

GSX-250F Across – a small 250 cc engine sport touring motorcycle produced from 1990 until 1998. It is mostly known as a practical sports/touring bike, due to its rear petrol tank and a fully enclosed helmet storage area where the petrol tank usually is.

GSX-R250 – a motorcycle that was manufactured from 1987 to 1994. A couple of years after the presentation of the GSX-R750 the 250 cc GSX-R250 was released. Like the larger bike, the GSX-R250 had a box-frame (steel, not aluminum), full fairing, full-floater rear swing and a four-cylinder four-stroke engine. But while the GSX-R750 engine was air and oil-cooled, the baby brother had a liquid-cooled engine. Not many examples are seen outside Japan. 17-inch cast wheels and 300 mm twin disc brake at the front. The GSX-R250 had impressive power and was made primarily as a road legal 250 cc racing bike reaching speeds of 200+km/h (124 mph). Imported specimens may be seen in Australia and New Zealand commonly. Also, around 350 units were exported to Denmark around 1989 to 1992.

Other power sources

Cutaway model of the Burgman Fuel Cell Scooter at the 2011 Tokyo Motor Show

 

RE5 was the first (and only) Japanese motorcycle produced with a Wankel rotary engine. That, and its Giugiaro styling, make it one of the oddest and most collectible motorcycles of the 1970s. The 1974 RE5 is one of the JSAE 240 Landmarks of Japanese Automotive Technology, and a 1976 model is in the AMA Motorcycle Hall of Fame.

Burgman Fuel-Cell Scooter uses electric-motor propulsion, powered by an air-cooled hydrogen fuel cell; its only emission is water. Following on a concept model at the 2009 Tokyo Motor Show, in 2011 the Burgman Fuel-Cell Scooter became the world’s first fuel-cell vehicle to earn Whole Vehicle Type Approval (WVTA) in the European Union, enabling the vehicle to be sold in all member states. Suzuki is working toward commercial production of this scooter.

Concept motorcycles

Suzuki Biplane concept motorcycle at the 2007 Tokyo Motor Show

Suzuki Crosscage fuel-cell concept at the 2007 Tokyo Motor Show

Suzuki Gemma prototype scooter at the 2007 Tokyo Motor Show

 

Falcorustyco concept model at the 1985 Tokyo Motor Show envisaged the motorcycle technologies that might be brought into play by 1995, including a 4-cycle square 4-cylinder 500 cc engine, frameless body, front-and-rear swingarm suspension, center hub hydraulic power steering, chainless hydraulic drive and pop-up screen cowling.

Nuda was a full-time two-wheel drive prototype, incorporating power steering and a swing seat, in a carbon fiber honeycomb monocoque body, shown at the 1986 Tokyo Motor Show. Nuda concepts influenced the design of the Suzuki Hayabusa.

B-King – The concept model was well received by the public when it went on display at the 2001 Tokyo Motor Show. The addition of a turbocharger to the GSX1300R engine testified to massive power output, while electronics such as cellphone and GPS were stowed in the ultra-modern angular bodywork. The production model appeared six years later, largely unchanged except for its naturally aspirated engine. B-King styling is reflected in the award-winning design of the GSR600 and the GSR750, as well as the Inazuma GW250 and GW250S.

G-Strider concept model with 916 cc engine, made public at the 2003 Tokyo Motor Show, was a half-scooter, half-cruiser (motorcycle) mash-up with an electrically controlled Continuously Variable Transmission incorporating a push-button manual mode, similar to the Burgman 650. Accentuating luxury, the G-Strider’s handlebars, footrests, seat backrest, passenger backrest and windscreen were all electrically adjustable while under way to ensure the most comfortable riding position possible.

Stratosphere prototype was shown at the Tokyo Motor Show in 2005, with an 1100 cc engine pushed to the limits of space-saving design, resulting in an in-line six-cylinder as wide as a conventional in-line four-cylinder engine. Hammered aluminum and Damascus steel incorporate material characteristics into styling design. Prospects for a production model seemed good, considering that Suzuki’s previous significant concept motorcycle, the B-King had made it into production, but the market changed before Stratosphere got the go-ahead.

Biplane was a blue-sky concept announced at the 2007 Tokyo Motor Show, designed to convey the joy of two-wheel mobility, inspired by the feeling of flying an airplane. Its shape generates a feeling of openness in a modern machine powered by a V-four engine.

Crosscage concept model was displayed at the 2007 Tokyo Motor Show. Combining a high-performance secondary battery and a compact, lightweight air-cooled fuel-cell system from British specialist company Intelligent Energy enabled quick activation with low fuel consumption. The lithium-ion battery assured reserve power as well as minimal environmental impact. Light weight not only made this bike environment-friendly but also sporty.

Gemma prototype model was introduced at the 2007 Tokyo Motor Show. The distinctive “full-flat 2-seater,” 250 cc four-stroke single-cylinder scooter is low and sleek and gives the rider and passenger feel a greater sense of intimacy. The luggage compartment in front of the rider holds a helmet. Gemma went into production in Japan the following year for the domestic market.

Recursion turbo parallel-twin middleweight, shown at 2013 Tokyo Auto Show

All-terrain vehicles (ATVs)

A 2004 LT-Z400 with custom modifications.

ALT50

LT50

LT-Z50

LT80

LT-Z90

ALT125

1983 Suzuki LT125D  LT125D

Quadrunner 160

ALT185

LT185

Suzuki Quadsport LT230S  LT230

LT250E

1987-1992 Suzuki LT250R Quad Racer ATV  LT250R

LT-Z250

Ozark 250

King Quad 300

LT300E

2004 Suzuki Eiger 400 4×4  Eiger 400

KingQuad 400

LT-Z400

2010 Suzuki LTR450 4×4  LT-R450

LT500R

KingQuad 500

Quadmaster 500

KingQuad 550

KingQuad 700

2008 Suzuki Kingquad 750  KingQuad 750

Event sponsorship

Suzuki is a major sponsor of luge, biathlon, and cross country skiing sporting events. They are also the current title sponsor of ASEAN Football Championship, English League Two club Milton Keynes Dons and Italian Serie A club Torino.

My personal pictures collected on www:

In 1977 I went with my blue 50cc moped, (bromfiets in NL) to my sister in the south of France. That beautiful looking thing was capable to drive 35 km/h and it was extremely wet and cold and after three days I was there. Only problem: I have to go back also. Two weeks later the same trip direction Venray, the Netherlands. In this holiday I drove 3.428km. Never again. What an experience !!

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See also

Companies portal

Japanese cars portal

List of Suzuki engines

Suzuki World Rally Team

References

^ Jump up to:^ab “Reference for FY2012” (PDF). Suzuki Motor Corporation. 9 May 2013. Retrieved 21 August 2013.

^ Jump up to:^abc “Financial Results for FY2012” (PDF). Suzuki Motor Corporation. 9 May 2013. Retrieved 21 August 2013.

Jump up^ Suzukiis pronounced [sɯzɯki] in Japanese. It is pronounced /səˈzuːki/sə-ZOO-kee in English, with a stressed zu. This pronunciation is used by the Suzuki company in marketing campaigns directed towards English-speakers.

^ Jump up to:^abc “Head Offices & Takatsuka Plant”. Global Suzuki. Suzuki Motor Corporation. Retrieved 5 September 2013. 300, Takatsuka-cho, Minami-ku, Hamamatsu City, JAPAN 432-8611

Jump up^ “World motor vehicle production OICA correspondents survey without double counts world ranking of manufacturers year 2011” (PDF).

Jump up^ Curvia

Jump up^ MOBY

Jump up^ outboard motor, the unit sales Honda, aiming for winding back on an outboard motor that is struggling hard Response.jp]

Jump up^ “Cars are a sideline for Suzuki; sport-utes carry the load”. Automotive News (5656). 29 April 1996. pp. S72(2).

^ Jump up to:^ab “Twist the Throttle: Suzuki”. Discovery Channel. Discovery Communications, LLC. Archived from the original (Video) on 2 January 2013. Retrieved 23 August 2013.

Jump up^ “VW and Suzuki settle four-year dispute”. BBC. 30 August 2015.

Jump up^ “Suzuki buys back Volkswagen’s stake for $3.8bn”. BBC. 17 September 2015.

Jump up^ “Suzuki Motor Corporation”. Google Finance.

Jump up^ Seth, Radhika (19 September 2012). “Adult adoptions makes perfect business sense”. Japan Daily Press. Archived from the original on 17 October 2012. Retrieved 17 April 2013. Even the most prominent businesses like Toyota and Suzuki, camera-maker Canon and soy sauce firm Kikkoman have a tradition of adopting sons to continue the family business. The current chairman and CEO of Suzuki, Osamu Suzuki is the fourth adopted son in a row to run the company.

^ Jump up to:^abcde “100 Years of Suzuki Excellence”. The Auto Channel. 12 March 2009. Retrieved 5 October 2013.

^ Jump up to:^abc “Suzuki Motorcycles – The GS Papers – From GS To GSX-R”. Motorcyclist Magazine. 1 April 2007. Retrieved 5 October2013.

^ Jump up to:^ab Atiyeh, Clifford (12 July 2012). “Is Suzuki Quitting the U.S. Car Market?”. MSN Autos. Microsoft. Retrieved 21 August2013. Suzuki’s American division, famous for motorcycles and ATVs, is struggling mightily to sell cars.

Jump up^ McClearn, Matthew (19 April 2013). “The Ode: North American Suzuki cars (1980–2013)”. Canadian Business. Retrieved 21 August 2013. American Suzuki filed for bankruptcy on 5 November 2012. Suzuki Canada scrambled to reassure dealers, employees and customers it would drive safely past the wreckage. That was wishful thinking.

^ Jump up to:^{abcdefghijklmnopqrs} “History 1909–”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

^ Jump up to:^abcd “Products History 1950s”. Motorcycle – Global Suzuki. Suzuki Motor Corporation. Archived from the original on 6 October 2013. Retrieved 18 August 2013.

Jump up^ “Suzulight SS”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 2 October 2013. Retrieved 12 September 2013. This was Japan’s first proper 4-wheeled minicar. It was released in October 1955 with a 2-stroke, 360 cc engine. The ‘Suzu’ of the name was an abbreviation of its manufacturer, Suzuki, and ‘light’ indicated both the nimble operation of the car and evoked an image of illumination. The Suzulight was the first Japanese vehicle to successfully mount a 2-stroke engine in a 4-wheeled car, and it was also the first wholly Japanese vehicle to use a front-engine front-wheel drive set up.

^ Jump up to:^abc English, Bob (13 August 2009). “Suzuki celebrates its 100th anniversary”. MSN Canada. Retrieved 25 August 2013. Given the current global economic downturn, all bets are off on reaching its sales target, but Suzuki’s Canadian operation is currently operating with the throttle wide open nevertheless.

^ Jump up to:^ab Mizukawa, Yuki (2012). 二輪自動車産業における寡占体制形成 [Oligopolistic structure formation in the motorcycle industry]. Economic Bulletin of Senshu University (in Japanese). Tokyo, Japan. 47 (1): 75.

Jump up^ 1960 TT 125 cc results Retrieved 2014-03-29

Jump up^ Motorcycle Mechanics (magazine), August 1961, p.71 Suzuki Motor Co Ltd full-page factory advert, Suzuki 250 TB. Suzuki Motor Company are sending six Suzuki Manufacturer’s racers RT-61 125cc and six racers RV-61 250cc to six Grands Prix races Isle of Man, Assen, Spa, Belfast, Monza and Kristianspat. Accessed 2014-03-29

Jump up^ 1961 TT 250 cc results Retrieved 2014-03-29

Jump up^ Suzuki Racing Models 1960–1967^{[permanent dead link]} Retrieved 2014-03-29

^ Jump up to:^ab “Toyokawa Plant”. Global Suzuki. Suzuki Motor Corporation. Retrieved 5 September 2013. 1–2, Utari, Shiratori-cho, Toyokawa-shi, Aichi.

^ Jump up to:^abc “Racing History 1960s”. Motorcycles – Global Suzuki. Suzuki Motor Corporation. Archived from the original on 8 March 2014. Retrieved 19 August 2013.

Jump up^ “TT 1962”. The official Isle of Man TT website. Isle of Man Department of Economic Development. Retrieved 24 August2013. The two-lap 50cc race was regarded as a bit of a giggle by some cynics, but they could not have been proved more wrong as the Grand Prix battles between Suzuki, Honda and Kreidler spilled on to the Mountain Course.

Jump up^ “TT 1963”. The official Isle of Man TT website. Isle of Man Department of Economic Development. Retrieved 24 August2013. History was made in the 50cc race, which was increased to three laps after the previous year’s success.

Jump up^ Wilson, Byron (20 August 2013). “Suzuki Celebrates 50 Years in America at Indy”. Motorcycle USA. Retrieved 23 August 2013. Suzuki was in a unique position though. In addition to celebrating its 50th year in 2013, it also saw the end of automobile production in the States following approval of bankruptcy filings in March.

Jump up^ “Suzuki Fronte 800”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 2 October 2013. Retrieved 12 September 2013. Frontes were exhibited at the Tokyo Motor Show from 1962 to 1964, and the 800 cc class small passenger vehicle that was shown as an R & D vehicle was eventually released as the Fronte 800 in 1965. It featured a water-cooled 2-stroke 785 cc power plant and a front-engine front-wheel drive set up mated to a 4-speed transmission that propelled the car to a top speed of 115 km/h. Its styling was ahead of its time, which assured its favorable reception.

^ Jump up to:^ab “Products History 1960s”. Motorcycle – Global Suzuki. Suzuki Motor Corporation. Archived from the original on 4 October 2013. Retrieved 18 August 2013.

Jump up^ “Iwata Plant”. Global Suzuki. Suzuki Motor Corporation. Retrieved 5 September 2013. 2500, Iwai, Iwata-shi, Shizuoka.

^ Jump up to:^ab “Kosai Plant”. Global Suzuki. Suzuki Motor Corporation. Retrieved 5 September 2013. 4520, Shirasuka, Kosai-shi, Shizuoka.

^ Jump up to:^abcdefghij “History 1970–”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “Meetings – The official Isle of Man TT website”. TT 1970. Isle of Man Department of Economic Development. Retrieved 24 August 2013.

Jump up^ “History of Suzuki 4×4: 1970”. Global Suzuki. Suzuki Motor Corporation. Retrieved 26 August 2013.

^ Jump up to:^abcd Parry, John (4 June 2010). “Jimny the giant killer turns 40”. The Weekly Times. Retrieved 4 September 2013. The original Jimny, the LJ10, was unveiled in Japan in 1970 – although it first appeared in Australia in 1974 as the LJ20, powered by a 360cc water-cooled two-stroke engine.

^ Jump up to:^ab “Suzuki GT750”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 6 February 2012. Retrieved 12 September 2013. This motorcycle had a water-cooled, 2-stroke, 3-cylinder engine that provided good acceleration over a wide speed range from low to high. Technologies developed for Grand Prix racing were incorporated into the body structure and brakes. Easily visible meters and other features were also provided.

^ Jump up to:^abcdef “Products History 1970s”. Motorcycle – Global Suzuki. Suzuki Motor Corporation. Archived from the original on 6 October 2013. Retrieved 18 August 2013.

Jump up^ “Racing History 1970s MX”. Motorcycles – Global Suzuki. Suzuki Motor Corporation. Archived from the original on 11 November 2007. Retrieved 19 August 2013.

^ Jump up to:^ab “Suzuki RE-5”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 2 October 2013. Retrieved 12 September 2013. This masterpiece of ambition was equipped with a water-cooled, single-rotor Wankel rotary engine. The RE-5 gained popularity all over the world for its completely unique design by Giorgetto Giugiaro, as well as its peripheral port system and twin mufflers.

Jump up^ “Suzuki Philippines Incorporated”. Company. Suzuki Philippines Inc. Retrieved 25 August 2013. Since 1959, Suzuki came into the Philippine motoring scene through the able management of Rufino D. Antonio and Associates Inc wherein they handled nationwide distribution of Suzuki motorcycles.

Jump up^ “History of Suzuki 4×4: 1975”. Global Suzuki. Suzuki Motor Corporation. Retrieved 26 August 2013.

^ Jump up to:^abc “Company Milestones”. Pak Suzuki Motor Co. Ltd. Archived from the original on 24 September 2011. Retrieved 14 September 2013.

^ Jump up to:^ab “Suzuki considers turning out vehicles in Pakistan”. Nihon Keizai Shimbun. Tokyo: 7. 7 October 1980.

^ Jump up to:^ab “Endurance and Superbike Racing History”. Global Suzuki. Suzuki Motor Corporation. Archived from the original on 9 March 2014. Retrieved 26 August 2013.

Jump up^ “History of Suzuki 4×4: 1977”. Global Suzuki. Suzuki Motor Corporation. Retrieved 26 August 2013.

Jump up^ “GM ties with two Japanese car makers”. Nihon Keizai Shimbun. Tokyo: 1. 18 August 1981.

Jump up^ “Suzuki’s New Australian Home”. AutoWeb News. 1 March 1998. Archived from the original on 22 March 2012. Retrieved 2 September 2013. Marking a new beginning for the giant Japanese car, motorcycle and marine manufacturer in Australia, the new purpose-built complex will be in Melbourne rather than Sydney, the company’s home for 18 years.

^ Jump up to:^{abcdefghijklmno} “History 1980–”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

^ Jump up to:^abcde “Products History 1980s”. Global Suzuki. Suzuki Motor Corporation. Archived from the original on 2 January 2015. Retrieved 2 September 2013.

Jump up^ “G.M., SUZUKI AND ISUZU AGREE TO ‘MINI-CAR’ DEAL”. The New York Times. 13 August 1981. Retrieved 2 September2013. The companies hope to gain an edge in the increasingly competive [sic] market for small, fuel-efficient cars with an engine displacement of 1,000 cubic centimeters and under. The agreement provides for each of the three companies to acquire shares in the other companies and to offer mutual technological and marketing assistance.

Jump up^ Neff, John (17 November 2008). “GM selling remaining Suzuki stake for $230M”. Autoblog. AOL Inc. Retrieved 2 September2013. GM has held an equity stake in Suzuki since 1981, when it purchased approximately 5.3 percent of the Suzuki shares outstanding. GM’s stake was diluted to 3.5 percent in subsequent years, but in 1998 GM increased its holding in Suzuki to 10 percent, and to slightly over 20 percent in 2001. In 2006, GM sold a 17.4 percent stake in Suzuki.

^ Jump up to:^ab “Racing History 1980s”. Motorcycles – Global Suzuki. Suzuki Motor Corporation. Archived from the original on 7 February 2012. Retrieved 19 August 2013.

Jump up^ “1981 – 1995 Suzuki Samurai”. MSN Autos Canada. Microsoft. Retrieved 3 September 2013. Though the Samurai wasn’t the first Suzuki off-roader to be sold in Canada, it was more popular. Arriving in 1981, the rugged and affordable ute quickly became popularity. Unfortunately its high centre of gravity and quick steering made it prone to rollovers. Sales ended in Canada in 1989, but continued in the U.S. until 1995.

Jump up^ “History of Suzuki 4×4: 1981”. Global Suzuki. Suzuki Motor Corporation. Retrieved 3 September 2013. In 1981 Suzuki continued to enjoy a developing level of success in the domestic market, but it was with the export of the SJ410 that the company really broke into new markets.

Jump up^ “World Championship Motocross Racing/All Japan Road Race & Motocross History 1980s”. Motorcycles – Global Suzuki. Suzuki Motor Corporation. Archived from the original on 26 September 2009. Retrieved 19 August 2013.

Jump up^ Jacob, Jijo (9 January 2008). “CHRONOLOGY-Maruti Suzuki to launch world models from India”. Reuters. Retrieved 11 September 2013. Suzuki Motor Corp owns 54.2 percent in Maruti Suzuki India Ltd, India’s leading car maker.

Jump up^ “Pak Suzuki Motor Company”. Business Recorder. 29 August 2013. Retrieved 7 September 2013. Pak Suzuki Motor Company Limited (PSMCL) is a public limited company that was formed in 1983 as a joint venture between Pakistan Automobile Corporation Limited and Suzuki Motor Corporation Japan. A year later, the Company started its operations, which were initially limited to the assembly and marketing of Suzuki FX.

Jump up^ “Suzuki to double auto production in Pakistan”. Nihon Keizai Shimbun. Tokyo: 10. 20 November 1984.

Jump up^ Khan, Baber (19 September 2010). “The legacy of Suzuki Mehran”. The Express Tribune. Retrieved 7 September 2013. Years ago some clean shaved kind hearted Japanese men come down to Karachi – better known as the ‘city of no-lights’ located in the ‘country of no-lights’ with the same aim as Tata. In 1982 Awami Auto Limited began the production of the Suzuki SS80 or Suzuki FX as we call it and the very next year Awami Autos Ltd was renamed Pak Suzuki Motor Company Ltd which in 1988 ceased the production of FX and brought in the second generation Suzuki Alto which in Pakistan is called Mehran.

Jump up^ Elmer, Matthew. “1982 Suzuki LT125”. MSN Autos Canada. Microsoft. Retrieved 4 September 2013. While the public was still enamoured with the three-wheel layout, Suzuki figured a fourth wheel couldn’t hurt. While three-wheelers are nimble and agile, their triangular arrangement made them prone to rollover accidents. The fourth wheel dramatically reduced the risk of toppling over, creating what we recognize today as an ATV.

^ Jump up to:^ab “Suzuki RG250 Gamma”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 6 February 2012. Retrieved 12 September 2013. The Suzuki RG250G was the dream machine of road bikes, developed using technologies that Suzuki had accumulated on the Grand Prix racing circuit. Every imaginable technology was packed into the machine, including the first aluminum square-pipe frame in the world to be used on a mass-market motorcycle.

Jump up^ McGrew, Jonathan (25 January 2010). “Suzuki To Make Swift Return In 2011”. Green Car Reports. Retrieved 7 September2013. The last time the American market saw a Suzuki Swift was in 2001. Some of you might not remember the Swift, but you might recall its very close cousin the Geo Metro. The Suzuki Swift was originally named the Suzuki Cultus and first introduced to the Japanese market in 1983. From 1983 on, the Cultus was marketed in seven countries under several different nameplates, the best-known of which were Suzuki Swift and Geo Metro. Since 2001 we have been without the Swift nameplate, but recent news has pointed to the return of the Suzuki Swift for 2011.

Jump up^ AP (3 April 1984). “Suzuki Ships Cars to G.M.”The New York Times. Retrieved 9 September 2013. The first shipload of 900 fuel-efficient, 60-horsepower cars, called the Cultus, left for the United States from central Japan on Sunday, he said. G.M., which owns 5 percent of Suzuki and helped develop the car, wanted to import up to 100,000 of the cars a year. But because the cars are Japanese-made, they fell under that country’s United States import quotas and the government allowed G.M. only 17,000.

Jump up^ “History of Suzuki 4×4: 1984”. Global Suzuki. Suzuki Motor Corporation. Retrieved 9 September 2013.

^ Jump up to:^ab Brown, Warren (26 May 1988). “Suzuki Samurai”. Orlando Sentinel. Retrieved 9 September 2013. When the Suzuki Samurai entered the United States in late 1985… its ride was brutal. Its handling at highway speeds was frightening. And it was noisy… Today the Samurai is selling at the impressive rate of 8,000 vehicles per month, largely to younger buyers, 25 and under. It’s also appearing before a growing number of juries in court cases stemming from roll-over accidents… Suzuki says its first-generation Samurai vehicles are safe. The plaintiffs disagree. Presumably, the courts will decide who’s right. What’s certain is that the 1988 1/2 Samurai is superior to those earlier models that have brought Suzuki so much fortune, fame and trouble.

^ Jump up to:^ab Holusha, John (3 September 1988). “Suzuki Samurai Vehicles Set Record Sales in August”. The New York Times. Retrieved 9 September 2013. Samurai sales, which had been running at 5,000 to 6,000 a month for the first five months of the year, dipped to 2,199 in June after the Consumers Union report. American Suzuki, which is owned by the Suzuki Motor Company of Japan, heatedly denied the accusation and offered a $2,000 cash incentive to its dealers – a very substantial amount on a vehicle with a base price of $8,495. That allowed dealers to cut prices aggressively, and at the same time Suzuki increased its advertising.

^ Jump up to:^ab “Suzuki GSX･R750”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 6 February 2012. Retrieved 12 September 2013. The Suzuki GSX-R750 came onto the market equipped with the styling and mechanisms of endurance-racing motorcycles. Suzuki incorporated into this mass-market vehicle technologies that it had developed through its racing experience, and it became a best-seller in the 750 cc class.

Jump up^ “JAPAN: Suzuki’s Alto minicar hits 4 million mark”. just-auto.com. 8 August 2001. Retrieved 12 September 2013. Sales reached one million in 1985 and the three million mark was passed in 1993. However, expansion of Suzuki’s subcompact lineup and the increasing popularity of RV-style subcompacts like Suzuki’s own Type R slowed production of the Alto.

Jump up^ Horovitz, Bruce (20 August 1985). “Introducing Low-Price ‘Samurai’ in November : Suzuki to Market Jeep Competitor”. Los Angeles Times. Retrieved 15 September 2013. Analysts said Suzuki will be the pioneer in the ‘mini-sport utility’ market, a segment in which the domestic companies have announced no plans to compete. The Big Three U.S. auto makers all sell full-size off-road vehicles, and American Motors has long been a major competitor with its Jeep line.

Jump up^ Sloane, Leonard (21 September 1987). “Advertising; New Spots For Suzuki: ‘Never Dull'”. The New York Times. Retrieved 12 September 2013. ‘This car is available in 103 countries throughout the world, this being the 103d, not the first,’ said N. Douglas Mazza, vice president and general manager of the Suzuki of America Automotive Corporation in Brea, Calif. ‘In the 102 other countries, they see it as a sports-utility car. But in our campaign, you won’t see any reference to what kind of car it is. Let the buyer define it.’

^ Jump up to:^ab “Jinan Qingqi Motorcycle Co., Ltd”. About Us. qingqi.com.cn. Retrieved 12 September 2013. JINAN QINGQI MOTORCYCLE CO., LTD.(JNQQ) was established in 1956, the headquarters is in Jinan City, Shandong Province, where the first civil motorcycle of China was made. Since 1985, Jinan QINGQI started to work with SUZUKI (JAPAN) technically, and manufactured the first scooter in mainland of China. Established the Joint Venture with SUZUKI in 1996, with PEUGEOT in 2006, and became the only company who has 2 different technical systems from both Europe and Japan.

Jump up^ “G.M., SUZUKI IN CANADA TIE”. The New York Times. 28 August 1986. Retrieved 12 September 2013. Unlike three other Asian auto plants being built in Canada, the companies said they have agreed to abide by a treaty between the United States and Canada requiring greater Canadian content in cars produced here.

Jump up^ “MAZDA:1980–1989”. History. Mazda Motor Corporation. Retrieved 12 September 2013.

^ Jump up to:^ab Krebs, Michelle. “Suzuki’s Grand Vitara, a Granddaddy of SUVs, Shifts Gears”. AutoObserver. Edmunds Inc. Retrieved 12 September 2013. But before the Toyota and Honda SUVs were even a gleam in product planners’ eyes, Suzuki had virtually invented the compact soft-roader market with the 1988 debut of the Escudo in Japan and launched a year later in the U.S. as the Sidekick.

^ Jump up to:^ab O’Dell, John (26 September 1989). “Samurai Sales Plunge Sparks Shuffle at American Suzuki”. Los Angeles Times. Retrieved 12 September 2013. Also Monday, American Suzuki announced its 1990 automobile lineup. The Samurai is being de-emphasized, with fewer models and options being offered. Meanwhile, the Sidekick—a squat version of the Samurai with a lower center of gravity, is being offered in several new configurations. As last year, there will be three models of the Swift.

Jump up^ Lienert, Paul (12 March 1989). “Japan Has 50% Of U.s. Car Market Within Reach”. Chicago Tribune. Retrieved 12 September 2013. – General Motors Corp. is importing nearly 150,000 units a year from Japanese affiliates Isuzu Motors Ltd. and Suzuki Motor Co. Ltd. and buys another 100,000 to 150,000 units a year from New United Motor Manufacturing Inc., its joint venture in Fremont, California, with Toyota Motor Corp. (GM`s joint venture in Canada with Suzuki, called Cami Automotive, is expected to provide another 120,000 utility vehicles a year to the U.S. automaker. The plant is scheduled to open in April.)

^ Jump up to:^abc “Suzuki in Hungary”. Magyar Suzuki Zrt. Retrieved 13 September 2013.

^ Jump up to:^{abcdefghijklm} “History 1990–”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “P.M. BRIEFING : Japanese Upgrade Mini-Vehicles”. Los Angeles Times. 5 March 1990. Retrieved 13 September 2013. Japanese auto makers have started marketing mini-vehicles with upgraded standards, bolstering prospects for recovery of the mini-car market, industry sources said today.

