History
In 1909, Michio Suzuki founded the Suzuki Loom Company in the small seacoast village of Hamamatsu, Japan. Business boomed as Suzuki built weaving looms for Japan's giant silk industry. Suzuki's only desire was to build better, more user-friendly looms. In 1929, Michio Suzuki invented a new type of weaving machine, which was exported overseas. Suzuki filed as many as 120 patents and utility model rights. The company's first 30 years focused on the development and production of these exceptionally complex machines.
Despite the success of his looms, Suzuki realized his company had to diversify 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 featured 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's thoughts went back to 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-wheel ingenuity came in the form of a motorized bicycle called, the "Power Free." Designed to be inexpensive and simple to build and maintain, the 1952 Power Free featured a 36 cc two-stroke engine. An unprecedented feature was the double-sprocket gear system, enabling 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 system was so ingenious that the patent office of the new democratic government granted Suzuki a financial subsidy to continue research in motorcycle engineering, and so was born Suzuki Motor Corporation.
In 1953, Suzuki scored the first of many racing victories when the tiny 60 cc "Diamond Free" won its class in the Mount Fuji Hill Climb.

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 Suzulight. Suzuki showcased its penchant for innovation from the beginning. The Suzulight included front-wheel drive, four-wheel independent suspension and rack-and-pinion steering -- features common on cars half a century later.

[edit] Historical timeline
1905 - Founder of Suzuki is Mr Michio Suzuki
1909 - Suzuki Loom Works founded in Hamamatsu, Shizuoka Prefecture, by Michio Suzuki.
1920 - Reorganized, incorporated, and capitalized at 500,000 yen as Suzuki Loom Manufacturing Co. with Michio Suzuki as president.
1952 - 'Power Free' motorized bicycle marketed.
1954 - Company name changed to Suzuki Motor Co.,Ltd.
1955 - Lightweight car 'Suzulight' (360cc, 2-stroke) marketed helping to usher in Japan's light-weight car age.
1961 - Suzuki Loom Manufacturing Co. established by separating the loom machine division from the motor works and lightweight truck 'Suzulight Carry' marketed.
1962 - Suzuki won the 50 cc class championship at the Isle of Man TT
1963 - U.S. Suzuki Motor Corp., a direct sales subsidiary, opened in Los Angeles.
1965 - 'D55' (5.5 hp, 2-stroke) outboard motor marketed and makes early inroads and Fronte 800 marketed.
1967 - Thai Suzuki Motor Co., Ltd. established as a local assembly plant.
1968 - Carry full-cab van marketed.
1970 - LJ-Series 4X4 marketed.
1971 - GT750 motorcycle marketed.
1973 - Suzuki Canada Ltd., opened in Ontario, Canada.
1974 - P.T. Suzuki Indonesia Manufacturing established in Jakarta, Indonesia, entry into medical equipment field by marketing 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 - Antonio Suzuki Corp., a joint venture for knockdown production and sales, established in Manila, the Philippines.
1976 - GS-Series motorcycles marketed.
1977 - LJ80 4x4 vehicle marketed and exports of GS1000H motorcycle began.
1979 - Alto marketed.
1979 - SC100 marketed in the UK.
1980 - Suzuki Australia Pty. Ltd. established in Sydney, Australia and entry into general purpose engine field by marketing three electric power generator models.
1981 - Business ties with General Motors (U.S.) and Isuzu Motors, Ltd.(Japan) signed.
1982 - 4X4 production began at PAK Suzuki Motor Co., Ltd. in Karachi, Pakistan and won maker championship for 7th consecutive year at the World Road Race Grand Prix 500.
1982 - SC100 Discontinued in favour of Alto.
1983 - Enters into a partnership with Maruti Udyog Ltd. to produce cars in India.
1983 - Cultus/Swift 1.0-liter passenger car marketed and 4X4 production started at Maruti Udyog Ltd. in New Delhi, India.
1984 - Suzuki New Zealand Ltd. established in Wanganui, New Zealand and began export of Chevrolet Sprint to the United States. Car production technical assistance contract signed with China National Aerotechnology Import & Export Beijing Corporation. Operation of Suzuki Motor GmbH Deutschland began in Heppenheim,Germany.
1985 - SUZUKI of AMERICA AUTOMOTIVE CORP. established with the introduction of the Samurai, and the sensational GSX-R750 motorcycle with an oil-cooled engine marketed and scooter production started at Avello S.A. of Spain. Agreement with Santana Motors to produce Suzuki cars in their Linares factory in Andalusia, Spain.
1986 - American Suzuki Motor Corp. is formed merging U.S. Suzuki Motor Corp and Suzuki of America Automotive Corp.
1987 - Cultus/Swift production began in Colombia and total aggregate car exports reached 2 million units.
1988 - Escudo/Vitara 4x4 marketed and total aggregate car production reached 10 million units..
1989 - CAMI Automotive Inc. established and began operation in Ontario, Canada. Swift GT/GLX and Sidekick sales begin in the United States.
1990 - Corporate name changed to Suzuki Motor Corporation.
1991 - Car production started in Korea through technical ties with Daewoo Shipbuilding & Heavy Machinery Ltd and Cappuccino 2-seater marketed.

