The Geo Metro was produced from 1989 to 2001 model years. It's small, 2 door, kind of boxy looking & is small.
2-door station wagon
1.6 L SOHC 4XE1 I4
1.6 L DOHC 4XE1 I4
The Geo Storm was a sport compact car manufactured by Isuzu and sold in the United States by General Motors from 1990 through 1993 as part of GM's Geo line of inexpensive automobiles. The same vehicles, with minor variations, were sold in Canada in the 1992 & 1993 model years only. The Storm was intended to be a budget car with the look and feel of a sports car. It replaced the related Geo Spectrum, which was sold in hatchback and sedan, and like its predecessor, it is only sold in 2-door hatchback and station wagon.
The Geo Storm was a rebadged version of the sporty, second generation Isuzu Impulse minus some of that car's more expensive features. The Storm was sold in Japan as the PA-Nero and related Gemini Coupe, Impulse. The Storm lacked the Impulse's Lotus-tuned suspension as well as the Impulse's optional turbocharger and all-wheel drive drivetrain. Although they were essentially the same car, sales of the Storm were much stronger than those of the Impulse—indeed, the Storm sold better than most small GM cars of that era. Slow sales of the Isuzu version doomed the Storm when the Isuzu Impulse was canceled, the Geo Storm derivative had nothing to be built from, meaning both cars were discontinued in 1993. As of 2010, there were only 40,300 Storms registered for road use.
The Storm was manufactured at Isuzu's main plant in Fujisawa, Kanagawa, Japan. The Storm and Impulse were sold in Canada by GM as the Asüna Sunfire.
The most common body style for the Storm was a three-door hatchback. The 1990 and 1991 hatchbacks were produced in two trim packages, but all Storms shared front disc and rear drum brakes and had an anti-sway bar to tighten the front suspension. The base model was priced at $10,390, and the GSi was $11,650 .USD
The base model's SOHC I4 engine produced 95 hp (71 kW) and had a 9.1:1 compression ratio. The more powerful 1990-1991 GSi used a 1.6L DOHC engine that produced 130 hp (97 kW) and had a 9.8:1 compression ratio. The GSi package also included driving lights, a spoiler, a rear anti-sway bar, and a transmission with a gear ratio that was slightly better for acceleration than the base model's manual transmission.
For 1991 and 1992, customers had the option of purchasing a two-door station wagon body style, also called a wagonback. The base price of the station wagon was $11,450, and it was never offered with the stronger GSi engine. The station wagon was marketed as a "hatchback" and the normal Storm - a more traditional hatchback - was marketed as a "coupé".
In 1992, the Storm was restyled to have a smoother front fascia without the pop-up headlight covers on earlier models. The 1992–93 base models retained the same engine, features, and price that were on the earlier car, with slight interior changes such as different stereos, revised rear speaker locations, and interior trim and upholstery. The GSi version from these years cost considerably more ($13,645–14,560) but this price included a larger 1.8 L 140 hp (104 kW) engine.
The Japanese were also offered the Geo Storm version of the Piazza, called the Piazza PA Nero, which was exclusive to Japanese dealerships called Yanase Co., Ltd. under special arrangement, a dealership that sold GM products in Japan.
Modern sport compacts have faster acceleration and better handling, but the performance figures for the Storm were quite respectable for an economical compact car from that era. Autoweeks 1990 review of the Storm was titled "Slick, Quick And Inexpensive", and described the car as "a good performer" that "handles better than the average new car." When Road & Track compared ten sport compact cars they said the Storm had "the highest skidpad rating (0.85 g), sticks like pine tar to the autocross course, is second-quickest through the slalom and stops shorter from 80 mph (130 km/h) than many highly respected sports cars".
Skid pad test figures ranged from 0.81 g to 0.85 g, meeting or exceeding those of the Mazda RX-7 convertible. Sport Compact Car listed the Storm as number three in their "Top Ten of 1992". Hot Rod Magazine's Jeff Smith drove a Geo Storm that was set up for SCCA Super Production racing and declared it to be "every bit as demanding and fun" as racing a Trans-Am series car.
Two different Geo Storm Celebrity Races were held in 1991, the first on July 13 in Des Moines, Iowa, and the second on August 24 in Denver, Colorado. Although they are not the most common type of race cars, modified Storms are still occasionally used to compete in road racing, drag racing and autocross. One of the 2003 entries in the Grassroots Motorsports Challenge was a Storm GSi.
The Storm sold well and was popular with owners, despite getting mixed reviews from automotive magazines. The body styling was "mildly controversial". Kevin Smith of Car and Driver used phrases like "Planet Zarkon" and "space-capsulish" to describe the body, which he listed as one of the best and worst features of the Storm. AutoWeek said that college-aged people tended to "shower the Storm with attention", but that baby boomers tended to "think that at best, the Storm is unusual looking, at worst, odd."
The shape of the body was not the only thing automotive journalists criticized. The engine was described as a "buzzbomb" or "just plain noisy". A few reviewers disliked the suspension, saying the Storm has "above average body lean and needs more rebound control". Some complained about the small cargo area, visibility and the absence of headroom for backseat passengers.
Other aspects of the Storm were more popular with magazine test drivers. Many praised the wide power band of the engine. AutoWeek said, "It revs quickly and easily. Running up to the 7600 rpm redline can be a delight." Automobile Magazine liked the handling, saying, "It's a delight to negotiate twisty...roads with its firm yet compliant suspension."
Overall, there were six versions of the Storm; the GSi, station wagon and base models were all produced with both the original flip-up lights design and with the smoother look of the 1992-1993 model years.
The Chevrolet Tracker, formerly the Geo Tracker, is a mini SUV produced for Chevrolet and Geo by CAMI Automotive in Ingersoll, Ontario. Although appearing as a compact SUV, the Tracker was actually certified as a Light truck due to its off-road capabilities.
The Geo Tracker was a mini SUV introduced in late 1988 as a 1989 model. It was developed by CAMI which was a joint venture between General Motors of Canada and Suzuki. North American Models were to be built in Cami's Ingersoll, Ontario, Canada plant alongside its almost identical twin the domestic-built Suzuki Sidekick (Escudo). All 1989 and some 1990 Trackers were built in Japan and imported to the US because of delays at the CAMI factory in Canada. In 1990 production began in Ingersoll and all Trackers were now being built there.
The Tracker was originally powered by Suzuki's 1.6L SOHC 4-cylinder engine producing 80 hp (60 kW). The trim levels in 1989 were base convertible, base 2-door hardtop and LSi hardtop. LSi equipment included Air Conditioner, Chrome Rally Wheels, intermittent wipers, rear window wiper/washer, spare tire cover, 3-speed GM Turbo-Hydramatic 180 automatic transmission, tinted glass, and special red/black front and rear bucket seats. In 1990 the LSi trim was made available on the convertible models also. All Trackers were four-wheel drive until a base two-wheel drive convertible was introduced in 1992. The two-door hardtop models were available until 1995 when they were discontinued to make way for the four-door hardtop wagon that was to be introduced the following year. Although Suzuki started importing Sidekick 4-doors in 1991 CAMI didn't start producing them until the 1996 model year, when America got a 4-door Geo Tracker, now powered by Suzuki's G16B 16-valve 1.6L boasting 96 hp (72 kW). In 1998 the Geo nameplate was merged back into Chevrolet and all Geo Models including the Tracker were rebadged as Chevrolet in 1998.
