#suzuki cultus

[hirocimacruiser]

commercial monster

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

CULTUS GT-i Type Dirt Trial

Tuned by

SUZUKI SPORTS

Photos/Katsuhiro Hara, Report / Hitoshi Sezai

It's an affordable works car

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

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 It's outdated now that you're running like you're running a tail just because it's dirt.

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

High grounding property with high balance

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

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

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

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

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

In particular, the high cornering performance

Even in the binding, a block-based dirt tire

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

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

EQUIPMENT(FF)

Front strut assembly (fixed type)

Rear strut ASSY (fixed type)

Front spring 2.6kg/mm

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

rear strut upper support

front suspension arm bush

rear suspension arm bush

front stabilizer bush

Rear stabilizer bush Rear knuckle bush

engine & exhaust pipe mount

Front strut bar Front brake pad

rear brake pad

Brake fluid DOT4)

clutch cover clutch disc

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

Floor guard (5052S)

Tank guard (5052S)

FRONT/REAR MUDFLAP STEERING SET & RELAY KIT

Price: 1.8 million yen

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

OD has a slight difference in specifications

Price 1,330,000 yen

PIC CAPTIONS

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

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

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

Contact: Suzuki Sports Co., Ltd.

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

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

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

7438-02 AMET 70600538-66-6761

[radracer]

Suzuki Cultus Pikes Peak Twin 1.6L Turbo Engines 800hp

[kply-industries]

[japanesecarssince1947]

1987 Suzuki Cultus GTi

My tumblr-blogs:

www.tumblr.com/germancarssince1946 & www.tumblr.com/frenchcarssince1946 & www.tumblr.com/englishcarssince1946 & www.tumblr.com/italiancarssince1946 & www.tumblr.com/japanesecarssince1947 & www.tumblr.com/uscarssince1935

[skysquid22]

Sunday Six! @four-white-trees @mike----wazowski @overdevelopedglasses @jichanxo. Been working on a Y8 fic about Daigo going to see his mom before the Jimas go to Millenium Tower. I finished the first chapter/part, but I want to write the conversation between Daigo and Yayoi in the second chapter/part. For now have this snippet of Majima. He's too fun to write.

Majima flopped his head to the side and saw Saejima sitting in the passenger seat, the features of his face only visible when they drove past another orange street lamp. Even his thick green coat turned tigerish for a moment. Rawr. The car was freezing, despite the fans in the center console sputtering with a small rattle hot air into his wool-inlaid parka. This beater was an old beast, he outta be thankful she blew hot air at all. Praise be an early aughts Suzuki Cultus Crescent. Your assistance in getting their little band in and out of a frosty fishy hell will earn you plenty of accolades. But mighty as you are, you have no skills in breaking a simmering tension between people that Majima referred to as a ‘bomb’. Know anything about that, Ms. SCC? No? Damn.

[identifying-cars-in-posts]

okay one more question, if you had to pick one to erase from existence which one would it be:

twingo, classic vw bug, mini, honda beat, geo metro/suzuki cultus, daihatsu copen

ANON WHY WOULD YOU DO THIS TO ME THEYRE ALL SO CUTE AND GOOD. i guess maybe the daihatsu? of them all it’s the one i’m least familiar with and the beat is one of my favorite kei cars so if i can only keep one kei car it’s that one? BUT THE COPEN IS SO CUTE

[rentacarserviceinrawalpindi]

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[rainydaydriversclub]

Thoughts on the Suzuki swift?

i absolutely adore the swift.

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

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

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

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

[caradsfromthepast]

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

[hirocimacruiser]

N1 Suzuki Cultus GTi racecar. Translation of article below.

