Patrici Auehelene

The Suzuki Swift (Japanese: スズキ・スイフト, Suzuki Suifuto) is a subcompact car produced by Suzuki. The vehicle is classified as a B-segment marque in the European single market, a segment referred to as a supermini in the British Isles. Prior to this, the "Swift" nameplate had been applied and purchased from Swift Engineering (previously known as Swift Cars) to the rebadged Suzuki Cultus in numerous export markets since 1983 and became its own model since 2004. Currently, the Swift is positioned between Ignis and Baleno in Suzuki hatchback global lineup.

International (1983–2003)

The Suzuki Swift began in 1983 as a marketing and manufacturing rebadge of the Suzuki Cultus, a supermini (or subcompact) manufactured and marketed worldwide across three generations and four body configurations—three-door hatchback, four-door sedan, five-door hatchback and two-door convertible—and using the Suzuki G engine family.

The Swift was marketed in the Japanese domestic market (JDM) as the Cultus and elsewhere as the Suzuki Swift, Suzuki Forsa, Chevrolet Swift, Chevrolet Sprint and Sprint Metro, Geo and Chevrolet Metro, Pontiac Firefly, Maruti 1000, Holden Barina and Subaru Justy. Versions of the second generation Cultus were also produced until 2007 in India and the car remains in production until 2016 in Pakistan and China. For more information on the initial versions of the Swift, see: Suzuki Cultus.

Japan (2000–2006)

In Japan, the Swift nameplate was introduced in 2000 as a replacement for the Suzuki Cultus. Outside Japan, the "Suzuki Ignis" name was used. Both three- and five-door hatchback body styles were offered, although the three-door was not offered as part of the regular lineup in Japan.

The Swift was powered by a new generation of Suzuki inline-four gasoline engines, the M family. Engine displacements of 1.3- and 1.5-litres were offered, both with a five-speed manual transmission or optional four-speed automatic. The vehicle was available with either front- or four-wheel drive. Vehicles fitted with the 1.3-litre engine were designated HT51S, with the 1.5-litre version assigned HT81S.

The three-door body variant formed the basis of the Swift Sport in Japan, or Ignis Sport in export markets. Introduced in 2003, it featured redesigned bumpers and was fitted with a higher-output version of the 1.5-litre engine, producing 115 PS (85 kW; 113 hp). The Sport ceased production in 2005, with the regular Swift (1.3-liter SE-Z trim) remaining until 2006 and sold side by side with the first generation global version Swift since November 2004.

First generation (RS; 2004)

The global version of the first generation Swift[2] was debuted at the Paris Motor Show in September 2004. The design of the Swift was previewed on the Concept S and Concept S2 concept cars at auto shows, in the years leading up to its launch.[3] This generation of the Swift marked a significant departure with the previous Cultus-based models, with Suzuki redesigning the vehicle as less of a "low price alternative" subcompact and more of a "sporty" subcompact. The Swift's design and driving characteristics focused on the European market with its chassis refined through a road-testing program across Europe.[11]

The first generation Swift has received four stars out of five ratings in the Euro NCAP crash tests.[12] It also was awarded 2006 Semperit Irish Car of the Year in Ireland.

Since its global launch in 2005, which was kicked off with a marketing campaign fronted by the footballer Cristiano Ronaldo in many European countries, the Swift has recorded above forecast sales in most markets. In Japan, sales figures have been twice the forecast and in many European markets, the model has been a runaway success.

The Swift was available with 1.3- and 1.5-litre petrol engines, rated at 91 PS (67 kW; 90 bhp) and 102–110 PS (75–81 kW; 101–108 hp), respectively. It was produced in Hungary, India, Indonesia, Japan, Pakistan and by Chang'an Motors in China. In most market, only the five-door body is available, and a four-wheel drive is an option for the 1.3- and 1.5-litre petrol engines. A 92 PS (68 kW; 91 bhp) 1.2-litre engine fitted with an automatic continuously variable transmission (CVT) was offered in front-wheel drive only. In Europe, the Swift was launched in three- or five-door hatchback forms, with 1.3- and 1.5-litre petrol engines, and a 1.3-litre DDiS turbodiesel engine supplied by Fiat. Both the 1.3-litre and 1.5-litre petrol models are available with four-wheel drive and hold the chassis numbers, ZD11S and ZD21S.

Pak Suzuki Motor Company Limited started producing the first generation Swift in November 2009 and only available with 1.3-litre M13A petrol engine and paired with either 5-speed manual or 4-speed automatic transmissions. The first generation Swift was discontinued in Pakistan in August 2021.

In Indonesia, the earlier Swift was imported from Japan and from 2007 to 2011, it was assembled locally at Suzuki Indomobil Motor's production plant in Bekasi, West Java. It was only offered with a 1.5-litre M15A petrol engine, mates with either 5-speed manual or 4-speed automatic transmissions. There were several special editions with Swift Sport bumpers, sold as GT (2007), GT2 (2009) and GT3 (2010), respectively. There was also a special edition called GTS with body kits launched in July 2009.[16]

Swift Sport (RS416; 2005-2012)

In October 2005, Suzuki launched the Sport version of the new Swift in Japan named Swift RS, and in September 2006 the model was introduced in most European markets. Named "Swift Sport", it is powered by an enhanced M16A unit, a high-revving 1.6-litre, naturally aspirated DOHC VVT four-cylinder engine with an 11.1:1 compression ratio, high lift cams, forged pistons, and strengthened valve springs. The 1.6-litre engine produces 125 PS (92 kW; 123 bhp) and 148 newton-metres (109 lb⋅ft) torque. At 3,765 mm (148.2 in), the car is 70 mm (2.8 in) longer than the standard Swift. The Swift Sport features sportier bumpers and spoilers, a stiffer suspension, twin exhaust pipes, red sport seats (with Recaro seats optional) and four-wheel disc brakes on 16-inch wheels. The European Swift Sport features five-speed manual transmission, the three-door body variant, 17-inch wheels (16-inch also available) and electronic stability control (ESC).

Second generation (AZG; 2010)

The second generation Swift was unveiled on 26 August 2010. It went on sale in Japan on 18 September 2010. The second generation Swift is being produced at Suzuki's plant in Hungary started on 11 June 2010 and it will be supplied across Europe. The new car has its wheelbase extended by 50 millimeters over the previous generation and has many visual updates. While the new car looks different from the old one, its design is an evolution of the radical first generation styling with a longer and more rounded appearance. During September 2010, Suzuki in the United Kingdom released the second generation Swift onto British roads.

The new generation is expected to feature a 1.2-litre VVT petrol engine (K12B) developing 92 PS (68 kW; 91 bhp). In some countries, the second generation of Suzuki Swift uses a 1.4-litre VVT petrol engine (K14B) which produces 95 PS (70 kW; 94 bhp).