The Tracker was different from most other light SUVs on the market in that it is based on a rugged light-truck chassis and certified as a Light truck. Although it appeared to be a comfortable passenger SUV, it was bolstered by a sturdy off-road 4-wheel-drive system with a conventional light truck engine and transmission coupled to a hi-lo, 2-4 transfer case. The Tracker had a strong front suspension with a rugged recirculating ball steering box. The conventional front differential was rigidly mounted ahead of the engine, with U-jointed drive-shafts connecting the coil-spring front hubs to the differential case. The rear axle was a conventional light truck unit on coil springs. As a result of the truck-like underpinnings, the Tracker had a fairly truck-like ride, but the benefit was its notable durability in harsh conditions.
The production of the first generation model of the Tracker (and Sidekick) came to an end in Ontario after 1998 in order to make way for the second generation of Tracker/Vitara. However the first generation Sidekick continued in production in other countries until 2004.
When the Geo Tracker was introduced in the United States the Geo brand was not sold in Canada. Because of this the Tracker was introduced there as both the Chevrolet Tracker and the GMC Tracker. The Chevrolet Tracker was sold at Chevrolet dealerships in Canada starting in 1989. Initially there were 3 models: a base convertible, base hardtop and a CL hardtop (CL is equivalent to the LSi in the Geo line). In 1990 a CL convertible was added to the line-up. 1991 was the last year for the Chevrolet Tracker as the Geo marque was brought to Canada in 1992 and all Chevrolet Trackers were renamed Geo Trackers, yet they continued to display the Chevrolet "Bow Tie" symbol on the front grill emblem until the end of production in 1998. All 1989–1990 Chevrolet Trackers were four-wheel drive. From 1991 on the Geo Tracker sold in Canada was identical to its US counterpart. The GMC Tracker was also introduced for the 1989 model year to be sold at Pontiac-Buick-GMC dealerships in Canada. Just like the Chevrolet and Geo initially there were three models: base convertible, base hardtop and SLE hardtop (SLE being equipped the same as the CL and LSi of the other marques). In 1990 an SLE convertible was added to the lineup. 1991 was the last year for the GMC Tracker as GM introduced the Asüna marque in 1992 and the GMC Tracker was renamed the Asüna Sunrunner. The Sunrunner was marketed as more upmarket and had no base model, with all of the Sunrunners being equipped like the SLEs were. The Asüna brand did not last long though and after only two years (1992 and 1993) the Sunrunner was rebranded as a Pontiac. The Pontiac Sunrunner was sold in Canada from 1994 to 1998 in both base and top of the line GT trim. It was available in two- and four-wheel drive and in both convertible and hardtop body-styles. While the Geo Tracker was also sold as a four-door wagon beginning in 1996, the Sunrunner never got this body style.
1999–2004 (United States/Canada)
In 1999, the Sidekick was discontinued, and a second generation Tracker was introduced, differing from the Sidekick's successor, the Grand Vitara. A Suzuki version of this North American-exclusive Tracker was sold in the North American market as a Suzuki Vitara, despite shorter than the Grand Vitara. In Mexico, the second-generation Tracker remained in production and was sold there as Chevrolet Tracker. The Tracker series was discontinued in the United States and Canada in 2004, but all models including the LJ80/Jimny are still in production in other Suzuki plants. Some Trackers and Sidekicks were made at a Suzuki plant in Kosai, Japan.
The later (1999 and up) Tracker models reverted to a lightweight automobile-type rack and pinion steering, and thus were nowhere near as popular with rural and off-road users since the rack and pinion is easily damaged (and expensive to repair). The 1st generation Tracker was sold as the Chevrolet Vitara in Latin America, and the 2nd generation Tracker is sold as the Chevrolet Grand Vitara in Latin American countries. In North America, the first generation Tracker was sold as a Chevrolet in 1998 after GM discontinued the Geo brand. In Central America GM made the Suzuki Vitara/Grand Vitara and sold as Chevrolet Vitara/Grand Vitara (Colombia, Ecuador and Venezuela produced in GM Ecuador), Suzuki Grand Vitara (Argentina) Chevrolet Tracker "Just change Logos" (Brazil and Mexico) Both Produced by GM Argentina. On January 27, 2004, production of the Chevrolet Tracker was discontinued at the CAMI plant in Ingersoll, Ontario and replaced with the Chevrolet Equinox. A weird side note is that the Tracker sales along with its Geo siblings suffered severe loss in sales when they were rebadged Chevrolet in 1998.][ The Geo branded vehicles outsold the Chevrolet badged ones 3 to 1.][
2003 Chevy Tracker with safari rack on top.
Geo Tracker was sold since 1994 (Imported from Canada) 3 door soft top 4WD or 2WD, Automatic or Manual transmissions. In 1996 Geo Tracker was dropped, and back 1998 from Canada as Chevrolet Tracker three-door soft top or five-door hard top available in 2wd or 4wd automatic or manual. In 2000 arrives a new generation Chevrolet Tracker available as a three-door soft top or five-door hard top 2wd or 4wd, manual or automatic, in 2001 the soft top was dropped. Arrive V6 option w/ 2wd or 4wd automatic since 2002 to 2004. Even though the Tracker was discontinued in the U.S. & Canada, the Tracker continued sales in Mexico & Brazil imported from Argentina, although the model was face-lifted in 2005 from Suzuki Grand Vitara. For the 2006 model year, the silver GM logo was added on the front doors. The Tracker was replaced in the summer of 2008 by the Saturn Vue in the U.S and Canada (Chevrolet Captiva Sport in Mexico).
Even though the Tracker was discontinued in the U.S. & Canada, the Tracker continued sales in Mexico and Brazil, although the model was facelifted in 2005. For the 2006 model year, the silver GM logo was added on the front doors. The Tracker was finally replaced by the 4-cylinder versions of the already introduced Chevrolet Captiva Sport (Saturn Vue in the U.S and Canada, even though the Vue & Captiva are both built in Mexico) in the summer of 2008.
According to a 1995 report by the Insurance Institute for Highway Safety, the 1991–1993 Two Wheel drive Geo Tracker had 21 driver fatalities for 66,210 registered vehicles, the highest incidence reported, at 3.2 per 10,000 vehicles. The 4x4 version, however, reported 48 driver fatalities for 271,355 registered vehicles (1.8 per 10,000). The IIHS states that the small utility class had a total of 366 driver fatalities for 2,144,891 total registered vehicles (1.6 per 10,000). This study was widely criticized for faulty comparisons. For example, this study doesn't note the difference between 2-door models and 4-door models. A later IIHS study clearly shows that, while 2-door Trackers have a slightly below-average injury rate, the 4-door models are better than the average for utility vehicles.
The Tracker name will be revived for a Russia-exclusive version of the Chevrolet Trax.
In the 2002 film Big Fat Liar, Jason's sister's boyfriend drives up to their house in a second generation gray Chevrolet Tracker (discernible by the Chevrolet marque on the front).