Jump up^ Bohlen, Celestine (25 April 1991). “Suzuki Starts Joint Venture In Hungary”. The New York Times. Retrieved 13 September2013. The Suzuki Motor Corporation began the first major Japanese investment in Eastern Europe today, signing a joint venture project that will start producing hatchback passenger cars at a former Soviet military base in northern Hungary next year. The $235 million Magyar Suzuki plant, near the Danube River in the city of Esztergom, represents the largest single foreign investment in Hungary.

Jump up^ James B. Treece (22 September 1991). “Why Gm And Daewoo Wound Up On The Road To Nowhere”. Bloomberg Businessweek. Retrieved 13 September 2013. Like its local rivals, Daewoo was looking more to the protected—and lucrative—domestic market, which bought 60% of all Korean-built cars in 1989, up from only 33% in 1987. But its rivals were introducing cars with newer technology. When GM balked at Daewoo’s request for newer models to keep up, the Korean company inked a technology-sharing deal with Japan’s Suzuki Motor Co.

Jump up^ “The Good Oil: A big deal in a small package”. New Zealand Herald. 31 August 2013. Retrieved 13 September 2013. Looking like the runt of the litter from an unholy union between a Mazda MX-5 and a Dodge Viper, the Cappuccino was a rear-wheel drive convertible that featured a removable roof and roll bar and was powered by a mighty 657cc three-cylinder engine. It was produced from 1991 until 1997 and a few are still visible on local roads, but now it seems there is a rumour doing the rounds that Suzuki is considering reviving its little RWD hero for a launch in 2016!

^ Jump up to:^ab “India’s car market: Local hero”. The Economist. 14 August 1997. Retrieved 14 September 2013. Under the terms of the joint venture, Suzuki and the government take turns in nominating MUL’s managing director, for five years at a time. The present boss, Ravindra Bhargava, was Suzuki’s choice. His term runs out this month, and the government and Suzuki cannot agree on his successor. The head of the Japanese firm, Osamu Suzuki, has been invited to India to help make the final decision. Even if a compromise is reached, this may be just a preliminary skirmish in a battle for control.

Jump up^ “Two-wheel Drive From Japan”. Chicago Tribune. 11 July 1993. Retrieved 18 September 2013. Suzuki formed Wangjian Suzuki Motorcycle Co., owned 50 percent by Wangjiang Machine Building Plant, 35 percent by Suzuki and 15 percent by Nissho Iwai Corp., in last month to produce 7,500 250-cubic centimeter Suzuki motorcycles in the first year and 50,000 in the third year.

Jump up^ Tycho de Feijter (1 July 2013). “Suzuki Alto 20th Anniversary Edition hits the China car market”. China Auto News. CarNewsChina.com. Retrieved 18 September 2013. The Suzuki Alto 20th Anniversary Edition has been launched on the China car market, price starts at 52.400 yuan and ends at 61.400 yuan. Best thing: it comes only in Pink! The pinky special edition celebrates the 20th birthday of the Chang’an-Suzuki joint venture that started making the second generation Suzuki Alto in June 1993.

Jump up^ “Suzuki Wagon R”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 18 September 2011. Retrieved 12 September 2013. The Wagon R has a short bonnet and a tall body style. Featuring upright seats for ease of ingress and egress, its spacious passenger compartment accommodates 4 adults. It has a fully flat luggage compartment with a generous amount of space. The Wagon R has a highly rigid body and a wide field of vision and demonstrates its environmental consciousness by adopting the new R134a refrigerant. Named the 1993 RJC Car of the Year.

Jump up^ Hideko Takayama; George Wehrfritz (17 January 1999). “Japan’s Mini Invasion”. Newsweek. Archived from the original on 6 May 2012. Retrieved 18 September 2013. Suzuki called it the Wagon R. Launched in late 1993, Aoshima’s creation became Japan’s car of the decade. It accommodates four adults and luggage, and has seats that recline, fold flat into a bed or tuck away to maximize storage space. ‘It’s like a 4.5-tatami room,’ marvels one Tokyo-based analyst, referring to the multifunctional spaces in small Japanese homes. Every Japanese minicar maker borrowed the Wagon R concept, and it appeared later in the two Mercedes designs, the A-class and the Smart.

Jump up^ “Maruti rolls out five millionth car”. The Hindu. 28 April 2005. Retrieved 19 September 2013. The first Maruti vehicle, a Maruti 800, was rolled out on 14 December 1983. The first million was reached in March 1994 while the second million was completed in October 1997. The three millionth vehicle was rolled out in June 2000 while the four millionth vehicle was manufactured in April 2003, the last million being the fastest, coming in just two years.

Jump up^ Davison, Phil (11 March 1994). “Spanish town ‘at war’ with Suzuki_ Phil Davison writes from Linares on an upsurge of bitter anti-Japanese feeling”. The Independent. Retrieved 19 September 2013. Last month, Suzuki, owners of 84 per cent of Andalusia’s only car plant, Santana Motor, announced a ‘suspension of payments’ – its liquidity could not cover its short-term debts. It said it would not invest another peseta, that a new investor would have to come up with 38 billion pesetas (around pounds 190m) and that 60 per cent of Santana’s 2,400 workers would have to go.

Jump up^ Dever, Paul (6 December 1996). “Suzuki Motorcycle and Truck Joint Venture Begins Operation”. The Auto Channel. Retrieved 19 September 2013. The Associated Press reported that Suzuki Motor Corp.’s joint venture with Vietnam has started operating an assembly plant to make light trucks and motorcycles. The financial newspaper Investment said the factory, located in the Bien Hoa industrial zone north of Ho Chi Minh City, had set a production goal of 10,000 trucks and 30,000 motorcycles per year. The venture’s product will be sold locally in Viet Nam and exported.

Jump up^ VNS (26 April 2012). “Suzuki turns first sod on factory project”. Viet Nam News. Retrieved 19 September 2013. Viet Nam Suzuki Corp began to manufacture motorbikes at Binh Da factory in Dong Nai in 1996.

Jump up^ VIR. “Authorities suspicious of Suzuki tax scandal”. VietNamNet Bridge. VietNamNet. Retrieved 19 September 2013. Suzuki has been operating in Vietnam since 1996 with the construction of a motorcycle and automobile plant in Long Binh Techno Park in Dong Nai Province. In 2006, it built a new motorcycle plant to meet demands from the expanding market in Vietnam with an annual output of 80,000 units, also in Long Binh Techno Park.

Jump up^ “Suzuki Wins Product Innovation Award at IMTEC 97”. Recreational Boating Building Industry. Polson Enterprises. 25 September 1997. Retrieved 20 September 2013.

Jump up^ Dean Travis Clarke (16 July 1998). “What’s New In Boat Engines”. Orlando Sentinel. Retrieved 20 September 2013. Suzuki also qualifies as a four-stroke innovator, having won the American marine industry’s top prize last year for its 65- and 75-horsepower models. Tests show that Suzuki has better acceleration than its competitors. In fact, Suzuki’s engines have proved to be so good that the company now makes all the four-strokes for Outboard Marine Corp.’s Evinrude and Johnson lines.

Jump up^ Collings, Anthony (22 April 1997). “Suzuki accuses Consumer Reports publisher of rigging tests”. CNN. Retrieved 9 September 2013. The auto manufacturer released what it said was evidence that CU, which publishes Consumer Reports magazine, rigged results in 1988 to make the vehicle look bad and boost magazine sales.

Jump up^ Peterson, Iver (23 April 1997). “Suzuki Says Testers Sought To Prove A Car Unsafe”. The New York Times. Retrieved 9 September 2013. In its comment on roll-over standards, presented to the National Highway Traffic Safety Administration yesterday, the car maker included an affidavit from a former Consumers Union test mechanic that after the car failed to tip after several runs, a senior Consumers Reports editor in effect instructed the testers to find someone who could make the car go up on two wheels. Suzuki said a videotape of the test, obtained from Consumers Union under a court procedure, also reveals a car tester yelling, ‘All right, Ricky baby!’ when a Samurai driven by Richard Small tipped up in a test.

Jump up^ Mitra, Sumit (10 November 1997). “On a crash course”. India Today. Retrieved 14 September 2013. In the ongoing wrestling bout between the Industry Ministry and Suzuki Motor Company (SMC) of Japan for the control of Maruti Udyog Limited (MUL), the Indian side has put its opponent on a half nelson.

Jump up^ “COMPANY NEWS; AUTO MAKER TO TRIPLE ITS STAKE IN SUZUKI MOTOR”. The New York Times. 17 September 1998. Retrieved 11 September 2013. G.M. is strong in North America, Latin America and Europe, but it does not have a big presence in Asia. It hopes to use Suzuki as a springboard to increase its presence there.

Jump up^ “Government, Suzuki resolve Maruti row”. Rediff On The Net. Rediff.com. 8 June 1998. Retrieved 14 September 2013. The government has signed a memorandum of understanding and settlement with the Suzuki Motor Corporation under which appointments of chairmen and managing directors of their joint venture, Maruti Udyog Limited, will be made only after mutual consultation.

Jump up^ “Changan Automobile Company Limited”. Changan Suzuki Automobile Co., Ltd. Chongqing Changan Automobile Company Limited. Archived from the original on 21 September 2013. Retrieved 20 September 2013. Changan Suzuki Automobile Co., Ltd now has 4176 staffs, of which there’re about 880 management and technology personnel. Changan Suzuki is mainly engaged in four products series: LingYang (came to market in June 1998); Swift (came to market in April 2005); TianYu SX4 (sedan) (came to market by the end of 2006) and SX4 (hatchback) (came to market in March 2007); new Alto (came to market in September 2009).

^ Jump up to:^abc “Suzuki drives back into Myanmar”. Investvine.com. 8 February 2013. Retrieved 16 February 2013.

Jump up^ Miyazaki, Ken (9 March 2012). “Suzuki looks to restart business in Myanmar”. Asahi Shimbun. Archived from the original on 21 September 2013. Retrieved 20 September 2013. The maker had produced motorcycles and small commercial vehicles in Myanmar under a joint company with a state-backed enterprise since 1998, when the country was ruled by a military government.

Jump up^ “Myanmar Suzuki Motor Co., Ltd”. Businessweek.com. Bloomberg L.P. Retrieved 20 September 2013. Myanmar Suzuki Motor Co., Ltd. manufactures motorcycles, small passenger cars, and commercial vehicles. The company was founded in 1998 and is based in Yangon, Myanmar. Myanmar Suzuki Motor Co., Ltd. operates as a subsidiary of Suzuki Motor Corp.

Jump up^ Brown, Roland (2006), The Ultimate History of Fast Motorcycles, Bath, UK: Parragon, pp. 214–215, ISBN1-4054-7303-7

^ Jump up to:^ab Hyde, Justin (5 November 2012). “Suzuki leaves U.S. car business to focus on small vehicles elsewhere”. Motoramic. Yahoo! Inc. Retrieved 9 September 2013. And after nearly 30 years on these shores, the company had failed to craft much of an identity among American consumers. In China, Malaysia and elsewhere, Suzukis are seen as cheap yet stylish transportation, an image that it could never build here. Suzuki’s models were never top of their class in any particular measure; the 16-year battle with Consumer Reports over its pillory of the 1988 Suzuki Samurai didn’t help. Among motorcycle enthusiasts, the Suzuki Hayabusa remains legend as the world’s fastest production bike, but Suzuki never found a way to translate the enthusiasm for its two-wheeled products to those with four.

^ Jump up to:^ab “Suzuki Hayabusa”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 16 October 2013. Retrieved 16 October 2013. The Suzuki Hayabusa had a 1299 cc 4-cylinder DOHC engine, which employed the latest electronic fuel injection system. High-speed plated cylinders were used for the engine, and excellent piston cooling efficiency was achieved through the use of a compact and lightweight cylinder block and crankshaft. The multi-reflector low beam and projector high beam were characteristically laid out one above the other. Large air intakes to introduce boost pressure were laid out on both sides of the lights in locations that maximize running wind pressure. This contributed to greatly increased horsepower and torque. A large capacity clutch helped to realize fine gear engagement and light clutch feeling. The aerodynamic performance was optimized by an elaborate design around the cowling featuring a one-piece front fender, air intakes, and the like, as well as by optimal layout of the radiator and oil cooler.

Jump up^ O’Dell, John (12 December 1998). “American Suzuki Names New President”. Los Angeles Times. Retrieved 2 October 2013. American Suzuki Motor Corp. has appointed longtime company executive Rick Suzuki as its new president. He had been president of CAMI Automotive Inc., an auto manufacturing joint venture of Suzuki Motor Corp. and General Motors of Canada. Suzuki will be responsible for directing all of Brea-based American Suzuki’s operations, including its automotive, motorcycle and marine divisions. Suzuki began his career with Suzuki Motor Corp. in Japan in 1974. He joined Suzuki Canada Inc. in 1987 and was responsible for overseeing operations for all three divisions of the Canadian subsidiary. He launched Suzuki Motor’s automotive division operations in Canada.

^ Jump up to:^ab Krebs, Michelle (30 April 2008). “Rick Suzuki: Fall on Sword Justified?”. AutoObserver. Edmunds.com. Retrieved 2 October2013. In a March letter to employees, the 60-year-old Rick Suzuki wrote that he would step down ‘to bear responsibility’ for the automaker’s poor sales and earnings. No timeframe was given for his departure. Chairman of American Suzuki since 1998, he is the grandson of Suzuki Motor Corp. founder Michio Suzuki.

Jump up^ Bowman, Bill. “GM Argentina”. Generations of GM History. GM Heritage Center. Retrieved 30 September 2013.

^ Jump up to:^abc “History 2000”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “TIMELINE: Key dates in General Motors’ history”. Reuters. 29 May 2009. Retrieved 30 September 2013.

^ Jump up to:^ab “History 2001”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ Terril Yue Jones (7 March 2001). “Jaguar Takes the Wraps Off the X-Type, Its $30,000 Make-or-Break Machine”. Los Angeles Times. Retrieved 30 September 2013. Also unveiled in Switzerland for the Geneva show and likely to come to America: the Suzuki Liana, a five-door compact minivan-like vehicle known in Japan as the Aerio. The Liana, based on the Suzuki Esteem, will come in front-wheel-drive and all-wheel-drive configurations.

Jump up^ “Suzuki Liana”. Fleet News. Bauer Automotive. 7 March 2001. Retrieved 30 September 2013. SUZUKI is claiming its new hatchback will bring unbeatable value to the compact business car sector when it is launched this month. Priced from £9,995 on-the-road, the Liana – short for Life In A New Age – is a five-door, five-seat model that has the potential to drive Suzuki into the heartland of the C segment by offering significantly higher perceived value than European market pacesetters like the Volkswagen Golf and Ford Focus.

Jump up^ Waters, Pattie (1 October 2002). “SMAC is Born – Suzuki Opens North American ATV Manufacturing Facility”. Off-Road.com. VerticalScope Inc. Retrieved 2 October 2013. Suzuki Manufacturing of America Corporation (SMAC) was created in 2001 to establish Suzuki’s first US manufacturing facility. SMAC will initially be building ATV’s in it’s [sic] 100,000 square foot manufacturing facility located on Technology Parkway in Rome, Georgia.

Jump up^ “History 2002”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

^ Jump up to:^ab “Suzuki Choinori”. 240 Landmarks of Japanese Automotive Technology. Society of Automotive Engineers of Japan, Inc. Archived from the original on 13 October 2013. Retrieved 12 September 2013. The Suzuki Choinori was developed to be mainly used for short journeys for commuting and shopping. The appropriate engine output, body structure, and required functions were reviewed from the basic design phase in pursuit of mass reduction, rationalization of parts, and high quality. It achieved mass reduction of about 40% compared with a conventional scooter by reducing the size of parts, the application of a new engine, a newly designed frame, and by careful reduction of the number of plastic parts. Such rationalization, including a reduction in the number of parts tightened by nuts and bolts, enabled the Choinori to be sold at the low price of 59,800 yen. Colored resin was used for plastic parts to provide 6 body colors without the need for painting. A new high-speed cylinder plating technology was introduced for the newly developed 4-stroke engine to enable high-speed processing at low cost. This reduced the weight of the engine by about 40% compared with a conventional 50 cc engine.

Jump up^ “Suzuki Becomes a “Made-in-America Manufacturer with Opening of Georgia ATV Plant”. The Auto Channel. 31 May 2002. Retrieved 2 October 2013.

Jump up^ Swibel, Matthew (6 April 2007). “Hail, Rome!”. Forbes. Retrieved 2 October 2013. Suzuki hired its first 60 production workers (24 of them with the Coosa Valley certification) in 2002 and another 100 last year. Production is running at 300 all-terrain vehicles a day, with a 0.2% manufacturing-defect rate and, so far, no injuries.

Jump up^ Kodack, Anthony (7 April 2008). “Suzuki Manufacturing Of America Celebrates 250,000 ATV Units”. TopSpeed. Retrieved 2 October 2013. In May 2002, Suzuki Manufacturing of America Corp. (SMAC) opened in Rome, Ga., as Suzuki’s only U.S.-based manufacturing facility and began producing the Eiger series of ATVs. Today, 300 SMAC employees are building ATV frames, molding plastic and assembling KingQuad 400s, 450s and 750s at a rate of more than 200 units in an eight-hour shift. Last year almost 60,000 quads came off the line.

^ Jump up to:^ab “History 2003”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

^ Jump up to:^ab Nakamura, Akemi (18 April 2002). “Suzuki prepares a ‘mini’ blitz”. The Japan Times. Retrieved 30 September 2013. In fact, the joint project between Suzuki and Fiat is one of the fruits of its relations with GM, which owns 20 percent stakes in both the Japanese and the Italian carmakers.

Jump up^ “History 2004”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ Hyde, Justin (8 July 2013). “July 8: Consumer Reports settles the Suzuki Samurai case on this date in 2004”. Motoramic. Yahoo! Canada Co. Retrieved 9 September 2013. Introduced to the United States in 1985, the Suzuki Samurai made an instant name for itself with a combination of bargain-basement pricing and real off-road ability, even if it only had 62 hp under the square hood. The good times ended a few years later when Consumer Reports ran the photo above, warning the Samurai ‘easily’ rolls over in sharp turns. That story sent Samurai sales plunging, and Suzuki filed a libel suit against the magazine in 1996, a year after halting Samurai sales in the face of tougher safety standards.

Jump up^ James F. Peltz (9 July 2004). “Suzuki, Consumer Reports Settle Case”. Los Angeles Times. Retrieved 9 September 2013. The joint statement said Consumer Reports’ use of the adverb ‘easily’ in describing the Samurai’s tendency to roll over might ‘have been misconstrued and misunderstood.’ The magazine was referring to the results of ‘severe turns’ in certain tests and ‘never intended to state or imply that the Samurai easily rolls over in routine driving conditions,’ the statement said.

^ Jump up to:^ab “75th Geneva International Motor Show”. Global Suzuki News. Suzuki Motor Company. 1 March 2005. Retrieved 10 September 2013. This year’s show sees the European launch of the New SWIFT, which was previously premiered at the Paris Motor Show in 2004… We also introduce our recently established brand philosophy ’Way of Life!’ which is to put further emphasis on our customers and their individual ways of life with our products. It is also to show, with this phrase, our devotion to creating cars that will bring true customer satisfaction.

^ Jump up to:^ab “History 2005”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “Press Release”. Global Suzuki. Suzuki Motor Company. 1 March 2005. Retrieved 10 September 2013. The 2005 Geneva Motor Show presents the ideal opportunity to introduce both our new Swift compact, as well as our fresh new brand philosophy, which wefve chosen to call ’Way of Life!’ Like all our products, the Swift has been designed to deliver a driving experience with genuine worldwide appeal.

Jump up^ “Suzuki Cycles”. Français. Suzuki Canada Inc. Archived from the original on 1 September 2013. Retrieved 11 September2013.

Jump up^ “Suzuki Veículos do Brasil – Entre e divirta-se”. Svb Automotores do Brasil Ltda. Retrieved 11 September 2013.

Jump up^ “第26回　日本カー・オブ・ザ・イヤー 2005–2006”. COTY記録. CAR OF THE YEAR JAPAN. Archived from the original on 17 October 2013. Retrieved 10 September 2013.

Jump up^ Simona (29 March 2006). “Suzuki Expands Product Line With New Introductions At 2006 New York International Auto Show”. TopSpeed. Retrieved 30 September 2013. Globally introduced at the Geneva Motor Show in March 2006, the Suzuki SX4 compact sport X-over with AWD will make its North American debut at the NYIAS. The all-new SX4 features a versatile, rigid five-door design, a standard all-wheel-drive system and for the U.S. market, a sophisticated fuel-sipping 2.0-liter DOHC engine.

Jump up^ “Suzuki XL7 CUV to Bow in N.Y.”WardsAuto. Penton. 29 March 2006. Archived from the original on 2 October 2013. Retrieved 30 September 2013. The XL7 is based on General Motors Corp.’s Theta platform (Chevrolet Equinox, Saturn Vue, Pontiac Torrent). The XL7 will be built at Suzuki’s CAMI Automotive Inc. joint venture with GM in Ingersoll, Ont., Canada, which last built a Suzuki vehicle in January 2004. CAMI also produces the Equinox and Torrent.

Jump up^ Amadon, Ron (14 October 2006). “2007 Suzuki XL7 Limited”. MarketWatch. Archived from the original on 17 October 2013. Retrieved 30 September 2013. Suzuki still has a long way to go to become a household word as far as four-wheel vehicles go, but they’re now better prepared to take on the big dogs with vehicles like the XL7. The trick is to get customers into their showrooms (and, as a corollary, for potential customers to find those dealers).

Jump up^ “History 2006”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “GM Sells 7.9% Stake in Isuzu”. Los Angeles Times. 12 April 2006. Retrieved 30 September 2013. This month, GM sold 17% of Suzuki Motor Corp. for about $2 billion, leaving it with a 3% stake. That came after last year’s sale of GM’s 20% stake in Fuji Heavy Industries Ltd., the maker of Subaru cars.

Jump up^ “History 2007”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ Ramesh, Randeep (11 December 2007). “Suzuki to make cars in India for export to Europe from next year”. The Guardian. Retrieved 1 October 2013. For the first time, Suzuki sold more cars in India than in Japan during the first half of the fiscal year and by March 2009 will be making nearly 1 million cars a year in the country.

^ Jump up to:^ab “Nissan to build Suzuki truck at Tennessee plant”. NBCNews.com. Associated Press. 11 December 2007. Retrieved 1 October 2013. The announcement of the timetable for production of the Suzuki truck at Nissan’s plant in Tennessee coincided Tuesday with Suzuki officials saying the company would build a new compact hatchback in India that will be sold worldwide.

Jump up^ “History 2008”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “GM will sell stake in Suzuki to raise capital”. Los Angeles Times. Associated Press. 18 November 2008. Retrieved 1 October 2013. The Asian automaker will repurchase the shares for $230 million.

Jump up^ “Suzuki exhibits Equator midsize pickup truck at Chicago Auto Show”. Suzuki Global News. Suzuki Motor Corporation. 14 February 2008. Retrieved 2 October 2013.

^ Jump up to:^ab Mateja, Jim (25 January 2009). “Test Drive: 2009 Suzuki Equator, Grand Vitara”. Chicago Tribune. Retrieved 2 October2013. In the U.S., Suzuki is best known for motorcycles and all-terrain vehicles, with sales of more than 1 million units here the last five years, or about 10 times more than the cars it sells in the U.S. annually.

Jump up^ Mike Ramsey; Tetsuya Komatsu (31 March 2008). “Suzuki U.S. Chief Will Quit After Missing Sales Goal”. Bloomberg. Retrieved 2 October 2013. Suzuki’s U.S. auto sales rose less than 1 percent last year to 102,000, following three years of gains of at least 11 percent. In 2003, Rick Suzuki, the grandson of the company founder, predicted U.S. sales would reach 200,000 by the end of 2007.

Jump up^ “Suzuki USA CEO, Rick Suzuki Quits Over Poor Sales”. Carscoops. 31 March 2008. Retrieved 2 October 2013. Unfortunately for ASMC employees, Rick Suzuki also wrote in the letter that due to the fact the company reported operating losses in 2007, it will reduce its U.S. work force of 674 by 55 employees through a voluntary retirement plan and that ASMC ‘is in no position to provide any bonus, let alone pay raise this year’.

Jump up^ Gunn, Malcolm (17 October 2008). “2009 Suzuki Equator”. The Commercial Appeal. Retrieved 2 October 2013. The Nissan Frontier is ideally suited as the basis for the Equator, which is scheduled to arrive later this year. It’s compact dimensions (slightly larger than a Ford Ranger and just a touch smaller than the mid-size Toyota Tacoma) neatly fits Suzuki’s small-car-focused lineup, yet its solid body-on-frame construction and impressive power from an available V6 give it tremendous versatility.

Jump up^ “Volkswagen and Suzuki agreed to establish a comprehensive partnership”. Volkswagenag.com. 9 December 2009. Archived from the original on 5 June 2010. Retrieved 5 October 2010.

Jump up^ Hiroko Tabuchi; Bettina Wassener; Chris V. Nicholson (9 December 2009). “Volkswagen to Buy 20 Percent Stake in Suzuki”. The New York Times. Retrieved 2 October 2013. In the deal, which is subject to regulatory approval and is expected to close in January, Volkswagen will purchase 19.9 percent of Suzuki’s issued shares for ¥222.5 billion, or $2.5 billion. Suzuki will invest up to half of that amount received from Volkswagen into shares of Volkswagen.

Jump up^ “History 2009”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “History 2010”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “Volkswagen completes Suzuki tieup”. Japan Times. 15 January 2010. Retrieved 16 January 2010.

Jump up^ “Suzuki eyes RI as production hub with $800 million project”. Kontan.co.id. 22 June 2011. Archived from the original on 29 June 2011. Retrieved 19 August 2011.

Jump up^ “Suzuki s Rome plant celebrates 10th anniversary”. Rome News-Tribune. 26 February 2011. Archived from the original on 4 October 2013. Retrieved 2 October 2013. Rod Lopusnak, U.S. sales manager, told the plant workers that of the 311,537 four-wheelers manufactured at the Rome plant, more than 260,000 have been sold in the U.S. ‘The last two years have been very difficult on Suzuki and the whole U.S. economy, but the power sports business in general has been challenged like never before,’ Lopusnak said.

Jump up^ “History 2011”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ Harner, Stephen (15 November 2011). “The VW-Suzuki Split and Japanese Corporate Globalization”. Forbes. Retrieved 2 October 2013. VW appears to have had a hidden agenda, which was to bring Suzuki into its group as an affiliate. Such an intention was revealed in VW’s annual report published in March that listed Suzuki as a consolidated entity within the group. This ‘Freudian slip’ caused shockwaves in Hamamatsu and was the last straw for Chairman Suzuki.

Jump up^ Chikafumi Hodo; Christiaan Hetzner; Edmund Klamann (24 November 2011). “Suzuki files for arbitration in VW dispute”. Reuters. Retrieved 2 October 2013. Suzuki, a specialist in building small cars profitably for emerging markets, said on Thursday it initiated arbitration procedures with the International Chamber of Commerce International Court of Arbitration in London. A spokesman for Volkswagen reiterated that the company believed there was ‘no legal basis whatsoever obliging us to surrender our shares.’

Jump up^ “History 2012”. Global Suzuki. Suzuki Motor Corporation. Retrieved 18 August 2013.

Jump up^ “Suzuki To Increase Presence in Indonesia”. The Wall Street Journal. 4 January 2012. Retrieved 3 October 2013. For Suzuki, the new Indonesia plant is part of a campaign to expand rapidly in Asian markets outside Japan, and to solidify its lead in India. While the company remains committed to its home market, sluggish demand and intense competition there have led it—and most other Japanese auto makers—to seek growth abroad. The yen’s rise to record highs against the dollar has made exports from Japan less competitive, so the makers are ramping up production elsewhere.

^ Jump up to:^ab “Eco energy firm in Suzuki deal”. Leicester Mercury. 6 February 2012. Archived from the original on 29 October 2013. Retrieved 26 October 2013. The deal sees the creation of a separate company called SMILE FC System Corporation, which both businesses have a 50 per cent stake in. Phil Caldwell, Intelligent Energy’s business development director and a SMILE FC board member, said: ‘This joint venture is the latest exciting development in the successful relationship between Intelligent Energy and Suzuki, which has previously resulted in the Crosscage motorcycle and the Suzuki Burgman Fuel Cell Scooter. It is a big step towards the mass production of automotive fuel cell systems.’

^ Jump up to:^ab “Suzuki and IE to commercialize FC cars and bikes”. Gizmag. 8 February 2012. Retrieved 26 October 2013. Given the rash of publicity that has been mounting around the already-certified, ready-to-go (Suzuki was granted Whole Vehicle Type Approval in March 2011 for the Burgman) Burgman FC scooter, it will almost certainly be the new company’s first commercial product.