In Thailand, the Swift is built locally since March 2012 and is part of the Thai government's eco-car program. The car is sold with a CVT automatic transmission on GA, GL and GLX variants; GA and GL variants are also offered with a five-speed manual transmission without anti-lock brakes.[32] Another variant with Japanese market RS bodykit was later added as RX trim.

For the Indonesian market, the Swift was launched on 20 September 2012 at the 20th Indonesia International Motor Show and sold in two trim levels, GL and GX, with manual or automatic transmission. The GS trim level was added on 6 June 2015, which was launched at the 2015 Jakarta Fair. Sales of the Swift in that market were ended in April 2017. It was replaced by the Baleno hatchback in August 2017, which is slightly bigger and positioned in the same class as the Swift, as the third generation Swift is not released in that market.

For the Malaysian market, the Swift was released on 12 July 2013.

Swift Sport (AZG416; 2012–2017)

The 2012 Suzuki Swift Sport is powered by a revised 1.6-litre four-cylinder (M16A) engine producing 136 PS (100 kW; 134 bhp) and 160 N⋅m (120 lb⋅ft). The 2012 model comes with the option of a six-speed manual transmission or a high performance CVT transmission with seven-speed manual mode and paddle shifters.

Riding on lightweight 17-inch alloys, the car now features a rear spoiler, a large front grille, body kit, new HID headlights and rear lighting clusters. The ground clearance is also lower than the normal version. Inside, designers included leather bucket seats with sporty red stitching and a "Sport" mark, a new steering wheel, and different instrumentation.

In January 2014, The Swift Sport was updated to include a 6.1-inch combined satnav/dab radio infotainment touchscreen as standard.

The Suzuki Vitara is a series of SUVs produced by Suzuki in four generations since 1988. The second and third generation models were known as the Suzuki Grand Vitara, with the fourth and current series eschewing the "Grand" prefix. In Japan and a number of other markets, all generations have used the name Suzuki Escudo.

The original series was designed to fill the slot above the Suzuki Jimny. The first generation was known as Suzuki Sidekick in the United States. The North American version was produced as a joint venture between Suzuki and General Motors known as CAMI. The Sidekick was sold in various badges such as the Geo Tracker (Chevrolet Tracker beginning 1998 model year) in the United States, and as the GMC Tracker, Chevrolet Tracker, Asüna Sunrunner and Pontiac Sunrunner in Canada. It was also sold as the Santana 300 and 350 in Spain. In the Japanese market, it was also sold as the Mazda Proceed Levante.

The second generation was launched in 1998 under the "Grand Vitara" badge in most markets. It was accompanied by a still larger SUV known as the Suzuki XL-7 (known as Grand Escudo in Japan). The third generation was launched in 2005.

The fourth generation, released in 2015, reverted to the original name "Vitara" in most markets, but shifted from an off-road SUV towards a more road-oriented crossover style. It shares the platform and many components with the SX4 S-Cross, a compact crossover in a similar class.

The choice of the name “Vitara” was inspired by the Latin word “vita,” as in English word “vitality.” While the "Escudo" name is derived from the "escudo", the monetary unit of Portugal before adoption of the Euro.

First generation (ET/TA; 1988)

The Suzuki Escudo was first introduced in the Japanese domestic market in July 1988. North American Sidekick became available for model year 1989 as a 2-door convertible or hardtop. A fuel injected 80 hp (60 kW) 1.6-litre, 8-valve, four-cylinder Suzuki G16A engine was available on the JX and JLX. 1990 brought the deletion of the upscale JLX version. A carburetted version without a catalytic converter was available for some markets; this model produces 75 PS (55 kW) at 5250 rpm.

In August 1990, the Japanese market received a 16-valve G16B engine with 100 PS (73.5 kW) as well as an optional 4-speed automatic. At the same time, the commercial Van version was discontinued. Three months later a 5-door version with a lengthened wheelbase was introduced; it was sold as the "Escudo Nomade" in Japan. It was thought that the 5-door would overlap with the shorter 3-door in the market; instead, it appealed to a whole new segment and sales in the domestic Japanese market doubled as a result. 1991 brought the introduction of rear anti-lock brakes. European deliveries of the five-door version began in the summer of 1991.

Mazda Proceed Levante (Japan)

In December 1994, a 2.0 V6 (Suzuki's first six-cylinder) and a 2.0-litre Mazda-sourced turbodiesel were added; in return, Mazda got to sell the Escudo in the Japanese market as the Mazda Proceed Levante. A diesel option arrived in Europe in early 1996. In 1996 the Vitara received a facelift, which meant that the V6 was upsized to 2.5 litres while a 2.0-litre four-cylinder was slotted into the range. In Japan, the "Nomade" tag was dropped from the five-door Escudos. For the 1996 model year, Suzuki introduced the Suzuki X-90 which was mechanically identical to the Escudo/Vitara but had a much rounder body, a trunk, and removable T-bar roof. The Suzuki X-90 disappeared from Suzuki's lineup after the 1998 model year. The Sport variant was replaced by the Grand Vitara in 1999.

Second generation (FT/GT; 1998)

Suzuki announced the second generation model in November 1997. Slightly larger, more expensive, and more powerful, it used a light-duty automobile-type rack-and-pinion steering box instead of the recirculating ball truck unit used in the first generation. The three-door version remained in the mini SUV class while the five-door version moved up to a compact SUV. In most international markets the name "Grand Vitara" was adopted. In many markets it was originally only available with larger (two litres and up) engines while the earlier Vitara was still available with smaller engines. In the United Kingdom, a 1.6-litre Grand Vitara (the GV1600) arrived in early 2001.

The Vitara continued using Escudo name in Japan and Indonesia. Mazda also continued selling rebadged Escudo in Japan as Proceed Levante until 2000 when it was replaced by Mazda Tribute.

It received its facelift in 2000, 2002 and again in 2004. As of 2003, the smaller Suzuki Vitara has been withdrawn from the North American market. Sales were slow, with just 4,860 sold in 2004 for the United States. In Canada, sales were strong. All North American Vitaras were built at CAMI Automotive in Ingersoll, Ontario and in the Riverside facilities. The soft-top was only built in North America, with European export models assembled in Canada. The three-door wagon was brought in from Japan for European buyers and sold alongside the Canadian-made convertibles. The 2001 model Suzuki Grand Vitara comes standard as a 2.0-litre 4WD vehicle in New Zealand.

Third generation (JT; 2005)

An all new redesigned Grand Vitara (called Escudo in Japan or Grand Nomade in Chile) was introduced for the 2005 model year. The third generation received significant changes over the outgoing model. The ladder-frame construction was replaced with unibody construction which featured a unique built-in ladder frame to improve stiffness and ground clearance while also reducing the floor height. The outgoing model's front MacPherson strut suspension was retained while the rear solid axle was replaced with a fully independent multi-link suspension. Depending on the market, engine options included a 1.6L inline four (125 hp), 2.0L inline four (156 hp), 2.7L V6 (185 hp) and a 1.9L Renault-sourced diesel engine (127 hp).