The Suzuki plant in Esztergom, Hungary has over 6000 employees. (As of 2007)
1993 - Passenger car production/sales began at Suzuki Egypt S.A.E., opening ceremony for new car production plant held at Magyar Suzuki Corp. in Esztergom, Hungary and Wagon R passenger car marketed.
1994 - Maruti Udyog Ltd. of India total aggregate car production reached 1 million units.
1995 - Total aggregate motorcycle export reached 20 million units
1996 - Start of production in Vietnam (Motorcycles and automobiles)
1997 - Achieved 10 million cumulative automobile sales for overseas market and 4-stroke outboard motors win the Innovation Award at The International Marine Trade Exhibit and Conference (IMTEC) in Chicago.
1998 - Suzuki and General Motors form strategic alliance and Chongqing Chang'an Suzuki Automobile Co., Ltd. received official approval from the Chinese government for production of passenger cars.
1999 - Aggregate motorcycle production reaches 40 million units and Jiangxi Changhe Suzuki Automobile Co., Ltd. receives official approval from the Chinese government for production of commercial vehicles.
2000 - The company commemorates the 80th anniversary, aggregate car production at Kosai Plant reaches 10 million units and Suzuki production starts at General Motors de Argentina S.A.
2001 - Aggregate worldwide sales of SJ-Series reaches 2 million units, production of Alto reaches 4 million units and Suzuki achieves "Zero-Level" target of landfill waste
2002 - Achieved 30 million cumulative automobile sales for worldwide market and America's #1 warranty: 100,000/7-year powertrain limited warranty.
2003 - Suzuki is #1 in Keicar sales for the 30th consecutive year and Twin, the first hybrid Keicar in Japan, marketed.
2004 - Aggregate domestic automobile sales reach 15 million units
2005 - Swift was awarded the 2006 RJC Car of the Year.
2006 - New XL7 is marketed particularly to the North American market and GM divested, selling 92.36 million shares and reducing their stake to 3%.
2008 - Suzuki introduces its first production fuel-injected motocross bike.

source from: http://en.wikipedia.org/wiki/Suzuki

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History

Origins in 1930s Germany

Ferdinand Porsche's Type 12 from 1931

Adolf Hitler had a keen interest in cars even though he did not drive. In 1933, shortly after taking over as leader of Germany, he asked Ferdinand Porsche to make changes to his original 1931 design to make it more suited for the working man. Hans Ledwinka discussed his ideas with Ferdinand Porsche, who used many Tatra design features in the 1938 "KdF-Wagen", later known as the VW Käfer - or Volkswagen Beetle. On 22 June 1934, Dr. Ferdinand Porsche agreed to create the "People's Car" for Hitler.