Jump up^ Deutsche Presse-Agentur (21 March 2012). “Suzuki launches Thailand-made eco car”. The Nation. http://www.nationmultimedia.com Thailand. Retrieved 3 October 2013. The launch of the model, designed to run more than 20 kilometres per litre of fuel, followed a similar launch by Mitsubishi Motors Thailand of its new Mirage model on Tuesday. Five Japanese automobile manufacturers won tax privileges to design and produce compact, fuel-efficient passenger cars for the domestic and export market.

Jump up^ “Suzuki Motors to end US car sales amid growing struggle”. BBC. 6 November 2012. Retrieved 17 April 2013.

Jump up^ Hirsch, Jerry (5 November 2012). “American Suzuki to file for bankruptcy, end U.S. auto sales”. Los Angeles Times. Retrieved 2 October 2013. Suzuki said that its ‘automotive division was facing a number of serious challenges,’ including the low sales volume, a dearth of models, the unfavorable exchange rate between the U.S. dollar and the Japanese yen, the cost of the maintaining a dealership network and the regulatory environment for the automotive industry in the U.S.

Jump up^ Berkowitz, Justin (8 November 2012). “Suzuki Ends U.S. Car Sales: Why It Had to Do It (And Other Brands That Could Disappear)”. Car and Driver.

Jump up^ W.J. Hennigan (7 November 2012). “Suzuki gives up on U.S. auto market”. Los Angeles Times. Retrieved 2 October 2013. Unlike larger carmakers, the Japanese automaker failed to rebound from the recession as North American car sales plummeted 72% to 30,000 for the fiscal year that ended March 30 from a peak of 107,000 in fiscal year 2008.

^ Jump up to:^ab Swarts, David (12 November 2012). “Suzuki Confirms 1 Million Commemorative Edition GSX-R1000 Coming To America In 2013”. Roadracing World. Retrieved 23 August 2013.

^ Jump up to:^ab Wilson, Andrea (17 August 2013). “2014 Suzuki GSX-R 1000 SE First Look”. Cycle News. Retrieved 23 August 2013. The 50th anniversary Suzuki GSX-R1000 was launched in front of the media and Suzuki owners in the Suzuki hospitality today at Indianapolis Motor Speedway.

Jump up^ Kenzie, Jim (9 November 2012), “Suzuki Canada carries on”, Wheels.ca website, Torstar, retrieved 10 November 2012, He needed to reassure everyone in his organization … that it will be business as usual for Suzuki Canada: meaning many late-Monday-night phone calls and meetings, plus a media release indicating as much.

Jump up^ Keenan, Greg (26 March 2013). “Suzuki calls off 30-year drive in Canada”. Auto Making. The Globe And Mail. The revenue from selling about 5,500 vehicles, as Suzuki did in Canada last year, do not come close to covering the costs of designing and developing vehicles for a market this size, along with meeting regulatory requirements that are different than those of the company’s other large markets such as Japan and India.

Jump up^ Swan, Tony (6 March 2013). “2014 Suzuki SX4: Suzuki Still Produces Autos, Just Not for Us [2013 Geneva Auto Show]”. Car and Driver. Retrieved 10 September 2013. Despite Suzuki’s departure from the U.S. market, the company continues to be a player in other parts of the world, a fact underscored by the Geneva introduction of its new SX4 crossover. The SX4 has been one of Suzuki’s most popular offerings, and the latest iteration continues to be a five-passenger vehicle, based on a front-drive unibody platform, but it’s substantially bigger than the current model, with a much more contemporary look and upscale interior furnishings.

Jump up^ Beene, Ryan (2 March 2013). “American Suzuki bankruptcy plan approved by U.S. court”. Automotive News. Crain Communications, Inc. Retrieved 17 October 2013. Company exiting U.S. auto market after 30 years

Jump up^ Press Release (1 April 2013). “American Suzuki Motor Corporation (“ASMC”) Consummated Chapter 11 Plan and Sale of Assets to Suzuki Motor of America, Inc”. Business Wire. Retrieved 17 October 2013. ASMC’s Chapter 11 Plan was confirmed by Bankruptcy Judge Scott C. Clarkson of the U.S. Bankruptcy Court for the Central District of California in Santa Ana on 28 February 2013. The Chapter 11 Plan became effective on 31 March 2013, when ASMC closed its assets sale and commenced paying the claims in full of all consensually settling Automotive Dealers and trade creditors through the PE Creditor Trust established by the Plan.

Jump up^ Schwartz, Jan (29 July 2013). “Volkswagen, Suzuki resume alliance talks: sources”. Reuters. Retrieved 3 November 2013. ‘There have been talks at board level,’ one of the people familiar with the matter told Reuters, a sign that the frosty relations between the two car makers may be thawing.

Jump up^ Kubota, Yoko (1 August 2013). “Suzuki denies reports it has resumed talks with Volkswagen”. Reuters. Retrieved 3 November 2013. Suzuki Motor Corp (7269.T) Executive Vice President Toshihiro Suzuki denied recent media reports that it and Volkswagen (VOWG_p.DE) have resumed talks on how to resolve a dispute about a partnership deal.

Jump up^ Dyste, Leslie (23 October 2013). “Nissan, Suzuki Recall Thousands of Vehicles”. KSTP TV. Retrieved 24 October 2013. The recall involves GSX-R600 and GSX-R750 motorcycles from the 2004 through 2013 model years and GSX-R1000 motorcycles from the 2005 through 2013 model years.

Jump up^ Jensen, Christopher (23 October 2013). “Nissan and Suzuki Issue Recalls for Braking Problems”. The New York Times. Retrieved 24 October 2013. The motorcycle manufacturer says corrosion of the front brake piston may generate gas within the brake system, reducing stopping power. There was no mention of any accidents related to the problem.

Jump up^ The Earthtimes (9 January 2008). “Suzuki’s A-Star concept in global debut at Delhi auto show : Cars General”. Earthtimes.org. Retrieved 20 May 2009.

Jump up^ “Knowing Maruti Suzuki”. Marutisuzuki.com. Retrieved 29 December 2012.

Jump up^ “Maruti Suzuki Monthly Sales”. Marutisuzuki.com. Retrieved 29 December 2012.

Jump up^ “Milestones”. Archived from the original on 15 December 2007.

Jump up^ “Maruti Suzuki XA Alpha origins – Overdrive”. Overdrive.in. 15 March 2011. Archived from the original on 25 February 2013. Retrieved 17 April 2013.

Jump up^ “Concept XA Alpha unveiled”. Marutisuzuki.com. 5 January 2012. Retrieved 17 April 2013.

^ Jump up to:^ab Thomas, David (5 November 2012). “Suzuki Files Bankruptcy, Stops Selling Cars in U.S.” Cars.com. Retrieved 5 November 2012.

^ Jump up to:^ab “UPDATE 2-Suzuki to end car sales in U.S., focus on motorcycles”. 5 November 2012.

Jump up^ “U.S. December 2009 Auto Sales”. TheAutoChannel.com. Retrieved 19 April 2011.

Jump up^ Matrix Consultants, 323.766.0732. “Suzuki December 2008 Sales”. Media.suzuki.com. Archived from the original on 16 July 2011. Retrieved 19 April 2011.

Jump up^ Siler, Wes (19 November 2009). “No 2010 Suzukis planned”. Hell for Leather. Retrieved 21 January 2011

Jump up^ Atlas, Steve. “No 2010 Suzuki Sportbikes?”. MotorcycleUSA. Retrieved 21 January 2011

Jump up^ Harley, Bryan (19 July 2010). “Suzuki Intros First Wave of 2011 Motorcycles”. Motorcycle USA. Retrieved 21 January 2011

Jump up^ “Pak Suzuki Motor Company Limited :”. Paksuzuki.com.pk. Retrieved 20 May 2009.

Jump up^ AP (4 December 2009). “Suzuki, General Motors to end Canada partnership”. The Hindu. Suzuki said on Friday it will sell its 50 percent stake in CAMI Automotive Inc. to GM for an undisclosed price. The deal marks the demise of a nearly three-decade relationship between the two companies and gives GM full control of the factory.

Jump up^ “Suzuki to stop selling autos in Canada”. 26 March 2013.

Jump up^ “Archived copy”. Archived from the original on 12 July 2016. Retrieved 13 July 2016.

Jump up^ Suzuki Global locations

Jump up^ McCausland, Evan (6 November 2012). “Six Suzukis That Should Have Been Sold Stateside”. MotorTrend Magazine. Source Interlink Media. Retrieved 30 October 2013. Although Suzuki’s American lineup offered little to quicken our collective pulse, the company did show a few occasional flashes of genius abroad, showing there were still a few enthusiasts trapped within the corporate walls.

Jump up^ Dowling, Joshua (27 October 2007). “The weird on wheels”. Sydney Morning Herald. Retrieved 31 October 2013. Of all the Japanese brands, Suzuki is probably best placed to produce ‘personal mobility devices’. After all, it is famous for making motorcycles as well as clever small cars. The PIXY is Suzuki’s answer to Toyota’s i-Real. The difference is that Suzuki has built a small van-like ‘car’ (called the SSC, for Suzuki Sharing Coach) that the PIXY docks into. So, you can drive on main roads in your SSC and then scoot along the footpath in your PIXY. It’s a dream for now, but Suzuki already produces a small motorised buggy for the elderly, so maybe this isn’t so far away after all.

Jump up^ Simister, John (30 October 2007). “Tokyo Motor Show: I have seen the future – and it’s fun”. The Independent. Retrieved 31 October 2013. Take those wheeled pods. For the third Tokyo show in succession, the latest variation on the theme was revealed: the i-Real. This is a motorised chair that leans back as it speeds up, and leans into corners. Its name suggests that Toyota is serious about this device. Do you think it could work? No, nor do I. Suzuki does, though, and takes the notion a stage further with its Pixy + SSC. The Pixy part is, again, a three-wheeled, single-seater pod, this time weatherproof with a windscreen and roof, two of which can dock inside the Suzuki Sharing Coach (SSC) for higher speeds and longer drives. Electricity comes from a hydrogen fuel cell and solar energy, and the SSC recharges the Pixies as it drives along.

Jump up^ Jeremy W. Peters (11 January 2005). “That’s a Suzuki?”. The New York Times. Retrieved 30 October 2013. Suzuki says a derivative of the Concept-X will be built sometime in 2006. By then, the steering wheel, which resembles one you would see on a jet, will most likely be cut from the plan.

Jump up^ Voss, Arv (14 June 2008). “2008 Suzuki XL7”. San Francisco Chronicle. Retrieved 30 October 2013. The XL7 evolved from the Suzuki Concept-X, which debuted at the 2005 North American International Auto Show in Detroit. The midsize crossover SUV is stylish, roomy and versatile, lending itself ideally to its intended purpose.

Jump up^ “The 82nd Geneva International Motor Show”. Global News. Suzuki Motor Corp. 6 March 2012. Retrieved 30 October 2013.

Jump up^ “2012 Beijing International Automotive Exhibition”. Global News. Suzuki Motor Corp. 23 April 2012. Retrieved 30 October2013.

Jump up^ Stevens, Mike (9 November 2011). “Suzuki Regina Concept Previews New City Car, Tokyo Debut Planned”. The Motor Report. Retrieved 30 October 2013. Whether the Regina will replace the Alto is unclear, but Suzuki has at least confirmed that the new concept offers a preview of its next-generation city-car plans. The current Alto is less than three years old, so a replacement is likely sometime away.

^ Jump up to:^ab Siler, Steve (9 November 2011). “Suzuki Totes Swift Sport and Three Concepts to Tokyo (Guess Which One We Want)”. Car and Driver Blog. Hearst Communications Inc. Retrieved 30 October 2013. Suzuki may be struggling to maintain much of a presence in the U.S., but the brand remains a successful purveyor of small vehicles elsewhere in the world. Indeed, we could see the cars it’s showing at the 2011 Tokyo auto show being received well in global markets—and there’s one in particular that we wouldn’t mind seeing here. A rundown of the quartet follows.

^ Jump up to:^ab Woosey, Jason (9 November 2011). “Suzuki delivers quirky Regina concept”. Independent Online. Retrieved 30 October2013. The Regina concept will be unveiled at the Tokyo Motor Show in Japan early next month, alongside an even stranger little creature called the Q-concept.

Jump up^ “TEAM SUZUKI by Ray Battersby (2008) Parker House Publishing ISBN 0-9796891-5-5 / 0-9796891-5-5”. Teamsuzuki.co.uk. Retrieved 5 October 2010.

Jump up^ R Kinnersly (23 November 2011). “Boost Ports”. Model Engine News. Retrieved 10 October 2013. It has been used with outstanding success by the M.Z. designer, Walter Kaaden, who obtained a 20 per cent. power increase by combining this port with the standard Schnürle system.

Jump up^ “karimun wagon r”. Karimun Wagon R. Archived from the original on 9 December 2014. Retrieved 11 July 2009.

Jump up^ Oxley, Matt (27 December 2012). “50 years ago: The Ernst Degner story”. Motor Cycle News. Bauer Media. Retrieved 10 October 2013. Most remarkable of all, Suzuki and the other Japanese factories only built winning two-strokes after Suzuki paid star MZ rider Degner a king’s ransom to defect from East to West and sell Kaaden’s hard-earned secrets.

Jump up^ “motogp.com · Suzuki Motor Corporation suspends GP racing”. Retrieved 28 November 2011.

Jump up^ “Suzuki return to MotoGP with Aleix Espargaro and Maverick Viñales in 2015”. MotoGP.com. Dorna Sports. 30 September 2014.

^ Jump up to:^ab http://www.iomtt.com/TT-Database/Machines.aspx?marq_Name=Suzuki&filter=S

Jump up^ Steven L. Thompson (8 November 2010). “L+S=MF (Cont’d)”. Cycle World (Blog). Bonnier Corp. Retrieved 5 October 2013. In the September, 1966, issue of CW, Suzuki ran an ad for the X6 Hustler 250, a ferociously quick 250cc piston-port Twin with six speeds and “Posi-Force” oil injection. What made the ad stick in my mind all these years was the copywriter’s line at the top: “We’ve invented a very fast way to lose 70 lbs.” The point being, as the body copy of the ad made clear, that the Suzuki was as quick and fast as most 500s but it weighed much less.

Jump up^ “1966 Suzuki X6 Hustler”. Jay Leno’s Garage. NBC Studio, Inc. 10 April 2008. Retrieved 5 October 2013. When Suzuki introduced the X6 in the fall of 1965, it caused an immediate sensation. Developed with the goal of captivating the U.S. market, the Hustler was designed to be the fastest 250 cc motorcycle in the world. The bike featured Suzuki’s first ever tubular steel double-cradle frame, and its air-cooled two-stroke sleeved aluminum cylinder engine was capable of just about 100 mph. Surprisingly sophisticated, this little engine achieved 100 hp per one liter cylinder volume, which meant it could outrun most of the bigger, faster bikes on the road. It featured automatic oil injection, but more importantly, it was the first six speed motorcycle ever to go into full production.

Jump up^ “Suzuki to revive Hustler name”. Visordown. Immediate Media Company. 25 January 2013. Retrieved 7 October 2013. We can be pretty certain that whatever the new machine turns out to be, it won’t follow the mechanical pattern of the original Hustlers, which were 250cc two-stroke parallel twins. Suzuki’s new 250cc four-stroke twin, as used in the naked Inazuma, might be a good choice.

Jump up^ Beresford, Jack (29 January 2013). “Suzuki plotting return of the Hustler motorbike?”. MotorbikeTimes.com. Retrieved 7 October2013. Whatever the case, reports indicate that the update could be heavily influenced by the classic T20 and T250 Hustlers which became such an iconic part of the brand itself.

^ Jump up to:^abc Solomon R. Guggenheim Museum, Field Museum of Natural History, Museo Guggenheim Bilbao (2001). “Catalog Index”. The Art of the Motorcycle. Guggenheim Museum. ISBN0-8109-6912-2.

^ Jump up to:^ab Melling, Frank (11 December 2004). “Kick start a blast from the past”. Telegraph. Retrieved 5 October 2013. The powerplant of the Seeley Suzuki was closely derived from Suzuki’s T500 Cobra road engine.

Jump up^ Melling, Frank (1 June 2005). “Memorable Motorcycles Suzuki T500”. Motorcycle USA. Retrieved 5 October 2013. The T500 metamorphosed into the GT500 which had better brakes, suspension, electronic ignition – and less performance. Even so, the GT500 and T500 are very much siblings. Together the two models had a production life of over 9 years and this means that there are still many thousands of T500s in use.

Jump up^ Melling, Frank (6 March 2012). “Racing Daytona On a Cafe Racer”. Motorcycle USA. Retrieved 5 October 2013. The motor, tuned for torque, was a dream. Pulling stupendously high gearing, the T500 was cruising round the banking at over 130mph – with speed still in reserve. Now, touring round at the back of the field was forgotten. Those AHRMA trophies looked good!

Jump up^ Choong En Han; Jeannette Goon (8 September 2013). “The workhorse nobody remembers”. The Star Online. Star Publications (M) Bhd. Retrieved 5 October 2013. Efforts are being made to tell the story of two Suzuki T500 motorcycles which were once the workhorse of our traffic police.

Jump up^ “SUZUKI TM400 CYCLONE – The most dangerous bike ever built?”. Off-Road.com. VerticalScope Inc. 1 November 2005. Retrieved 7 October 2013. Somewhere around 4000 rpm, the electronic ignition would go from a mild retard mode, to FULL ADVANCE, with no graduation at all. Bang! The proverbial light switch. What made this problem even more pronounced, was that the ‘jump’ never happened at the same rpm twice in a row. When it was cold, it might hit earlier. As the engine warmed up, it might jump 200 or 300 rpm later. But you could never predict exactly when.

Jump up^ Weeston, J. (11 February 2013). “Top Ten Worst Motorcycles of All Time”. Xmotorcycle. Helmet Venture Inc. Archived from the original on 14 February 2013. Retrieved 7 October 2013. Imagine having an amazing amount of horsepower you could turn on instantly like a light switch. Now, imagine never quite knowing when that light switch is going to suddenly flick on and accelerate you forward to the point of making the Kessle Run in less than 12 parsecs. Also, you’re off-road and it’s 1971.

Jump up^ Weisel, Jody. “The Worst Bikes I Ever Rode”. Motocross Action Magazine. Hi-Torque Publications, Inc. Retrieved 7 October 2013. It would scare you. I loved the Suzuki TM125 Challenger and felt that the TM250 Champion was a decent bike, but the TM400 Cyclone was totally unpredictable. I take that back. If you expected bad things to happen, it never disappointed you. Once, at a night race on a ’74 model, I thought someone was trying to pass me on my left side; it turns out that the back of my TM400 was swapping so bad that I could see it in my peripheral vision. Down a rough straight, the TM400 resembled a fish flopping on a beach.

Jump up^ “1975 Suzuki RM 125”. Pelican Guano Motorsports. Retrieved 11 October 2013. The ’75 was the first year for the RM series. It actually was only made for 6 months as the TM was in production at the beginning of the year and at the year end Suzuki introduced the new RM series.

Jump up^ “The Life And Times Of The Suzuki RM250”. Dirt Bike Magazine. Hi-Torque Publications, Inc. 12 December 2011. Archived from the original on 12 October 2013. Retrieved 11 October 2013. The liquid-cooled RM250 of 1982 reigns supreme as the best 250 of the year. It’s faster, lighter and has better suspension than anything in the class.

Jump up^ Chaterji, Pablo (18 February 2005). “Suzuki RG 250 Gamma – Gamma Ray”. Business Standard Motoring. Retrieved 5 September 2013. Cue 1983, when Suzuki presented the RG250 Gamma and turned the class on its head. Although many motorcycles had been called road-legal racers before the Gamma, the RG was perhaps the first mass-produced motorcycle with a lightweight aluminum frame and a racing-type aerodynamic fairing, and it started a new trend in the process. Suzuki used all their two-stroke knowledge and racetrack experience when building the Gamma and it showed – it was light, fast, handled superbly and was an instant box-office hit in the racing circuits.

Jump up^ Kodack, Anthony (17 October 2007). “Suzuki GSX-R750 Model Timeline”. TopSpeed. Retrieved 8 October 2013. With the 1983 RG250 Gamma, Suzuki was the first factory to deliver a true racer replica using race-bred technology to the public. The next step was to build a 4-stroke 400cc machine for the Japanese home market and a year later a 750cc machine, culmination to the Suzuki’s racing experiences in the World Endurance, AMA Superbike and Championship. The GSX-R750 was first presented at the 1984 IFMA Cologne Show in West Germany. Although it was fully street legal, it was clear that it was built even to compete in the various Worldwide Championships.

Jump up^ “Classic Test: Suzuki RG500 v Yamaha RD500LC”. Visordown. Immediate Media Company. 21 December 2011. Retrieved 10 October 2013. The RG makes a claimed 95bhp, which translates to a genuine 78bhp at the wheel, all packed in a svelte 156 kilos with a genuine top speed of 144mph. But that’s not all, it comes with an incredibly trick alloy frame, lifted straight off the race bike. Suzuki’s glory days in Grand Prix may be going through a lean time, but the RG still bristles with purpose and lessons learned off the track.

Jump up^ Pole, Warren (16 September 2010). “Bike Icon: Suzuki RGV250”. Visordown. Immediate Media Company. Retrieved 10 October 2013. Simply put, the RGV was nothing short of a revelation and a quantum leap forwards in performance and production bike technology.

Jump up^ Boehm, Mitch (1 December 2012). “Thirty Years of the (Original) Suzuki Katana”. Motorcyclist Magazine. Source Interlink Media. Retrieved 12 October 2013. The press’s reaction to the Katana was a mixed bag. Several books had the Big Kat on their December 1981 covers, including Motorcyclist and Cycle Guide, with futuristic layouts that stressed the starship, flashbike and quantum-leap aspects of the bike’s aesthetics. But styling was clearly a love-hate issue. ‘If visual impact is the Katana’s primary reason for being,’ wrote Cycle Guide, ‘then it is a rousing, unqualified success. Because no matter where this motorcycle goes, it turns heads and draws stares like a flasher at a church social. But while there’s no doubt Muth’s creation is the most spellbinding motorcycle to come along in quite some time, there is some question as to why: Do people gawk at it because it is pleasing to the eye, or is it simply too bizarre for anyone to not look at it?’

Jump up^ “1982 Suzuki GS1000SV Katana”. Classic Bikes from the AMA Motorcycle Hall of Fame Museum. American Motorcyclist Association. Archived from the original on 17 October 2013. Retrieved 16 October 2013.

Jump up^ Walker, Mick (2001), Performance Motorcycles, Amber Books, Ltd. and Chartwell Books (Book Sales, Inc.), pp. 26, 58, 76, 102, ISBN0-7858-1380-2

Jump up^ Mackenzie, Niall (8 October 2010). “Niall’s Spin: 1985–1986 Suzuki GSX-R750”. Visordown. Immediate Media Company. Retrieved 12 October 2013. The first GSX-R750 (it was sold as a 400 in 1984 in Japan) was incredibly light at 176kg with sophisticated suspension and race-ready brakes. Oh yes, and it came with drop-dead gorgeous racer styling, to all intents looking like a factory endurance racer, and finished in factory colours to boot. In 1985 there was nothing sexier.

Jump up^ Milner, Doug (24 August 2012). “1985 24-Hour Motorcycle World Speed Record”. Cycle World. Retrieved 12 October2013. That wonderful lunacy took place in September of 1985 (for the December, ’85, issue) when Cycle World set a 24-hour world speed record of 128.303 mph on a Suzuki GSX-R750. And not by a slim margin: We went 10 percent faster than the previous record, 117.149 mph, set in 1977 by Kawasaki with a modified KZ650.

Jump up^ McCraw, Jim (20 July 1997). “Motorcycle Wars: Japan’s Latest Shots at Fortress Harley”. The New York Times. Retrieved 13 October 2013. When Japanese clones began to arrive in the United States in the late 1980’s – Suzuki’s Intruder was the first – Harley was incensed that Honda had managed to duplicate its engines’ distinctive sound, a result of Harley’s simple crankshaft layout. Harley has applied for a trademark on the sound, a potato-potato-potato rhythm at idle and a staccato beat at cruising speeds.

Jump up^ Barker, Stuart (8 October 2010). “Bike Icon: Suzuki GSX-R1100”. Visordown. Immediate Media Company. Retrieved 14 October 2013. For their cash, GSX-R1100 buyers got an oil/air-cooled 1052cc dohc, four-cylinder, in-line motor housed in a lightweight double cradle frame made from aerospace quality aluminium and, since their front wheels would be spending so much time in the sky, that was a necessary luxury. Like the 750, the GSX-R1100 featured SACS (Suzuki Advanced Cooling System) as well as the new TSCC (Twin Swirl Combustion Chamber) and a host of acronyms which helped give mucho grunt from 5000 revs.

Jump up^ Ash, Kevin (4 July 2000). “An even better Bandit”. Telegraph. Retrieved 14 October 2013. So it will sell well, and our first ride suggests it deserves to. It’s thanks to the engine that Suzuki has been able to keep the cost around the £6,000 mark, as the four-cylinder, air and oil-cooled transverse four debuted back in 1986, when it powered the fearsome GSX-R1100.

Jump up^ Urry, Jon (13 April 2013). “Road Test: Suzuki Bandit 1200 VS 1250”. Visordown. Immediate Media Company Ltd. Retrieved 14 October 2013. Like a sleeper secret agent the Bandit has been doing its part to corrupt a generation of bikers into its wicked ways since it was launched in 1996. This big-bore monster was the first proper streetbike, boasting an air/oil-cooled 1,157cc motor that was very closely related to the legendary GSX-R1100’s lump while its styling was simple, naked and designed to show off this heart of metal. It wheelied like a banshee and went round corners, too. A perfect example of the philosophy keep it simple.

Jump up^ “Products History 1990s”. Global Suzuki. Suzuki Motor Corporation. Archived from the original on 6 October 2013. Retrieved 2 September 2013.

Jump up^ Siler, Wes (15 November 2010). “Retro: Suzuki DR Big”. RideApart. RideApart Inc. Retrieved 15 October 2013. We first learned of Doctor Big, or ‘Desert Express’ as he’s known by people with more mature senses of humor, in something of an aside in Kevin Ash’s Tiger 800 review about Triumph being peeved that people (read: us) think the Triumph is unmistakably an effort to copy the [BMW R80]GS’s design. It is, but Triumph argues that the BMW itself is simply a copy, of this Suzuki. And thus Doctor Big’s place in history is assured.

^ Jump up to:^ab “History”. All New V-Strom 1000 ABS. Suzuki Motor Corporation. Archived from the original on 16 October 2013. Retrieved 15 October 2013.

Jump up^ Brown, Roland (9 November 1996). “Motoring: Bike to the future”. The Independent. Retrieved 16 October 2013. Japan’s brightest show stars come from Suzuki, whose TL1000S sportster combines a 123bhp V-twin engine with a racy chassis based on a lightweight aluminium frame. The TL features fuel-injection and an innovative rear damping system.

Jump up^ Melling, Frank (28 March 2013). “Memorable Motorcycle: Suzuki SV1000”. Motorcycle USA. Retrieved 16 October 2013. So when the SV was launched the warning lights were well and truly lit on Suzuki’s instrument panel. Gone was the frenetic rush of the eight-valve, dual overhead cam V-Twin which powered the TL. Instead, Sensible San in Hamamatsu re-cammed and re-mapped the same motor, so that it allegedly produced 120 hp – but felt about 20 hp less. The capacity remained at 996cc and the six-speed gearbox was retained from the TL but now the powerplant was a sportbike engine which the Health and Safety lobby would have us all ride.

Jump up^ Bennett, Jon (13 January 2009). “Suzuki DL1000 GT”. Bristol Post. Archived from the original on 23 September 2015. Retrieved 16 October 2013. A couple of days later, however, I was in for a surprise. Having made a conscious decision to go out thrill-seeking, rather than just using the DL to commute, the smooth 1,000cc V-twin began to show its heritage. Based heavily on the tried and tested motor which once powered the frankly lunatic TL1000S and TL1000R sportsbikes of the 90s, the V-Strom showed remarkable venom once the revs really began to climb. The 90-degree V-twin which had previously been so gentlemanly had transformed into a fire-breathing monster. From 5,000rpm up to the redline, in gear after gear, the V-Strom has plenty of shove for the most brisk of overtaking manouevres.

Jump up^ Barker, Stuart. “600 Evolution 1985 – 2003”. Visordown. Immediate Media Company. Retrieved 17 October 2013. Of the major Japanese players, this leaves only Suzuki to offer up a contender and the latest is obviously the famed GSX-R600, first launched in 1996. But there were two earlier offerings. Back in 1992 in the ‘States you could get a GSX-R600, although it was only a sleeved-down 750 engine in a 750 chassis. For the UK in 1993 came the RF600R – a powerful enough (100bhp) machine but one which had to pull too much weight. The beast tipped the scales at 195 kilos and was never going to be a genuine supersports contender, more a comfy, relaxed all-rounder for dad to enjoy.