The engine and transmission are longitudinally mounted unlike most front-wheel drive based compact SUVs in its class. Engines are available with either a 5-speed manual or 5-speed automatic transmission. The Grand Vitara is available in both rear-wheel drive only models (for the Australian market) or with a 4-mode all-wheel drive system.

The most widely available Escudo is the 5-door version, but a three-door version is also available in some markets such as in Japan, Australia, (parts of the) Middle East, New Zealand and (most of) South America. In some markets the three-door variant drops the "Grand" to be branded simply "Vitara". In some countries, including Chile the 5-door version is named "Grand Nomade".

A commonly held misconception is that the third generation Grand Vitara is related to the GM Theta platform. The two are completely unrelated and were developed separately by GM and Suzuki and share no components.

The 1.6 L M16A I4 (petrol) is available in the Base-spec 3-Door version in Japan, Bolivia, Chile, Colombia, Kuwait, Peru, Qatar and Saudi Arabia. The Base-spec 5-Door also has this engine in El Salvador. This engine is only available in conjunction with a 5-Speed Manual.

The 2.0 L J20A I4 (petrol) is available in the Base-spec 3-Door form in Uruguay. The Base-spec 5-Door version also has this engine in Bolivia, Burkina Faso, Cameroon, Central African Republic, Chad, Congo, Democratic Republic of Congo, Ecuador, Equatorial Guinea, Gabon, Gambia, Ghana, Guinea, Guinea-Bissau, Indonesia, Madagascar, Malawi, Mali, Mauritania, Niger, Qatar, Sao Tome and Principe, Senegal and Uruguay. This engine is only available with a 5-Speed Manual except for Bolivia and Qatar, where the 4×4 2.0 has a 4-Speed Automatic Transmission available. In Bangladesh, this is the only engine available (in conjunction with a 4-Speed Automatic and a 5-Door body).

Fourth generation (LY; 2015)

The fourth generation Vitara was presented first as "iV-4 concept" at 65th IAA Frankfurt Motor Show in September 2013. The production model was unveiled at the 2014 Paris Motor Show. Its production (by Magyar Suzuki) started in March 2015 and parallels with the third generation in Japan until 2019. The Vitara went on sale in Japan as the fourth generation Suzuki Escudo on 15 October 2015.

Unlike the previous generations, the all-new fourth generation model was changed from the traditional ladder frame SUV platform to a lightweight unibody platform, shared with Suzuki SX4 S-Cross. The engine position and layout also changed from longitudinal rear-wheel drive/all-wheel drive layout to transverse front-wheel drive/all-wheel drive layout. It is now a subcompact crossover SUV, with 140 mm (5.5 in) shorter wheelbase, 325 mm (12.8 in) shorter body, 85 mm (3.3 in) lower and 35 mm (1.4 in) narrower than the previous generation Grand Vitara, making the Vitara easier to drive on narrow roads and tight parking spaces. This new generation of Grand Vitara features a 5-speed manual transmission for the 1.6-litre petrol engine and a 6-speed manual transmission for the 1.6-litre diesel engine. A 6-speed automatic transmission with paddle shifters is also available for the 1.6-litre petrol engine. It has a luggage space of 375 l (VDA), expanding to 1160 l with rear seats folded.

Suzuki released a special version of the fourth generation Vitara called the Vitara S or Vitara Sport in some markets. The Vitara S features a 1.4-litre turbocharged petrol engine "Boosterjet", which delivers 140 PS (103 kW; 138 bhp) and 220 N⋅m (162 lb⋅ft), 20 percent more power and 40 percent more torque over the standard 1.6-litre petrol engine. The engine, shared with the Suzuki SX4 S-Cross facelift 2017, is paired to a six-speed automatic transmission as standard. It was first available in 4WD "Allgrip" only until summer 2016 and after that again since 2017; starting with autumn 2016 the 2WD system is available for the S variant. The Vitara S also comes with several cosmetic changes over other Vitara trim levels including leather/suede sports seats with red stitching, aluminum sports pedals, red LED headlamp surrounds, distinctive five-slotted grille and black alloy wheels.

The Suzuki Carry (Japanese: スズキ・キャリイ, Hepburn: Suzuki Kyarī) is a kei truck produced by the Japanese automaker Suzuki. The microvan version was originally called the Carry van until 1982 when the passenger van versions were renamed as the Suzuki Every (Japanese: スズキ・エブリイ, Hepburn: Suzuki Eburī). In Japan, the Carry and Every are kei cars but the Suzuki Every Plus, the bigger version of Every, had a longer bonnet for safety purposes and a larger 1.3-liter 86-hp (63 kW) four-cylinder engine. They have been sold under myriad different names in several countries, including those with Chevrolet and Ford badges.[1]

The Carry series was born in October 1961 with the FB Suzulight Carry, a pickup truck with the engine underneath the front seat, but with a short bonnet. The layout has been referred to as a "semicabover".[2] The FB Carry underwent some light modifications in October 1963, for the 1964 model year. A glassed FBD Carry Van was added in September 1964. The engine was called the FB, a 359 cc (21.9 cu in) air-cooled, two-stroke two-cylinder with 21 hp (16 kW). This engine remained in use, in three-cylinder form, until late 1987 in the Suzuki Jimny (as the LJ50). Top speed was no more than 76 km/h (47 mph). FB suspension was rigid with leaf springs, front and rear.[1] A panel van (FBC) was also available from July 1962.

In June 1965, the rebodied L20 Suzulight Carry replaced the FB. The ladder-frame chassis was modified, now with independently sprung front wheels (by torsion bars). While output remained 21 hp, the engine benefitted from Suzuki's patented Cylinder Crank Injection lubrication system. The Carry Van was replaced by the new L20V in January 1966,[3] and there was also a dropside pickup (L21). Finally, the L20H, a pickup with a canvas canopy and a rear-facing seat placed in the bed, providing seating for four, was offered. Top speed for the second generation was down to 75 km/h.[4] The Carry Van had a horizontally divided, two-piece tailgate, and sliding rear windows.