Nakayoshi Yellow Cultus Corps Class 4 (up to 1300cc) is a de facto Cultus one-make. He had also run a few City cars in the past, but as the Cultus matured, he gradually moved away from the podium. In that Cultus one-make, Jalana has always continued to run the top group. The appearance of forming a formation with his brother's car No. 110 and running on the circuit was impressive. The 4th champ in the 1992 N1 endurance class, this machine also competed in the P1300 class at Tsukuba Circuit. He has had good results there as well. Negative camber 5 degrees "Even though it is FF, you can turn corners while stepping on the accelerator!" It is exactly "Odoroki". I'm not particular about the drive system, but FF is basically understeer, so I have an image of approaching corners with front load and stepping on the accelerator after changing direction in front of the clip, and I actually do. I have that kind of driving style. However, you can step on the accelerator far before the clip. However, while I didn't feel any understeer at turn-in, it didn't seem like the car would naturally turn around even if I waited in front of the clip. It seemed like I was wasting my time, so I stepped on the accelerator to try it out. Normally, the car's attitude would be fine even if it understeered, but the impression is that the front tires are always firmly in contact with the ground rather than understeer or oversteer. The corner goes around the front in particular, and when you step on the accelerator, the front does not drift out, and traction is applied firmly. I feel that the rear naturally follows the front. According to a member of the team, "Uchi" is quite hard ". Looking at the numbers, the panel rate is certainly high relative to the weight of the car, but I don't feel the "hardness" that makes it bounce while riding. At the time of turn-in, the nose does not sink so much, and if anything, the feeling that the legs are stretched. It can be said that the greater the camber, the longer the turning performance, as long as the grounding condition of the diamond is allowed. By the way, Lutas can camper 5 times. The fact that you can actively step on the accelerator at the start is because the turning performance is excellent, you can change the direction in the neutral zone, and it seems that the LSD is also effective. Although the torque steer transmitted to the steering rig is a little large, it is amazing that it works well even while accelerating.It is easy to ride without any strange peculiarities, but if you remove the sweet spot, you can see the side like a jerking horse. If the return timing of the steering is delayed, the car will bounce like a bump. However, this seems to be due to the damper's capacity rather than the characteristics of the car. The engine is completely normal, and it has not been fine-tuned. It is a car that has been overwhelmed by its handling rather than its power.

In the N1 endurance class, the Caldas G1-1 series champion for the second year in a row, who is now completely unbeatable, is convinced. Above all, the fighting power of Jalana BP Kartas, an entry from the champion team Team T-Ba, is outstanding. Despite having only a displacement of 1300cc, the best time at Tsukuba with S tires until 1992 reached the 1 minute 6 second range, and it was a 1630 car other than the Civic, that is, a class machine. PEC. Speeding up at turn-in is the concept After all that talk, you may not believe it, but the engine loaded on that machine is completely normal. They are using the ones that come straight from the manufacturer's line. This is unique to Suzuki, which has a reputation for engine power not only for 4 wheels but also for 2 wheels. Even so, the surprisingly high engine of this engine uses a completely normal engine that came out of the line. However, the engine didn't need much work, so there was a projection in the corner of the engine room. In fact, in the two championship-winning races, engine trouble forced retirement. That's why this machine has an advantage over other Cultus in terms of suspension setup. The most important concept there is speed at corner turn-in. The Cultus original expression has suppressed the gajaja horse-like nature. It is said that it is dealt with by spring rate, shock force, and camber adjustment in the range possible with N1. By the way, the front is Kayaba. 4-stage adjustable shocks and 9kg/