Changes included better fuel efficiency, reliability, ease-of-use, and economically efficient repairs and parts. The intention was that ordinary Germans would buy the car by means of a savings scheme ("Fünf Mark die Woche musst Du sparen, willst Du im eigenen Wagen fahren" — "Save five Marks a week, if you want to drive your own car"), which around 336,000 people eventually paid into. Volkswagen honoured its savings agreements in West Germany (but not in East Germany) after World War II^{[citation needed]}. Prototypes of the car called the "KdF-Wagen" (German: Kraft durch Freude -- "strength through joy"), appeared from 1936 onwards (the first cars had been produced in Stuttgart). The car already had its distinctive round shape and air-cooled, flat-four, rear-mounted engine. The VW car was just one of many KdF programmes which included things such as tours and outings. The prefix "Volks" ("People's") was not just applied to cars, but also to other products in Nazi Germany; the "Volksempfänger" radio receiver for instance. On 1937-05-30, Volkswagen mbH was established.

VW Type 83

Erwin Komenda, the longstanding Auto Union chief designer, developed the car body of the prototype, which was recognizably the Beetle we know today. It was one of the first to be evolved with the aid of a wind tunnel; unlike the Chrysler Airflow, it would be a success.

The building of the new factory started 26 May 1938 in the new town of KdF-Stadt. Now called Wolfsburg, purpose-built for the factory workers, only produced a handful of cars by the time war started in 1939. None were actually delivered to holders of the completed saving stamp books, though one Type 1 Cabriolet was presented to Hitler on 20 April 1938 (his 49th birthday).

War meant production changed to military vehicles, the Type 81 Kübelwagen ("Bucket car") utility vehicle (VW's most common wartime model), and the amphibious Schwimmwagen which were used to equip the German forces.

source from: www.wikipedia.org

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AUDI V8

History

Although the vehicle was based on VW/Audi's existing C3 platform (namely the 100/200 sedan), the V8 model featured standard quattro permanent four-wheel drive, and a 32 valve, DOHC V8 engine, with either a five-speed manual, six-speed manual, or four-speed electronically controlled automatic transmission, giving it the power and road-holding ability to match the V8 powered offerings from BMW and Mercedes-Benz. The V8 closely resembled the 100 and 200 models, although a unique grille design and bumpers, extended wheelbase, pronounced wheel arches, all red rear lights and larger 16" or 17" wheels helped distinguish it. Much attention was lavished on the vehicle's new engine, although the V8 was also significant in that it was the first production Audi to combine the quattro system with an automatic transmission.

The 3.6 L (3562 cc) powerplant was essentially two four-cylinder engines which had been mated at the crankshaft to form a V8. In this case it was the acclaimed Volkswagen Golf GTI's 1.8 L, twin cam, 16-valve inline 4-cylinder that provided the inputs. Power output was very respectable for the day, with 250 PS (184 kW/247 hp) and 340 N·m (251 ft·lbf) of torque available over a fairly wide powerband. The top speed was 250 km/h and 0-100 took 7.6 secs with the automatic.

Audi introduced a long wheelbase version in 1990 and in 1992 a 4.2 L (4172 cc) powerplant with 280 PS (206 kW/276 hp) and 400 N·m (295 ft·lbf) was introduced. Like the 3.6L model, quattro four-wheel drive came as standard. A six-speed manual gearbox replaced the 5-speed manual of the 3.6 model. The top speed was 250 km/h and 0-100 now took only 7.2 with the automatic and 6.7 with the manual transmission.

The V8 was never a huge sales success despite the obvious qualities of the car. The Audi V8 came out at about the same time as the Lexus LS400, and in many respects, the V8 was a superior product both to the Lexus, and competitors such as the S-class Mercedes, the 7-series BMW, and the Jaguar XJ-series. However, despite being a technological marvel as the only car in its class to offer four-wheel drive and a galvanised body, with its clean but understated design, most consumers thought the car resembled the lesser Audi models too much to warrant the price. Also, the V8 did not offer a particularly good ride compared to the competition.

If nothing else, the place of the V8 in the history of Audi was to make life easier for the successor, the Audi A8 in that customers were now viewing Audi as a proper manufacturer of prestigious luxury cars providing a credible alternative to the established competitors. Today, the V8 has a cult following in many countries, and many examples are in the hands of enthusiasts who appreciate the quality and performance offered by what has turned out to be a durable well-built car.