The Geo/Chevrolet Prizm (Chevrolet Prizm starting 1998) was a compact car derived from the Japanese domestic market Toyota Sprinter and jointly developed by Toyota and General Motors. Produced from 1989 to 2002, the Prizm was sold exclusively in the United States and succeeded the 1985–1988 Chevrolet Nova, which was also derived from the Sprinter.
All Prizms were built at NUMMI (New United Motor Manufacturing, Inc), a joint venture company between Toyota and General Motors in Fremont, California.
Production concluded in 2002, and the Prizm was replaced by the Pontiac Vibe, also related to the Toyota Corolla and produced at NUMMI.
The Prizm was introduced in 1989 for GM's then-new Geo brand of import cars. The hatchback version sold through 1991 was a rebadged version of the Toyota Sprinter Cielo. The sporty GSi model of 1990–1992 was notable for its 130 horsepower (97 kW) twin-cam engine, sport suspension, disc brakes, and 14-inch (360 mm) wheels, a successor to the 1988 Nova Twin Cam but less of a limited edition, available in both body styles and a full array of colors in contrast to the earlier model's black sedan only. In 1991, the lettering the car was changed from "Prizm" to "PRIZM" in italicized and capital letters (although the steering wheel continued to use "Prizm"), and the B-pillar and door frames on base models were now body-colored instead of black. The Prizm was not sold In Canada, with GM offering the Geo Metro sedan instead. However, the Geo Metro sedan was first sold in the United States in 1995.
The Prizm's 1993 redesign gave it more room (resulting in an upgrade to United States Environmental Protection Agency "compact" car status), a driver airbag, and a new 1.8-liter 4-cylinder engine optional on LSi trim. With the larger engine came a rear stabilizer bar, wider tires, and an optional automatic transmission with four speeds instead of three. A second airbag became standard in 1994; leather seats were an option on the LSi between 1994–1997. In contrast with the Sprinter, this generation Prizm lacked a front stabilizer bar in its suspension.
The Prizm's 1998 redesign coincided with the conversion of all Geos into Chevrolets. The most notable change was the new 1.8-liter engine, which was now all-aluminum, driven by a timing chain (instead of a belt), and featured more power (yet the same fuel economy) than the engines from the Geo years. The new all-aluminum 1ZZ-FE engine powered all Corollas, Sprinters, and Prizms, making this generation lighter than its predecessor. This new engine incorporated laser etched valve guides directly in the block, rather than the old shrink to fit valve guides in the predecessor Corolla motor (4A-FE & 7A-FE). This prevented oil burning and valve guide failure in the future. The Prizm with the Corolla became the first cars in the compact class to offer optional side airbags. 1998 Prizms without the LSi's optional "Handling Package" (containing a front stabilizer bar) were singled out by Consumer Reports for having sloppy emergency handling; Toyota addressed the problem for 1999 by making the Handling Package standard. For 2000, the engine gained variable valve timing for five extra horsepower (to 125). The last Prizm was built on December 13, 2001, resulting in a brief 2002 model year.
Due to decreased sales, low popularity, and being in competition with the also compact Chevrolet Cavalier and GM's more direct competitor to the Corolla the Saturn S-series, the Prizm was replaced by the Pontiac Vibe starting in 2003. The Vibe was also made in tandem with a Toyota model, the Toyota Matrix, at the NUMMI plant.
In any generation, the Prizm's distinctions over its Toyota twin mostly came down to minor cosmetic differences, a GM Delco radio (except on first-generation cars), and the non-availability of a wagon (and the availability of a hatchback early on). The third generation Prizm also featured a Delphi air conditioning system instead of the Corolla's Denso air conditioning system.
The Prizm along with its Geo siblings suffered severe sales loss when the brand denomination changed from Geo to Chevrolet in 1998. The Geo models outsold the rebadged Chevrolets 3 to 1.
All Prizms were powered by the same engine as the then present Toyota Sprinter models.
The Geo Metro was a marketing and manufacturing variation of the Suzuki Cultus available in North America from 1989 through 2001 as a joint effort of GM and Suzuki. The Metro, which (in the US) carried a Geo nameplate from 1989 through 1997, and a Chevrolet nameplate from 1998 to 2001, evolved with the Cultus and its siblings over 13 years, three generations and four body styles: 3-door hatchback, 4-door sedan, 5-door hatchback and 2-door convertible — and was ultimately replaced in the General Motors lineup by a family of vehicles based on the Daewoo Kalos.
From 1985 through 1989, Cultus-derived models sold in North America — under the nameplates Suzuki Forsa, Suzuki Swift, Chevrolet Sprint, Geo Metro and Pontiac Firefly — were sourced from Suzuki's facilities in Japan. Beginning in 1990, all North American M-cars were produced at CAMI Automotive, a 50-50 joint venture between General Motors and Suzuki in Ingersoll, Ontario, Canada. Production was Japan-sourced until 1990 manufacture commenced at CAMI Automotive, although Japanese production continued to source Canada bound sedan models. CAMI never reached its intended Metro/Firefly/Swift capacity. While at its peak, Canadian Swift/Metro/Firefly production reached more than 100,000 vehicles a year, the number fell to just 32,000 in 2000. In response to the waning popularity of smaller automobiles in the North American markets, Chevrolet/Geo sold only 55,600 Metros in 1997, off from 88,700 the year before. In a 2004 Autoweek article, Osamu Suzuki, chairman of Suzuki, called CAMI "a fishbone in my throat" because of its low production.
Beginning in late 2003 as a model year 2004 model, the Daewoo Kalos, marketed variously as the Chevrolet Aveo, Pontiac Wave and Suzuki Swift+, effectively replaced the Metro/Firefly, although the Aveo is more of a Daewoo Lanos replacement as opposed to the Metro, the same time when Daewoo closed majority of its dealerships outside South Korea in 2002.
The Suzuki Swift was replaced by the Suzuki Aerio hatchback in 2002, although the Aerio also replaced the Suzuki Esteem.
GM began marketing the first generation Cultus in North America as the Chevrolet Sprint. The car was also sold as the Suzuki Forsa, and as the Pontiac Firefly in Canada. The Chevrolet Sprint was sold only in the Western United States until 1986, when nationwide sales in the US commenced. in 1987, the "Metro" name first appeared on a model of the naturally aspirated Chevrolet Sprint: the "Chevrolet Sprint Metro."
Production of the first Geo Metro models began at Suzuki's plant in Hamamatsu, Japan, in late 1988. In 1989, it debuted and replaced the Chevrolet Sprint in the United States. Canadian models continued with the Chevrolet Sprint and Pontiac Firefly nameplates, while the second generation Suzuki Swift replaced the Forsa nameplate. This generation was also marketed by Suzuki as the "Swift" in the United States. The Metro/Swift/Sprint lineup received a facelift, while the Firefly was temporarily discontinued. The first generation Metro was replaced by a rebodied model unique to the North American market.