Gring, and the same 4-speed adjustable shocks and 15kg/mm ​​springs from Suzuki Sport at the rear. Nowadays, there are no other machines other than Cultus in Class 4, so there is nothing to compare it to, and it seems that there are no weaknesses as a 300cc machine, but in reality it is 2nd and 3rd gears. Is it a difficult point that it is separated? In NI, modification of the mission is not allowed, so it's an element that can't be touched, but if cross mintion was introduced with minor changes, it should have been possible to shorten this time with other classes. The size of the tires that support the feet of this Cultus are both 185 / 60R14, but it is a pity that only Dunro is currently supplying this size for NT endurance slicks. (Naoyuki Hatana) 1992 Season Results N1 Endurance Round Series 1st Retire Round 2 Class Win Class 2nd Round Round 3 Round 4 Round 5 Round 6 Round 7 Class Win Class Win SPUNAND Class 3 Ranked class 4 series winner engine estimated output rev limit engine computer specification suspension. Front spring rate Spring material Shock absorber SPECIFICATION Adjustment stage Stabilizer spring Lade spring material Shock absorber Adjustment stage Stabilizer Brake pad Brake hose Brake fluid Clutch disc Clutch cover SD Fuel tank Tire brand Tire size Power steering steering wheel Driver's seat Seed belt Tri Front rear wet Front 972 Wheel Brand Wheel Size Front Carrot Oil Wa Differential Oil Engine Maintenance Company Chassis Maintenance Company is for the season. 115ps 8000rpm Suzuki Sport 740kg 9kg Steel KYB 4 Pumaru 16kg Steal Suzuki Sport ARRA 4 Normal Endless Earls 6P KYB Normal Suzuki Sport 180 None EVA EVAMSA Wylands 185/60R14 (78J-S) 185/60R14 (78-z) 185/60R14 (931 ) 185 / 60R14 (93)> dp Motorsports 63-14 6J-14 BP BP BP Team Eva

[seat-safety-switch]

Depending on who you ask, the Geo Metro is either the finest or the second finest small economy car ever produced. That is, as long as you ask relatively few people and only the two guys on our editorial board who are total freaks for that chassis. I guess you could say that they're engaged in a little bit of Cultus worship.

No matter how much they love these vehicles - and they do, to an unnatural extent - they never would have encountered them if it weren't for the largesse of the General Motors group of corporations. And it's in this, the final episode of Bad Cars Monthly's Chevy Week 2020, that we at last will come face to face with the one-litre Suzuki so good it became an icon.

Hop into the car, and you get a real sense of no-nonsense. Bourgeois scum who can recite lease terms from memory will get upset at the lack of accoutrements (that's French for "cool shit") but everyone else recognizes immediately what this is. This here Metro is a race car for the road. And nobody else will even realize you're racing, as you skid around corners on the narrow tires, fighting the limits of adhesion well below the speed limit before banging the car off the limiter on every shift to try and keep up with modern traffic. Even professional race car drivers find the Metro a unique delight, like a Tour De France champion deciding to ride into the office on a child's tricycle.

Do you remember a few years ago, when oil prices momentarily spiked and people went so insane that any Metro, but especially an XFI - the super-high-mileage economy trim package - suddenly began to aggressively appreciate in value? It's a testament to the longevity and the careful engineering that went into the import-fighting import that they were even still available to purchase. Even today, you can probably head out onto your local classifieds and get one that only requires minimal structural welding repair. That's pretty good for an early-90s economy car!

The Metro/Swift/Cultus/Sprint/Firefly has been seen in pretty much every environment it's possible to take a car in. Road-racing, off-roading, stunt jumping. I'm sure someone has turned one into a really shitty ambulance and/or firetruck. They're so versatile that the normal shame of cheap crappy cars doesn't quite stick to the Metro. Yes, there's the jokes, and the TV references, but it's not like you're driving a Fortwo.

Somehow, the car has risen above its humble roots to become a proletarian champion. Maybe it's just that in a world of crossovers, anything smaller than a short bus now conveys modesty. Either way, we here salute the Geo Metro as being the finest economy car ever constructed by our friends over at the Blue Square.

[urbangrounds]

Me with @pixxced at the Penrose Heritage Museum

[japanesecarssince1947]

1987 Suzuki Cultus GXi TwinCam

My tumblr-blogs:

www.tumblr.com/germancarssince1946 & www.tumblr.com/frenchcarssince1946 & www.tumblr.com/englishcarssince1946 & www.tumblr.com/italiancarssince1946 & www.tumblr.com/japanesecarssince1947 & www.tumblr.com/uscarssince1935

[murumokirby360]

GRAN TURISMO 2 - Suzuki Cultus Pikes Peak REVIEW

[straightsixisstraightsix]