The new L30 Suzuki Carry (the "Suzulight" label was being retired) is a full cabover design, with the same FB engine mounted horizontally underneath the load area. The starter and generator were combined and mounted directly on the front of the crankshaft. Introduced in February 1966, the L30 was built alongside its more traditional predecessor until they were both replaced by the L40. A canopied L30H, similar to the L20H, but with the seats in the bed facing each other, was available from the start. Also, an L31, with a drop-side bed, was available. Performance and mechanics were very similar to its bonneted sister, but the load area was considerably larger. Maximum load capacity was still 350 kg (770 lb).[6]

A short-lived Carry Van version of the L30 ("L30V") was not introduced until March 1968, but offered four doors and a two-piece tailgate (top and bottom). Bodywork was the same ahead of the B-pillar.[7]

In July 1969, the Giugiaro-designed L40 Carry was introduced. In November of the same year, a van version with two opening side doors and a top-hinged rear gate was added. Giugiaro's design was more obvious in the Carry Van iteration, very symmetrical with similar looks to the front and rear. The L40's design was not overly utilitarian, limiting interior space and being a bit too modern for the usually very orthodox Japanese commercial customer base. The L40 did benefit, though, from an updated, 25 PS (18 kW) reed valve version of the now venerable FB engine.[9] Dimensions, dictated by kei jidosha regulations, remained 2,990 mm × 1,295 mm (117.7 in × 51.0 in) and 359 cc (21.9 cu in). Maximum load was 350 kg (770 lb) for the truck and 300 kg (660 lb) for the van versions. Top speed increased considerably to 95 kilometres per hour (59 mph).[6]

While the truck versions were replaced in May 1972, the L40V continued for another three months before an L50 Van took its place.[10]

The fifth-generation L50 Carry truck debuted in May 1972, followed by a new Carry van in August. The new model echoes Giugiaro's design, but without ventilation windows in the front doors and with a more traditional appearance. Headlights are now round, while the van version receives a more square rear body and with a sliding rear side door. The engine is a water-cooled design (L50), otherwise similar to the previous engine, but now with 28 hp (21 kW). Maximum load was back up to 350 kg (770 lb).[6]

In December 1972, a five-door van (L50VF, with sliding side doors) was added. Three months later, the dropside L51 went on sale. In November 1973, the Carry underwent a minor facelift, receiving a new grille and modified front bumper. The interior was also updated, with a new dashboard and finally hanging gas and clutch pedals. The fifth-generation Carry led Suzuki to great market success, with Suzuki selling more kei trucks than all others during 1973 and 1974.[11]

In September 1975, a special export version was introduced, aimed at customers who wanted more loading ability. The new L60 series received a larger, 446-cc (also L60) version of the L50 two-cylinder, 29 PS (as opposed to 26 for export market 360-cc models), a stronger differential "to transmit the generous torque"[12] and sturdier springs meant load capacity increased to 550 kg (1,210 lb). For 1975, the Carry received minor changes allowing for the fitment of new larger license plates. In December 1975, the domestic market L50s' engine lost two horsepower (down to 26) in the effort of fulfilling new, stricter emissions standards.[10]

In May 1976, responding to changed standards for the kei class, Suzuki released the Carry 55, chassis code ST10/ST10V. It had the larger, water-cooled but still two-stroke three-cylinder LJ50 engine of 539 cc but was otherwise hard to distinguish from the preceding L50 series. The only two differences in appearance were bigger (albeit slimmer) bumpers, which no longer enveloped the bottom of the front, as well as slightly altered doors with a slight bump in the swage line to accommodate the door handle.[13][14] There was also an ST11 version with a drop-side bed. The ST10 (along with the LC20 Fronte) was the first Suzuki to enter CKD production in Indonesia, in 1976.[15] In 1977 it was replaced by the larger ST20.

Soon thereafter, in September 1976, the interim ST10 (only built for four months) was gradually replaced by the widened and lengthened ST20 pickup version, which also has a longer wheelbase.[14] Marketed as the Suzuki Carry Wide 550, it now reached the maximum dimensions set for the class. In November, the ST20 Van tcame in - this version was 4 cm (1.6 in) shorter than the truck as it reused the shorter rear side bodypanels of the L50 and ST10 versions. Some special variants of the ST10 (such as refrigerated versions, panel vans, etcetera) remained on sale alongside the ST20 for a little while longer until new versions could be developed and old stock be sold out. There was also an ST20K model available: the "K" refers to the "trucklike" nature of the vehicle in that it had three drop-sides as opposed to the utility version which had only a tailgate and formed sides. The ST20 range retained the three-cylinder 539-cc two-stroke engine of the ST10 and has a carrying capacity of 350 kg (772 lb). Maximum power remained 26 PS (19 kW) at 4500 rpm.[16] In October 1977, after about 187,000 had been built, the ST20 underwent a light facelift, with increased equipment and all versions (excepting the base truck) now featuring a front grille.[13]

Equipment levels were base, Standard, and Super Deluxe. The base version has no front grille, the Standard has a black grille, while the Super Deluxe features chrome trim on the grille and chromed hubcaps. By October 1977, the Custom Van was available in the Japanese market. Well equipped, with metallic paint, reclining fabric-covered seats, and chrome bumpers, this was aimed squarely at use as a private car.[13] This heralded the development of the future "Every" range of passenger microvans.

By 1977, the export-only ST80 appeared - this version was the first Carry to be equipped with a four-stroke engine, the inline-four 797-cc F8A as recently introduced in the LJ80 Jimny. In the Carry, however, the engine only developed 37 hp (28 kW; 38 PS) at 5500 rpm. The ST20 Carry was also produced in Indonesia from 1978 until at least 1983, where it was nicknamed "Turungtung" (or Truntung).[17] This is an onomatopoetic word for the sound made by the Carry's two-stroke engine. The ST20 Carry was the first Suzuki product to be built in Indonesia, where it saw extensive use as an Angkot.[18] The ST20 was only offered as a truck in Indonesia, but local body builders such as Adi Putro and Liling Putra came up with multi-seat taxi bodies and other variations. The Indonesian ST20 has a claimed 33 PS (24 kW) at 4500 rpm and 52 N⋅m (38 lb⋅ft) of torque at 3000 rpm, being unaffected by emissions regulations.[19]

In March 1979, the new ST30 series arrived. The dimensions remained the same as before, as did the two-stroke engine, although it was moved forward and now resided underneath the front seat. At the time of the ST30's introduction, the Carry had been the bestselling Kei truck in the Japanese domestic market for eight straight years.[29] For export markets, the ST90 version was equipped with the larger four-stroke F8A engine of 797 cc, entering production in August 1979. In October 1980, the domestic market Carry became available with the new 543 cc four-stroke F5A engine (ST40), although the torquey two-stroke engine remained popular.[30] Laterpopular.Later, export models were also fitted with the 970 cc four-cylinder engine; they received the ST100 chassis codes.