The third generation of the Cultus family was introduced in 1995 as a three-door hatchback and four-door sedan — using an adaptation of the longer wheelbase platform from second generation for both body configurations. Also designed at GM's Design Center it carries styling cues from the bigger Chevrolet Cavalier and Pontiac Sunfire, and was built on the Suzuki developed M platform with Suzuki drivetrains. The third generation models were marketed only in North America, carrying the nameplates Geo Metro (later re-branded the Chevrolet Metro), Pontiac Firefly, and Suzuki Swift — and sourced only from CAMI Automotive. Thus this version was never actually sold as a Cultus, which was replaced by the Cultus Crescent in Japan. Production ended after model year 2001.
Comparison of Generation III/II 3-door hatchback interior dimensions:
In 1995, the third generation Metro came with the 3-cylinder still used on base models and becoming an option for non-LSi models in 1997. The third generation was the first Pontiac Firefly to offer the 1.3 litre engine (inline four cylinder).
The third generation featured two engines, a revised 1.3 L multi-point fuel injected four-cylinder engine (with hydraulic lifters and lash adjusters, and a 30,000-mile service interval) and a 1.0 L throttle body injected three-cylinder engine. The 1.0 L became the last engine on a vehicle available in the US to use TBI. The 1.3 L I4 offered 70 hp (52 kW), and was the same engine that had been in use in the Suzuki Swift (except for the GT models) in prior years. LSi models produced after 1997 featured the four-cylinder engine with a new sixteen-valve head (rather than the eight valves of the earlier design) yet was still an SOHC design. It produced 79 hp (59 kW). Contemporary Suzuki Swifts were available with only the four-cylinder, and only as a hatchback. The hatchback body configuration featured a three-inch lower liftover height compared to the second generation model, more in keeping with the liftover height of the first generation models. Safety equipment included optional anti-lock brakes, safety cage construction with deformable front and rear crush zones and five structural crossbars engineered to spread side impact loads throughout the car's structure, steel side impact door safety beams, and daytime running lights (the third generation Metro was the second GM car to offer DRLs in the United States. The '95 Corsica was the first.), and dual frontal airbags. A new, one-piece instrument panel was mounted to one of the five crossmembers (internally called the "bazooka bar") with a new, full seal filling the gap between the instrument panel and the dash. The sedan and coupe chassis were 20% and 5% stiffer respectively than the previous generation 5-door and coupe Metros, and at the time of its introduction, the Metro was the smallest car in the world to meet the impending 1997 North American side impact standards. The revised sedan was also introduced in the United States, replacing the 5-door hatchback. The third generation featured a coefficient of drag of .32.
At the time of the third generation introduction, 41% of Metro buyers were first-car buyers, 62% of the buyers were female, and the median age of a Metro buyer was 37.
The American Council for an Energy-Efficient Economy (ACEEE) named the third generation Chevrolet Metro and Suzuki Swift as the top two gasoline-fueled vehicles within their Top 12 Greenest Vehicles in 1998 and 1999. ACEEE assigns a Green Score to each vehicle make and model sold in the US, based on the vehicles’ exhaust emissions, fuel economy and other specifications.
Solectria, a Massachusetts company, converted examples of the first and second generation Geo Metro to electric operation. Approximately 500 examples of 1996 and 1997 models were converted to electric operation — the bare vehicles were provided by GM without engines. Called the Solectria Force and Solectria EV, the converted vehicles featured 3 phase AC induction motors and regenerative braking. The battery pack consists of 13 Group 27 Decca Dominator Sealed Gel Lead Acid modules.
3= 3-dr hatchback
4= 4-dr sedan
Geo Metro 3-Door, Gen III
1997 Gen III Geo Metro LSI Sedan
1995–1997 Pontiac Firefly 3dr hatchback, Gen III
1998–2001 Pontiac Firefly sedan, Gen III
US third generation models received the following NHTSA's New Car Assessment Program ratings:
Test numbers indicate the chance of serious injury: 4 = 10–20%
See NHTSA Test Results: 1996 Geo Metro
See Video: 1998 Canadian Geo Metro Crash Test
The Metro enjoyed increased interest as a used car in 2008, by virtue of its fuel mileage and rising fuel costs .
"As gas prices spike and consumers increasingly look for ways to get to work more efficiently, heavy media coverage has spurred interest in one particular old car: the Geo Metro."
Partially because of the renewed interest in the Metro, the July 2009 issue of Car and Driver included a base model 1998 Chevrolet Metro 3-door hatchback among vehicles tested for fuel efficiency alongside two hybrid models: the redesigned Honda Insight and Toyota Prius models. Car and Driver jokingly ridiculed the Metro's age and equipment, docking seven points from its overall score for its lack of amenities and mentioning that it was originally sold brand-new without hubcaps. Regardless, the Metro tied the Prius for best overall fuel economy at 42 mpg-US (5.6 l/100 km). The vehicle finished third overall behind the Insight and Prius.
The DAF 66 is a small family car produced by the Dutch company DAF from September 1972 to 1976. It was the successor of the DAF 55 and was itself superseded by the reworked Volvo 66. The DAF 66 was the last four-cylinder car to feature the DAF name.
All 66 featured the unique Variomatic belt-driven continuously variable transmission.
The 66 was available as a 2-door saloon, a 2-door coupé, and a 3-door estate.
In total 146,297 DAF 66s have been built.
The 66 was developed to be an evolution of the 1967 DAF 55. The redesign was mainly cosmetic, and featured the following major changes:
The 66 was launched as a wide model range, incorporating a 2-door saloon, a 3-door estate and a 2-door 2+2 coupe. At introduction the customer could choose from 'De Luxe' (drum brakes and vinyl seats), 'Super Luxe' (Front disks and reclining cloth seats) and 'Marathon' (Extra power and wider wheels) trim levels.
In 1973 the '1300 Marathon' replaced the original Marathon. It featured a 1289cc 57 bhp (43 kW) version of the Renault C-series inline 4 engine used in all 66s. The 1300 Marathon was distinguishable from its lesser brethren by the foglights mounted in the grille. The interior featured a centre console with room for fitting extra gauges and high backed cloth sports seats. The less torquey but more powerful 1108cc Marathon engine remained available as an option on all models.
In 1974 the Dutch Armed Forces commissioned DAF to build a small personnel carrier. This car, the YA 66 was an adaptation of the normal 1108cc 66 sedan, with the most apparent change being a roofless, Jeep like body. Technically it was very similar, and as such had little to no terrain capacity. 1201 DAF YA 66s were built. They were all decommissioned in the early 90's and sold to the public.
A white saloon version of the DAF 66 features in the opening credit sequence of series 2 of the British made ITV detective series Van der Valk which was filmed on location in Amsterdam. Van der Valk is seen as a passenger in this sequence and the car is subsequently seen in a number of episodes.
The Suzuki Cultus is a supermini first presented at the 25th Tokyo Motor Show, formally introduced to the Japanese domestic market in 1983 and ultimately manufactured in seven countries across three generations and marketed worldwide under more than a dozen nameplates — prominently as the Suzuki Swift, Geo Metro, and Holden Barina.
Offered across its lifespan in four body-style variations with engines from the Suzuki G engine family, the second generation Cultus still remains in production in Pakistan. The Cultus family of vehicles has been marketed in Asia, North America, South America, Australia, and Europe. While never formally marketed in New Zealand they were imported and sold on the secondary market.
The name Cultus derives from the Latin cultus, meaning "care" or "adoration."