Jump up^ “GSX-R History”. Global Suzuki. Suzuki Motor Corp. p. 3. Archived from the original on 24 October 2013. Retrieved 17 October 2013. For riders who want the GSX-R experience in a middleweight machine, Suzuki introduced the GSX-R600 in 1997. Kunio Arase, project leader for this new member of the GSX-R family, says he started development with a mission: ‘The mission shared by every engineer for succeeding models of the legendary GSX-R line has been to surpass the performance of any existing model in its class. We determined to achieve the fastest top speed and starting acceleration, yet the production model had to be transformable to a winning circuit racer with minimal modification. Indeed, the first GSX-R600 realized a top speed faster than that of the GSX-R750 two years earlier, taking the World Supersport Championship for two consecutive years.’

Jump up^ Ash, Kevin (25 February 2006). “The joy of 600”. The Telegraph. Retrieved 17 October 2013. Which means the GSX-R600 K6 (as the 2006 model is designated) is millimetre-perfect in going precisely where you want it to, steering with no tendency to run wide, drop in or do its own thing in any way. It’s astonishingly stable, so much so that this is the defining characteristic of the handling, despite an improvement in agility and the GSX-R’s history of flightiness.

Jump up^ Ash, Kevin (18 March 2011). “Suzuki GSX-R600 review”. The Telegraph. Suzuki’s 600cc engine has had a more substantial makeover than the 750’s, with new pistons and combustion chamber shapes as well as the usual ECU and engine fuelling and ignition map upgrades, and the difference between old and new is marked. It’s not so much about the top-end power, which doesn’t feel significantly different, but the mid-range thrust is a lot better (far more helpful in terms of performance and usability).

Jump up^ Marmar, Shubhabrata (17 April 2008). “Suzuki GSX-R1300 Hayabusa -PERE-GRIN FALCON”. Business Standard Motoring. Retrieved 16 October 2013. The Hayabusa was first shown to the world in 1998. Love blossomed from the press kit stage itself, and while a few detractors dug in their heels and obstinately referred to the thing variously as an ugly pig and a gigantic, shapeless buffalo, the rest of the world was not tuned in to that frequency. With magazines awash with top speed runs, the 314–321 kph records were peppered by considerable astonishment. The speed was possible despite – and not at the expense of – the Hayabusa’s market-defined role – that of a comfortable sport tourer.

Jump up^ Ash, Kevin (10 December 2009). “Suzuki Hayabusa: the world’s fastest production motorcycle”. Telegraph. Retrieved 16 October 2013. We’re saving the best number until last: how about zero to 180mph in 18 seconds? Glorious, and all this on a bike that will just as happily trickle all day around the supermarket car park. Last summer, that is why Pirelli chose the Hayabusa to launch its new Angel ST sport-touring tyre with a speed-record attempt – the bike duly averaged 143mph for 24 hours over 3,209 miles, including all fuel stops and rider changes, setting the world record for standard production bikes.

^ Jump up to:^ab Ash, Kevin (4 August 2007). “Suzuki B-King is King of the road”. The Telegraph. Retrieved 25 October 2013. Instead, six years on, the spirit of that show bike has been retained. The details are beautifully executed with exceptionally high-quality fit and finish, and the motor is based on the Hayabusa’s imminent 2008 1,340cc unit rather than its slightly smaller and much older engine, which means a staggering 181bhp, making the B-King by far the most powerful naked street bike available.

Jump up^ Carpenter, Susan (12 December 2007). “Suzuki B-King is for Lord Vader. His chariot awaits”. Los Angeles Times. Retrieved 25 October 2013. From the front end, the headlight looks like the face of a Hasbro robot. The turn signals blink from the outer edges of the tank. Travel down the bike’s body to its curved radiator and finned oil cooler, and you’re looking at what appears to be the Dark Knight’s voice box.

Jump up^ Welsh, Jonathan (24 September 2008). “Suzuki’s B-King Muscle Bike Is for Motorcycle Riders Who Want to be Noticed”. The Wall Street Journal. Retrieved 25 October 2013. Viewed up close it looks, well, scary. If the B-King appeared in a feature film, the villain would ride it. Had ‘Star Wars’ been a biker movie, Darth Vader would have been in his element astride this Suzuki. The bike is menacing in black and has a mask-like shield around its headlight. Its pointy stinger tail and overall angular styling would go well with a cape.

Jump up^ “1999 Suzuki SV650”. Motorcycle Online. VerticalScope Inc. 19 March 1999. Retrieved 23 October 2013. Although it’s not incorrect to describe the SV650 as a naked, downscale TL1000S, it’s not entirely accurate either. True, the 645cc liquid-cooled, 90° V-twin engine borrows more than a few bits and pieces from Suzuki’s high-performance TL bikes such as lower exhaust cams and triangularly arranged crank and transmission shafts to reduce engine height and length, a rear cylinder head pipe that routes through the swingarm, an internal water pump, and all-electric instrument gauges. But the SV650 also receives a few new tweaks of its own, such as an oil guide that sprays oil directly on the gear faces. The SV650 also receives two 39mm Mikuni downdraft carburetors instead of fuel-injection, but considering the glitches we’ve experienced in the past with Suzuki’s EFI, carburetion isn’t that bad of an idea.

Jump up^ May, Keith (16 July 2008). “Frugal Fuelers: Suzuki SV650 – First Look”. Cycle World. Retrieved 23 October 2013. This then-new standard from Suzuki had apparently charmed the riding pants off everyone at the office. ‘So easy to flick back and forth that turning around and re-running ess-turns isn’t just an option, it’s a necessity,’ Cycle World’s May, 1999, issue declared. And shockingly, ‘Better performance numbers than Ducati’s Monster 900.’ Other turn-ons included the short wheelbase, low center of gravity, relaxed riding position, competent suspension, decent brakes, smooth gearbox, narrow waist, wide handlebars and cozy passenger perch. The perfect companion for novice and hooligans alike. And stunning good looks to boot.

Jump up^ Cathcart, Alan (1 December 2000). “Suzuki SV650S And Kawasaki ZX-6R – Tweaks 2001!”. Motorcyclist Magazine. Source Interlink Media. Retrieved 23 October 2013. Good news, bad news from Suzuki. As you’ll see elsewhere in this issue, we are indeed getting the light, hot GSX-R600 and 1000 (that would be the really good news) but, contrary to some rumors, we are not going to see a TL1000-engined naked model for 2001. (Oh, and we wanted it so badly.) Still, there’s plenty of good reason for V-twin fans to cheer, as the SV650S, a half-faired iteration of our favorite middleweight boomer, will finally come Stateside. Sporting a racier riding stance thanks to clip-ons replacing the naked SV’s tubular affair, taller gearing and slightly revised steering geometry, the SV-S we get will be identical to the bike Europeans and Canadians have enjoyed for two years. Cool, eh? The naked SV650 returns unchanged, as do the Bandit 600, Katanas 600 and 750 and TL1000s S and R.

Jump up^ Stermer, Bill (June 2009). “2009 Suzuki Gladius Road Test”. Rider Magazine. Retrieved 23 October 2013. In researching the market, Suzuki determined that with the influx of young people the average age of motorcycle buyers was no longer increasing. They further determined that the younger buyers entering the market desired practical and economical transportation, and thus the Gladius was born. The intent was for it to be more versatile than the Katanas by making it a naked bike with an upright seating position. It was originally targeted for the European market so they wanted something that was hip, urban and modern. Suzuki even sent Japanese designers to Europe for several months to study its fashion, architecture and motorcycle culture. The result is the flowing shapes and forward thrust, what Suzuki calls ‘style meets technology.’

Jump up^ “MOTORCYCLE [GLADIUS]”. Good Design Award. Japan Institute of Design Promotion. 2009. Retrieved 23 October 2013.

Jump up^ Ash, Kevin (19 December 2000). “Open the throttle for a big thrill”. The Telegraph. Retrieved 24 October 2013. BUY a Suzuki GSX-R1000 today! Right now! It doesn’t matter if you’re normally into tourers, trail bikes or whatever. If there is any soul in you, any quest whatsoever to experience truly mind-expanding excitement, then at some point in your life you really must own – or at the very least ride – this latest flagship supersports machine from the 500cc grand prix world championship-winning manufacturer. This bike not only offers more than any road-going sports bike before it in terms of power, handling and braking, it also plugs the rider into its dynamics with such clarity and obedient responsiveness that it feels as if your very nerve endings have been spliced into the wiring loom.

Jump up^ “Suzuki Electrically-controlled Continuously Variable Transmission (SECVT)”. Global Communications Magazine. Suzuki Motor Corp. 1. 2002. Archived from the original on 24 October 2013. Retrieved 18 October 2013. ‘Unlike the conventional centrifugal CVT using a rubber belt, the SECVT adjusts the CVT ratio by varying the drive-pulley diameter with an electric actuator motor,’ relates Kazutoshi Ohashi who led development of the SECVT control systems in Group I, Miyakoda R&D Centre. ‘The SECVT controller calculates the target engine revolution based on the vehicle speed and throttle position, and automatically adjusts the CVT ratio. Unlike conventional systems that adjust the CVT ratio only to the engine revolution, the SECVT’s calculation is made with the throttle position — the rider’s acceleration choice — also taken into consideration. That optimizes the CVT ratio for actual riding conditions.’

Jump up^ Ash, Kevin (29 June 2002). “Press here for ‘power’ mode”. The Telegraph. Retrieved 18 October 2013. Suzuki’s entry into the new superscooter class might be something of a latecomer, but, if anything, it’s been even more eagerly awaited than the first machine on this improbable scene, Yamaha’s 500cc Tmax. This has nothing to do with the fact the Burgman has an even bigger engine – its 54bhp, 638cc twin includes such high-performance features as double overhead cams, fuel injection and liquid cooling – but its transmission breaks new ground even in this innovative category.

Jump up^ “scooter [Skywave650]”. Good Design Award. Japan Institute of Design Promotion. 2003. Retrieved 4 November 2013.

Jump up^ “scooter [skywave series]”. Good Design Award. Japan Institute of Design Promotion. 2006. Retrieved 4 November 2013.

Jump up^ “SCOOTER [SKYWAVE650LX]”. Good Design Award. Japan Institute of Design Promotion. 2013. Retrieved 4 November 2013. Suzuki’s flagship scooter, the Skywave 650, has been updated with its styling, functionality, and fuel economy.

Jump up^ “Suzuki set to increase output”. BBC News. 22 January 2003. Retrieved 23 October 2013. Motorcycle production is set to be boosted by strong demand from China, and the release of a new 50cc scooter called ‘Choinori’.

Jump up^ “Annual Report” (PDF). Suzuki Motor Corporation. 2003. p. 1. Retrieved 23 October 2013. In the overseas markets, motorcycle exports to North America and other markets increased, but exports to Central and South America, Europe and other markets dropped. As a result, motorcycle exports as a whole saw a decrease from the previous year. On the other hand, due to increases in North America, Europe and other markets, automobile exports surpassed last year’s level. Under such circumstances, Suzuki made efforts to increase sales in the domestic motorcycle market by enhancing our product lineup through the introduction of models such as the Choinori and the SKYWAVE 650. Literally meaning ‘short time riding’, the Choinori is a functional domestically produced 50cc scooter available at a highly competitive price of 59,800 yen while the SKYWAVE 650 is a large-size scooter featuring the world’s first electronically controlled CVT system.

Jump up^ “scooter [choinori]”. Good Design Award. Japan Institute of Design Promotion. 2003. Retrieved 4 November 2013.

Jump up^ Winfield, Barry (13 March 2006). “Suzuki Boulevard M109R”. Businessweek.com. Bloomberg L.P. Retrieved 25 October 2013. Nor does the new engine seem to notice the load it is being asked to carry. It’s a 54-degree V-twin with dual overhead cams turned by a novel two-stage chain drive system that teams with a semi-dry-sump lubrication technique and plated aluminum cylinder bores to keep the engine relatively light and compact. Compact, that is, for a 1783cc twin with pistons that are 4.4-inches across. Fortunately for all of us, the engine uses a balancer shaft to keep the big twin’s shaking forces from buzzing our brains out.

Jump up^ Luckhurst, Tim (8 August 2006). “Suzuki Intruder M1800R”. The Independent. Retrieved 25 October 2013. As soon as I saw the Suzuki Intruder a sound entered my head and refused to leave. It was not the sumptuous aural thrill provided by the largest pair of reciprocating pistons ever installed in an internal combustion engine. That came later. First I imagined the American musician Lyle Lovett singing, ‘No, you’re not from Texas, but Texas loves you anyway.’

^ Jump up to:^ab “Products History 2000s”. Global Suzuki. Suzuki Motor Corporation. Archived from the original on 24 October 2013. Retrieved 25 October 2013.

Jump up^ Duchene, Paul (31 October 2004). “Rotary bikes are real spin cycles”. Chicago Tribune. Retrieved 8 October 2013. Suzuki’s RE5 arrived at the 1974 Tokyo Motor Show to huge fanfare. The hefty, 507-pound watercooled roadster used a 497-cc twin-rotor engine and sold for about $2,700. Suzuki rushed the RE5 into production, but a 3 1/2-month delay in delivery of the first bikes cooled demand. Then carburetor problems surfaced. Sales limped along until 1977, with only one production run of fewer than 5,000 bikes. The RE5 owners’ registry lists 1,782 survivors worldwide.

Jump up^ “Happy Birthday, Felix: The Eleven Coolest Wankel-Powered Vehicles Built”. Automobile Magazine. Source Interlink Media. 13 August 2012. Retrieved 8 October 2013. Despite licensing the engine from NSU, Suzuki poured much of its own research and development money into the RE5′s rotary mill. The company actually holds some 20 patents for different parts of the engine, including on the engine’s subsystems. The Wankel was less than ideal for a motorcycle, however, as it had high fuel consumption and generated a lot of heat, necessitating the use of various systems for cooling.

Jump up^ “1976 Suzuki RE5 Rotary”. Classic Bikes from the AMA Motorcycle Hall of Fame Museum. American Motorcyclist Association. Archived from the original on 11 January 2011. Retrieved 8 October 2013. To Suzuki’s credit, the high-tech RE5 worked fairly well. But all that complexity resulted in a hefty curb weight of 573 pounds. That bulk, coupled with the rotary’s large appetite for fuel, resulted in gas mileage in the 30 to 35 mile-per-gallon range at a time when Americans were facing gas crises. And the bike’s limited cruising range didn’t endear it to the touring market it was designed for.

Jump up^ Ash, Kevin (15 February 2010). “Hydrogen fuel-cell Suzuki tested”. The Telegraph. Retrieved 26 October 2013. Suzuki plans to have a viable production fuel-cell two-wheeler on sale by 2015. It will cost more than a conventional, petrol-engined Burgman 125, which costs just over £3,000, but service costs will be minimal because the cell requires little maintenance and is intended to last the life of the vehicle. Compared with exorbitantly costly all-battery two-wheelers, there’s no question hydrogen fuel cells present a more realistic alternative to petrol engines.

^ Jump up to:^ab Burns, John (11 May 2012). “Days of Future Past”. Cycle World. Bonnier Corp. p. 1. Retrieved 27 October 2013. The first memorable concept bike of the modern era may have been the Suzuki Falcorustyco (gyrfalcon in Latin – pictured above), which appeared at the 1985 Tokyo Motor Show. […] Possibly still happily bemused at the reception the Falcorustyco had received, Suzuki was back at the 1986 Tokyoshow with the Nuda. This one, they said, is functional—not that anybody actually got to see it function.

Jump up^ “The 2WD Freak Show… – Suzuki Falcorustyco concept”. Visordown. Immediate Media Company. 19 October 2010. p. 4. Retrieved 27 October 2013. In 1985 Suzuki produced this concept, the Falcorustyco. Really? It had a 500 cc square four water-cooled engine with 16 valves and 3 camshafts, no gearbox and relied on hydraulic pumps to provide final drive to both wheels. Front and rear swinging arms provided hub-centered steering and the bike had electromagnet brakes.

^ Jump up to:^abcd West, Phil (8 June 2010). “MCN’s Top 10 concept bikes that were never made”. Motorcycle News. Bauer Media. Retrieved 27 October 2013. We’ve all drooled over Honda’s CB1100R concept bike, willing Honda to bring it to the UK. On the other hand there was Suzuki’s B-King and Yamaha’s MT-01 that did hit the showroom floors. But what about the others? Over the last 25 years there have been dozens of show specials or concept bikes that the leading manufacturers have teased us with, never to go into production.

Jump up^ Diaz, Jesus (16 June 2010). “They Actually Had Real Tron Bikes In The ’80s”. Gizmodo Australia. Allure Media. Retrieved 27 October 2013. Sometimes you look back in time and you see industrial designs that seem to be timeless. Like the Suzuki Nuda. It could come from 2045 or 1986, the year when it was actually introduced as a fully functional 174mph prototype.

Jump up^ “‘The future’ 25 years on”. Visordown. Immediate Media Company. 22 March 2012. Retrieved 27 October 2013. The wonder of the internet means documents that once could only have been found by rooting through reams of hidden paperwork or scrolling endless microfilm rolls are available to anyone who cares to look. But as far as we know no publication has ever revealed these images showing the secrets of the most advanced motorcycle of the 1980s.

Jump up^ Conner, Blake (7 March 2007). “2008 Suzuki B-King – First Look”. Cycle World. Bonnier Corp. Retrieved 28 October 2013. Details on this much-hyped motorcycle were still suppressed by our Suzuki hosts, but the bike does closely resemble the showbike that raised our temperatures in the first place, even if, as previously announced, the concept B-bike’s turbocharger didn’t make the translation.

Jump up^ Burns, John (11 May 2012). “Days of Future Past”. Cycle World. Bonnier Corp. p. 2. Archived from the original on 5 November 2013. Retrieved 27 October 2013. Suzuki sold a few, mostly to owners who must’ve parked the things under a cover once the honeymoon was over and reality set in. You really don’t see many B-Kings running around, do you? It’s destined to be a serious Craigslist bargain in another few years when owners throw in the towel after admitting that fashion is never going to catch up to this motorcycle.

Jump up^ “Road sports bike [GSR series]”. Good Design Award. Japan Institute of Design Promotion. 2006. Retrieved 4 November 2013.

Jump up^ “Lost in translation”. Visordown. Immediate Media Company. 22 April 2013. Retrieved 28 October 2013. Nobody would call the B-King beautiful when it was shown as a concept bike, but onlookers clamoured for the machine to be put into production nonetheless. It was just so brutal.

Jump up^ Burns, John (11 May 2012). “Days of Future Past”. Cycle World. Bonnier Corp. p. 2. Archived from the original on 5 November 2013. Retrieved 28 October 2013. Suzuki sold a few, mostly to owners who must’ve parked the things under a cover once the honeymoon was over and reality set in. You really don’t see many B-Kings running around, do you? It’s destined to be a serious Craigslist bargain in another few years when owners throw in the towel after admitting that fashion is never going to catch up to this motorcycle.

Jump up^ Hanlon, Mike (31 October 2003). “Suzuki’s radical G-Strider concept”. Gizmag. Retrieved 28 October 2013. The G-Strider is as interesting and radical as it looks, and in many ways it builds on the direction taken by the Burgman 650 cc scooter tested in Gizmo last year and simply bristles with new ideas and functionality.

^ Jump up to:^ab Burns, John (11 May 2012). “Days of Future Past”. Cycle World. Bonnier Corp. p. 3. Archived from the original on 5 November 2013. Retrieved 28 October 2013. What the G-Strider did get right was its ‘nextgeneration telematics system, with interactive communications over a bidirectional wireless infrastructure…all controlled via glove-friendly trackball.’ Which is actually similar to the thumbdrive controller that sorts through all the electronics on BMW’s new K1600s. This wouldn’t be the first time BMW took some good cues from the generally proletarian Suzuki. […] In 2007, Suzuki went so far as to announce that the Strat would be entering production at an unspecified future time. Shortly thereafter, as you may have noticed, the free-market system imploded, and our Suzuki contacts claim to have no knowledge of what became of the bike.

Jump up^ Hanlon, Mike (31 October 2005). “Suzuki’s Stratosphere unveiled: 180bhp, 1100cc six-cylinder machine”. Gizmag. Retrieved 28 October 2013. The raw figures are 1100cc, 24 valves, 180 horses and a motor reportedly turbine-like smooth. The motor is an engineering masterpiece akin to the miniaturized sophistication of a Swiss watch and the aluminium fairing, electrically-adjustable windscreen, LED headlights, adjustable handlebars, built-in GPS navigation just add to the high-tech cred. We’re not so sure about the orange seat, but love the Katanesque profile.

Jump up^ Barker, Stuart (5 August 2012). “The Joy of Six… (cylinders) – Suzuki Stratosphere”. Visordown. Immediate Media Company. Retrieved 28 October 2013. Probably the single most interesting concept bike shown in the last decade, Suzuki’s Stratosphere briefly looked like it might reach production. Those hopes have now receded, with sales for expensive naked bikes dropping away sharply worldwide.

^ Jump up to:^ab “Suzuki at the 2007 Tokyo Motor Show”. Global News. Suzuki Motor Corp. 1 October 2007. Retrieved 28 October 2013.

Jump up^ “Suzuki Biplane Concept – First Look”. Cycle World. Bonnier Corp. Archived from the original on 9 November 2013. Retrieved 28 October 2013. This is the Suzuki Biplane, penned at Suzuki’s recently re-opened U.S. design center. Suzuki’s goal was to give the rider the sensation of flying in a vintage biplane with no canopy, a distilled, in-the-wind riding experience. It (conceptually) uses a V-Four motor, with cylinder heads and exhaust headers visible on the sides, just like the fabric-skinned twin-wingers of the last century. The front end gets a girder fork (kinda like the Confederate Wraith) and rim-mounted brake discs (a la Buell XB). The exhaust is tucked in underneath the cowling, and the link-type rear suspension can be seen under the tractor-style seat.

^ Jump up to:^ab Garrett, Jerry (29 October 2007). “Tokyo Motor Show: Two-Wheel Thunderdome”. The New York Times. Retrieved 28 October 2013. The Suzukis are wild. Silent runner: the Crosscage is a fuel cell bike that really works; no gas engine at all. The powerplant is made by Intelligent Energy of the U.K., the same group that made the ENV fuel cell bike I tested — and thought was viable even if it sounded like a U.F.O., not a bike. The Biplane supposedly has a V-4, but the show bike is most likely a make-believe mockup. Looks to be straight out of a video game. When will either Suzuki be produced? Right after the 12th of Never.

Jump up^ Newbigging, Chris (24 October 2007). “Tokyo Show: Suzuki unveil gemma concept scooter”. Motorcycle News. Bauer Media. Retrieved 28 October 2013. The 250cc four-stroke scooter has a long, low riding position designed specifically to transport two adults around a city in comfort, according to Suzuki. The large dual seat is almost completely flat to keep rider and passenger weight low, and a large lockable cubby hole in front of the rider is big enough to take a helmet. The gemma is currently just a concept, but the concept appears well developed enough to reach production if the Japanese public like the idea.

Jump up^ “First Look: Suzuki Gemma 250”. Visordown. Immediate Media Company. 3 July 2008. Retrieved 28 October 2013. The scooter looks set for the Japanese market only for the time being, but given the recent fuel price hikes there are strong rumours of it finding its way over here. Using the motor from the four-stroke 250cc Burgman, but with a new management system, the bike will be a full seven kilos lighter than the Burgman, 10cm longer with a longer wheelbase for stability.

Jump up^ “Gemma”. Domestic Site. Suzuki Motor Corp. Retrieved 28 October 2013.(in Japanese)

Jump up^ “Suzuki sponsors FIS Nordic World Ski Championships Sapporo 2007”. Global News. Suzuki Motor Corp. 29 January 2007. Retrieved 29 October 2013. Suzuki Motor Corporation will sponsor FIS Nordic World Ski Championships that will be held in Sapporo, Japan from February 2007.

Jump up^ Michael, Long (20 July 2010). “Suzuki sponsors Australia’s National Snowsport Championships”. SportsPro Media. Henley Media Group. Retrieved 29 October 2013. The national and internationally recognised authority governing competitive snow sports in Australia, Ski & Snowboard Australia, has signed the Australian branch of the Japanese automobile manufacturer Suzuki as the official sponsor of the upcoming National Snowsport Championships.

Jump up^ “Suzuki becomes title sponsor of ASEAN Football Federation Cup”. Global News. Suzuki Motor Corp. 7 August 2008. Retrieved 29 October 2013. The AFF Suzuki Cup 2008 is the biggest football tournament in the ASEAN region since 1996. Aimed at raising the standard of ASEAN football to a world-class level and at making football more popular in the region, it will decide the top footballing nation among the AFF’s 11 members: Brunei, Cambodia, Indonesia, Laos, Malaysia, Myanmar, the Philippines, Singapore, Thailand, Vietnam, and Timor-Leste.

Jump up^ “Suzuki is again title sponsor of ASEAN Football Federation Cup”. Global News. Suzuki Motor Corp. 4 August 2010. Retrieved 29 October 2013. Suzuki Motor Corporation is pleased to announce its renewed support for the ASEAN Football Federation (AFF) Cup as the tournament’s title sponsor. Suzuki was title sponsor for the first time in 2008.

External links

Suzuki Global website

Suzuki autos at Curlie (based on DMOZ)

Suzuki motorcycles at Curlie (based on DMOZ)

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AMBULANCES + HEARSES part XVI on Alphabet beginning with S till T

Modellauto Cadillac S&S Landau Hearse (1:18, Precision Miniatures)

 S&S Sayers & Scovill Ambulances & Hearses

SAAB Ambulances and Hearses

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

SEAT Ambulancias + Coches Funebres

EBRO Siata 12 Ambulancia

All sorts of SIATA’s

Siebert Ohio build Ambulances, Limousines and Hearses

Singapore Style Hearse

KONICA MINOLTA DIGITAL CAMERA

Škoda Ambulances and Hearses mostly build by carrosserie Sodomka

  Cadillac, Packard and Buick Ambulances gebouwd door carrosseriebedrijf Smit in Joure Friesland NL

SPYKER Ambulances since 1908 till 1920

Ssangyong-Korando-Sports-Ambulance-application

Ssangyong Ambulances

1925 Stevens Hearse Vehicle

Steyr Ambulanze – Pinzgauer – Puch – FIAT – Daimler

Studebaker Ambulances and Hearses

some of them  with Coachwork by Bender Body Company of Cleveland

SUBARU Ambulances and Hearses

SUZUKI Ambulances

That was the Last S I Think, lets go to the T

RADICAL Sportscars UK

Radical Sportscars

Radical Sportscars Limited

Type	Private
Industry	Automotive
Founded	1997
Founder	Phil Abbott, Mick Hyde
Headquarters	Peterborough, United Kingdom
Products	Sports Cars
Revenue	£20m
Number of employees	140
Subsidiaries	Radical Performance Engines,Radical Precision Engineering
Website	RadicalSportscars.com,SR3SL.com

Radical Sportscars is a British manufacturer and constructor of racing cars. The company was founded in January 1997 by amateur drivers and engineers Mick Hyde and Phil Abbott, who built open-cockpit sportscars which could be registered for road use and run on a track without modification. Although most of Radical’s sportscars are road legal, they also build some purpose-built racing cars, such as the SR9 Le Mans prototype.

History

Rollcentre Racing’s Radical SR9 at the 2006 24 Hours of Le Mans.

The company’s first car, the Radical 1100 Clubsport, was based on a Kawasaki motorcycle engine placed inside a small open-cockpit chassis. The cars were intended to run in the 750 Motor Club‘s races under the Sports 2000 category, with co-founder Hyde driving.

In 1999, Radical had built enough 1100 Clubsports that they decided to create a one-make series based around the car. Backed by the British Racing and Sports Car Club, the series featured identical cars that were open to anyone who owned an 1100 Clubsport. The same year, Radical debuted their second model, the Prosport. Available with Kawasaki or Suzuki engine up to 1500 cc in displacement, the Prosports were even more powerful and faster than the Clubsports, and included F3-size slick tyres and an adjustable rear wing. The cars were also brought to the United States for the first time, for use in the SCCA D-Sport class in 2000.

Radical’s next creation was the two-seater SR3, a car which could compete in international racing, such as the FIA‘s C3 class. The car uses a Suzuki-based engine tuned by Powertec (now RPE) which offered 1300 cc or 1500 cc versions and a maximum of 260 hp (190 kW) in the latter. A six-speed sequential gearbox was developed specifically for the car to improve performance. The SR3 could also be made road legal in the United Kingdom with the addition of indicators, a hand brake, a catalytic converter, and road legal tyres.

In 2006, Radical would make its largest leap into international motorsport with the development of the SR9, a complete Le Mans prototype in the LMP2 class. Official partner Rollcentre Racing would debut the car with success in the Le Mans Series and 24 Hours of Le Mans, and SR9s in the hands of independent teams would contest the 24 Hours of Le Mans a further four times.