In December 1982, the Van portion of the Carry range became separated in the Japanese domestic market and was now sold as the Suzuki Every.[30] The Every was only available with the four-stroke engine, as the two-stroke could not pass the tighter emissions standards for passenger cars. New for May 1981 was a four-wheel drive version, originally only available as a pickup. This received the ST31/41 chassis code. A four-wheel drive van version was added in November 1982.[30]

The eighth generation Carry (and second generation Every) appeared in March 1985.[42] It was modernized and the range again expanded, with a more powerful fuel injected engine available on top. The chassis codes became quite confusing, with DA/DB71 used for the F5A engined model (DB signifying four-wheel drive) and DA81 for the two-stroke truck which remained available until the Carry underwent a facelift in July 1986. T, B, and V suffixes were used to denote trucks, trucks with tip decks, and vans. Beginning in late 1987, a 52 PS (38 kW) turbocharged engine was available in the Every, while the Carry truck received a three-valve, supercharged version of the F5A engine with 48 PS (35 kW). There was also a short-lived nine-valve version with 32 PS (24 kW) available for better equipped versions of the Every; the regular six-valve version had to make do with 30 PS (22 kW).[43] In May 1989 the more modern multi-valve F5B engine entered the lineup; it received the DA/DB41 chassis code and replaced most of the F5A engines.[42] This new engine also became available in the badge-engineered Autozam Scrum, sold by Mazda (DG/DH41).

In Indonesia, the Carry received a redesign which made its debut in mid-February 1991.[53] This was a response to the 1989 introduction of the 1.3-liter Daihatsu Zebra; somewhat larger it was now 3,700 mm (146 in) long and also ten centimeters wider than before.[54] It has a wheelbase of 1,970 mm (78 in). Overall length then grew to 3,875 mm (153 in), the width to 1,570 mm (62 in).[55] It has a 1,360 cc G13C engine, later enlarged to 1,493 cc (G15A, introduced around 2000) and then 1,590 cc. Internal codenames for these models are ST130, ST150, and ST160 respectively; the ST130 Suzuki Carry Futura was also referred to as the SL413, ST150 as the SL415 and ST160 as the SL416. Beginning in 1994, the rear doors received wind-down rather than sliding windows. In March 2005, the 1.5 engine was upgraded to fuel injection rather than the earlier carburettors. Unlike the Mitsubishi version, Suzuki also offers a factory-bodied minibus version. The bare chassis version is usually converted into a microbus by local bodybuilders, for use as an angkot, or share taxi.

For the Indonesian market, the Carry Futura is also offered as the Mitsubishi Colt T120SS. The name is a continuation of the first generation Mitsubishi Delica, which was marketed as the "Colt T120" in many countries including Indonesia. When production began in 1991, it replaced the Minicab-based "Jetstar". The T120SS is based on the locally developed Carry Futura, with which it shares everything aside from the engines.[1] Overall length is 3,720 mm (3,940 mm for the "3-way wide deck" version).[56]

The Colt T120SS is available as either a bare chassis, a fixed-side pickup truck, or one where all three sides fold down, called "3-way wide deck". The engine used is either Mitsubishi's 1.3 L (1,343 cc) carburetted 4G17 or the bigger 1.5 L (1,468 cc) fuel injected 4G15. The smaller engine puts out 78 PS (57 kW) at 6000 rpm.[56] This engine had the same specs from its time of introduction in 1991 until it was replaced in 2005, except for one major difference: in 1996 it was redesigned and is no longer an interference engine.[57] The larger unit, which meets Euro 2 emission standards, produces 86 PS (63 kW) at 5750 rpm.[58] Both engines feature three valves per cylinder. The bigger engine arrived in March 2005 with 1.5-litre Multi Point Injection, when the T120SS was also lightly facelifted, with a new grille featuring a triangular central portion.[57] From 1997 to 2019, Mitsubishi Motors built 324,960 units of the T120SS.[59]

The Carry Futura and Colt T120SS were discontinued in 2019, few months after Indonesia's enforcement of rules for Euro 4 emission standards as both manufacturers asked for an extension of the Euro 4 deadline that was set in October 2018.[60] The last T120SS rolled off the production line at PT Krama Yudha Ratu Motor plant in Pulo Gadung, East Jakarta on 22 January 2019, while the Carry Futura continues to be produced at Suzuki Indomobil Motor plant in Bekasi until February 2019.

The ninth generation Carry (and third generation Every) appeared in September 1991.[44] The 657 cc F6A engine remained from the previous generation, but an all-new bodywork was much smoother, originally with slim, small rectangular headlights. The chassis was largely unchanged for the truck (albeit with a somewhat longer wheelbase), but the vans had a considerably longer wheelbase and an engine mounted midships, just ahead of the rear axle. Chassis codes changed accordingly, and were now different for the Carry and the Every. The trucks are DC/DD51T and the vans are DE/DF51V ("DD" and "DF" for four-wheel drive versions).[44] Two different front treatments were available, one with small rectangular aerodynamic headlights and one with large, round units (used on lower-spec models).

The ninth-generation Carry received a very gentle facelift in September 1993, including a switch from front drum brakes to discs on all models. Two months later, the Carry Van line switched to the Every nameplate and the division between trucks and vans was made clearer. Another light change occurred in July 1995, when the front turn signals were changed from clear to amber and the wheel bolt pattern was changed from 4x114.3mm to 4x100mm. The ninth generation continued to be built until 1999. Most export markets continued to receive the previous generation Carry with bigger engines and most commonly with van bodywork. The older Super Carry is generally more rugged than the DE/DF51, which was fitted with a coil sprung De Dion rear axle not as suitable for carrying heavy loads. In those rather few foreign markets where the ninth generation Carry was available, it was sold as the SK306 and with a version of the 657 cc engine used in the Japanese domestic market. In late 1997, the retro-styled Suzuki Every C arrived.[1]

The tenth generation Carry was introduced in January 1999. It retained the F6A engine (albeit modernized) and was sold as the DA/DB52 T and V (Carry truck or Every van, "DB" signifying four-wheel drive). This marked the end of using "Carry" badging on vans in the Japanese domestic market. In June 1999 the DA52W (Every Wagon, only with two-wheel drive) appeared, along with the bigger Every Plus. In 2001 a version with the more powerful timing chain equipped K6A (still of 660 cc displacement) appeared, as the DA62T/V/W. This model has also been built by Chang'an (Chana) in China, as the "Star" (Zhixing) bus and truck (originally SC6350, SC1015).[1] in which they have gone through many revisions since 2009.

The Suzuki Carry (Japanese: スズキ・キャリイ, Hepburn: Suzuki Kyarī) is a kei truck produced by the Japanese automaker Suzuki. The microvan version was originally called the Carry van until 1982 when the passenger van versions were renamed as the Suzuki Every (Japanese: スズキ・エブリイ, Hepburn: Suzuki Eburī). In Japan, the Carry and Every are kei cars but the Suzuki Every Plus, the bigger version of Every, had a longer bonnet for safety purposes and a larger 1.3-liter 86-hp (63 kW) four-cylinder engine. They have been sold under myriad different names in several countries, including those with Chevrolet and Ford badges.[1]

Introduction

In their home market, the Carry truck and van (and Every van) have traditionally competed with a number of similarly sized vehicles, such as the Kurogane Baby, Honda Acty, Subaru Sambar, Mitsubishi Minicab, and Daihatsu Hijet. Some of these are also competitors in export markets, mainly the Carry and the Hijet.