The first generation of the Cultus was designed and developed by Suzuki for the Japanese Domestic Market (JDM) and introduced as the 1983 SA310, the name shortly thereafter changed to Cultus. GM and Suzuki had formed an alliance in 1981, and so GM was able to market the Cultus as a captive import, introducing it to the North American market as the 1985 Chevrolet Sprint. Beginning in 1985, Cooper Motor Corporation (CMC) of Nairobi, Kenya, also assembled the SA310.
New Zealand assembly (as the Suzuki Swift but also sold as the Holden Barina) commenced in 1985.
3= 3-dr hatchback
5= 5-dr hatchback
a. Initially marketed as the SA-310
b. Also Hawaii, Guam, N. Marianas and test marketing USA 48 states.
c. Canada's "Chevrolet" Sprint model ran through 1991
d. Manufactured at GM Colmotores, Bogotá, Colombia
Suzuki Swift, Gen I (Marketed by Pak-Suzuki Motor Co.)
Suzuki Swift Gen I (Rear View)
Originally sold by Suzuki as the Suzuki Forsa, it was marketed in Ecuador, Chile, Canada and the USA (minimally) from 1985 to 1988 — with Suzuki offering the supermini with either a carbureted 1.0 L inline-3 cylinder or fuel injected 1.0 L inline 3 cylinder turbocharged engine. The car had much greater reach in North America as the Chevrolet Sprint and the Pontiac Firefly.
Suzuki did not initially market the Forsa on the US mainland, but rather only in Hawaii, Guam and the Northern Marianas. An undetermined number of Forsa models were imported to the U.S. mainland to test the commercial viability of a supermini in the US. As a record of US marketing of the Forsa, listings at the EPA Fuel Mileage Site carry the 1985 model as the Suzuki SA310 (the original JDM name for the Cultus, Forsa and Swift), no listing for 1986 — and both the Forsa and Forsa Turbo for 1987 and 1988. For North America, Suzuki changed the name from Forsa to Swift with the 1989 introduction of the second generation.
The Chevrolet Sprint was sold in the United States and Canada, with GM continuing to market the Chevette until 1987 alongside the Sprint. In the 1988 model year, the naturally aspirated hatchback was named the Chevrolet Sprint Metro.
The "Sprint" and "Sprint Metro" differed in their engines, though both were computer controlled carb systems. From 1985 to 1988, the carbureted 1.0 L 3-cylinder engine used a hemispherical head design. Later, fuel injection required the cylinder head for 1989 be redesigned to add the additional cooling required, reducing gas mileage.
The Sprint was originally offered in parts of the western US for the 1985 model year; subsequently Chevrolet marketed the Sprint across North America. All models were initially 3-dr hatchbacks. Starting in 1986, a five-door hatchback version was offered, called the Sprint Plus. That year, another model called the Sprint ER was offered that included a few extra features, such as an "upshift" light to indicate the ideal speed to shift to the next highest gear on manual transmission models. Although air conditioning was offered in all years, the three-speed automatic transmission wasn't offered until 1986. All models featured front-wheel drive and 12-inch tires.
Turbocharged versions of the 1.0 L 3-cylinder engine were available in the Turbo Sprint in both the United States and Canada. Colors were limited to red, white and blue for the Turbo Sprint. In the United States, the label was dropped with the introduction of the Geo Metro (second generation Cultus), but it continued to be used for a while longer in Canada.
The name "Chevette Sprint" was considered before calling the Colombia model (first generation) the "Chevrolet Sprint" — to distinguish it from the Opel knock down kits imported to Brazil. When presented on 7 October 1986, the Sprint caused a sensation. Slight modifications were made in 1987, including increasing the wheel sizes from 12" to 13" and the Sprint remained in production virtually unchanged til 2004 — with a total production of 70,848.
See: 1985 US Chevrolet Sprint commercial
See: 1988 Colombia Chevrolet Sprint commercial
Chevrolet Sprint Turbo, Gen I
Chevrolet Sprint Gen I (Colombia)
The second generation, introduced in Japan in September 1988, followed by their European debut at the Brussels Auto Salon in October. Some say it was designed at GM's Technical Center in Warren, Michigan, USA,][ and GM did designate it the GM M platform. (Personal interviews with GM Proving Grounds [Milford, Michigan, USA] Technicians indicate that the car was never seen at the Proving Grounds during the development period, thus casting doubt on a Warren design.) The chassis, engines, and drivetrains were developed by Suzuki, The second generation offered new styling and four wheel independent strut suspension. A turbocharged version remained fairly popular in Canada, which was the only export market for the version.
It was available with a 1.0 liter 3-cylinder with a power output of 53 hp (40 kW), a 1.3 liter 4-cylinder, and a 1.6 liter four-cylinder. The higher powered Cultus/Swift GTi had an improved G13B engine which featured hollow camshafts, stronger web casting on the engine block, a better flowing intake manifold (the prior generation intake manifold had its shape compromised to fit into the engine bay), and its ECU now had electronic control over ignition timing. It now put out 100 hp (75 kW) of power. The GTi also featured all wheel disc brakes.
Suzuki facelifted the Cultus in 1991 for the 1992 model year. The update involved the relocation of the rear license plate to the rear bumper from in between the tail lamps. The gap vacated by the license plate was filled in with either a black plastic panel or translucent red perspex panel integrating with the tail lamps. At the front, Suzuki revised the bumper's airdam, and inside, the interior was substantially re-designed.
All Swifts got a redesigned front and rear fascia as well as a new dashboard. GS sedans received power steering and new hub caps. The 1.0 litre 3-cylinder engine received a new cylinder head assembly: the engine of the previous generation used the same block and corresponding components but featured a head with valves in a V-formation straddling a single camshaft with rocker arms on shafts, whereas now the cylinder head assumed a much slimmer profile, owing to the valves now being in a vertical, inline configuration, actuated by inverted buckets also serving as hydraulic valve lash adjusters, all underneath a single overhead camshaft.
The first European-built model was a "Suzuki Swift" manufactured in September 1992 in Esztergom, Hungary. Updates in 1996 followed, and model year 2000 modifications included a version fitted with the same Suzuki four-wheel drive system that had been available in the Japanese market and badged as the Subaru Justy. The last modifications were made on the European Gen II from model year 2002 but only for the Hungarian market. The production of the three-door models ended in September 2002. In the same year, in December, the four-door sedan version was also discontinued. The last variation available was a five door version, which was offered until March 2003.
In Ecuador, the local plant Aymesa assembled some versions of this vehicle. The three-door version was called Suzuki Forsa II, while the four-door sedan version was badged Chevrolet Swift. Production of the sedan ended about 1996, while the hatchback version continued to being produced until 1999 or 2000 and it was badged as Chevrolet Forsa in latter years. It was imported to Colombia from 1991 til 2004, where it was called the Chevrolet Swift.
Generation two of the Cultus remains in production today in Pakistan only. In North America, a rebodied version of the second generation was sold as the Suzuki Swift/Chevrolet Metro/Geo Metro/Pontiac Firefly. Designed by General Motors, the design echoed that of the contemporary Chevrolet Cavalier and Pontiac Sunfire. In Japan, the Cultus was gradually replaced by the slightly larger Cultus Crescent, sold as the Baleno in Europe and as the Esteem in North America.