The car's base price in 1994, its final year of production, was US$58,700. Today, the V8 trades for values between $2000 - $10,000 dependent on condition of the car.

source from: www.wikipdia.org

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PORSCHE

History

Professor Ferdinand Porsche initially started the company called "Dr. ing. h. c. F. Porsche GmbH" in 1931, with main offices at Königstrasse in the center of Stuttgart. The company offered motor vehicle development work and consulting, and did not initially build any cars under its own name. One of the first assignments the new company received was from the German government to design a car for the people, a "Volkswagen" in German. This resulted in the Volkswagen Beetle, one of the most successful car designs of all time. The first Porsche, the Porsche 64, was developed in 1939 using many components from the Beetle.
During World War II Volkswagen production turned to the military version of the Volkswagen Beetle, the Kübelwagen, 52,000 produced, and Schwimmwagen, 14,000 produced. During a contract bid for a new tank Porsche lost to Henschel & Son who subsequently produced the Tiger I. Porsche assisted in the designing of the Tiger tank series and the Elefant tank.
In 1945 the Volkswagen factory fell to the British. Ferdinand lost his position as Chairman of the Board of Management of Volkswagen and a British major, Ivan Hirst was put in charge of the factory. On December 15 of that year, Ferdinand was arrested for war crimes, but not tried. During his 20 month imprisonment, Ferdinand Porsche's son, Ferry Porsche, decided to build his own car because he could not find an existing one that he wanted to buy. The first models of what was to become the 356 were built in a small sawmill in Gmünd, Austria. The prototype car was shown to German auto dealers, and when pre-orders reached a set threshold, production was begun. Many regard the 356 as the first Porsche simply because it was the first model sold by the fledgling company. Porsche commissioned Zuffenhausen-based company Reutter Carosseri, which had previously collaborated with Porsche on Volkswagen Beetle prototypes, to produce the 356's steel body. Porsche constructed an assembly plant across the street from Reutter Carosseri; that assembly plant is now known as Porschestrasse. The 356 was road certified in 1948.
Not long afterwards, on January 30, 1951, Ferdinand Porsche died from complications following a stroke.
In post-war Germany parts were generally in short supply, so the 356 automobile used components from the Volkswagen Beetle including its engine, gearbox, and suspension. The 356, however, had several evolutionary stages, A, B, and C, while in production and many VW parts were replaced by Porsche-made parts. The last 356s were powered by entirely Porsche-designed engines. The sleek bodywork was designed by Erwin Komenda who also had designed the body of the Beetle. Porsche's signature designs have, from the beginning, featured air-cooled rear-engine configurations (like the Beetle), rare for other car manufacturers, but producing automobiles that are very well balanced.
In 1964, after some success in motor-racing, namely with the Porsche 550 Spyder, the company launched the Porsche 911 another air-cooled, rear-engined sports car, this time with a 6-cylinder "boxer" engine. The team to lay out the body shell design was led by Ferry Porsche's eldest son, Ferdinand Alexander Porsche (F. A.). The design phase for the 911 caused internal problems with Erwin Komenda who led the body design department until then. F. A. Porsche complained Komenda made changes to the design not being approved by him. Company leader Ferry Porsche took his son's drawings to neighbouring body shell manufacturer Reuter bringing the design to the 1963 state. Reuter's workshop was later acquired by Porsche (so-called Werk II). Afterward Reuter became a seat manufacturer, today known as Keiper-Recaro.
The design group gave sequential numbers to every project (356, 550, etc.) but the designated 901 nomenclature contravened Peugeot's trademarks on all 'x0x' names, so it was adjusted to 911. Racing models adhered to the "correct" numbering sequence: 904, 906, 908. The 911 has become Porsche's most well-known model, successful on the race-track, in rallies, and in terms of sales. Far more than any other model, the Porsche brand is defined by the 911. It remains in production; however, after several generations of revision, current-model 911s share only the basic mechanical concept of a rear-engined, six-cylinder coupe, and basic styling cues with the original car. A cost-reduced model with the same body, but 356-derived running gear (including its four-cylinder engine), was sold as the 912.