Current models

Radical currently sells six different models, all of which can be converted to street use in certain countries. Various options, most notably in the powerplants, are available on all of the cars.

SR3 RS

An SR3 Supersport model at the Spring Mountain Motorsports Ranch Radical Racing School.

The most popular Radical model, over 800 SR3s have been built in Tracksport, Supersport and ‘RS’ models. The car is built on a spaceframe chassis, and uses a variety of RPE-tuned motorcycle engines for power. Turbocharging is also available on the motors for even more power. Base versions produce 252 hp (188 kW) and get the SR3 RS to 60 mph (97 km/h) in just 3.1 seconds and on to 155 mph (249 km/h).

SR1

The Radical SR1 is aimed at the trackday driver and club racer, creating a new entry-level rung on the sports-prototype racing ladder. Combining exceptional performance and handling with LMP styling and low cost of ownership, the £29,850 SR1 reinforces Radical’s position as the world’s foremost sports-racing car manufacturer.

SR3 SL

The SR3 SL is a full EC Type Approved, road legal track-day car that uses the Ford Ecoboost 2 litre engine, tuned to 300 hp for road use in the UK and Europe. The SL is Radical’s most advanced model to date with a six-speed paddleshift transmission and bespoke cockpit included tailor seats, electric mirrors, a heater and courtesy lighting.

2009-radical-sr3-in-spa

SR5 CN

Built for international competitions, including hillclimbs and endurance events, the SR5 features a Honda production four-cylinder engine. A variety of gearboxes are also available, with either a manual or pneumatic semi-automatic paddle-shift. The spaceframe chassis does not integrate the engine as a stressed member in an attempt to increase its endurance capabilities.

Radical SR5 – Monolite Racing

PR6 Prosport

The replacement for the original Prosport, the PR6 is a purpose-built race car designed to meet SCCA and MSA regulations. The PR6 features a single-seater cockpit, with central driving position and many aerodynamic elements from the SR4 added. The PR6 is powered by a variety of motorcycle engines based on class regulations.

SR8 RX

The Radical SR8

Based on the SR3, the SR8 is a more extreme version intended for track use but can be registered for the road. The SR8 also features the largest engine Radical has ever put in their cars, with the 2600 cc RPE RPA V8 constructed by combining elements of Suzuki inline-4s, and producing 363 hp (271 kW). A further variant, known as the SR8LM, increases the engine to 2800 cc and brings power output to 455 hp (339 kW). In August 2009 Michael Vergers, driving an SR8LM, set a new lap record (6 minutes, 48 seconds) for a road legal production car at the Nürburgring Nordschleife circuit. The previous record (6 minutes, 55 seconds) was also set by Vergers, in 2005 at the wheel of a Radical SR8.

SR4 CS

The SR4 CS succeeded the hugely successful Clubsport/Prosport range, and remains faithful to its grassroots by remaining fast and easy to drive whilst inexpensive to own. It has a unique style and can be 1300cc or 1500cc models.

Radical SR4 Clubsport 1478cc

In August 2009 Michael Vergers, driving an 2.8-litre SR8LM, set a new lap record (6 minutes, 48 seconds) for a road legal production car at the Nürburgring Nordschleife circuit. The previous record (6 minutes, 55 seconds) was also set by Vergers, in 2005 at the wheel of a first-generation Radical SR8.

One SR8 was converted into an electric car by a team of students Racing Green Endurance from Imperial College London to drive the full length of the Pan-American highway in May 2010. The project aims to challenge commonly held perceptions surrounding electric vehicles performance and range.

The TMG EV P001 is a road-legal electric sports car by Toyota Motorsport GmbH, based on a modified Radical SR8 chassis.

RXC

The RXC is Radical’s first fully enclosed car. The standard engine is a 3.7-litre V6 engine from Ford tuned to 380 hp (280 kW), good for 0-100 km/h (62 mph) in 2.8 seconds and a top speed of 175 mph (282 km/h). A seven-speed sequential transmission with paddle shifters is fitted as standard, and the car features aerodynamics and styling cues taken from the SR9 LMP2 project. Production of the RXC began in September 2013 with the car offered as both a road car and in a track/race variant.

Motorsport

One-make series

Although Radicals started out competing in existing events, it was Radical’s creation of their own series that have been the choice of competition for most Radical owners. Radical currently backs four international series, while a further six series have been created on the national level.

The Radical Masters Euroseries has featured an FIA accredited format since 2012 with two 50-minute races per weekend. The winner of this championship receives an LMP2 test with a leading team as well as a chance to race in the Rolex 24 in a DP, as part of the Sunoco Daytona Challenge.

The six-round FIA-recognised championship includes a full test day and season opener race meeting, before joining the GT Sport package. Each meeting features two 40-minute practice sessions, two 15-minute qualifying sessions and a pair of 50-minute races. The series is open to SR3 RS and SR8 RX models.

The Radical SR3 Challenge supersedes the Radical UK Cup and features two 40-minute races per weekend for SR3 RS racers. From 2012 lap times it is expected that this will be the UK’s fastest one-make series in 2013. Several established national teams are believed to be looking to join the series.

The seven-round championship also runs within the MSVR package, with each meeting featuring two 15-minute qualifying sessions and a pair of 40-minute endurance races, with the opportunity for one or two drivers per car. Teams are limited to one set of tyres per weekend, limiting costs and levelling competition.

The Radical Clubman’s Cup offers drivers the chance to race Radical’s four-cylinder cars in a more club-level environment. This series features a one-day format with two 20-minute sprint races. The winner of the series receives a drive in the Radical SR3 Challenge.

The eight-round championship is open to all SR3s, PR6 racers, as well as the new-for-2013 SR1 class. The Clubman’s championship runs within the highly promoted MSVR package and all rounds are supported by top-level factory spares and technical support. Each meeting features a 20-minute qualifying session, determining the grid for the two races.

Open to drivers who have either never held a race licence before, or are still eligible to wear a novice cross on the rear of the car (meaning they have competed in less than six races), the new-for-2013 SR1 Cup will lead the drivers through the process of getting on the grid, with a detailed programme of driver training and technical tuition.

Each race event takes place at the same meeting as the Radical Clubman’s Cup, ensuring that there will be support, expert advice and a spares truck at each event, and the qualifying session and two races will take place on the same day to keep travel expenses to a minimum. The races will be held at Brands Hatch, Snetterton, Oulton Park and Cadwell Park, some of the finest in the country, all run by MSVR.

Around the world there are numerous Radical single-marque racing championships, running to regulations that broadly mirror those of Radical UK and European racing series. In the US, there are two Radical race series, the Radical Cup West and the Radical Cup East.

Le Mans

In the second quarter of 2005, the company announced its plans to race in the LMP2 class of the Le Mans Series with their new SR9. The British Rollcentre Racing team would run the first chassis using Judd power before being joined later in the season by a factory team, known as Team Bruichladdich Radical, who used the AER powerplant. Both teams would score their only points of the season at Nürburgring, with Rollcentre taking third in LMP2 and Radical finishing in fifth.

Rollcentre would also run the company’s first entry in the 24 Hours of Le Mans. Although the car finished in a distant 20th place, the car was able to prove its reliability by being able to finish the race only months after being completed. The factory Radical squad also flew to the United States for the final round of the American Le Mans Series, where they joined the third SR9 completed, now owned by Van der Steur Racing.

For 2007, Rollcentre sold their SR9 as they moved onto a new LMP1 Pescarolo. Embassy Racing purchased the car and continued running it in the Le Mans Series alongside the factory Radical, while Van der Steur would run a partial schedule in the American Le Mans Series. For 2008, Italian team World Racing Cars purchased the Judd-powered SR9 from Embassy with Swiss team Race Performance contesting the 2010 event.

British Formula Ford

Radical Sportscars
Motor racing team
Founded	2013
Country	United Kingdom
Team Principal(s)
Current series	British Formula Ford
Drivers	James Abbott
Teams’ titles

Radical Sportscars made its debut as a race team in the 2013 British Formula Ford season. Radical signed longtime Radical sportscar racer James Abbott to represent the brand in Formula Ford. In the new for 2013 Ford EcoBoost powered Radical chose for the new Sinter LA12 chassis produced by Fluid Motorsports. Former Formula Ford racer Robbie Kerr joined the team as a driver coach for James Abbott. After three rounds, with little success, Radical decided to replace the Sinter with a Mygale M13-SJ. While JTR‘s Dan Cammish dominated the season, Radical had a reasonable season. After switching to Mygale the results improved, finishing with two third place finishes in the last three races at Brands Hatch.

HOLDEN Ambulances and Hearses Australia

HOLDEN 

AMBULANCES AND HEARSES

GM Holden Ltd

Type	Subsidiary
Industry	Automotive
Founded	1856 (saddlery manufacturer) 1908 (automobile manufacturer)
Founder	James Alexander Holden(original firm) Edward Holden (automobile division)
Headquarters	Port Melbourne, Victoria, Australia
Area served	Australasia
Key people	Gerry Dorizas Chairman and Managing Director
Products	Automobiles Engines
Number of employees	2,900 (December 2013)
Parent	General Motors
Divisions	Holden New Zealand Holden Special Vehicles
Website	www.holden.com.au

GM Holden Ltd, commonly designated Holden, is an Australian automaker that operates in Australasia and is headquartered in Port Melbourne, Victoria. The company was founded in 1856 as a saddlery manufacturer. In 1908 it moved into the automotive field, before becoming a subsidiary of the United States-based General Motors (GM) in 1931. After becoming a subsidiary of GM, the company was named General Motors-Holden’s Ltd, becoming Holden Ltd in 1998—the current name was adopted in 2005.

Holden is responsible for GM’s vehicle operations in Australasia, and on their behalf, held partial ownership of GM Daewoo in South Korea between 2002 and 2009. Holden has offered a broad range of locally produced vehicles, supplemented by imported GM models. Holden has offered the following badge engineered models in sharing arrangements: Chevrolet, Isuzu, Nissan, Opel, Suzuki, Toyota and Vauxhall Motors. As of 2013, the vehicle lineup consists of models from GM Korea, GM Thailand, GM in the US, and self-developed Commodore, Caprice, and Ute. Holden also distributed the European Opel brand in Australia in 2012 until the brand’s Australian demise in mid-2013.

All Australian-built Holden vehicles are manufactured at Elizabeth in South Australia, and engines are produced at the Fishermans Bend plant inPort Melbourne, Victoria. Historically, production or assembly plants were operated in all mainland states of Australia, with GM’s New Zealand subsidiary Holden New Zealand operating a plant until 1990. The consolidation of car production at Elizabeth was completed in 1988, but some assembly operations continued at Dandenong until 1996.

Although Holden’s involvement in exports has fluctuated since the 1950s, the declining sales of large cars in Australia has led the company to look to international markets to increase profitability.

Holden announced on 11 December 2013 that production in Australia would cease by the end of 2017. Holden will retain their design center, but with reduced staffing. In the last few years, Holden incurred losses due to the strong Australian dollar, with government grants being reduced in future. In May 2014 GM reversed their decision to abandon the Lang Lang Proving Ground and have decided to keep it as part of their engineering capability in Australia.

History of the company

Early history

Holden and Frost premises, Grenfell Street, Adelaide

In 1852, James Alexander Holden emigrated to South Australia from Walsall, England and in 1856 established J.A. Holden & Co, a saddlery business in Adelaide. In 1885 German-born Henry Frederick Frost joined the business as a junior partner and J.A. Holden & Co became Holden & Frost Ltd. Edward Holden, James’ grandson, joined the firm in 1905 with an interest in automobiles. From there, the firm evolved through various partnerships and, in 1908, Holden & Frost moved into the business of minor repairs to car upholstery. The company began to produce complete motorcycle sidecar bodies in 1913, and Edward experimented with fitting bodies to different types of carriages. After 1917, wartime trade restrictions led the company to start full-scale production of vehicle body shells. J.A. Holden founded a new company in 1919, Holden’s Motor Body Builders Ltd(HMBB) specialising in car bodies and utilising a facility on King William Street in Adelaide. By 1923, HMBB were producing 12,000 units per year. During this time, HMBB was the first company to assemble bodies for Ford Australia until their Geelong, plant was completed. From 1924, HMBB became the exclusive supplier of car bodies for GM in Australia, with manufacturing taking place at the new Woodville, South Australia plant. These bodies were made to suit a number of chassis imported from manufacturers such as Chevrolet and Dodge. In 1926 General Motors (Australia) was established with assembly plants at Newstead, Queensland; Marrickville, New South Wales; City Road, Melbourne, Victoria; Birkenhead, South Australia; and Cottesloe, Western Australia utilizing bodies produced by Holden Motor Body Builders and imported complete knock down (CKD) chassis. The Great Depression led to a substantial downturn in production by Holden, from 34,000 units annually in 1930 to just 1,651 units one year later. In 1931 General Motors purchased Holden Motor Body Builders and merged it with General Motors (Australia) Pty Ltd to form General Motors-Holden’s Ltd (GM-H). Throughout the 1920s Holden also supplied tramcars to Melbourne and Metropolitan Tramways Board. Several have been preserved in both Australia and New Zealand.

The Holden 50-2106 utility launched in 1951, three years after the 48-215 sedan.

1940s

Holden’s second full-scale car factory, located in Fishermans Bend (Port Melbourne), was completed in 1936, with construction beginning in 1939 on a new plant in Pagewood, New South Wales. However, World War II delayed car production with efforts shifted to the construction of vehicle bodies, field guns, aircraft and engines. Before the war ended, the Australian Government took steps to encourage an Australian automotive industry. Both GM and Ford provided studies to the Australian Government outlining the production of the first Australian-designed car. Ford’s proposal was the government’s first choice, but required substantial financial assistance. GM’s study was ultimately chosen because of its low level of government intervention. After the war, Holden returned to producing vehicle bodies, this time for Buick, Chevrolet, Pontiac and Vauxhall. The Oldsmobile Ace was also produced from 1946 to 1948.

From here, Holden continued to pursue the goal of producing an Australian car. This involved compromise with GM, as Holden’s managing director, Laurence Hartnett, favoured development of a local design, while GM preferred to see an American design as the basis for “Australia’s Own Car”. In the end, the design was based on a previously rejected post-war Chevrolet proposal. The Holden was launched in 1948, creating long waiting lists extending through 1949 and beyond. The name “Holden” was chosen in honour of Sir Edward Holden, the company’s first chairman and grandson of J.A. Holden. Other names considered were “GeM”, “Austral”, “Melba”, “Woomerah”, “Boomerang”, “Emu” and “Canbra”, a phonetic spelling of Canberra. Although officially designated “48-215“, the car was marketed simply as the “Holden”. The unofficial usage of the name “FX” originated within Holden, referring to the updated suspension on the 48-215 of 1953.

1950s

Holden’s FC series was the first to be tested at the Lang Lang proving ground.

During the 1950s, Holden dominated the Australian car market. GM invested heavily in production capacity, which allowed the company to meet increased post-war demand for motor cars. Less expensive four-cylinder cars did not offer Holden’s ability to deal with rugged rural areas. 48-215 sedans were produced in parallel with the 50-2106 coupé utility from 1951; the latter was known colloquially as the “ute” and became ubiquitous in Australian rural areas as the workhorse of choice. Production of both the utility and sedan continued with minor changes until 1953, when they were replaced by the facelifted FJ model, introducing a third panel van body style. The FJ was the first major change to the Holden since its 1948 introduction. Over time it gained iconic status and remains one of Australia’s most recognisable automotive symbols. A new horizontally slatted grille dominated the front-end of the FJ, which received various other trim and minor mechanical revisions. In 1954 Holden began exporting the FJ to New Zealand. Although little changed from the 48-215, marketing campaigns and price cuts kept FJ sales steady until a completely redesigned model was launched. At the 2005 Australian International Motor Show in Sydney, Holden paid homage to the FJ with the Efijy concept car.

Holden’s next model, the FE, launched in 1956; offered in a new station wagon body style dubbed “Station Sedan” in the company’s sales literature. In the same year Holden commenced exports to Malaya, Thailand and North Borneo. Strong sales continued in Australia, and Holden achieved a market share of more than 50 percent in 1958 with the revised FC model. This was the first Holden to be tested on the new Holden Proving Ground based in Lang Lang, Victoria. 1957 saw Holden’s export markets grow to 17 countries, with new additions including Indonesia, Hong Kong, Singapore, Fiji, Sudan, the East Africa region and South Africa. The opening of the Dandenong, Victoria, production facility in 1956 brought further jobs; by 1959 Holden employed 19,000 workers country-wide. In 1959 complete knock down assembly began in South Africa and Indonesia.

1960s

In 1960, Holden introduced its third major new model, the FB. The car’s style was inspired by 1950s Chevrolets, with tailfins and a wrap-around windshield with “dog leg” A-pillars. By the time it was introduced, many considered the appearance dated. Much of the motoring industry at the time noted that the adopted style did not translate well to the more compact Holden. The FB became the first Holden that was adapted for left-hand-drive markets, enhancing its export potential, and as such was exported to New Caledonia, New Hebrides, the Philippines, and Hawaii.

The EK of 1961 was Holden’s response to the Ford Falcon, with the availability of automatic transmission.

In 1960, Ford unveiled the new Falcon in Australia, only months after its introduction in the United States. To Holden’s advantage, the Falcon was not durable, particularly in the front suspension, making it ill-suited for Australian conditions. In response to the Falcon, Holden introduced the facelifted EK series in 1961; the new model featured two-tone paintwork and optional Hydramatic automatic transmission. A restyled EJ series came in 1962, debuting the new luxury oriented Premier model. The EH update came a year later bringing the new Red motor, providing better performance than the previous Grey motor. The HD series of 1965 saw the introduction of the Powerglide automatic transmission. At the same time, an “X2” performance option with a more powerful version of the 179-cubic-inch (2.9 L) six-cylinder engine was made available. In 1966, the HR was introduced, including changes in the form of new front and rear styling and higher-capacity engines. More significantly, the HR fitted standard frontseat belts; Holden thus became the first Australian automaker to provide the safety device as standard equipment across all models. This coincided with the completion of the production plant in Acacia Ridge, Queensland. By 1963, Holden was exporting cars to Africa, the Middle East, South-East Asia, the Pacific Islands, and the Caribbean.

Holden began assembling the compact HA series Vauxhall Viva in 1964. This was superseded by the Holden Torana in 1967, a development of the Viva ending Vauxhall production in Australia. Holden offered the LC, a Torana with new styling, in 1969 with the availability of Holden’s six-cylinder engine. In the development days, the six-cylinder Torana was reserved for motor racing, but research had shown that there was a business case for such a model. The LC Torana was the first application of Holden’s new three-speed Tri-Matic automatic transmission. This was the result of Holden’s A$16.5 million transformation of the Woodville, South Australia factory for its production.

The iconic Holden Monaro coupé, introduced in 1968 and based on the mainstream Kingswood, has since gained a cult following.

Holden’s association with the manufacture of Chevrolets and Pontiacs ended in 1968, coinciding with the year of Holden’s next major new model, theHK . This included Holden’s first V8 engine, a Chevrolet engine imported from Canada. Models based on the HK series included an extended-length prestige model, the Brougham, and a two-door coupé, the Monaro. The mainstream Holden Special was rebranded the Kingswood, and the basic fleet model, the Standard, became the Belmont. On 3 March 1969 Alexander Rhea, managing director of General Motors-Holden’s at the time, was joined by press photographers and the Federal Minister of Shipping and Transport, Ian Sinclair as the two men drove the two millionth Holden, an HK Brougham off the production line. This came just over half a decade since the one millionth car, an EJ Premier sedan rolled off theDandenong line on 25 October 1962. Following the Chevrolet V8 fitted to the HK, the first Australian-designed and mass-produced V8, the Holden V8 engine debuted in the Hurricane concept of 1969 before fitment to facelifted HT model. This was available in two capacities: 253 cubic inches (4.1 L) and 308 cubic inches (5.0 L). Late in HT production, use of the new Tri-Matic automatic transmission, first seen in the LC Torana was phased in as Powerglide stock was exhausted, but Holden’s official line was that the HG of 1971 was the first full-size Holden to receive it.

Holden’s HX (pictured), was an evolution of the record-selling HQ, with more than 480,000 units shifted throughout the car’s lifetime.

Despite the arrival of serious competitors—namely, the Ford Falcon, Chrysler Valiant, and Japanese cars—in the 1960s, Holden’s locally produced large six- and eight-cylinder cars remained Australia’s top-selling vehicles. Sales were boosted by exporting the Kingswood sedan, station wagon, and utility body styles to Indonesia, Trinidad and Tobago, Pakistan, the Philippines, and South Africa in complete knock down form.

1970s

Holden launched the new HQ series in 1971. At this time, the company was producing all of its passenger cars in Australia, and every model was of Australian design; however, by the end of the decade, Holden was producing cars based on overseas designs. The HQ was thoroughly re-engineered, featuring a perimeter frame and semi-monocoque (unibody) construction. Other firsts included an all-coil suspension and an extended wheelbase for station wagons, while the utilities and panel vans retained the traditional coil/leaf suspension configuration. The series included the new prestigeStatesman brand, which also had a longer wheelbase, replacing the Brougham. The Statesman remains noteworthy because it was not marketed as a “Holden”, but rather a “Statesman”.

The UC, Holden’s final iteration of the Torana was replaced by an interim four-cylinder version of the Commodoreuntil Camira launched in 1982.

The HQ framework led to a new generation of two-door Monaros, and, despite the introduction of the similar sized competitors, the HQ range became the top-selling Holden of all time, with 485,650 units sold in three years. 14,558 units were exported and 72,290 CKD kits were constructed. The HQ series was facelifted in 1974 with the introduction of the HJ, heralding new front panel styling and a revised rear fascia. This new bodywork was to remain, albeit with minor upgrades through the HX and HZ series. Detuned engines adhering to government emission standards were brought in with the HX series, whilst the HZ brought considerably improved road handling and comfort with the introduction of “Radial Tuned Suspension” (RTS). As a result of GM’s toying with the Wankel rotary engine, as used by Mazda of Japan, an export agreement was initiated in 1975. This involved Holden exporting with powertrains, HJ, and later, HX series Premiers as the Mazda Roadpacer AP. Mazda then fitted these cars with the 13B rotary engine and three-speed automatic transmission. Production ended in 1977, after just 840 units sold.

During the 1970s, Holden ran an advertising jingle “Football, Meat Pies, Kangaroos and Holden cars“, based on the “Baseball, Hot Dogs, Apple Pies and Chevrolet” jingle used by Chevrolet in the United States. Also, development of the Torana continued in with the larger mid-sized LH series released in 1974, offered only as a four-door sedan. The LH Torana was one of the few cars worldwide engineered to occupy four-, six-and eight-cylinder engines. This trend continued until Holden introduced the Sunbird in 1976; essentially the four-cylinder Torana with a new name. Designated LX, both the Sunbird and Torana introduced a three-door hatchback variant. A final UC update appeared in 1978. During its production run, the Torana achieved legendary racing success in Australia, achieving victories at the Mount Panorama Circuit in Bathurst, New South Wales.

The Commodore premiering in 1978 followed the success of its Kingswood forebear, becoming Holden’s bestselling vehicle to date.

In 1975, Holden introduced the compact Gemini, the Australian version of the “T-car“, based on the Opel Kadett C. The Gemini was an overseas design developed jointly with Isuzu, GM’s Japanese affiliate; and was powered by a 1.6-litre four-cylinder engine. Fast becoming a popular car, the Gemini rapidly attained sales leadership in its class, and the nameplate lived on until 1987.

Holden’s most popular car to date, the Commodore, was introduced in 1978 as the VB. The new family car was loosely based on the Opel Rekord E body shell, but with the front from the Opel Senator grafted to accommodate the larger Holden six-cylinder and V8 engines. Initially, the Commodore maintained Holden’s sales leadership in Australia. However, some of the compromises resulting from the adoption of a design intended for another market hampered the car’s acceptance. In particular, it was narrower than its predecessor and its Falcon rival, making it less comfortable for three rear-seat passengers.^[83] With the abandonment of left-hand drive markets, Holden exported almost 100,000 Commodores to markets such as New Zealand, Thailand, Hong Kong, Malaysia, Indonesia, Malta and Singapore.

Holden discontinued the Torana in 1979 and the Sunbird in 1980. After the 1978 introduction of the Commodore, the Torana became the “in-between” car, surrounded by the smaller and more economical Gemini and the larger, more sophisticated Commodore. The closest successor to the Torana was the Camira, released in 1982 as Australia’s version of GM’s medium-sized “J-car“.

1980s

After a good start, sales of the Camira, Holden’s version of the global “J-car” platform slumped significantly. This placed a huge financial burden on the Australian subsidiary, which was already operating at a loss at this time.

The 1980s were challenging for Holden and the Australian automotive industry. The Australian Government tried to revive the industry with the Button car plan, which encouraged car makers to focus on producing fewer models at higher, more economical volumes, and to export cars. The decade opened with the shut-down of the Pagewood, New South Wales production plant and introduction of the light commercial Rodeo, sourced from Isuzu in Japan. The Rodeo was available in both two- and four-wheel drive chassis cab models with a choice of petrol and diesel powerplants. The range was updated in 1988 with the TF series, based on the Isuzu TF. Other cars sourced from Isuzu during the 1980s were the four-wheel drive Jackaroo(1981), the Shuttle (1982) van and the Piazza (1986) three-door sports hatchback. The second generation Holden Gemini from 1985 was also based on an Isuzu design, although, its manufacture was undertaken in Australia.

While GM Australia’s commercial vehicle range had originally been mostly based on Bedford products, these had gradually been replaced by Isuzuproducts. This process began in the 1970s and by 1982 Holden’s commercial vehicle arm no longer offered any Bedford products.

The new Holden WB commercial vehicles and the Statesman WB limousines were introduced in 1980. However, the designs, based on the HQ and updated HJ, HX and HZ models from the 1970s were less competitive than similar models in Ford’s lineup. Thus, Holden abandoned those vehicle classes altogether in 1984. Sales of the Commodore also fell, with the effects of the 1979 energy crisis lessening, and for the first time the Commodore lost ground to the Ford Falcon. Sales in other segments also suffered when competition from Ford intensified, and other Australian manufacturers: Mitsubishi, Nissan and Toyota gained market share. When released in 1982, the Camira initially generated good sales, which later declined because buyers considered the 1.6-litre engine underpowered, and the car’s build and ride quality below-average. The Camira lasted just seven years, and contributed to Holden’s accumulated losses of over A$500 million by the mid-1980s.

The second generation Commodore (VN Calais pictured)overcame the previous generation’s width problems.

In 1984 Holden introduced the VK Commodore, with significant styling changes from the previous VH. The Commodore was next updated in 1986 as the VL, which had new front and rear styling. Controversially, the VL was powered by the 3.0-litre Nissan RB30 six-cylinder engine and had a Nissan-built, electronically controlled four-speed automatic transmission. Holden even went to court in 1984 to stop local motoring magazine Wheels from reporting on the matter. The engine change was necessitated by the legal requirement that all new cars sold in Australia after 1986 had to consume unleaded petrol. Because it was unfeasible to convert the existing six-cylinder engine to run on unleaded fuel, the Nissan engine was chosen as the best engine available. However, changing exchange rates doubled the cost of the engine and transmission over the life of the VL. The decision to opt for a Japanese-made transmission led to the closure of the Woodville, South Australia assembly plant. Confident by the apparent sign of turnaround, GM paid off Holden’s mounted losses of A$780 million on 19 December 1986. At GM headquarters’ request, Holden was then reorganised and recapitalised, separating the engine and car manufacturing divisions in the process. This involved the splitting of Holden into Holden’s Motor Company (HMC) and Holden’s Engine Company (HEC). For the most part, car bodies were now manufactured at Elizabeth, South Australia, with engines as before, confined to the Fishermans Bend plant in Port Melbourne, Victoria. The engine manufacturing business was successful, building four-cylinder Family II engines for use in cars built overseas. The final phase of the Commodore’s recovery strategy involved the 1988 VN, a significantly wider model powered by the American-designed, Australian-assembled 3.8-litre Buick V6 engine.

Holden began to sell the subcompact Suzuki Swift-based Barina in 1985. The Barina was launched concurrently with the Suzuki-sourced Holden Drover, followed by the Scurry later on in 1985. In the previous year, Nissan Pulsar hatchbacks were rebadged as the Holden Astra, as a result of a deal with Nissan. This arrangement ceased in 1989 when Holden entered a new alliance with Toyota, forming a new company: United Australian Automobile Industries (UAAI). UAAI resulted in Holden selling rebadged versions of Toyota’s Corolla and Camry, as the Holden Nova and Apollo respectively, with Toyota re-branding the Commodore as the Lexcen.