A Suzuki Swift of this generation was used as a weapon in the 2009 attack on the Dutch Royal Family.
2= 2-dr convertible
3= 3-dr hatchback
4= 4-dr sedan
5= 5-dr hatchback
a. Manufactured at Magyar Suzuki
b. Imported to Colombia
c. Geo branded models in US after 1989, in Canada after 1992
d. MF, MH: only generations of 'Cultus-derived' Barina
e. Justy JMA/MS, manufactured at Magyar Suzuki
f. Manufactured at Paksuzuki
Following 1985–1988 sales of the Forsa, the nameplate was changed to Suzuki Swift. The Swift was available as a three-door GTi and five-door GLX hatchback. A four-door sedan followed in 1990 — imported from Japan. For Swifts in North America, the 1.0 liter three-cylinder was only available in Canada where it was sold from 1992 to 1994. In 1990, the GLX was dropped; an inexpensive GA 3-door was added as were GA, GL and GS four-door sedan. At the same time, the GTi name was changed to GT because of an out-of-court settlement with Volkswagen of America over their similarly named GTI. The Swift nameplate moved on to separate from the Cultus, eventually being placed on the North American "third generation" model.
The Swift featured a 993 cc inline three cylinder engine producing 50 hp (37 kW). The G10 engine weighed 63 kg (139 lb) and the suspension derived from the Suzuki Alto. Other engine configurations included a carbureted 1.0 litre, 3 cylinder (G10) engine and a carbureted or fuel injected SOHC eight-valve 1.3 litre G13. Trim levels included the 1.0 GA and the 1.0 GL. The GA model included plastic wheelcovers, four-speed gearbox and cloth trim. The GL model included more equipment such as a five-speed gearbox, alloy wheels, a sunroof, and air conditioning in some markets.
With the first generation, Suzuki marketed the Swift GTi with the G13B engine — a DOHC 16 valve, 1.3 L, in-line 4-cylinder engine with an aluminum block and cylinder head, forged steel crankshaft and connecting rods, and cast aluminum high compression pistons (10:1 compression ratio). Its power output is 101 hp (75 kW).
The second generation received a modest restyle and other production changes in 1992, including changes to the bumpers, tail lights and interior. GT/GTi versions were equipped with larger sway-bars, and the camshafts were now solid. Production for the North American market ended in 1994.
The second generation Cultus was sold as the Geo Metro in the US and Canada, and as the Pontiac Firefly in Canada (and the Middle East), and as the Chevrolet Sprint in Canada. Unlike the four-cylinder Swifts, General Motors-badged units usually featured the 1-litre G10 engine, with a turbocharged version and a larger 1.3 available in some Canadian market versions. In 1990, production began at CAMI Automotive, where all remaining Metro models with the exception of convertibles would be produced.
G10: 1.0 L3
In the United States a single engine was available from 1989 through 1994: a 1.0 L I3 engine. Rated at 60 hp (39 kW), the engine achieved 38 city, 45 highway mpg][ per the revised 2007 EPA mileage standards. The detuned 49 hp (37 kW) engine in the XFi, introduced in 1990, is optimized for high mileage. It combines a shorter duration cam, leaner fuel map, two ring pistons, and a higher final drive gear model to achieve 43 city, 51 highway per the revised 2007 EPA mileage standards.
As per the first generation, a turbocharged variant of G10 was also available in the Canadian Pontiac Firefly from 1989 to 1991. It was no longer available in the US market, however.
G13: 1.3 L I4
Canadian Metros had the 1.3 L engine available as an option beginning in 1993 in the three-door GSi model, and as standard equipment in the sedan (exclusive to the Canadian market at the time: American market Metros were not available in a sedan bodystyle until 1995).
Only available as a hatchback (later also a convertible) in the United States, the Canadian market also received Japanese-built four-door sedans. Canadian sales of the Geo Metro only began in 1992, after the demise of the Asüna brand. For 1990, the Metro's second model year, Geo introduced the Metro LSi models, which included an automatic transmission, air conditioning and a stereo with cassette player. Geo also introduced the frugal XFi model, featuring a lower powered economy-tuned version of the three-cylinder engine, a higher final drive gear ratio, and certain deleted interior amenities (e.g., the passenger mirror). It thereby achieved 43 city, 51 highway per the revised 2007 EPA mileage standards. XFi made up less than 10% of Metro sales. A little bit later, the Japanese-buil convertible model debuted, available in LSi trim. In 1991, GM increased convertible production and added paint options. In 1992, the Metro received a facelift with new hubcaps, exterior modification and new interior controls.
In 1993 the convertible was discontinued. Automatic door locks, which deploy after the car reaches a speed of approximately 8 mph (13 km/h) were introduced this year. In 1994, five-door hatchback production ended. There was also a slight but barely noticeable change in the headlights. In 1994, Geo dropped the XFi model.
The Sprint badge continued to be used in the Canadian market until the Geo brand was introduced in 1992. Unlike its American counterparts, the Canadian Sprint remained available with the 1.0 liter turbo engine.
Introduced for 1989, the Firefly was also available as a convertible and as a four-door sedan from 1990 until 1991. All hatchbacks were manufactured at CAMI, while convertibles and sedans were sourced from Japanese production. The Firefly was not marketed for the 1992 and 1993 model years when the 1993-only "Asüna" brand introduced the larger 1992 LeMans to replace the Passport Optima and the pre-facelift Firefly.
In 1994, the Firefly returned with a facelift following the demise of the Asüna brand, available as a hatchback and a sedan. It was short-lived, being replaced by the third generation for the next year.
US second generation models received the following NHTSA's New Car Assessment Program ratings:
See NHTSA Test Results: 1994 Geo Metro
1989–1991 model year Suzuki Swift 3-door (US)
1990–1991 Holden Barina 3-door (Australia)
1989–1991 Pontiac Firefly 3dr hatchback
1994 Pontiac Firefly 3dr hatchback
1991–1998 Suzuki Cultus 3-door, 1.0-liter (Japan)
1991–1998 Suzuki Cultus 3-door, 1.0-liter (Japan)
1994 Suzuki Swift Cino (Australia)
1994 Suzuki Swift Cino (Australia)
Subaru Justy, circa 2000, a second generation Cultus derivative manufactured at Magyar Suzuki, Hungary.
1992–1994 Geo Metro sedan
Geo Metro 5-Door, 1992–1994
1992 Geo Metro convertible
The Suzuki Cultus developed through generation two in Japan, and was superseded by the Cultus Crescent — a larger offspring of the Cultus.
The first Cultus was introduced to the JDM initially under the nameplate SA-310 in 1983 as either a 3 or 5-door hatchback with two possible petrol engines from the G efamily: a three cylinder powerplant with 993 cc, and a four cylinder version with 1324 cc. Power ranged from 60 PS (44 kW) JIS to 75 PS (55 kW). Manual and automatic transmissions were available. A turbocharged version of the smaller engine was later introduced, with power raised to 80 PS (59 kW), and 165/70 HR12 tyres.