The first two generations of Carrys were sold with the Suzulight badge rather than the company name Suzuki, emphasizing the company's focus on "Light Cars" (also known as kei jidosha).

First generation (FB/FBD; 1961)

The Carry series was born in October 1961 with the FB Suzulight Carry, a pickup truck with the engine underneath the front seat, but with a short bonnet. The layout has been referred to as a "semicabover".[2] The FB Carry underwent some light modifications in October 1963, for the 1964 model year. A glassed FBD Carry Van was added in September 1964. The engine was called the FB, a 359 cc (21.9 cu in) air-cooled, two-stroke two-cylinder with 21 hp (16 kW). This engine remained in use, in three-cylinder form, until late 1987 in the Suzuki Jimny (as the LJ50). Top speed was no more than 76 km/h (47 mph). FB suspension was rigid with leaf springs, front and rear.[1] A panel van (FBC) was also available from July 1962.

Second generation (L20; 1965)

In June 1965, the rebodied L20 Suzulight Carry replaced the FB. The ladder-frame chassis was modified, now with independently sprung front wheels (by torsion bars). While output remained 21 hp, the engine benefitted from Suzuki's patented Cylinder Crank Injection lubrication system. The Carry Van was replaced by the new L20V in January 1966,[3] and there was also a dropside pickup (L21). Finally, the L20H, a pickup with a canvas canopy and a rear-facing seat placed in the bed, providing seating for four, was offered. Top speed for the second generation was down to 75 km/h.[4] The Carry Van had a horizontally divided, two-piece tailgate, and sliding rear windows.

Production of this more traditional version continued in parallel with the cabover L30 Carry, ending only with the 1969 introduction of the L40.

Third generation (L30/L31; 1966)

The new L30 Suzuki Carry (the "Suzulight" label was being retired) is a full cabover design, with the same FB engine mounted horizontally underneath the load area. The starter and generator were combined and mounted directly on the front of the crankshaft. Introduced in February 1966, the L30 was built alongside its more traditional predecessor until they were both replaced by the L40. A canopied L30H, similar to the L20H, but with the seats in the bed facing each other, was available from the start. Also, an L31, with a drop-side bed, was available. Performance and mechanics were very similar to its bonneted sister, but the load area was considerably larger. Maximum load capacity was still 350 kg (770 lb).[6]

A short-lived Carry Van version of the L30 ("L30V") was not introduced until March 1968, but offered four doors and a two-piece tailgate (top and bottom). Bodywork was the same ahead of the B-pillar.[7]

Fourth generation (L40/L41; 1969)

In July 1969, the Giugiaro-designed L40 Carry was introduced. In November of the same year, a van version with two opening side doors and a top-hinged rear gate was added. Giugiaro's design was more obvious in the Carry Van iteration, very symmetrical with similar looks to the front and rear. The L40's design was not overly utilitarian, limiting interior space and being a bit too modern for the usually very orthodox Japanese commercial customer base. The L40 did benefit, though, from an updated, 25 PS (18 kW) reed valve version of the now venerable FB engine.[9] Dimensions, dictated by kei jidosha regulations, remained 2,990 mm × 1,295 mm (117.7 in × 51.0 in) and 359 cc (21.9 cu in). Maximum load was 350 kg (770 lb) for the truck and 300 kg (660 lb) for the van versions. Top speed increased considerably to 95 kilometres per hour (59 mph).[6]

As part of a minor facelift in April 1971, the Carry received a 27 PS (still at 6,000 rpm) version of the well-known FB engine, featuring Suzuki's Cylinder Crank Injection and Selmix lubrication system. This engine also found its way into the recently introduced LJ10 Jimny. Torque was 3.7 kg⋅m (36 N⋅m; 27 lb⋅ft) at 5,000 rpm. The Panel Van version has a boxy unit mounted on the rear of a Carry truck chassis. In 1971, a V40FC Camper version of the Van was also added.

While the truck versions were replaced in May 1972, the L40V continued for another three months before an L50 Van took its place.[10]

Fifth generation (L50/L60; 1972)

The fifth-generation L50 Carry truck debuted in May 1972, followed by a new Carry van in August. The new model echoes Giugiaro's design, but without ventilation windows in the front doors and with a more traditional appearance. Headlights are now round, while the van version receives a more square rear body and with a sliding rear side door. The engine is a water-cooled design (L50), otherwise similar to the previous engine, but now with 28 hp (21 kW). Maximum load was back up to 350 kg (770 lb).[6]

1972–1973 Suzuki Carry Super DeLuxe van (L50VF)

In December 1972, a five-door van (L50VF, with sliding side doors) was added. Three months later, the dropside L51 went on sale. In November 1973, the Carry underwent a minor facelift, receiving a new grille and modified front bumper. The interior was also updated, with a new dashboard and finally hanging gas and clutch pedals. The fifth-generation Carry led Suzuki to great market success, with Suzuki selling more kei trucks than all others during 1973 and 1974.[11]

In September 1975, a special export version was introduced, aimed at customers who wanted more loading ability. The new L60 series received a larger, 446-cc (also L60) version of the L50 two-cylinder, 29 PS (as opposed to 26 for export market 360-cc models), a stronger differential "to transmit the generous torque"[12] and sturdier springs meant load capacity increased to 550 kg (1,210 lb). For 1975, the Carry received minor changes allowing for the fitment of new larger license plates. In December 1975, the domestic market L50s' engine lost two horsepower (down to 26) in the effort of fulfilling new, stricter emissions standards.[10]

Sixth generation (ST10/ST20/ST80; 1976)

In May 1976, responding to changed standards for the kei class, Suzuki released the Carry 55, chassis code ST10/ST10V. It had the larger, water-cooled but still two-stroke three-cylinder LJ50 engine of 539 cc but was otherwise hard to distinguish from the preceding L50 series. The only two differences in appearance were bigger (albeit slimmer) bumpers, which no longer enveloped the bottom of the front, as well as slightly altered doors with a slight bump in the swage line to accommodate the door handle.[13][14] There was also an ST11 version with a drop-side bed. The ST10 (along with the LC20 Fronte) was the first Suzuki to enter CKD production in Indonesia, in 1976.[15] In 1977 it was replaced by the larger ST20.