1990s

The VS Statesman/Caprice of 1995, represented a mild facelift of the VR, which was in turn an update of the 1990 VQ—Holden’s long-wheelbase version of the VN Commodore series.

The company changed throughout the 1990s, increasing its Australian market share from 21 percent in 1991 to 28.2 percent in 1999. Besides manufacturing Australia’s best selling car, which was exported in significant numbers, Holden continued to export many locally produced engines to power cars made elsewhere. In this decade, Holden adopted a strategy of importing cars it needed to offer a full range of competitive vehicles. During 1998, General Motors-Holden’s Ltd name was shortened to “Holden Ltd”.

On 26 April 1990, GM’s New Zealand subsidiary Holden New Zealand announced that production at the assembly plant based in Trentham would be phased out and vehicles would be imported duty-free—this came after the 1984 closure of the Petone assembly line due to low output volumes. During the 1990s, Holden, other Australian automakers and trade unions pressured the Australian Government to halt the lowering of car import tariffs. By 1997, the federal government had already cut tariffs to 22.5 percent, from 57.5 percent ten years earlier; by 2000, a plan was formulated to reduce the tariffs to 15 percent. Holden was critical, saying that Australia’s population was not large enough, and that the changes could tarnish the local industry.

Commodore VT, introduced in 1997, marked the Commodore’s global expansion.

Holden re-introduced its defunct Statesman title in 1990—this time under the Holden marque, as the Statesman and Caprice. For 1991, Holden updated the Statesman and Caprice with a range of improvements, including the introduction of four-wheel anti-lock brakes (ABS); although, a rear-wheel system had been standard on the Statesman Caprice from March 1976. ABS was added to the short-wheelbase Commodore range in 1992. Another returning variant was the full-size utility, and on this occasion it was based on the Commodore. The VN Commodore received a major facelift in 1993 with the VR—compared to the VN, approximately 80 percent of the car model was new. Exterior changes resulted in a smoother overall body and a “twin-kidney” grille—a Commodore styling trait that remained until the 2002 VY model and, as of 2013, remains a permanent staple on HSV variants.

Holden introduced the all-new VT Commodore in 1997, the outcome of a A$600 million development programme that spanned more than five years. The new model featured a rounded exterior body shell, improved dynamics and many firsts for an Australian-built car. Also, a stronger body structure increased crash safety. The locally produced Buick-sourced V6 engine powered the Commodore range, as did the 5.0-litre Holden V8 engine, and was replaced in 1999 by the 5.7-litre LS unit.

The 1998 Holden Astra continued Holden’s trend of sourcing its mid-size and smaller model lines from Opel in Europe.

The UAAI badge-engineered cars first introduced in 1989 sold in far fewer numbers than anticipated, but the Holden Commodore, Toyota Camry, and Corolla were all successful when sold under their original nameplates. UAAI was dissolved in 1996, and Holden returned to selling only GM products. This signalled the closure of the Dandenong, Victoria facility, the sole plant for Corolla and Nova production. The Holden Astra and Vectra, both designed by Opel in Germany, replaced the Toyota-sourced Holden Nova and Apollo. This came after the 1994 introduction of the Opel Corsa replacing the already available Suzuki Swift as the source for the Holden Barina. Sales of the full-sizeHolden Suburban SUV sourced from Chevrolet commenced in 1998—lasting until 2001. Also in 1998, local assembly of the Vectra began at Elizabeth, South Australia. These cars were exported to Japan and Southeast Asia with Opel badges. However, the Vectra did not achieve sufficient sales in Australia to justify local assembly, and reverted to being fully imported in 2000.

2000s

Holden’s market surge from the 1990s reversed in the 2000s decade. In Australia, Holden’s market share dropped from 27.5 percent in 2000 to 15.2 percent in 2006. From March 2003, Holden no longer held the number one sales position in Australia, losing ground to Toyota.

This overall downturn affected Holden’s profits; the company recorded a combined gain of A$842.9 million between 2002 and 2004, and a combined loss of A$290 million between 2005 and 2006. Factors contributing to the loss included the development of an all-new model, the strong Australian dollar and the cost of reducing the workforce at the Elizabeth plant, including the loss of 1,400 jobs after the closure of the third-shift assembly line in 2005, after two years in operation. Holden fared better in 2007, posting an A$6 million loss. This was followed by an A$70.2 million loss in the 2008, an A$210.6 million loss in 2009, and a profit of A$112 million in 2010. On 18 May 2005, “Holden Ltd” became “GM Holden Ltd”, coinciding with the resettling to the new Holden headquarters on 191 Salmon Street, Port Melbourne, Victoria.

The Monaro coupé was resurrected in 2001 as a low-volume niche model. Unanticipated overseas demand proved otherwise, with the Monaro selling in the UK as a Vauxhall Monaro and throughout the United States as the Pontiac GTO.

Holden caused controversy in 2005 with their Holden Employee Pricing television advertisement, which ran between October and December 2005. The campaign publicised, “for the first time ever, all Australians can enjoy the financial benefit of Holden Employee Pricing”. However, this did not include a discounted dealer delivery fee and savings on factory fitted options and accessories that employees received. At the same time, employees were given a further discount between 25 and 29 percent on selected models.

Holden revived the Monaro coupe in 2001. Based on the VT Commodore architecture, the coupe attracted worldwide attention after being shown as a concept car at Australian auto shows. The VT Commodore received its first major update in 2002 with the VY series. A mildly facelifted VZ model launched in 2004, introducing the High Feature engine. This was built at the Fishermans Bend facility completed in 2003, with a maximum output of 900 engines per day. This has reportedly added A$5.2 billion to the Australian economy; exports account for about A$450 million alone. After the VZ, the High Feature engine powered the all-new VE Commodore. In contrast to previous models, the VE no longer utilises an Opel-sourced platform adapted both mechanically and in size.

Holden updated the Commodore with the VE series in 2006, Holden’s first “clean-sheet” design since 1971.

Throughout the 1990s, Opel had also been the source of many Holden models. To increase profitability, Holden looked to the South Korean Daewoo brand for replacements after acquiring a 44.6 percent stake—worth US$251 million—in the company in 2002 as a representative of GM. This was increased to 50.9 percent in 2005, but when GM further increased its stake to 70.1 percent around the time of its 2009 Chapter 11 reorganisation, Holden’s interest was relinquished and transferred to another (undisclosed) part of GM.

The commencement of the Holden-branded Daewoo models began with the 2005 Holden Barina, which based on the Daewoo Kalos, replaced the Opel Corsa as the source of the Barina. In the same year, the Viva, based on the Daewoo Lacetti, replaced the entry-level Holden Astra Classic, although the new-generation Astra introduced in 2004 continued on. The Captiva crossover SUV came next in 2006. After discontinuing the Frontera and Jackaroo models in 2003, Holden was only left with one all-wheel drive model: the Adventra, a Commodore-based station wagon. The fourth model to be replaced with a South Korean alternative was the Vectra by the mid-size Epica in 2007. As a result of the split between GM and Isuzu, Holden lost the rights to use the “Rodeo” nameplate. Consequently, the Holden Rodeo was facelifted and relaunched as the Colorado in 2008.Following Holden’s successful application for a A$149 million government grant to build a localised version of the Chevrolet Cruze in Australia from 2011, Holden in 2009 announced that it would initially import the small car unchanged from South Korea as the Holden Cruze.

Following the government grant announcement, Kevin Rudd, Australia’s Prime Minister at the time, stated that production would support 600 new jobs at the Elizabeth facility; however, this failed to take into account Holden’s previous announcement, whereby 600 jobs would be shed when production of the Family II engine ceased in late 2009. In mid-2013, Holden sought a further A$265 million, in addition to the A$275 million that was already committed by the governments of Canberra, South Australia and Victoria, to remain viable as a car manufacturer in Australia. A source close to Holden informed the Australian news publication that the car company is losing money on every vehicle that it produces and consequently initiated negotiations to reduce employee wages by up to A$200 per week to cut costs, following the announcement of 400 job cuts and an assembly line reduction of 65 (400 to 335) cars per day.

2010s

In March 2012, Holden was given a $270 million lifeline by the Gillard, Weatherill and Baillieu Ministrys. In return, Holden planned to inject over $1 billion into car manufacturing in Australia. They estimated the new investment package would return around $4 billion to the Australian economy and see GM Holden continue making cars in Australia until at least 2022.

Industry Minister Kim Carr confirmed on 10 July 2013 that talks had been scheduled between the Australian government and Holden. On 13 August 2013, 1,700 employees at the Elizabeth plant in northern Adelaide voted to accept a three-year wage freeze in order to decrease the chances of the production line’s closure in 2016. Holden’s ultimate survival, though, depended on continued negotiations with the Federal Government—to secure funding for the period from 2016 to 2022—and the final decision of the global headquarters in Detroit, US.

On 10 December 2013, General Motors announced that Holden will cease engine and vehicle manufacturing operations in Australia by the end of 2017. As a result, 2,900 jobs would be lost over four years. Beyond 2017 Holden’s Australian presence will consist of: a national sales company, a parts distribution centre and a global design studio.

Vehicle lineup

[show] v t e Holden, a marque of General Motors, automobile timeline, 1948–present

Corporate affairs and identity

Holden logos from 1928 (left) and 1972 (right).

2007 sales and production

Vehicle sales	Units
Passenger vehicles	104,848
Light commercial vehicles	33,554
Sport utility vehicles	11,091
Total	146,680
Vehicle production	Units
Total	107,795
Engine production	Units
Family II	136,699
High Feature	132,722
Total	269,421
Exports	Units
Engines	173,463
Vehicles	36,534
Total	209,997

As of 22 March 2010, chairman and managing director Mike Devereux heads operations at Holden.^[153] Vehicles are sold countrywide through the Holden Dealer Network (310 authorised stores and 12 service centres), which employs more than 13,500 people.

In 1987, Holden Special Vehicles (HSV) was formed in partnership with Tom Walkinshaw, who primarily manufactures modified, high-performance Commodore variants. To further reinforce the brand, HSV introduced the HSV Dealer Team into the V8 Supercar fold in 2005 under the naming rights of Toll HSV Dealer Team.

The logo, or “Holden lion and stone” as it is known, has played a vital role in establishing Holden’s identity. In 1928, Holden’s Motor Body Builders appointed Rayner Hoff to design the emblem. The logo refers to a prehistoric fable, in which observations of lions rolling stones led to the invention of the wheel. With the 1948 launch of the 48-215, Holden revised its logo and commissioned another redesign in 1972 to better represent the company. The emblem was reworked once more in 1994.

Sales in the Australian market between 1991 and 2006

Holden VF Evoke Wagon 4 Door Hearse

 Exports

Holden began to export vehicles in 1954, sending the FJ to New Zealand. Exports to New Zealand have continued ever since, but to broaden their export potential, Holden began to cater their Commodore, Monaroand Statesman/Caprice models for both right- and left-hand drive markets. The Middle East is now Holden’s largest export market, with the Commodore sold as the Chevrolet Lumina since 1998, and the Statesman since 1999 as the Chevrolet Caprice. Commodores are also sold as the Chevrolet Lumina in Brunei, Fiji and South Africa, and as the Chevrolet Omega in Brazil. Pontiac in North America also imported Commodore sedans from 2008 through to 2009 as the G8. Unfortunately, Pontiac went bankrupt in late 2009 and GM had to shut down Pontiac in 2010. The G8’s cessation was a consequence of GM’s Chapter 11 bankruptcy resulting in the demise of the Pontiac brand.

Sales of the Monaro began in 2003 to the Middle East as the Chevrolet Lumina Coupe. Later on that year, a modified version of the Monaro began selling in North America as the Pontiac GTO, and under the Monaro name through Vauxhall dealerships in the United Kingdom. This arrangement continued through to 2005 when the car was discontinued.The long-wheelbase Statesman sales in the Chinese market as the Buick Royaum began in 2005, before being replaced in 2007 by the Statesman-based Buick Park Avenue. Statesman/Caprice exports to South Korea also began in 2005. These Korean models were sold as the Daewoo Statesman, and later as the Daewoo Veritas from 2008. Holden’s move into international markets has been profitable; export revenue increased from A$973 million in 1999 to just under $1.3 billion in 2006.

Since 2011 the WM Caprice has been exported to North America as the Chevrolet Caprice PPV, a version of the Caprice built exclusively for law enforcement in North America sold only to police. Since 2007, the HSV-based Commodore has been exported to the United Kingdom as the Vauxhall VXR8.

In 2013, it was announced that exports of the Commodore would resume to North America in the form of the VF Commodore as the Chevrolet SS sedan for the 2014 model year.

Holden Commodore (VE) of Garth Tander at the 2011 Clipsal 500 Adelaide

Main article: Holden Racing Team

Holden has been involved with factory backed teams in Australian touring car racing since 1968, and has won the Bathurst 1000 29 times: more than any other factory. The main factory backed teams have been the Holden Dealer Team (1969–1987) and the Holden Racing Team (1990–present). Holden also currently competes in V8 Supercars regularly with other winning teams Red Bull Racing Australia, Brad Jones Racingand Tekno Autosports making it have the most cars race in the championship.

Holden operate a driver training facility at Norwell on the northern Gold Coast, Queensland. In addition to driver safety programs at a number of levels of experience, the centre also offers 4WD training and performance driving courses and “hot laps” in a high-performance car.

the END

VAUXHALL England UK

Vauxhall Motors

General Motors UK Limited
(trading as Vauxhall Motors)

Trading name	Vauxhall Motors
Type	Limited company
Industry	Automotive
Predecessors	Alex Wilson and Company (1857) Vauxhall Iron Works (1897)
Founded	London, England (1857)
Founders	Alexander Wilson
Headquarters	Luton, Bedfordshire, UK
Number of locations	Two manufacturing facilities in the UK
Area served	United Kingdom
Key people	Tim Tozer, Chairman & Managing Director
Products	Automobiles Commercial vehicles
Production output	232,255 (2012 sales)
Services	Vehicle financing
Revenue	£3.785 billion (2004)
Operating income	£131 million (2004)
Profit	£-176 million (2004)
Owners	General Motors Company(Exhibit 21)
Employees	4,029 (2011)
Parent	Adam Opel AG
Divisions	VXR
Website	vauxhall.co.uk
Footnotes / references

Vauxhall Motors (/ˈvɒksɔːl/; registered name General Motors UK Limited) is an English automotive manufacturing and distribution company headquartered in Luton, Bedfordshire, and an affiliated company of the German Adam Opel AG, both being wholly owned subsidiaries of the American General Motors (GM). The company sells passenger cars and light commercial vehicles under the Vauxhall marque; in the past it has also sold buses and trucks under the Bedford brand. Vauxhall has been the second-largest-selling car brand in the UK for more than two decades.

Vauxhall was founded by Alexander Wilson in 1857 as a pump and marine engine manufacturer and began manufacturing cars in 1903. It was acquired by GM in 1925. Bedford Vehicles was established as a subsidiary of Vauxhall in 1930 to manufacture commercial vehicles. Having previously been a luxury car brand, after the Second World War Vauxhall became increasingly mass-market. Since 1980, Vauxhall products have been largely identical to those of Opel, GM’s German subsidiary, and most models are principally engineered in Rüsselsheim, Germany. During the 1980s the Vauxhall brand was withdrawn from sale in all countries apart from the UK and its dependencies. Throughout its history, Vauxhall has been active in motorsports, including rallying and the British Touring Car Championship.

Vauxhall has major manufacturing facilities in Luton (commercial vehicles, IBC Vehicles) and Ellesmere Port, UK (passenger cars). The Luton plant currently employs around 900 staff and has a capacity of approximately 100,000 units. The Ellesmere Port plant currently employs around 1,880 staff and has a capacity of approximately 187,000 units. A high proportion of Vauxhall-branded vehicles sold in the UK, the Isle of Man and the Channel Islands are produced at Opel factories in Germany, Spain and Poland, and roughly 80% of Vauxhall production is exported, most of which is sold under the Opel brand.

Notable former Vauxhall production cars include the Viva, Victor, Chevette and Cavalier. The current Vauxhall car range includes the Adam (city car), Viva (city car), Ampera (extended range electric vehicle), Astra (small family car), Cascada (convertible), Corsa (supermini), Insignia (large family car), Meriva (compact MPV), Mokka (subcompact SUV) and Zafira Tourer (large MPV). Vauxhall sells high-performance versions of some of its models under the VXR sub-brand.

History

Foundation to 1925

Oldest surviving Vauxhall, delivered in November 1903

30–98 Velox 1926

Vauxhall Griffin
on a 1921 Vauxhall 25

Scottish marine engineer Alexander Wilson founded the company at 90–92 Wandsworth Road, Vauxhall, London in 1857. Originally named Alex Wilson and Company, then Vauxhall Iron Works from 1897, the company built pumps and marine engines. In 1903 the company built its first car, a five-horsepower single-cylinder model steered using a tiller, with two forward gears and no reverse gear. About 70 were made in the first year, before the car was improved with wheel steering and a reverse gear in 1904. A single survivor could still be seen at the London Science Museum in 1968.

To expand, the company moved the majority of its production to Luton in 1905. The company continued to trade under the name Vauxhall Iron Works until 1907, when the modern name of Vauxhall Motors was adopted. The company was characterised by its sporting models, but after World War I the company’s designs were more austere.

Much of Vauxhall’s success during the early years of Vauxhall Motors was attributable to Laurence Pomeroy. He joined Vauxhall in 1906 at the age of twenty-two, as an assistant draughtsman. In the winter of 1907/8, the chief designer F. W. Hodges took a long holiday, and in his absence the managing director Percy Kidner asked Pomeroy to design an engine for cars to be entered in the 1908 RAC and Scottish Reliability Trial, held in June that year. The cars were so successful that Pomeroy took over from Hodges.

Pomeroy’s first design, the Y-Type Y1, had outstanding success at the 1908 RAC and Scottish 2000 Mile Reliability Trials – showing excellent hill climbing ability with an aggregate of 37 seconds less time in the hill climbs than any other car in its class. With unparalleled speeds around the Brooklands circuit, the Vauxhall was so far ahead of all other cars of any class that the driver could relax, accomplishing the 200 miles (320 km) at an average speed of 46 mph (74 km/h), when the car was capable of 55 mph (89 km/h). The Y-Type went on to win class E of the Trial.

The Y-Type was so successful that it was decided to put the car into production as the A09 car. This spawned the Vauxhall A-Type. Four distinct types of this were produced between 27 October 1908 – up to when mass production halted in 1914. One last A-Type was put together in 1920. Capable of up to 100 mph (160 km/h), the A-Type Vauxhall was one of the most acclaimed 3-litre cars of its day.

Two cars were entered in the 1910 Prince Henry Trials, and although not outright winners, performed well, and replicas were made for sale officially as the C-type – but now known as the Prince Henry. During the First World War, Vauxhall made large numbers of the D-type, a Prince Henry chassis with de-rated engine, for use as staff cars for the British forces.

After the 1918 armistice, the D-type remained in production, along with the sporting E-type. Pomeroy left in 1919, moving to the United States, and was replaced by C.E. King. In spite of making good cars, expensive pedigree cars of the kind that had served the company well in the prosperous pre-war years were no longer in demand: the company struggled to make a consistent profit and Vauxhall looked for a major strategic partner.

1925 to 1945

 A Mk IV Churchill tank (75mm), of which 7,368 were manufactured by Vauxhall between 1941 and 1945

On 16 November 1925, Vauxhall was acquired by General Motors Corporation for US$2.5 million. The company’s image and target market were gently but firmly changed over the next five and more years, marked particularly by the introduction in late 1930 of the low-cost two-litre Vauxhall Cadetand the next year the first Bedford truck, which was Chevrolet based. Vauxhall’s chief engineer since 1920, Charles Evelyn King, would retire as engineering director in 1950. The company’s future chief engineer, Harold Drew, left Luton for a spell working as a draughtsman with GM’s Lansing-based Oldsmobile division. As the first significant post-acquisition passenger car, the Cadet, initially retailing at £280, is generally regarded as demonstrating Vauxhall’s newly acquired interest and expertise in controlling production costs, but it was also the first British car to feature a synchromesh gearbox.

During the Second World War car production at Luton was suspended to allow Vauxhall to work on the new Churchill tank. Despite a bombing raid in August 1940, in which 39 employees were killed, it was taken from specification to production in less than a year, and assembled there (as well as at other sites). More than 5,600 Churchill tanks were built. Luton also produced around 250,000 lorries for the war effort, alongside the new Bedford Dunstable plant, which was opened in 1942, with Bedford designs being common in British use. As a morale booster for the company employees, on 23, 24 and 25 February 1944, Adelaide Hall appeared in concert at the factory in Luton, where she entertained the employees during their lunch break. In all she performed in front of more than 10,000 workers; it was the first time that Vauxhall had contracted a star to perform at their factory for three consecutive days.

1945 to 1970

A buyer and seller looking under the bonnet of a Vauxhall at a dealership in Denmark in the 1950s

Passenger car production resumed after the end of the Second World War. Models were more mass-market than pre-war products, helping to drive an expansion of the company. A manufacturing plant at Ellesmere Port, Cheshire, was opened in 1962, initially making components to supply to the production lines in Luton, before passenger car production began there in 1964.

In 1963 production of the Vauxhall Viva small family car commenced, with the new car being aimed at the likes of the Ford Anglia and Morris Minor. The German version of the car was sold as the Opel Kadett. The locally assembled Vauxhall Viva was launched in Australia in May 1964. In 1966 Vauxhall’s Slant Four went into production – the first production overhead camshaft inline-four engine to use a rubber timing belt. Also the FD Victor was launched at the Earls Court Motor Show, considered by many to be one of Vauxhall’s finest all-British styling efforts.

During the 1960s Vauxhall acquired a reputation for making rust-prone models. The corrosion protection built into models was tightened up significantly, but the reputation dogged the company until the early 1980s.

In 1967 Vauxhall became a Royal Warrant Holder: Motor Vehicle Manufacturers to HM The Queen – The Royal Mews. The warrant of HRH The Prince of Wales was added in 1994.

By the late 1960s, the company was achieving five-figure sales on its most popular models, including the entry-level Viva and larger Victor.

1970 to 1990

In 1970 the HC Viva was launched, which went on to become Vauxhall’s best-selling car of the decade. In 1973 the Vauxhall Firenza “Droopsnoot” was unveiled at the Earls Court Motor Show, introducing the public to Vauxhall’s new aerodynamic look for all of its subsequent 1970s models.

By 1973 the Victor was losing sales in a market that was becoming increasingly dominated by the Ford Cortina. This was not enough to keep Vauxhall from being well behind market leaders Ford and British Leyland in sales, and most of its range was struggling even to keep pace with Chrysler UK (formerly the Rootes Group).

The Cavalier Mark I, in production from 1975 to 1981

Vauxhall’s sales began to increase in 1975, with the launch of two important new models – the Chevette, a small three-door hatchback that was the first car of its kind to be built in Britain, the Chevette carrying the name Opel Kadett in Europe, and Chevrolet Chevette in the US and Canadian markets; and the Cavalier (Opel Ascona and Opel Manta elsewhere), a stylish four-door saloon designed to compete head-to-head with the all-conquering Ford Cortina. A two-door coupe and three-door “sport hatch” had joined the Cavalier range by 1978, but there was no estate version.

By the end of the 1970s, Vauxhall had boosted its market share substantially, and was fast closing in on Ford and British Leyland.

In 1978 Vauxhall strengthened its position in the executive car market with the launch of its all-new Carlton saloon and estate, which were facelifted versions of the German-built Opel Rekord.

By 1979, Vauxhall had increased its market share substantially; it was still some way behind Ford and British Leyland, but had overtaken Talbot (the Peugeot owned successor to Rootes and Chrysler UK). Early in 1980, Vauxhall moved into the modern family hatchback market with its Astra, (Opel Kadett elsewhere) range that replaced the ageing Viva. The Astra quickly became popular with buyers, but the 1981 Mk2 Cavalier – the first Vauxhall of this size to offer front-wheel drive and a hatchback bodystyle – was the car that really boosted Vauxhall’s fortunes.

The Vauxhall Astra Mk I, in production from 1979 to 1984

Vauxhall’s most important model of the 1980s was the 1981 Mk2 Cavalier Built at the Luton Plant, which made the transition from rear-wheel drive saloon to front-wheel drive hatchback (though there was still a saloon version available, complemented in 1983 with an estate), this was also produced in Australia by Holdens and in fact the tailgates for the Vauxhall version were built there and shipped to Luton . For much of its life, it was Britain’s most popular large family car, vying with the Ford Sierra for top place. The Cavalier was relaunched in 1988, an all-new format which won praise for its sleek looks and much-improved resistance to rust.

The 1983 Nova (Opel Corsa elsewhere) supermini, available as a hatchback or a saloon that was built at the Zaragoza plant in Spain, completed Vauxhall’s regeneration, and it soon overtook Austin Rover (formerly British Leyland) as Britain’s second most popular carmaker. The arrival of the Nova spelled the end of the Chevette in early 1984 after nearly a decade in production.

The Astra further strengthened its position in the market with an all-new 1984 model that featured an aerodynamic design reminiscent of Ford’s larger Sierra.

The Vauxhall Carlton Mark I

In 1984 the aerodynamically styled Vauxhall Astra Mk2 built at the Ellesmere Port Plant became the first Vauxhall car to be elected European Car of the Year. Sales of the Senator, a rebadged Opel executive saloon also began, an upmarket version of the Carlton that is the first Vauxhall-badged car to share its nameplate with its Opel equivalent. A 5-door variant of the Nova was eventually launched, along with a 4-door saloon.

In January 1986, Vauxhall launched the Belmont – a saloon version of the Astra which offered more interior space and was almost as big as a Cavalier.

Vauxhall won another “European Car of the Year” award with its all-new Vauxhall Carlton, a rebadged Opel built vehicle and badged Opel Omega in the rest of Europe, sealing the award for 1987. The range was then extended by the more upmarket Senator, again a rebadged Opel. The Luton-built Cavalier (Mk3) (sold as the Opel Vectra in Ireland and mainland Europe) entered its third generation in 1988 – with an all-new sleek design that further enhanced its popularity. The Calibra coupé followed in 1989, which was officially the most aerodynamic production car in the world on its launch. Falling between the Cavalier and Senator was the Opel built Carlton (Opel Rekord and later Opel Omega elsewhere) – relaunched in 1986, and was voted European Car of the Year, a large four-door family saloon. There were two sports versions of the Carlton: the 3000 GSi and the Lotus Carlton, the latter being aimed at family-minded executives and, at 175 miles per hour (282 km/h), considered the fastest four-door production car at the time. Most importantly, the latest generation of Vauxhall models dispelled the image of rusting cars that had for so long put potential buyers off the Vauxhall brand.

By 1989 Vauxhall was on roughly equal terms with the Rover Group as Britain’s second most popular car brand (after Ford).

1990 to 2000

 Griffin House, became the Vauxhall headquarters building in 1991. It had previously been the design and testing building.

In 1991, Vauxhall’s corporate headquarters were moved to Griffin House, formerly the company’s design and testing building. In the same year, the third generation Vauxhall Astra went on sale (with Opel versions adopting the Astra nameplate for the first time) and the saloon version badged Astra rather than Belmont. Vauxhall joined forces with Isuzu to produce the Frontera, a four-wheel drive off-roader available in short and long-wheelbase versions.

In 1993 the Cavalier was firmly re-established as Britain’s most popular large family car, with more than 130,000 sales, while the third generation Astra (relaunched in 1991) with 100,000 sales was continuing to narrow the gap between itself and the best-selling Ford Escort. The Astra was now joined by the Belmont – a four-door booted version of the Astra. This continued for some time until being renamed Astra, presumably to provide combined sales/registration figures. The decade-old Nova was axed in 1993, in favour of the all-new Corsa, adopting the European naming of the model; its distinctive styling and practical interior began attracting more sales than its predecessor had done.

In 1994 GM ceased production of Bedford Vehicles because of the fact that their profits were decreasing over time, which had been Vauxhall’s commercial vehicle arm, making successful vans, trucks and lorries since the 1930s. The last “true” Bedford light commercials – the Bedford HA and Bedford CF panel vans – had already ceased production in 1983 and 1987 respectively, and had been replaced by licence-built versions of Isuzu and Suzuki vans such as the Midi and Rascal. Production of these models continued at Luton, now badged Vauxhall but by a separate company named IBC (Isuzu-Bedford Commercials). Also in 1994, the Vauxhall Carlton nameplate was abandoned after 16 years, and Omega took its place, becoming the first model to feature the new corporate “v” grille. Vauxhall also added another vehicle to its four-wheel drive line-up in the shape of the Isuzu-based Monterey. Vauxhall joined the expanding “compact coupé” market with its new Corsa-based Tigra model.