The Cultus was slightly restyled in 1986, adopting a new front end, with redesigned grille, headlights and bumper. Engine power was slightly detuned on the 1.0 L and 1.3 L model, and the Cultus Turbo was joined by a more powerful sports version, the Cultus GTi. This featured a new Twin Cam 16v variant of the 1.3 L engine, with 1298 cc, thanks to a shorter stroke (75.5 mm, down from the previous 77 mm), fuel injection and 97 PS (71 kW) . Production of the Cultus' first generation stopped in 1988.
The second generation was introduced in 1988 with similar dimensions and but redesigned to make better use of the cargo area and cabin space. Like its predecessor, the new Cultus was available as a 3- or 5-door hatchback, and was powered by G-series engines from 1.0 L to 1.3 L. However, this last one had adopted an SOHC 16-valve arrangement, with standard fuel injection. Power was 58 PS (43 kW) and 82 PS (60 kW), respectively. For the first time, 4WD was optional on the larger engine.
The Cultus GTi was now much more powerful, reaching 115 PS JIS (85 kW) with updated version of the previous GTi engine: the G13B engine that had higher compression pistons (11.5:1 compression ratio), tubular exhaust headers, a tubular intake manifold, larger camshafts and a reprogrammed ECU. Some models of the Cultus GTi were also available with all-wheel drive.
More well outfitted versions were the Cultus Ellesse (which included automatic air conditioning, central locking, power windows and adjustable steering wheel) and the Esteem, a sedan version. The Esteem featured a larger 1.5 L engine, capable of reaching 91 PS (67 kW), and it was available with optional 4WD. The equipment was the same as the Cultus Ellesse.
In 1992, Suzuki introduced a two-seat convertible, based on the hatchback body — and dropped shortly thereafter.
Suzuki Cultus has common gear noise problem which is corrected in new models.
Japanese Domestic Market Internal Designations
The Suzuki Cultus and Cultus Crescent were two distinct but related models sold in Japan by Suzuki — with the Cultus Crescent eventually superseding the Cultus. The Cultus Crescent was introduced in the Japanese market in 1995 sharing the same platform and many components from the Cultus — although with a chassis stretched by 10 cm (4 in) and featuring completely different styling.
The Cultus Crescent was available initially in two body variants, a three-door hatchback and a four-door saloon. In 1996 Suzuki introduced the Cultus Crescent Wagon, Suzuki's first station wagon (excluding kei cars). In 1998, the base Cultus/Swift was taken off the market in Japan, and Suzuki consequently dropped the "Crescent" name. The larger model was now simply called Cultus, and received new front end styling. The 1.6 L 4WD variant was extended to the rest of the lineup, but not the 1.8 L engine, which was only available in the other bodies other than the wagon in export markets. The Cultus remained in production in Japan until 2002, after a year of overlapping with its replacement, the larger and entirely new Aerio.
Production of the Cultus began in other countries and was available in developing markets such as India as the Maruti Suzuki Baleno til production ceased in 2007 to make way for the Suzuki SX4. Elsewhere internationally, the larger Cultus Crescent was marketed as the Suzuki Baleno and Esteem.
Third generation Swift From 1995 onward, the North American-exclusive Suzuki Swift was built at CAMI Automotive, receiving all the modifications of its Pontiac and Geo/Chevrolet siblings — only in the 3-dr body style, however.
Assembly also commenced in India (Maruti Suzuki), Hungary (Magyar Suzuki), Pakistan (Pak Suzuki), and China (Chang'an Suzuki). When production began at Magyar Suzuki of the Suzuki Swift in 1992, Suzuki invested $230 million in capital for the new company and flew each of its Hungarian workers to Japan for training in its production methods. Notably, 5-door models of the second generation (under the nameplate Cultus) are manufactured today in Pakistan and 4-door sedans of second generation are manufactured today in China.
Mk nomenclature varies by region, emphasizing local marketing distinctions, restylings, and market adaptations
Mk1 – 85–88 (Boxy body) — Corresponds to First generation
Mk2 – 89–91 (Round body + Boxy dash) — Corresponds to Second generation
Mk3 – 92–94 (Round body + Round dash)— Corresponds to Second generation (first restyle)
Mk4 – 95–97 (Guppy mouth) — Corresponds to Third generation Metro/Firefly/Swift
Mk5 – 98-01 (Razor mouth) — Corresponds to Third generation Metro/Firefly/Swift (first restyle)
Mk1 – '86 to '88 — Corresponds to First generation
Mk2 – '88 to '92 — Corresponds to Second generation
Mk3 – '92 to '96 — Corresponds to Second generation (first restyle)
Mk4 – '96 to '01 — Corresponds to Second generation (second restyle)
Mk5 – '01 to '02 — Corresponds to Second generation (third restyle)
MK1 – SA310 / SA413 (1984–86). — Corresponds to First generation
MK2 – SF310 / SF413 / SF416 (1989–92) — Corresponds to Second generation
MK3 – SF310 / SF413 / SF416 (1993–99) — Corresponds to Second generation (first restyle)
MK1 Introduced March 1984, the SA Swift was front wheel drive, with a solid axle and drum brakes on the rear, with front disc brakes.
MK2 New rounder body shape with mechanicals similar to the SA model and the solid rear axle replaced by a trailing arm setup.
MK3 Remodeled interior, revised front and rear bumper fascias. New rounded dashboard.
In 1992, Nobuhiro Tajima used a heavily modified twin engined Cultus in the Pikes Peak International Hill Climb.
A Suzuki Swift GTi driven by Mark Brame and Henry Draper won the 1992 Yokohama 6-Hour for Production Cars at the Winton circuit in Victoria, Australia on 29 November 1992.
Geo was a marque of small cars made by General Motors as a subdivision of its Chevrolet division from 1989 to 1997. Its original slogan was "Get to know Geo." Originally formed by GM to compete with the growing small import market of the mid 1980s, the line continued through the 1997 model year, after which the remaining models were given the Chevrolet name itself. Geo's logo was based on the Chevrolet logo and the newest look had a small Chevrolet Bowtie logo placed within the "O" in Geo. The 1990s saw fading consumer interest in the economy compact market,][ and the last vehicle of the former Geo line, the Tracker, was discontinued in 2004. In Canada, another import marque, Asüna, was introduced in 1992 to provide Pontiac-Buick-GMC dealers access to a similar range of import vehicles.
Geo models were manufactured by GM in joint ventures with three Japanese automakers. The Prizm was produced at the GM/Toyota joint-venture NUMMI assembly plant in Fremont, California, and the Metro and Tracker were produced at the GM/Suzuki joint-venture CAMI assembly plant in Ingersoll, Ontario. The exceptions, the Spectrum and Storm, were entirely manufactured by Isuzu in Japan. Geo Metro convertibles and early Geo Trackers were built by Suzuki in Japan.