Suzuki Carry ST20 used as a songthaew, rear view

Soon thereafter, in September 1976, the interim ST10 (only built for four months) was gradually replaced by the widened and lengthened ST20 pickup version, which also has a longer wheelbase.[14] Marketed as the Suzuki Carry Wide 550, it now reached the maximum dimensions set for the class. In November, the ST20 Van tcame in - this version was 4 cm (1.6 in) shorter than the truck as it reused the shorter rear side bodypanels of the L50 and ST10 versions. Some special variants of the ST10 (such as refrigerated versions, panel vans, etcetera) remained on sale alongside the ST20 for a little while longer until new versions could be developed and old stock be sold out. There was also an ST20K model available: the "K" refers to the "trucklike" nature of the vehicle in that it had three drop-sides as opposed to the utility version which had only a tailgate and formed sides. The ST20 range retained the three-cylinder 539-cc two-stroke engine of the ST10 and has a carrying capacity of 350 kg (772 lb). Maximum power remained 26 PS (19 kW) at 4500 rpm.[16] In October 1977, after about 187,000 had been built, the ST20 underwent a light facelift, with increased equipment and all versions (excepting the base truck) now featuring a front grille.[13]

Equipment levels were base, Standard, and Super Deluxe. The base version has no front grille, the Standard has a black grille, while the Super Deluxe features chrome trim on the grille and chromed hubcaps. By October 1977, the Custom Van was available in the Japanese market. Well equipped, with metallic paint, reclining fabric-covered seats, and chrome bumpers, this was aimed squarely at use as a private car.[13] This heralded the development of the future "Every" range of passenger microvans.

By 1977, the export-only ST80 appeared - this version was the first Carry to be equipped with a four-stroke engine, the inline-four 797-cc F8A as recently introduced in the LJ80 Jimny. In the Carry, however, the engine only developed 37 hp (28 kW; 38 PS) at 5500 rpm. The ST20 Carry was also produced in Indonesia from 1978 until at least 1983, where it was nicknamed "Turungtung" (or Truntung).[17] This is an onomatopoetic word for the sound made by the Carry's two-stroke engine. The ST20 Carry was the first Suzuki product to be built in Indonesia, where it saw extensive use as an Angkot.[18] The ST20 was only offered as a truck in Indonesia, but local body builders such as Adi Putro and Liling Putra came up with multi-seat taxi bodies and other variations. The Indonesian ST20 has a claimed 33 PS (24 kW) at 4500 rpm and 52 N⋅m (38 lb⋅ft) of torque at 3000 rpm, being unaffected by emissions regulations.[19]

Seventh generation (ST30/ST40/ST90/ST100; 1979)

In March 1979, the new ST30 series arrived. The dimensions remained the same as before, as did the two-stroke engine, although it was moved forward and now resided underneath the front seat. At the time of the ST30's introduction, the Carry had been the bestselling Kei truck in the Japanese domestic market for eight straight years.[29] For export markets, the ST90 version was equipped with the larger four-stroke F8A engine of 797 cc, entering production in August 1979. In October 1980, the domestic market Carry became available with the new 543 cc four-stroke F5A engine (ST40), although the torquey two-stroke engine remained popular.[30] Later, export models were also fitted with the 970 cc four-cylinder engine; they received the ST100 chassis codes.

In December 1982, the Van portion of the Carry range became separated in the Japanese domestic market and was now sold as the Suzuki Every.[30] The Every was only available with the four-stroke engine, as the two-stroke could not pass the tighter emissions standards for passenger cars. New for May 1981 was a four-wheel drive version, originally only available as a pickup. This received the ST31/41 chassis code. A four-wheel drive van version was added in November 1982.[30]

Eighth generation (DA71/DB71/DA81/DA41/DB41/DA51/DB51; 1985)

The eighth generation Carry (and second generation Every) appeared in March 1985.[42] It was modernized and the range again expanded, with a more powerful fuel injected engine available on top. The chassis codes became quite confusing, with DA/DB71 used for the F5A engined model (DB signifying four-wheel drive) and DA81 for the two-stroke truck which remained available until the Carry underwent a facelift in July 1986. T, B, and V suffixes were used to denote trucks, trucks with tip decks, and vans. Beginning in late 1987, a 52 PS (38 kW) turbocharged engine was available in the Every, while the Carry truck received a three-valve, supercharged version of the F5A engine with 48 PS (35 kW). There was also a short-lived nine-valve version with 32 PS (24 kW) available for better equipped versions of the Every; the regular six-valve version had to make do with 30 PS (22 kW).[43] In May 1989 the more modern multi-valve F5B engine entered the lineup; it received the DA/DB41 chassis code and replaced most of the F5A engines.[42] This new engine also became available in the badge-engineered Autozam Scrum, sold by Mazda (DG/DH41).

ST/SL (Futura) models (ST130/SL413/ST150/SL415/ST160/SL416; 1991)

In Indonesia, the Carry received a redesign which made its debut in mid-February 1991.[53] This was a response to the 1989 introduction of the 1.3-liter Daihatsu Zebra; somewhat larger it was now 3,700 mm (146 in) long and also ten centimeters wider than before.[54] It has a wheelbase of 1,970 mm (78 in). Overall length then grew to 3,875 mm (153 in), the width to 1,570 mm (62 in).[55] It has a 1,360 cc G13C engine, later enlarged to 1,493 cc (G15A, introduced around 2000) and then 1,590 cc. Internal codenames for these models are ST130, ST150, and ST160 respectively; the ST130 Suzuki Carry Futura was also referred to as the SL413, ST150 as the SL415 and ST160 as the SL416. Beginning in 1994, the rear doors received wind-down rather than sliding windows. In March 2005, the 1.5 engine was upgraded to fuel injection rather than the earlier carburettors. Unlike the Mitsubishi version, Suzuki also offers a factory-bodied minibus version. The bare chassis version is usually converted into a microbus by local bodybuilders, for use as an angkot, or share taxi.

For the Indonesian market, the Carry Futura is also offered as the Mitsubishi Colt T120SS. The name is a continuation of the first generation Mitsubishi Delica, which was marketed as the "Colt T120" in many countries including Indonesia. When production began in 1991, it replaced the Minicab-based "Jetstar". The T120SS is based on the locally developed Carry Futura, with which it shares everything aside from the engines.[1] Overall length is 3,720 mm (3,940 mm for the "3-way wide deck" version).[56]

The Colt T120SS is available as either a bare chassis, a fixed-side pickup truck, or one where all three sides fold down, called "3-way wide deck". The engine used is either Mitsubishi's 1.3 L (1,343 cc) carburetted 4G17 or the bigger 1.5 L (1,468 cc) fuel injected 4G15. The smaller engine puts out 78 PS (57 kW) at 6000 rpm.[56] This engine had the same specs from its time of introduction in 1991 until it was replaced in 2005, except for one major difference: in 1996 it was redesigned and is no longer an interference engine.[57] The larger unit, which meets Euro 2 emission standards, produces 86 PS (63 kW) at 5750 rpm.[58] Both engines feature three valves per cylinder. The bigger engine arrived in March 2005 with 1.5-litre Multi Point Injection, when the T120SS was also lightly facelifted, with a new grille featuring a triangular central portion.[57] From 1997 to 2019, Mitsubishi Motors built 324,960 units of the T120SS.[59]

The Indonesian market Carry Futura was facelifted several times, in August 1997, March 2005 and April 2010, and again in January 2017, with a redesigned grille and bumper. The Colt T120SS only received a single facelift (in 2005).