The Cavalier nameplate was axed in 1995 after 20 years, a full model after Opel had dropped its Ascona nameplate, Vauxhall adopting the common Vectra nameplate for its successor, completing a policy by General Motors that aligned and identically badged all Vauxhall and Opel models. Vectra received disappointing feedback from the motoring public, and several well-known journalists, most notably Jeremy Clarkson. Yet it was still hugely popular, and for a while after the 1999 facelift, it was actually more popular than Ford’s highly acclaimed Mondeo. In 1996, Vauxhall launched the short-lived Sintra large MPV. The Astra entered its fourth generation in 1998, and offered levels of build quality and handling that bettered all of its predecessors.

In 1999, the seven-seater compact MPV Zafira, based on the Astra chassis, went on sale and the Vauxhall Monterey was withdrawn from sale in the UK, although it continued to sell in the rest of Europe as an Opel.

In the late 1990s, Vauxhall received criticism in several high-profile car surveys. In 1998 a Top Gear customer satisfaction survey condemned the Vauxhall Vectra as the least satisfying car to own in Britain. A year later the Vauxhall marque was ranked last by the same magazine’s customer satisfaction survey. The Vauxhall range received particular criticism for breakdowns, build-quality problems, and many other maladies – which meant that quality did not reflect sales success. Nevertheless Vauxhall was competing strongly in the sales charts, and by 1999 was closer to Ford in terms of sales figures than it had been in years.

2000 to 2010

In 2000 Vauxhall entered the sports car market with the Lotus-based VX220 roadster. It re-entered the coupé market with the Astra Coupé. The new Agila city car and a second generation of the Corsa supermini also went on sale. On 12 December 2000, Vauxhall announced that car production at its Luton plant would cease in 2002, with the final vehicle being made in March 2002 following the end of production of the Vectra B and production of its replacement moving to Ellesmere Port alongside the Astra. Manufacture of vans (sold under the Vauxhall, Opel, Renaultand Nissan badges throughout Europe) continued at the IBC Vehicles plant in Luton. On 17 May 2006, Vauxhall announced the loss of 900 jobs from Ellesmere Port’s 3,000 staff, part of significant worldwide staff reductions by GM.

The Astra Mark V, in production from 2004 to 2009.

The Vauxhall Vectra Mark II, in production from 2002 to 2008

In 2002, the all-new Vectra went on sale, alongside a large hatchback badged as the Signum, which arrived the following year. 2002 was one of the best years ever for Vauxhall sales in the UK. The Corsa was Britain’s second most popular new car, and gave the marque top spot in the British supermini car sales charts for the first time. The Astra was Britain’s third best-selling car that year, while the Vectra and the Zafira (a compact MPV launched in 1999) were just outside the top ten. The second generation Vectra was launched in 2002 and was further improved over earlier Vectras, but was still hardly a class-leader, and now had to be content with lower sales due to a fall in popularity of D-sector cars; although a facelift in 2005 sparked a rise in sales.

In 2003, Vauxhall Omega production ended after nine years, with no direct replacement, while the Meriva mini-MPV was launched. Perhaps the most important Vauxhall product of the 2000s so far is the fifth generation Astra, launched in early 2004 – and praised by the motoring press for its dramatic styling. It was an instant hit with British buyers, and was the nation’s second best-selling car in 2005 and 2006, giving the all-conquering Ford Focus its strongest competitor yet. Many police forces across the United Kingdom adopted the Astra as the standard patrol vehicle (panda car). Also in 2004, production of the Frontera ended after 13 years, with no direct replacement.

In 2006, the third generation of the Vauxhall Corsa went on sale, after having its world premier launch at the 2006 British International Motor Show at ExCeL London. The second generation Corsa had been Britain’s most popular supermini for most of its production life, but by 2006 it had started to fall behind the best of its competitors, so an all-new model was launched. This Corsa sold far better than either of the previous Corsas, and it was an instant hit with buyers. Also in 2006, the second generation Zafira was the tenth-biggest selling car in the UK, the first time that an MPV had featured in the top 10 best-selling cars in Britain.

In 2007 Vauxhall’s new 4×4, the Vauxhall Antara, was released in July. Vauxhall’s powerful VXR8 that came with 306 kilowatts (416 PS; 410 bhp) was also introduced.

In 2008, Vauxhall began rebranding with a modified corporate logo. The Vauxhall Insignia was launched at the 2008 British International Motor Show at ExCeL London, replacing the Vectra and won another “European Car of the Year”. Vauxhall launched the new Agila city car.

In 2009, a new generation of the Vauxhall Astra was launched.

On 30 May 2009, a deal was announced which will lead to the spin-off of the Opel and Vauxhall brands into a new company. On 1 June 2009, Vauxhall Motors’ troubled parent company, General Motors filed for bankruptcy in a court in New York. By then the sale of Vauxhall and its sister subsidiary, Opel, was being negotiated as part of a strategy driven by the German government to ring fence the businesses from any General Motors asset liquidation. The sale to Canadian-owned Magna International was agreed on 10 September 2009, with the approval of the German government. During the announcement regarding the sale, Magna promised to keep the Vauxhall factory at Ellesmere Port open until 2013, but could not guarantee any further production after that date. On 3 November 2009, the GM board called off the Magna deal after coming to the conclusion that Opel and Vauxhall Motors was crucial to GM’s global strategy.

2010 to present

In 2010, the new Vauxhall Movano was launched and a new Meriva (launched at Geneva Motor Show) went on sale in mid-2010.

The Ampera E-Rev, short for extended range electric vehicle, went on sale in the UK in 2011 with a 16 kWh, 400 lb (180 kg) lithium-ion battery pack that delivers 40 miles (64 km) of motoring and a 1.4-litre petrol engine that extends the car’s range to 350 miles (560 km). It won the “European Car of the Year”. A new Vauxhall Combo went on sale in late 2011 and a facelifted Corsa went on sale in early 2011. The Zafira Tourer compact MPV was released in late 2011.

In 2012, the Vauxhall Adam city car was launched at the Paris Motor Show in late 2012, with sales beginning in early 2013. A new Vauxhall Mokka compact SUV was launched at the 2012 Geneva Motor Show.

In May 2012, GM announced plans to move much of the production of Astra vehicles from mainland Europe to the UK. The company announced it would invest £125 million in the Ellesmere Port factory and spend about £1bn in the UK component sector.

HydroGen4 is the successor of the fuel cell vehicle Opel HydroGen3, developed by General Motors/Opel and presented in 2007 at the IAA in Frankfurt expected to hit the market in 2016.

Current model range

Main article: List of Vauxhall vehicles

Passenger cars

The following tables list current and announced Vauxhall production vehicles as of 2014:

Adam		City car	Hatchback
Ampera		Plug-in hybrid	Hatchback
Antara		Compact crossover SUV	SUV
Astra		Small family car	Hatchback GTC (3-door Hatchback) Sports Tourer (Estate)
Cascada		Mid-size car	Convertible
Combo Tour		Leisure activity vehicle	Van
Corsa		Supermini	Hatchback
Insignia		Large family car	Saloon Hatchback Sports Tourer (Estate) Country Tourer (Crossover Estate)
Meriva		Compact MPV	MPV
Mokka		Subcompact crossover SUV	SUV
Viva		City car	Hatchback
Zafira Family		Compact MPV	MPV
Zafira Tourer		Large MPV	MPV

Commercial vehicles

Corsavan		Car-derived van	Van
Combo		Panel van	Van
Vivaro		Light commercial vehicle	Van
Movano		Light commercial vehicle	Van Chassis cab Crew cab

VXR models

Main article: VXR

The VXR range is analogous to the OPC range made by Opel Performance Center, the HSV range made by Holden Special Vehicles in Australia and the SS range made by Latin AmericaChevrolet. The models include the Corsa VXR, Astra VXR, Insignia VXR, Meriva VXR, Zafira VXR, VXR8, VX220 (no longer in production), and the Australian-built Holden Monaro (also no longer in production). These vehicles are high-performance machines, and are ideally aimed for younger buyers. Vauxhall unveiled a new model based on the Australian HSV Maloo at the 2005 National Exhibition Centre motor show in Birmingham, England. It was claimed that the monstrous V8 Ute had a top speed around 200 mph (320 km/h) – which is extremely fast for autility vehicle. However, the model never got to the showroom in the United Kingdom. The Monaro is also no longer made, but a new version (a four-door saloon) is now on sale as the VXR8. The VXR8 is based on Australia’s HSV Clubsport R8. This car reaches 0–60 in 5 seconds, in similar territory to other muscle car contemporaries such as the Dodge Viper (SRT-10) andCorvette Z06 – and marginally slower than the FPV FG F6. The VXR badge is a symbol of the combined technological resources of the global General Motors group, and the recognised expertise of consultants Lotus and the Triple Eight Racing Team.

Astra VXR		Compact sports car	Hatchback
Corsa VXR		Supermini	Hatchback
Insignia VXR		Large family car	Saloon Hatchback Sports Tourer (Estate)
VXR8 GTS		Full-size car	Saloon

Discontinued models

Passenger cars

20 open tourer

 14–40 open tourer

20–60 saloon 1930

Cars designed by independent Vauxhall:

• 6 (1903–04)
• 9 (1905)
• 12 (1905)
• 12–16 (1906–08)
• 14 (1905)
• 14 and 14–40 (1922–27)
• 16 (1909–10)
• 16–20 (1911–15) A
• 18 (1906)
• 20 (1908–12) A
• 20 (1911–12) C Prince Henry
• 20–60 (1927–30) R and T
• 22 (1912) A
• 22 (1912–14) C Prince Henry
• 23–60 (1922–26) OD
• 25 (1912–22) D
• 25–70 (1926–28)
• 27 (1910) B
• 30 (1911–12) B
• 30–98 (1913–22) E & OE
• 35 (1913–15) B
• 80 (1930–33) T-80, Silent 80

• A-type (1911–14)
• B-type (1910–14)
• C-type “Prince Henry” (1911–13)
• D-type (1912–22)
• E-type (1913–22)

Cars designed after acquisition by General Motors:

Big Six limousine 1936

 Velox 4-door Saloon 1948

 Velox 4-door Saloon 1955

Velox 4-door Saloon 1963

 Viva 1.8L 2-door Saloon 1975

 1983 Nova

Vauxhall 10 (1937–47)

Vauxhall 12 (1933–38)© Ian Hardy

Vauxhall 12-4 (1937–46)

Vauxhall 14 (1933–39) Light Six

Vauxhall 14-6 (1938–48) Light Six Vauxhall 20 or 27 (1933–36) Big Six

Vauxhall 25 (1937–40) Big Six

Vauxhall Albany

Vauxhall Agila (2000–15)

Vauxhall Belmont (1986–91)

Vauxhall Brava (1992–2002) rebadged Isuzu TF

Vauxhall Cadet (1931–33)

Vauxhall Calibra (1989–97)

Vauxhall Carlton (1978–94) rebadged Opel Rekord (Mk 1) / Opel Omega (Mk 2)

Vauxhall Cavalier (1975–95) rebadged Opel Ascona (Mk 1 & 2) / Opel Vectra (Mk 3)

Vauxhall Chevette (1975–84) rebadged Opel Kadett C

Vauxhall Cresta (1954–72)

Vauxhall Envoy (1960–70) see Victor

Vauxhall Epic (1963–70) see Viva

Vauxhall Equus (1978 concept)

Vauxhall Firenza (1970–75)

Vauxhall Frontera (1991–2004, rebadged Isuzu MU Wizard)

Vauxhall Magnum (1973–78)

Vauxhall Monaro (2001–05) rebadged Holden Monaro

Vauxhall Monterey (1994–98, rebadged Isuzu Trooper)

Vauxhall Nova (1982–93), rebadged Opel Corsa A

Vauxhall Omega (1994–2003), rebadged Opel Omega B

Vauxhall Royale Concept

Vauxhall Sintra (1996–99, rebadged Chevrolet Venture)

Vauxhall Senator | Vauxhall Royale (1978–86), rebadged HSV/Opel Senator

Vauxhall Senator (1978–94)

Vauxhall Signum (2003–08)

Vauxhall Silver Aero (1983 concept)

Vauxhall Silver Bullet (1976 concept)

Vauxhall Six (1933–38)

Vauxhall SRV (1970 concept)

Vauxhall Tigra (1994–2001 2004–09)

Vauxhall Vectra (1995–2008)

Vauxhall Trixx (2004 concept)

Vauxhall Velox (1948–65)

Vauxhall Ventora (1968–72)

Vauxhall Viceroy (1978–82), rebadged Opel Commodore

Vauxhall Victor (1957–12)

Vauxhall Viscount (1966–72)

Vauxhall Viva (1963–79)

Vauxhall VX220 (2000–05)

Vauxhall VX4/90 (1961–72) performance version of Victor

Vauxhall VX Lightning (2003 concept for Opel GT)

Vauxhall Wyvern (1948–57)

Vauxhall XVR (concept)

Commercial vehicles

 A Bedford CA panel van

Bedford branded

• Bedford Astramax (1984–92)
• Bedford Beagle (1964–73)
• Bedford CA (1952–69)
• Bedford CF (1969–88)
• Bedford Dormobile
• Bedford Midi
• Bedford Rascal (1986–93, rebadged Suzuki Supercarry)

Vauxhall branded

• Vauxhall Arena (1997–2000, rebadged Renault Trafic)
• Vauxhall Brava

Relationship with other GM products

The Vauxhall Chevette, in production from 1975 to 1984

General Motors began to merge the product lines of Vauxhall and Opel in the early 1970s, largely in favour of Opel products. The 1972 FE Victor was essentially the first exponent of this strategy, sharing its bodywork and platform with the Opel Rekord D, although still retained Vauxhall-designed running gear. The second was the 1975 Vauxhall Chevette, which was a reworked Opel Kadett. By the end of the 1970s most Vauxhalls were based on Opel designs. The Chevette, Cavalier and Carlton were restyled versions of the Kadett, Ascona and Rekord respectively, featuring a distinctive sloping front end, nicknamed the “droopsnoot”, first prototyped on the HPF Firenza, although some models from these ranges still used Vauxhall engines. However the Carlton/Viceroy and Royale were simply rebadged versions of Opel’s Opel Commodore C and Senator, imported from Germany. Vauxhall Chevettes and Cavaliers were produced in left hand drive for sale in Continental Europe, the Cavalier initially being built at GM’s plant in Antwerp, Belgium.

With the 1979 demise of the last solely Vauxhall design, the Viva (although the last “true” Vauxhall product can be argued to be the Bedford CF panel van, which ceased production in 1987), GM policy was for future Vauxhall models to be, in effect, rebadged Opels, designed and developed primarily in Rüsselsheim. The original Astra, launched in 1980, set the eventual precedent for all GM Europe vehicles from that point onward – apart from the badging it had no styling or engineering difference from its Opel sister – the Kadett D. In the late ’70s and early ’80s, GM dealers in Ireland and the United Kingdom sold highly similar Opel and Vauxhall models alongside each other. This policy of duplication was phased out, beginning with the demise of separate Opel dealerships in the UK in 1981, the remainder becoming Vauxhall-Opel. The last Opel car (the Manta coupé) to be officially sold in Britain was withdrawn in 1988.

The Carlton Mark I Estate, in production from 1978 to 1986.

Similarly, the Vauxhall brand was dropped by GM in Ireland in favour of Opel in 1982, with other RHD markets like Malta and Cyprus soon following suit. In New Zealand, the brand was withdrawn in favour of Holden after the demise of the Chevette. GM Europe then began to standardise model names across both brands in the early 1990s. The Vauxhall Astra and Opel Kadett, for example, were both called Astra from 1991 onwards and the Vauxhall Nova and Opel Corsa were both called Corsa from 1993. The change was completed in 1995 when the Vauxhall Cavalier Mk 3 (Opel Vectra A) was replaced by the Opel Vectra B, called Vauxhall Vectra. Apart from the VX220, sold by Opel as the Speedster, all of Vauxhall’s subsequent models have had the same names as those of Opel.

From 1994, Vauxhall models differed from Opels in their distinctive grille – featuring a “V”, incorporating the Vauxhall badge. This was also used by Holden in New Zealand, by Chevrolet in Brazil on the Mk1 Chevrolet Astra (Opel Astra F) and on the Indian version of the Opel Astra. The “V” badging is an echo of the fluted V-shaped bonnets that have been used in some form on all Vauxhall cars since the very first. The “V” grille is not however used on the Vectra-replacing Insignia, unveiled in 2008 and the 2009 Vauxhall Astra and the 2010 Vauxhall Meriva. All the above, plus the US Saturn brand up to its demise in 2009, used the same grille bar with the “V” almost entirely muted out. These bars all carried identical badge mounts, enabling brand badges to be readily interchangeable.

A model unique to the Vauxhall range was the high-performance Monaro coupé, which was sourced from and designed by Holden in Australia. Although this model was also produced in left hand drive (LHD) for markets like the US (where it was known as the Pontiac GTO) and for the Middle East (as the Chevrolet Lumina Coupe), the model was not offered by Opel in mainland Europe. Imports of this vehicle were limited to 15,000 to avoid additional safety testing. Future vehicles that have been confirmed by Vauxhall, but not by Opel, are the Holden Commodore SSV and the HSV GTS. Vauxhall confirmed the importation of the GTS just after the reborn Opel GT roadster was announced as not being imported into the UK.

The bodywork for the Holden Camira estate was used for the Vauxhall Cavalier estate in the UK (though not for the identical Opel Ascona in the rest of Europe) – conversely the rear bodywork of the T-car Vauxhall Chevette estate and Bedford Chevanne van was used for the respective Holden Gemini versions. Vauxhall’s compact car, the Viva, formed the basis of the first Holden Torana in Australia in the 1960s.

Many cars badged as Opels, even LHD models, are produced by Vauxhall for export. Vauxhall has built some Holdens for export, too, notably Vectra-As to New Zealand and Astra-Bs to both Australia and New Zealand.

Vauxhall	Opel
Nova	Corsa A
Chevette	Kadett C
Astra Mk 1	Kadett D
Astra Mk 2	Kadett E
Cavalier Mk 1	Ascona B
Cavalier Mk 2	Ascona C
Cavalier Mk 3	Vectra A
Carlton Mk 1	Rekord E
Carlton Mk 2	Omega A
Viceroy	Commodore C
Royale	Senator A

Operations

Vauxhall is headquartered in Luton, Bedfordshire, UK and has major manufacturing facilities in Luton (commercial vehicles, owned by sister company IBC Vehicles) and Ellesmere Port, UK (passenger cars).

The Luton plant currently employs around 900 staff and has a capacity of approximately 100,000 units. The plant site has a total area of 387,000 square metres. The plant currently produces the Vivaro light commercial van.

The Ellesmere Port plant currently employs around 1,880 staff and has a capacity of approximately 187,000 units. The plant site has a total area of 1,209,366 square metres. The plant currently produces the Astra and Astra Sports Tourer.

From 1942 to 1987 Vauxhall operated a truck and bus vehicle assembly plant in Dunstable, Bedfordshire. Developed and opened by Vauxhall in 1942 under instruction from the Ministry of Production as a shadow factory, it became a production site for Bedford Vehicles in the 1950s.

Vauxhall’s original car plant in Luton stood next to the commercial vehicle plant. After production ceased there in 2002, the plant was demolished and, after several proposals for redevelopment, permission was granted for the site to be redeveloped as the Napier Park housing estate in January 2014.

Logo

The griffin emblem, which is still in use, is derived from the coat of arms of Falkes de Breauté, a mercenary soldier who was granted the Manor of Luton for services to King John in the thirteenth century. By marriage, he also gained the rights to an area near London, south of the Thames. The house he built, Fulk’s Hall, became known in time as Vauxhall. Vauxhall Iron Works adopted this emblem from the coat of arms to emphasise its links to the local area. When Vauxhall Iron Works moved to Luton in 1905, the griffin emblem coincidentally returned to its ancestral home.

The logo as pictured used to be square, but it is now circular, to enable it to fit in the same recess designed for the circular Opel emblem. Since the 1920s, the griffin has been redesigned and released 9 times. 2008 saw the release of a revised version of the 2005 logo. Bill Parfitt, Chairman and Managing Director of GM UK, said, “While the new-look Griffin pays homage to our 100 year-plus manufacturing heritage in the UK, it also encapsulates Vauxhall’s fresh design philosophy, first showcased in the current Astra, and set to continue with Insignia.”

• The Vauxhall Griffin from Vauxhall D-type (1920)

  

• A Vauxhall grillplate from the 1940s showing the Griffin logo

  

• The Vauxhall logo of the 1970s and 1980s

• 

  The Vauxhall logo of the 1990s and 2000s

  

• The current Vauxhall grillplate (2008 to present)

Sponsorships

Vauxhall Motors sponsored the Football Conference, the highest non-league division of English football, from 1986 until 1998. It took over from Gola, and remained in association with the league for twelve years, before ending its backing and being replaced by Nationwide Building Society. In 2011, Vauxhall became the primary sponsor for the home nations national football teams (England, Northern Ireland, Scotland and Wales).

Motorsports

John Hancock driving a Vauxhall at the 1914 French Grand Prix

Vauxhall have competed successfully in several forms of motorsport.

During the 1970s Vauxhall had a strong presence on the British rallying scene. The Magnum coupe was heavier and less powerful than the dominantFord Escort, but still put up some strong performances in the hands of drivers such as Will Sparrow and Brian Culcheth. From 1976, Vauxhall decided to heighten their profile in the sport by building a homologation-special version of the Vauxhall Chevette, known as the Chevette HS. This was a much more serious contender, and in the hands of drivers such as Pentti Airikkala, Tony Pond, Russell Brookes and Jimmy McRae it and its successor version, the Chevette HSR, won many events in Britain and Europe. Airikkala won the British Rally Championship in a Chevette in 1979.

The Chevette was retired in 1983, and effort was concentrated for the next few years on the Group B Opel Manta 400. However, the Vauxhall Astra and Vauxhall Nova were campaigned in the lower power classes during the mid-1980s, and became popular amateurs’ cars thanks to their reliability, ease of tuning and ready supply of parts. After the banning of Group B in 1986 the Group A Astra returned to the forefront. As a two-litre, front-wheel-drive car it was unable to challenge the four-wheel-drive cars for outright victory, but did score top ten placings on several World Championship events. Louise Aitken-Walker won the ladies’ World Championship in 1990 in an Astra, despite a serious accident on that year’s Rally of Portugal when her car rolled down a hillside and into a lake.

During 1991–2 serious consideration was given to campaigning the four-wheel-drive version of the Vauxhall Calibra in British and possibly world rallies, and a trial version contested the 1993 Swedish Rally in the hands of Stig Blomqvist. However, the cost was judged prohibitive, and in any case the ‘Formula 2’ category had been introduced into British rallying. The latest version of the Astra was an ideal contender, and won the category in the 1993 and 1994 championships, driven by David Llewellin. Vauxhall campaigned successive versions of the Astra in the British championship until the late 1990s.

 Tom Chilton driving for Vauxhall at the Oulton Park round of the 2007 British Touring Car Championship

Vauxhall first entered the British Touring Car Championship with the Vauxhall Cavalier in 1989. The lead driver was John Cleland, who remained with the team until his retirement in 1999. The Cavalier was competitive, and often the fastest front-wheel-drive car in the series, and Cleland was second in the title race in 1992, and then fourth in the following two years. In 1995, however, he won the title (adding to his 1989 title win in an Astra). The Cavalier was replaced by the Vectra for 1996. Yvan Muller was sixth in the 1999 British Touring Car Championship and fourth in 2000.

In 2001 the BTCC regulations changed and Vauxhall brought the Astra Coupe into the BTCC. The Astra would dominate the BTCC between 2001 and 2004 with the drivers title won by Jason Plato in 2001, James Thompson in 2002 – 2004 and Yvan Muller in 2003. Vauxhall also won the Manufacturers Award and Teams Award every year also.

In 2005 the Astra Coupe was replaced by the Astra Sport Hatch however it was not as competitive as the Astra Coupe and restricted success for Vauxhall in 2005 and 2006.

In 2007 The regulations changed again and Vauxhall brought the Vectra back. The Vectra brought success back to Vauxhall after Fabrizio Giovanardi won the 2007 and 2008 BTCC championship. Fabrizio Giovanardi finished 3rd in the championship in 2009 before Vauxhall pulled sponsorship out at the end of 2009 due to and the economic crisis and lack of official manufacturers in the BTCC.

See also

• Steinmetz Opel Tuning
• Irmscher
• List of car manufacturers of the United Kingdom

BEDFORD Vehicles cars, buses, vans and trucks England UK

Bedford Vehicles

Bedford Vehicles

Industry	Automotive
Fate	Sold and renamed
Successors	AWD Trucks
Founded	1930
Defunct	1986
Headquarters	Luton, United Kingdom
Area served	Worldwide
Products	Trucks, buses, car-derived vans
Parent	Vauxhall Motors

Bedford Vehicles, usually shortened to just Bedford, was a brand of vehicle produced by Vauxhall Motors, which was ultimately owned by General Motors (GM). Established in 1930 and constructing commercial vehicles, Bedford Vehicles was a leading international truck brand, with substantial export sales of light, medium, and heavy trucks throughout the world. It was GM Europe‘s most profitable venture for several years.

Bedford’s core heavy trucks business was divested by GM as AWD Ltd in 1987, whilst the Bedford brand continued to be used on light commercial vehicles and car-derived vans based on Vauxhall/Opel, Isuzu and Suzuki designs. The brand was retired in 1991, subsequent GM Europe light commercials would be branded as either Vauxhall or Opel depending on market.

History

Until 1925, General Motors (GM) assembled trucks in Brazil from parts manufactured at their Canadian works. This enabled them to import vehicles into Britain under Imperial Preference, which favoured products from the British Empire as far as import duties were concerned. Such trucks were marketed as “British Chevrolet”.

In 1925, GM took ownership of Vauxhall Motors, production was transferred from Hendon to Luton, Vauxhall’s headquarters, production commencing there in 1929.

1930s

 Bedford ambulance

The AC and LQ models were produced at Luton from 1929 to 1931, and styled as the “Chevrolet Bedford”, taking the name from the county town ofBedfordshire, in which Luton is located. The AC was bodied as a light van (12 cwt), and the LQ in a wide variety of roles, including a lorry, ambulance,van and bus versions. The name “Chevrolet” was dropped, and the first “Bedford” was produced in April 1931. This vehicle, a 2-ton lorry, was virtually indistinguishable from its LQ Chevrolet predecessor, apart from detail styling of the radiator, and was available as the WHG with a 10 feet 11 inches (3,330 mm) wheelbase, or as the WLG with a longer wheelbase of 13 feet 1 inch (3,990 mm). However, the Chevrolet LQ and AC continued in production alongside the new product for a further year. In August 1931, a bus chassis was added to the range, and was designated WHB and WLB.

A large part of Bedford’s original success in breaking into the UK and British Empire markets lay in the overhead-valve (OHV) six-cylinder Chevrolet engine, now known as Chevrolet Stove Bolt 6 – well ahead of its time, this smooth running inline six-cylinder engine formed the basis of Bedford and Vauxhall petrol engines almost until the marque ceased building trucks and buses.

In April 1932, a 30 cwt lorry was introduced, together with a 12 cwt light delivery van, designated as the WS and VYC models respectively. Bedford continued to develop its share of the light transport market, with the introduction of the 8 cwt ASYC and ASXC vans, a close derivative of the Vauxhall Light Six car. The AS series of vans continued in production until 1939.

Bedford introduced the 3 ton WT series in November 1933. Again, a short wheelbase WHT (9 feet 3 inches (2,820 mm)), or long wheelbase WLG (13 feet 1 inch (3,990 mm)) version was offered. A change in design of the WLG produced the WTL, with its cab, internal combustion engine and radiator moved forward to allow a 14 feet (4.3 m) bodylength. In 1935, the WTB bus version appeared, and the WS and VYC models were updated – the latter being redesignated BYC as it was fitted with the engine and synchromesh gearbox of the Big Six Vauxhall cars. The 5–6 cwt HC light van was introduced in 1938, based on the Vauxhall Ten car, and the WT and WS acquired a newly styled grill.

Mid 1939 saw a complete revamp of Bedfords; with only the HC van continuing in production. The new range consisted of the K (30–40 cwt), MS and ML (2–3 ton), OS and OL (3–4 ton), OS/40 and OL/40 (5 ton) series, and the OB bus. Also on offer was a new 10–12 cwt van, the JC, derived from the new J Model Vauxhall car. Many of the trucks sold by Bedford between June and September 1939 were requisitioned for military use on the outbreak of World War II; many were abandoned after the retreat from Dunkirk, rendered useless to the enemy by removing the engine oil drain plug and running the engine. Because the German armed forces in 1940 were, contrary to their popular image, desperately short of motor transport, many of these captured Bedfords were repaired and pressed into service alongside Opel Blitz (also part of GM) trucks by the German armed forces – although the Bedfords mainly filled second line roles, including civil defence.

Production of the new range ceased, apart from a few examples made for essential civilian duties, when Bedford went onto a war footing. Production resumed in 1945.