The Geo Metro is a small economy car that was based on the Suzuki Swift (Cultus). It was produced from 1989 to 2001 model years. The first generation was offered in three and five-door hatchback models as well as a 4-door notchback sedan that was only sold in Canada. In 1990, a convertible was available but was phased out after 1993. Metros came in three trim levels: XFi, Base or LSi. The XFi's engine has less horsepower than the base and LSi and achieved startling gas mileage 53 MPG (city) 58 MPG (highway). However all of the Metros at this time had three cylinder engines with a 5-speed manual or 3-speed automatic transmission. The convertible is also the only first-generation Metro to offer an airbag. In 1995 the Metro was redesigned with a more modern appearance and offered a 70 hp (52 kW; 71 PS) four-cylinder engine, standard dual airbags and optional anti-lock brakes. A four-door sedan replaced the five-door hatchback. The XFi did not return for 1995 and only the base and LSi models were offered. The three-cylinder engine remained in the base hatchback. In 1998 the Metro, now branded as a regular Chevrolet, was revamped one last time. It was given a minor re-styling, improved headlamps, and improved four cylinder engine, now producing 79 hp (59 kW; 80 PS). The 2000 model year was the last appearance for the Metro hatchback and the three cylinder engine. All 2001 models were four-door sedans that were sold to fleets only.
The Prizm is a compact four-door sedan that was based on the Toyota E90 and E100 platform Toyota Sprinter. It was the successor to the Chevrolet Nova. A five-door hatchback model was also offered through 1991. While the Prizm consistently won awards from the auto industry (including a Consumer's Digest Best Buy selection), it was always outsold by the platform twin Toyota Corolla. Additionally, the Prizm was positioned within Chevrolet's model lineup against Chevy's own Cavalier for market share and dealer floor space. The Prizm was sold from 1989 through 2002 and produced at NUMMI in Fremont, California. The Prizm came in either a base model or a more upscale LSi version that had an optional 1.8 L engine and a 4-speed automatic transmission. Leather interior was also optional on the LSi model. From 1990-1992 the Prizm had a sporty GSi model, with red and black badging. It was equivalent in power and equipment to the Corolla GT-S although the latter was a coupe (And that the Geo Prizm was essentially the Canadian variant of the Toyota Camry). The GSi was the most powerful Prizm with 130 hp (97 kW; 132 PS).
The Spectrum was a short-lived subcompact model based on the Isuzu I-Mark and one size up from the Metro. The Spectrum was sold as a regular Chevrolet model from 1985 to 1988. With the launch of the Geo marque in 1989, the Spectrum was rebranded as a Geo. Although the grille stayed the same (including the Chevrolet "bowtie" emblem without Geo "globe") the rear "Chevrolet" emblem was replaced with a "Geo" emblem. The Geo Spectrum was only sold in 1989 and was replaced by the Isuzu-produced Geo Storm hatchback.
The Storm was a sporty car based on the Isuzu Impulse, available as either a two-door fastback or a three-door hatchback. The Storm entered Geo's lineup in 1990 as a base model or in GSi trim, replacing the related Geo Spectrum. The base model came with a choice of either a 3-speed automatic or a 5-speed manual. The GSi models came with either a 5-speed manual or a 4-speed automatic, better handling, a rear spoiler, bucket seats, and a more powerful DOHC engine. In 1992, the front and rear of all models were restyled, the GSi sported a bigger 1.8 liter DOHC engine, replacing the former 1.6 DOHC, and a redesigned rear spoiler. Despite strong sales the Storm was discontinued in 1993, this was due in part to Isuzu discontinuing their car lines, and refocusing on trucks and SUVs. The Geo Storm was the performance oriented vehicle of the Geo marque. The Storm was produced in Japan by Isuzu alongside the Geo Spectrum.
The Geo Tracker SUV was introduced in 1989 and was based on the Suzuki Sidekick was a low cost alternative vehicle in place of a Jeep. It was originally offered as a two-door with either a convertible or fixed hard top in base or upscale L Si versions. In 2002 the two-door hard top was dropped in favor of the four-door model. The four-door offered a 95 hp (71 kW; 96 PS) engine and an optional four-speed automatic transmission. The Tracker was produced from 1989 to 1997 under the Geo marque, and 1998 to 2004 under Chevrolet itself, making it the longest running Geo model. The Tracker was completely redesigned for the 1999 model year. It was replaced by the Chevrolet Equinox in 2005. It still is a popular off road vehicle. The Geo model is more popular for doing this.
The Geo Metro was a marketing and manufacturing variation of the Suzuki Cultus available in North America from 1989 through 2001 as a joint effort of GM and Suzuki. In the US, the Metro carried a Geo nameplate from 1989 through 1997, and a Chevrolet nameplate from 1998 to 2001. It evolved with the Cultus and its siblings over 13 years, three generations and four body styles: 3-door hatchback, 4-door sedan, 5-door hatchback and 2-door convertible — and was ultimately replaced in the General Motors lineup by a family of vehicles based on the Daewoo Kalos.
From 1985 through 1989, Cultus-derived models sold in North America — under the nameplates Suzuki Forsa, Suzuki Swift, Chevrolet Sprint, Geo Metro and Pontiac Firefly — were sourced from Suzuki's facilities in Japan. Beginning in 1990, all North American M-cars were produced at CAMI Automotive, a 50-50 joint venture between General Motors and Suzuki in Ingersoll, Ontario, Canada. Production was Japan-sourced until 1990 manufacture commenced at CAMI Automotive, although Japanese production continued to source Canada bound sedan models. CAMI never reached its intended Metro/Firefly/Swift capacity. While at its peak, Canadian Swift/Metro/Firefly production reached more than 100,000 vehicles a year, the number fell to just 32,000 in 2000. In response to the waning popularity of smaller automobiles in the North American markets, Chevrolet/Geo sold only 55,600 Metros in 1997, off from 88,700 the year before. In a 2004 Autoweek article, Osamu Suzuki, chairman of Suzuki, called CAMI "a fishbone in my throat" because of its low production. car look
A subcompact car is an American definition to indicate an automobile with a class size smaller than that of a compact car, usually not exceeding 165 inches (4,191 mm) in length, but larger than a microcar. According to the United States Environmental Protection Agency (EPA), a passenger car is classified as subcompact if it has between 85 cubic feet (2,407 L) and 99 cu ft (2,803 L) of interior volume.
The subcompact segment equates roughly to A-segment and B-segment in Europe, or city car and supermini in British acceptation. In 2012, the New York Times described the differences, saying "today’s small cars actually span three main segments in the global vehicle market. The tiny A-segment cars include the Chevrolet Spark and Smart Fortwo. They’re extremely short and very light. Slightly larger are B-segment cars like the Ford Fiesta and Chevrolet Sonic. Convertibles
The Suzuki Cultus is a supermini car produced by the Japanese manufacturer Suzuki from 1983 to 2003. It was first presented at the 25th Tokyo Motor Show, formally introduced to the Japanese domestic market in 1983 and ultimately sold in seven countries across three generations and marketed worldwide as the Suzuki Swift. An alliance formed in 1981 between GM and Suzuki (and Isuzu) allowed GM to market the Cultus as a captive import internationally under more than a dozen nameplates including the Geo Metro, Chevrolet Sprint, Holden Barina. It was also known as the S-car within GM.
Offered across its lifespan in four body-style variations with engines from the Suzuki G engine family, the second generation Cultus still remains in production in Pakistan. The Cultus family of vehicles has been marketed in Asia, North America, South America, Australia, and Europe. While never formally marketed in New Zealand they were imported and sold on the secondary market.
2-door station wagon
1.6 L SOHC 4XE1 I4 Business Finance
1.6 L DOHC 4XE1 I4