“Steve, what car should I buy?”
“Well, if I give you the real answer, you’ll roll your eyes and buy what you want anyway.”
“No really. I’m open to new ideas.”
“Okay then! Buy a 2012 Malibu. Buy a Buick Park Avenue. Buy a Dodge Raider or buy a Suzuki Equator.”
“Ummm… are you sure about that?”
“Hell no! Now go buy me a soda and buy yourself a Camry!”
Now that it’s possible to buy electric cars that actually do what cars are supposed to do, we mustn’t forget the very lengthy era— say 1970 to just a few years ago— during which all manner of optimistic-yet-doomed companies converted various econoboxes into lead-acid-battery-based EVs. Every once in a while, I’ll spot the remains of such an EV at a junkyard; we saw a junked EVolve Electrics 1995 Geo Metro EV conversion last year, and now a different Denver yard has given us this ’88 Sprint “Electric Sport.” (Read More…)
In 2012, Volkswagen began research into starting a budget brand in the vein of Datsun and intended rival Dacia, with the aim of having a full lineup ready for sale by 2015. Two years later, the budget brand has hit a budget wall, and that’s only the start.
Despite an ailing presence in North America, Suzuki has been a pioneer in the Indian marketplace, with its Maruti Suzuki subsidiary selling over 10 million vehicles since inception in 1981, with the Maruti 800 serving as its core product.
The newest entry-level variant of the Caterham Seven range will be getting a powertrain from an unlikely source; a 660cc three-cylinder Suzuki engine.
Though recent reports claim that VW Chairman Ferdinand Piech and Suzuki President Osamu Suzuki are involved in board level talks to resolve the differences in their on again off again relationship, at a news conference for quarterly earnings, Suzuki Executive Vice President Toshihiro Suzuki denied any such talks have taken place. According to Reuters, Suzuki claimed that “There have been various reports, but there absolutely are no such facts, so there is nothing I can talk about on this topic.”
Suzuki and VW don’t seem ready to officially call it quits just yet. The two companies are still talking, with both sides continuing to see positives in what was to be a partnership on small cars and Suzuki’s domination of emerging markets.
Senior management from both sides, including Osamu Suzuki, are currently in talks to revive the partnership as it could help Suzuki spread their R&D costs over multiple products and give them access to VW technology. Volkswagen wants a greater foothold in India and China, where Suzuki has been wildly successful, a stark contrast to their presence in North America. If talks fail, the courts have some decisions to make.
The little red car sat squat and low on the street looking for all the world like the product of an unlikely tryst between a Dodge Viper and a child’s pedal car. It was a classic two seat sports car, with short rear deck, small passenger compartment and “long” hood that stretched away from the driver just far enough to cover the engine beneath it. The proportions were right, but the actual numbers were ludicrous: 81 inch wheel base, 54 inches wide, a curb weight just a touch under 1600 pounds and 660 CC engine with a maximum horsepower rating of just 63 horsepower. This was going to be an experience, I knew, but first I had to figure out how I was going to fit behind the wheel. (Read More…)
As a former Metro owner— about ten years ago, I found a low-mile ’96 Metro with four-cylinder and automatic for a scrap-value price and couldn’t say no to the deal— I’ve always sort of liked Suzuki’s little no-lux gas miserwagen. It takes a special Metro for me to include it in this series, however; we’ve seen this ’90 Metro El Camino, this electric-powered ’95 Metro, and this ’91 Suzuki Swift so far, plus this bonus Honda CBR1000-powered LeMons race-winning Metro, and now I’ve found one of the very rare Metro convertibles at a California self-service wrecking yard. (Read More…)