Second World War

 Bedford OYD Armadillo Mk III

The war-time Bedford QL,with the driver perched above the engine in a forward control cab, foreshadowed post-war truck designs

In 1935, Bedford began the development of a 15 cwt truck for the British War Office. This entered service as the MW in 1939, and 65,995 examples had been built by the end of World War II in 1945. The MW appeared in a bewildering range of roles, as a water tanker, general duties truck, personnel carrier, petrol tanker, wireless truck and anti-aircraft gun tractor – among others.

The War Office designated 15 cwt vehicles, such as the MW, as trucks, and larger vehicles as lorries.

The 1939 K-, M-, and O-series lorries were quickly redesigned for military use. This was largely a matter of styling, involving a sloping bonnet with a flat front with headlights incorporated and a crash bar to protect the radiator in a minor collision. The military versions were designated OX and OY series, and again were put to a wide range of tasks, including mobile canteens, tankers, general purpose lorries, and a version with a Tasker semi-trailer used by the Royal Air Force to transport dismantled or damaged aircraft. This variant was popularly known as the “Queen Mary“. A number of Bedford OXD1.5 ton chassis were converted to make the Bedford OXA armoured vehicle. A total of 72,385 OY and 24,429 OX lorries were built. The Armadillo was an OY fitted for airfield defence with Lewis guns and an ex-aircraft COW 37 mm gun.

Bedford supplied numerous trucks and tanks to the Soviet Union during World War II.

A radical departure from Bedford’s design norms came in October 1939, with the development of a four-wheel drive, forward control lorry, which entered service in March 1941 as the QL, quickly nicknamed the “Queen Lizzie”. As with the MW and OY / OX models, the QL went on to serve in a large number of roles, such as artillery tractor, gun porter, command vehicle, wireless lorry and petrol tanker, as well as the troop-carrying QLD, the most common variant. An experimental version used the track unit of a bren gun carrier, or Universal Carrier, as an answer to the German half-track vehicles, which had superior cross-country capability. Production ran at around 12,000 units per year between 1942 and 1944. Many QLs and other Bedford World War II military vehicles served with the British Army, and other forces into the 1960s, and many others were purchased for civilian use after the war.

After the evacuation of Dunkirk in June 1940, the British Army had around 100 tanks, most of which were obsolete and inferior to the German tanks of the day. Vauxhall Motors was given one year to design and produce a suitable heavy tank. In May 1941, the Churchill tank went into production at Luton, some 5,640 units and 2,000 spare engines being produced at Luton, and other sites under contract to Vauxhall. The resultant need to continue truck production brought about the development of the new Bedford Dunstable plant, which came online in 1942.

For wartime production the OB was temporarily replaced by the “utility” OWB, with which Bedford became the only British manufacturer authorised to build single-deck buses during hostilities.

Apart from vehicle manufacture during World War II, Vauxhall Motors produced steel helmets, rocket bodies, and top-secret components for Frank Whittle‘s jet engine.

1950s

 A Bedford CA type new in 1959

The HC 5–6 cwt van continued briefly after the war, and the JC 10–12 cwt was fitted with the column gear change; and engine from the Vauxhall L Model Wyvern in late 1948; and became the PC. 1952 saw the launch of the Bedford CA light commercial, a range of vans and pick-ups similar in concept and size to (although pre-dating) the Ford Transit of 1965. These were semi-forward control, having a short bonnet with the rear of the engine protruding into the cab. Engines were the Vauxhall-based 1,508 cubic centimetres (92.0 cu in) OHV in-line four petrol engine, with the option of a Perkins 4/99 or 4/108 diesel engine later on. Performance was adequate for the time, a maximum speed of 60 miles per hour (97 km/h) being attainable with the petrol engine, and offering fuel economy of 25 miles per imperial gallon (11 L/100 km; 21 mpg_-US). The van initially featured a three-speed column gearchange, changing later on to a four-speed column change.

1954 A Bedford RL

1954 Bedford S

The CA was a huge seller both at home and in various overseas markets. The standard panel van was available in short- and long-wheelbase forms, and was also sold as chassis cab / chassis cowl, and became a popular basis for ice-cream vans, ambulances and camper vans. Known affectionately as “the Tilley”, the CA enjoyed a very long production span, with only minor tweaks throughout its life, including the replacement of the two piece windscreen of earlier models with a single sheet, Production ended in 1969.

The CA was replaced by the CF, a completely unrelated vehicle using new overhead camshaft (OHC) engines, which was to have a much harder time proving itself thanks to the Ford Transit.

Perhaps the major event of the 1950s, was the transfer of all non car based commercial vehicle manufacture to the former Vauxhall shadow factory at Boscombe Road, Dunstable. Bedford Dunstable Plant, dating originally from 1942, was extensively rebuilt and extended between 1955 and 1957, when all production lines were said to be over a mile long. Subsequently, all commercial vehicle manufacture would be concentrated here, with only vans and car based commercials remaining at the Luton plant. Production of the Bedford commercial vehicle range would remain here until production ceased in the 1980s.

The 1950s also saw the launch of the popular S type trucks, the so-called Big Bedfords, which brought Bedford into the 7 ton range. The S series was immortalised in RL form – a four-wheel drive, high ground clearance version, as the “Green Goddess” emergency fire tender, used by the Auxiliary Fire Service until 1968, then until 2004 over 1000 were held in reserve by the Home Office for use in the event of fire-service industrial action or other serious emergencies. They were disposed of by the Home Office in 2005. Several have found new homes in African countries that lack a developed fire-fighting service, such as Kenya. The C series of 1957 was a forward-control derivative of the S series, and outwardly very similar to it.

These vehicles were available in rigid and tractor units, with either petrol or diesel engines. The UK military were a huge customer for Bedford RLs using a 4.9 litre straight six petrol engine. Many RLs found their way into the armed forces of Commonwealth countries and later into civilian use.

Alongside the S series trucks, the SB bus was released in 1950, and immediately became a big seller in India, Pakistan, Australia, New Zealand and Africa, as well as in the UK. The SB chassis was also used as a basis for specialised vehicles, such as mobile libraries, fire engines, and civil defence control units. The largest fleet of SB buses in the world belonged to New Zealand Railways road Services, with 1280 SB buses built between 1954 and 1981.

The Bedford TK range replaced the S type in 1959, but the RL continued in production until 1969, when it was replaced by the M type, which used the basic cab of the TK and the mechanicals of the RL with minimal changes.

The pre-war K, M and O types continued in production alongside the heavier S types until 1953. Vauxhall had already gone for a transatlantic styling with its E Model Wyvern and Velox saloons, and Bedford followed suit with its mid-range of trucks in 1953. Designated as the TA series, the new range were mechanically very similar to their predecessors, but featured a new Chevrolet-inspired cab. The ‘T’ designation meant “truck”, so the range is generally referred to as the A series. Numbers 2, 3, 4 and 5; as in A2, etc., identified the weight rating. A factory-fitted Perkins diesel engine was an option. The TA (A) series was updated in 1957, and became the TJ, or J series.

The Bedford TJ normal control light truck was introduced in 1958, available with either petrol or diesel engines. Although never a big seller in the home market (with the exception of the GPO), it was a big export earner in developing countries, due to its basic layout and specification, and remained in production (for export markets only) until production of Bedford vehicles ceased.

1960s and 1970s

The Bedford TK range was produced in large numbers since 1959, and served as the basis for a variety of derivatives including fire engines, military vehicles, horse-boxes, tippers, flat-bed trucks, and other specialist utility vehicles. A British Post Office (later British Telecom) version used for installing telegraph poles was known as the “Polecat”. The British Armed Forces still use four-wheel drive Bedford MKs — a variant of the TK.^[3]

Available with four- and six cylinder petrol and diesel engines, the TK was the quintessential light truck in the UK through most of the 1960s and 1970s, competing with the similar Ford D series. It was available in rigid form, and also as a light tractor unit, normally using the Scammel coupling form of trailer attachment.

The Bedford KM was a similar vehicle, using the same cab, but with a slightly restyled front end, and was marketed for heavier-duty applications than the TK, i.e. 16 tons and over. Many developing countries still use ageing Bedfords every day, their robust nature and simple engineering endearing them as highly useful vehicles in demanding terrain.

From 1961 to 1968, General Motors Argentina manufactured Bedford trucks and buses (based on a truck) in a plant at San Martin.

 1967 Bedford SB mobile cinema

In 1967, a Bedford SB3 chassis with Plaxton‘s Panorama cab was used in the construction of seven custom mobile cinema units that toured British factories for the Ministry of Technology to ‘raise standards’. The body was custom fabricated from extruded aluminium by Coventry Steel Caravans. One of these restored units is used as a vintage mobile cinema. The vehicle dubbed ‘The Reel History Bus’ was used in the Melvyn Bragg BBC TV series, Reel History of Britain showing little known or totally unseen archive film of historical events, to the surviving participants and their families on board. They showed their reaction and interviewed audience members about their often newly jogged memories of events.

The smaller Bedford CF was less successful, competing directly with the market-dominating Ford Transit, although used by many of Britain’s major utility companies, including British Telecom and British Gas plc. However, the CF was much less popular with fleet operators than the Transit, which was more popular with its drivers and seen as cheaper to operate and maintain. Part of the reason for the CF’s relative unpopularity was the use of the slant 4 SOHC petrol engine from the FD and FE Vauxhall Victor – which was notoriously rough running, had high fuel consumption, and was susceptible to cam belt breakage. However, the CF became very popular as a base of special bodied ice cream vans and mobile shops. The later CF2 used the more reliable Opel Ascona engine.

In Australia, the GM subsidiary of Holden began assembling the CF series with in-line six-cylinder engines borrowed from their passenger car range, in competition against Ford Australia’s version of the Transit van which had been re-engineered to accommodate in-line six-cylinder engines from the antipodean Ford Falcon.

Bedford’s smallest products, car-derived vans, were the Bedford HA van, which substantially outlived the Vauxhall Viva HA on which it was based, and the Bedford Chevanne, a short-lived variant of the Vauxhall Chevette. An estate conversion of the HA van by Martin Walter was marketed as the Bedford Beagle. This was further developed into a camper van, the Roma, again by Martin Walter.

The company also made a number of bus chassis, its low price catering for the cheaper end of the coach market.

1980s

The TK/KM/MK range remained the mainstay of production throughout the 1960s and 70s, but with little serious product investment, the range became increasingly outdated. In 1982, the TL range was introduced almost completely replacing the TK, although its military equivalents continued in production for the UK Ministry of Defence. In reality a long overdue update of the TK, the TL was never as popular as the model range it succeeded. This was largely due to more modern products offered by other companies (increasingly from the likes of Volvo, MAN and Mercedes-Benz).

The Bedford TM was the largest of all the modern Bedfords, with payloads available up to 42 tonnes GTW permissible. The TM was available with either GM or Detroit Diesel engines and enjoyed a small but loyal customer base, but could never compete with the volume producers, primarily Volvo and Scania.

A major blow came when Bedford failed to win the UK Ministry of Defence contract to produce the standard 4 ton 4×4 GS (general service) truck for the British forces, although in extensive tests the Bedford candidate had performed equally to the Leyland (later Leyland-DAF) candidate, and the British Army expressed a preference to continue the trusted relationship with Bedford trucks.

The reasons for this decision were seen by many as political, as the Army 4 tonner contract was seen by the Thatcher government as essential for the long term survival of Leyland, and the formation of Leyland-DAF. The implications of the decision were also noted by GM in Detroit, who had already been refused permission to buy the Land-Rover division of British Leyland, which they had intended to operate in tandem with the Bedford Truck division as a major force in the military and civilian 4×4 market.

In addition to this setback, by the middle of the decade, the more technologically advanced competition from other truck manufacturers was eating heavily into sales. In reality, the Bedford truck range, still largely based on the 1960 TK range, had become increasingly outdated when compared with the opposition, leading to a deep decline in non military sales. It was therefore announced by GM that Bedford would stop production of all commercial vehicles, and the Dunstable plant would close in 1986.

From there on in, the Bedford name continued as “badge engineering” on smaller light commercials only, with the car based Astravan, the CF van (until 1986), and finally the Suzuki based Bedford Rascal and Izuzu based Bedford Midi — later to be called the Vauxhall Midi.

Isuzu and IBC

Bedford’s first partnership with Isuzu came in 1976 when it marketed a rebadged version of the Isuzu Faster pickup truck as the Bedford KB. The vehicle was never a strong seller in Britain, (subsequent generations were badged as the (Bedford/Vauxhall Brava), but it did pave the way for further collaboration – culminating in the IBC venture.

In 1986, the Bedford van factory in Luton was reorganised as a joint venture with Isuzu. The resulting company, IBC Vehicles (Isuzu Bedford Company Ltd), produced a locally built version of the Isuzu Fargo in 1985 (badged as the Bedford Midi.

In 1991, this was followed by a European version of the Isuzu MU Wizard called the Frontera, and a rebadged Renault Trafic van called the Arena, sold under the Vauxhall and Opel brand names. The Bedford name was dropped completely, as were all of its preceding range apart from the Midi, which was sold for a few years as the Bedford Seta.

In 1998, GM bought Isuzu out of the IBC partnership. The plant now operates as GMM Luton, and produces the Vauxhall / Opel Vivaro, Renault Trafic and Nissan Primastar.

David John Bowes Brown and AWD

 AWD Bedford TM 6-6 (6×6) 14000 kg Truck

The Bedford trucks site in Dunstable and business was sold in 1987 to AWD Ltd, a company owned by David John Bowes Brown. The AWD name was used as GM would only allow the use of the Bedford name for military trucks. David John Bowes Brown was the designer in 1973 of the then DJB D250 Articulated Dump Truck, built in Peterlee, England, by DJB Engineering Ltd. DJB was renamed Artix in 1985 when the trucks were rebadged as Caterpillar. Artix itself was sold to Caterpillar in 1996.

AWD continued with the TL and TM range. The AWD Bedford TK (a rebadged and modernised version of the Bedford TK / MK range) was also produced and supplied to the British military. Due to cheaper competition and the virtual collapse of the UK market in which AWD competed in 1989/90, the company went into receivership in 1992 and was bought by dealer network Marshall of Cambridge.

Logo

An older version of the Bedford badge with Griffin logo.

Bedford used the Griffin logo of Vauxhall Motors, derived from the heraldic crest of Falkes de Breauté, who was granted the Manor of Luton byKing John. By marriage, he acquired property in London, known as Fulk’s Hall, which over time, came to be the locality of Vauxhall, the original home of Vauxhall Motors. The griffin returned to Luton in 1903 when Vauxhall Motors moved there. The Bedford version of the logo differed from the Vauxhall version in that the Griffin did not hold a flag – although later versions of the logo showed the Griffin holding a flag carrying a letter “B” (for Bedford) instead of a “V”.

Products

List of products produced at Bedford / IBC Vehicles Luton:

Bedford models

 Bedford TK

Bedford VAL

Bedford TJ J3

1985 CF series 2

Very approximately in size order

1986 Bedford Rascal

1968 Bedford HA (based on Vauxhall Viva)

1968 Bedford Beagle (estate version of HA; see Vauxhall Viva, above)

1977 Bedford Chevanne AA Service Bedford Chevanne (based on Vauxhall Chevette)

Bedford Astra (based on Vauxhall Astra Mk 1 then Mk2 estate)

Bedford Astramax (high-cube version of Mk2 Astra shape)

Bedford Midi

Bedford Brava

 1957 Bedford CA

Bedford Cf 250

Bedford CF and Opel Bedford Blitz

Bedford Dormobile

Bedford MW

Bedford W series

Bedford K series

Bedford M series

Bedford O series

Bedford A series

Bedford D series

Bedford S series

Bedford ML (bus)

Bedford OB (bus)

Bedford JJL (bus)

Bedford SB (bus)

Bedford VAS (bus)

Bedford RL

Bedford TK

Bedford TJ

Bedford TL

Bedford RK

Bedford MK

Bedford MJ

Bedford KM

Bedford VAL (bus)

Bedford VAM (bus)

Bedford Y series (buses)(vertical mid-engine)

Bedford TM

For BEDFORD Buses you follow the links below:

http://myntransportblog.com/2013/10/28/buses-bedford-i-gb-uk/

http://myntransportblog.com/2013/10/31/buses-bedford-uk-ii/

http://myntransportblog.com/2013/10/31/buses-bedford-uk-iii/

http://myntransportblog.com/2013/10/31/buses-bedford-uk-iv/

http://myntransportblog.com/2013/10/31/buses-bedford-uk-v/

######

Buses GENERAL MOTORS CORPORATION USA

GENERAL MOTORS CORPORATION

General Motors Corporation of GM is een van de grootste automobielbedrijven ter wereld. In 2012 verkocht het concern wereldwijd 9,3 miljoen voertuigen, het hoogste aantal sinds 1978, toen 9,55 miljoen voertuigen verkocht werden. Het Amerikaanse concern telt 213.000 werknemers en heeft fabrieken in 30 Amerikaanse staten en 33 landen.

GM verkoopt zijn voertuigen in zo’n 200 landen en heeft wereldwijd een marktaandeel van 11,5%. Het bedrijf heeft vier grote afzetgebieden: Noord-Amerika, Europa, Oost-Azië en Latijns-Amerika/Afrika/Midden-Oosten.

Het bedrijf heeft allianties of belangen in AvtoVAZ, Daewoo, Fiat, Fuji Heavy Industries, Isuzu en Suzuki. Het bedrijf onderzocht ook een alliantie met Renault–Nissan. Op technologisch vlak wordt samengewerkt met BMW, Daimler, Toyota en PSA Peugeot Citroën.

General Motors hoofdkantoor te Detroit.

1908 GM history Corvette 1

1915-chevrolet-four-ninety-left-side-view

1918-Chevrolet-Series-490

1920 Cadillac Limo-Taxi

1920 GM tipo Z Chicago

1920 GM carr.Verheul Boskoop NL

1922 GM carr.Verheul NL

1924  white

1925 Market Segmentation Price Ladder of Early GM Cars

Look at Yellow Coach Corporatin for buses of GMC too

http://wp.me/p3TlLD-3zZ

1930 GM carr. Hainje  NTM Heerenveen NL

1930 GM carr. Hainje NL

1932 GM carr. Hainje NTM NL

1932 GMC – carr. Den Oudsten en Domburg NL

1932 GMC ESA 7 TX carr. Hainje. NL

1934 GMC carr. Hainje NTM NL

1935 GMC farger

1935 GMC carr.Hainje NL

1940 GM TD 5401

1941 General Motors – PG-2505 Bus

1941 GM 3201

1940 GM Futureliner

1940 GM Futureliner

1940 GM Futureliner

1940 GM Futureliner

1940 GM Futureliner

1940 GM Futureliner

1940 GM Futureliner

1950 GM-Futurliner-Bus

1941 GM Model TG-3602

1941 GM PDG 3701 Greyhound

1941 GM-PD-3751 Greyhound

1942 GM PGA 3701

1943 GM PG-3301 MacKenzie Coach Lines Inc

1944 GM- PDA-3702

1945 GM Armytruck 1ste bus after war NL

1945 GM PDA 3702 WhiteBus-30

1945 GM TD 450

1946 GM CHEVROLET GIGANTE Brasil

1946 GM Model TD 4506

1946 GM Model TG 3609

1946 GM PD-2903 Evergreen Trailways 40

1946 GM PDA-3703

1946 GM PDA-3703 OLEAN NY Blue Bird 111

1946 mtb-82-trollybus copy GM by Rusland CCCP

1946-47 GM PD-2903

1946-49 GM 52 PAG3 TDH 4507 en 4509

1947 GM Coach Model TDH 4507

1947 GM do Brasil 1947-1950

1947 GM PD 3751 GREYHOUNDSILVERSIDES

1947 GM PDA-3703 Carolina Coach Co C-4166 Norfolk

1947 GM RAYMOND LOWEY Greyhound

1947 GM Truck and Coach ran in test service for Greyhound until 1951 GREYHOUNDLOEWY

1947 Raymond Loewy GM Greyhound bus

1947-49 GM TDH 4507 -1707

1948 GM Model TDH © Jim Huizing

1948 GM PDA-4101

1948 GM PD-A4101 graf17

1948 GM TDH 4507

1948 GM TDH 5101

1948 GM TDH-3510 Evergreen Trailways 48

1948 GMC PD-3751 Greyhoundsilverside

1948 GMC, TDH 4507

1948 MTB-82 – Operated 1948-1971 Copy in CCCP

1949 GM TDH 5102

1949 GM TDH-5101 New York City Omnibus GMC Old Look 2969

1949 Stalin op MTB-82 Trolleybus t100-70k copy GM by CCCP

1949-53 GM Model TDH 4509

1950 GM Model TD 4502 LAMOT

1950 GM model TD 1210 Pine+Hill

1950 GM PD-4102 Brooks Bus Line.Inc 101

1950 GM TDH 3612 MONTGOMERY

1951 GM 52 P G2 TDH 3610 en 3612

1951 GM PD-4103

1951 GM PGA 3301′ AGM ARMY

1951-52 GM PD-4103 311-EXT-RF

1952 GM Model TDH 3612

1952 GM Model TDH 5104 © Jim Huising

1952 GM PD-4501 Greyhound Bus Scenicruiser Prototype

1952 GM PD-4501 Greyhound C675

1953 Pegaso Z-403 Monogasco Enasa Brochure Spain

1952 mtb 82iza Trolleybus copy GMC in USSR ©László Zoltán

1952 GMC TGH-3101

1953 GM PD-4104

1953 GMC-Bodies

1953-58 GM PD-4104 LTR Stage Lines 79

1953–59 GM Model TDM 4515-391

1953-60 GM Model TDH (or M) 3714

1953-67 GM PDX 4901-Brochure1

1953-67 GM PDX 4901-Brochure

1953-67 GM PDX 4901-Brochure

1953-67 GM PDX 4901-Brochure

1954 GM Model PDX 4901 GM GOLDEN CHAR

1954 GM Model TDM 4801

1954 GM PD-4104

1954 GM TDH 5105 HAWAII UNLOAD

1954 GM TDH 5105

1954 GM TDM-4515 Reading Transportation Co. 4503

1955 GMC TDM-4512 © Hank Suderman

1955 ZIS 155-1 Copy GM USSR

1955 зис ZIS-155. Zigarettensammelbild CCCP

1956 GM Coach Model TDM 4515

1956 GM PD-4104 Capitol Trailways of Pennsylvania 98

1956 GM PD-4501 Scenicruiser Greyhound

1956 GM PD-4501

1956 GM TDM 5106 Fire Department

1957 GM Transit bus – Rochester, New York

1957 GM Truck & Coach Division, Pontiac, MI Model TDH48d

1957 GMC Coach Uruguay

1957 zis155 tartu cccp

1958 GM Old Look model TDH-5105

1958 GM Model TDH 5106 NYC51064

1958 GM Model TDM 5108

1958 GMC PD-4104 © J Fournier

1958 GM PD-4901 GOLDEN Chariot

1958 GM TDH 4512

1959 – GM TDM 4515

1959 GM Coach TDM 4515

1959 GM 370+ te Boekelo 1080

1960 General Motors GM TDH-5301 Winnipeg Transit © Ken Baker

1961 GM Model SDH 4501

1961 GM TDH 5301 © J Fournier

1962 GM PD-4103 Tigerlilly

1962 GM PD-4103

1962 GM TDH-4517

1963 GM PD-4106

1963 GM PD-4106

1964 GM PD-4104

1964 GM PD-4106 Capitol Bus Company CP-829

1964 GM PD-4106 © Hank Suderman

1964 GM PD-4901 Wade

1964 GMC Thai Bus Bangkok 106-1 Thailand

1965 GM TDH 3501

1965 GMC PD 4107

1966 GM Coach Model SDM 5302 © Dave Dearstyne

1966 GM PD 4107

1966 GM PD-4107 T-3012 Tamiani © Redden

1966 GM Model SDH 4501 © Peter Cox

1966 GM PD-4107

1966 GMC TDH-4519

1967 gm pd 4905 2 rijen meer stoelen dan de gm 4107

1967 GM PD 4905 WhiteBus 626

1967 GMC 4107 © J Breton

1967 GM SDM-5302 White Bus 223

1967 GMC Van

1968 GM New Look

1969 GM Buffalo 40′ model PD4903

1969 GMC S8M-5303

1969 gmc-pd-4107

1970 General Motors S8M-5303A

1970 GM PD-4106 bij meer

1970 GM PD-4106 Greyhound 7743-vi © Jim Huising

1970 GM PD-4905 LTR Stage Lines 212

1971 GM Coach Model TGH 3301

1971 GM TDH 4521 ex Winnipeg Transit

1971 GMC 3617 © Hank Suderman

general-motors-corporation-delaware-1972

1972 GM P8M-4108A a

1972 GMC AmTran Bus 153 of Altoona, PA

1973 GM P8M-4108A

1974 GM Model T6H-4523A

1974 GMC P8M-4108 Blue Ridge Trailways 77432

1974 GM P8M-4108A Anahuac

1977 GMC School Bus Chassis

1977-87 GM Rapid Transit Series-06 WFD model with wide front door (and bike rack in front)

1977-87 GM RTS-06 model with narrow front door

1980 GMC T6H-5307N

1981 GMC RTS

1982 GM Brown Boveri trolleybus number 192

1982 GM TA60-102N © John Veerkamp

1990 GM BB Mini Bird

1994 GM Starliner Indonesië

2000 Chevrolet Division, General Motors Corporation Carr. Ward

ZiU Trolza MTB-82 trolleybus number 57 is GM USSR

zis155 minsk

Zis 155

ZIS 155 Jumbud

ZIS 154

ZIS 154 CCCP

ZIS 154 elektrodiesel autobuss1 GMC TD 36101

GMC Zürich – Wollishofen – Bachstrasse

GM NY

ZIS 154 CCCP postzegel

ZIS, ZIL, ZIU, GM

GM proterra-bus electric

GMC Canada © J Fournier

GMC

GMC Champaign Emergency

GM Diesel Coaches

GM VTC bussen

GM #846

END

Buses DAEWOO original South Korea

Buses DAEWOO original South Korea

 

When I started studiing DAEWOO, I didn’t know where to begin.

It started small in South Korea, but at this moment it’s more a world company.

Japan, Oezbekistan, Polen, China, Tjechië, Oekraïne, Pakistan, India, Kazachstan, Romania, Russia, etc.

It’s a conclomerate of SANEARA, SHINJIN, TOYOTA, GENERAL MOTORS, TATA, SUZUKI, AVIA, OLCIT, SAEHAM + SAIC

and the ones I couldn’t find.

Saehan BV 101 in Hwaryeoh

DAEWOO AVIA Tjechië

 

Daewoo ETUSA Peru bus 5

DAEWOO BC212MA ex 00

 

DAEWOO BF106 ex 00

DAEWOO BH116 ex 00a

DAEWOO BS090 ex 00

DAEWOO BS106 ex 00

Daewoo BH090 (PZ 1711Z) Hong Thai Travel 2011

DAEWOO BS120CN ex 00

Daewoo BS090

Daewoo Bus Corporation Royal Economy B115

 

 DAEWOO BX212 in South Korea

Daewoo CapitalBus

Daewoo Djakarta

Daewoo Avia 4000 Vliegtuig bus

Daewoo Russia

Daewoo Jordanië

Daewoo in Shanghai

 Daewoo-FX115-ex-00

Daewoo BF106 operated by HM Transport Inc. in the Philippines

Daewoo BH 115

Daewoo BH090 ex 00

Daewoo BH116 ex 00

Daewoo FX116 ex 00

Daewoo BH120E ex 00

Daewoo BH117K bus by Nan Jye Co., Ltd in Taiwan

Daewoo BH117H by Fuho Bus

Daewoo BH117 ex 00

Daewoo bs090

Daewoo BS090 Hanoi

Daewoo BH125M

Daewoo BH120T

Daewoo BS105 Rear engine bus

Daewoo BS106 in Amman 1982

Daewoo BS106 Seoul

Daewoo BS106 Wladywostok

Daewoo bs106

Daewoo BS120CN Taiwan Capital bus

Daewoo FX120 ex 00

Daewoo bs120cn

Daewoo Bus BM090 Seoul Südkorea

Daewoo Bus BX212 for Sugisaki Kankō Bus, Japan

Daewoo bus GDW6119

Daewoo BX212 ex 00

Daewoo FXseries

Daewoo Pakistan

Daewoo

Daewoo-BX212-Sugizaki-Kanko

Daewoo-lublin

Daewoo BH120F ex 00

Guilin Daewoo Bus – China Bus, Coach

Фото Daewoo Damas, подборка фо

Tata Starbus Low Floor 1610 Dehli Daewoo

Tata Nano Europa Daewoo

Korea Daewoo

Guilin Daewoo bus

Guilin Daewoo Bus Co.,Ltd

Korea-Daewoo 2005 BS090 Roya

That’s it for now

Later

Filed Under: AVIA, BUSES, DAEWOO, GMC, OLCIT, SAEHAM, SAIC, SANEARA, SHINJIN,South Korea, SUZUKI