The Porsche 912, a Porsche of the 1960s
In 1972 the company's legal form was changed from limited partnership to public limited company (AG in German), because Ferry Porsche and his sister, Louise Piëch, felt their generation members did not team up well. This led to the foundation of an executive board whose members came from outside the Porsche family, and a supervisory board consisting mostly of family members. With this change, no family members were in operational charge of the company. F. A. Porsche founded his own design company, Porsche Design, which is renowned for exclusive sunglasses, watches, furniture, and many other luxury articles. Ferdinand Piëch, who was responsible for mechanical development of Porsche's serial and racing cars, formed his own engineering bureau and developed a 5-cylinder-inline diesel engine for Mercedes-Benz. A short time later he moved to Audi and pursued his career through the entire company, up to and including, the Volkswagen Group boards.
The first CEO of Porsche AG was Dr. Ernst Fuhrmann who had been working in the company's engine development. Fuhrmann was responsible for the so-called Fuhrmann-engine used in the 356 Carrera models, as well as the 550 Spyder, having four over-head camshafts instead of a central camshaft as in the Volkswagen-derived serial engines. He planned to cease the 911 during the 70s and replace it with the V8-front engined grand sportswagon 928. As we know today the 911 outlived the 928 by far. Fuhrmann was replaced in the early 80s by Peter W. Schutz, an American manager and self-proclaimed 911 aficionado. He was replaced in 1988 by the former manager of German computer company Nixdorf Computer AG, Arno Bohn, who made some costly miscalculations that led to his dismissal soon after, along with that of the development director, Dr. Ulrich Bez, who was formerly responsible for BMW's Z1 model and today is CEO of Aston Martin.
In 1990, Porsche drew up a memorandum of understanding with Toyota to learn and benefit from Japanese production methods. Currently Toyota is assisting[citation needed] Porsche with hybrid technology, rumored to be making its way into a Hybrid Cayenne SUV, as well as the upcoming four-door coupe, the Panamera.
Following the dismissal of Bohn, an interim CEO was appointed, longtime Porsche employee, Heinz Branitzki, who served in that position until Dr. Wendelin Wiedeking became CEO in 1993. Wiedeking took over the chairmanship of the board at a time when Porsche appeared vulnerable to a takeover by a larger company. During his long tenure, Wiedeking has transformed Porsche into a very efficient and profitable company.
Ferdinand Porsche's grandson, Ferdinand Piëch, was chairman and CEO of the Volkswagen Group from 1993 to 2002. Today he is chairman of the supervisory board. With 12.8 per cent of the Porsche voting shares, he also remains the second largest individual shareholder of Porsche AG after his cousin, F. A. Porsche, (13.6 per cent).
Porsche's 2002 introduction of the Cayenne also marked the unveiling of a new production facility in Leipzig, Saxony, which once accounted for nearly half of Porsche's annual output. The Cayenne Turbo S has the second most powerful production engine in Porsche's history, with the most powerful belonging to the Carrera GT.
In 2004, production of the 605 horsepower (451 kW) Carrera GT commenced in Leipzig, and at EUR 450,000 ($440,000 in the United States) it was the most expensive production model Porsche ever built.
As of 2005, the extended Porsche and Piech families controlled all of Porsche AG's voting shares. In early October 2005 the company announced acquisition of an 18.53% stake in Volkswagen AG and disclosed intentions to acquire additional VW shares in the future. As of June 2006, the Porsche AG stake in Volkswagen had risen to 25.1%, giving Porsche a blocking minority, whereby Porsche can veto large corporate decisions undertaken by VW.
In mid-2006, after years of the Boxster (and later the Cayenne) as the dominant Porsche in North America, the 911 regained its position as Porsche's backbone in the region. The Cayenne and 911 have cycled as the top-selling model since. In Germany the 911 clearly outsells the Boxster/Cayman and Cayenne. [5]

souerce from: http://en.wikipedia.org/wiki/Porsche

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