The Carry Futura and Colt T120SS were discontinued in 2019, few months after Indonesia's enforcement of rules for Euro 4 emission standards as both manufacturers asked for an extension of the Euro 4 deadline that was set in October 2018.[60] The last T120SS rolled off the production line at PT Krama Yudha Ratu Motor plant in Pulo Gadung, East Jakarta on 22 January 2019, while the Carry Futura continues to be produced at Suzuki Indomobil Motor plant in Bekasi until February 2019.

Ninth generation (DC51T/DD51T/DE51V/DF51V; 1991)

The ninth generation Carry (and third generation Every) appeared in September 1991.[44] The 657 cc F6A engine remained from the previous generation, but an all-new bodywork was much smoother, originally with slim, small rectangular headlights. The chassis was largely unchanged for the truck (albeit with a somewhat longer wheelbase), but the vans had a considerably longer wheelbase and an engine mounted midships, just ahead of the rear axle. Chassis codes changed accordingly, and were now different for the Carry and the Every. The trucks are DC/DD51T and the vans are DE/DF51V ("DD" and "DF" for four-wheel drive versions).[44] Two different front treatments were available, one with small rectangular aerodynamic headlights and one with large, round units (used on lower-spec models).

The ninth-generation Carry received a very gentle facelift in September 1993, including a switch from front drum brakes to discs on all models. Two months later, the Carry Van line switched to the Every nameplate and the division between trucks and vans was made clearer. Another light change occurred in July 1995, when the front turn signals were changed from clear to amber and the wheel bolt pattern was changed from 4x114.3mm to 4x100mm. The ninth generation continued to be built until 1999. Most export markets continued to receive the previous generation Carry with bigger engines and most commonly with van bodywork. The older Super Carry is generally more rugged than the DE/DF51, which was fitted with a coil sprung De Dion rear axle not as suitable for carrying heavy loads. In those rather few foreign markets where the ninth generation Carry was available, it was sold as the SK306 and with a version of the 657 cc engine used in the Japanese domestic market. In late 1997, the retro-styled Suzuki Every C arrived.[1]

Tenth generation (DA52/DB52/DA62/DA63/DA64/DA65; 1999)

The tenth generation Carry was introduced in January 1999. It retained the F6A engine (albeit modernized) and was sold as the DA/DB52 T and V (Carry truck or Every van, "DB" signifying four-wheel drive). This marked the end of using "Carry" badging on vans in the Japanese domestic market. In June 1999 the DA52W (Every Wagon, only with two-wheel drive) appeared, along with the bigger Every Plus. In 2001 a version with the more powerful timing chain equipped K6A (still of 660 cc displacement) appeared, as the DA62T/V/W. This model has also been built by Chang'an (Chana) in China, as the "Star" (Zhixing) bus and truck (originally SC6350, SC1015).[1] in which they have gone through many revisions since 2009.

The Carry truck was completely rebodied in May 2002, but the existing Every Van and Wagon continued to be produced until replaced in August 2005, as the two lines continued a process of divergence begun with the introduction of the Every in 1982.

Originally belonging to the kei class, Japan's light automobile tax/legal class, the company continues to market a kei-compliant version for the Japanese and global markets as the Jimny, as well as versions that exceed kei-class limitations. Suzuki has marketed 2.85 million Jimnys in 194 countries through September 2018.

History

The history of Suzuki four-wheel drive cars began in the latter half of the 1960s, when Suzuki bought a Steyr-Puch Haflinger to study with the intent of building a kei-class off-road vehicle. A better opportunity presented itself in 1968, when Suzuki was able to buy bankrupt Japanese automaker Hope Motor Company, which had introduced a small off-road vehicle called the HopeStar ON360. The tiny Hope company had been unable to enter series production, and only about 45 were manufactured. The first Suzuki-branded four-wheel drive, the LJ10 (Light Jeep 10), was introduced in 1970. The LJ10 had a 359-cc, air-cooled, two-stroke, in-line two-cylinder engine. The liquid-cooled LJ20 was introduced in 1972 with the cooling changed due to newly enacted emission regulations, and it gained 3 hp. In 1975, Suzuki complemented the LJ20 with the LJ50, which had a larger 539 cc, two-stroke, in-line three-cylinder engine and bigger differentials. This was originally targeted at the Australian market, but more exports soon followed.

The Jimny8/LJ80 was an updated version of the LJ50 with an 800 cc, four-stroke, in-line four-cylinder engine, followed by the Jimny 1000/SJ410 and Jimny 1300/SJ413. An updated version of the SJ413 became known as the Samurai and was the first Suzuki officially marketed in the US. The series from SJ410 to SJ413 was known as the Sierra in Australia, and remained the Jimny in some markets.

The new Jimny was released in 1998, and now bears the same name in all markets. The 1998 release used the G13BB EFI engine, replaced by the M13AA EFI engine in 2001 and the M13AA variable valve timing engine in 2005, in conjunction with a minor interior redesign.

Overall construction

All four Jimny generations have separate frame and body ("ladder frame chassis"). The body has no structural carrying role. It serves only as a cabin to protect the occupants from the elements, provide comfort, and protect them in the case of a crash.

Suspension

All four Jimny generations have dependent suspension (solid-beam axles) both at the front and rear axles. This used to be a common suspension design for all-terrain vehicles up to 1990s, but has become a rarity in vehicle design in the 21st century. Dependent suspension is particularly well suited for all-terrain duty, both from the durability and performance perspectives.

The first two Jimny generations used leaf-sprung suspension at all four wheels, with the third and forth generations using coil-sprung suspension at all four wheels. Some late second-generation models had coil-sprung suspension, as well.

Steering

All four Jimny generations have recirculating=ball steering mechanism, which is particularly well suited for all-terrain duty, but relatively imprecise on-road compared to modern rack-and-pinion steering construction.

Transmission

All four Jimny generations have manually user-selectable part-time four-wheel drive (4WD) transmission, where the default (on-road) transmission mode is two-wheel drive, rear-wheel drive). Rear-wheel drive can never be disengaged. The user, however, can (dis)engage the front-wheel drive (FWD) manually at any time under certain operating conditions. When FWD is also engaged, this provides 4WD.

Jimneys have no centre (interaxle) differential. This has a positive effect that at least two wheels, where each wheel is on a different axle, have to lose traction for the vehicle to lose traction when in 4WD transmission mode. However, the negative effect is that 4WD transmission mode must not be used on any surface not rather slippery, especially if having to steer. In other words, 4WD transmission mode should be used only on rather slippery surfaces, like snow, ice, mud, loose gravel, wet grass, and sand. Wet asphalt, wet concrete, and hard-packed gravel are not considered slippery enough. All this is irrelevant when not using 4WD transmission mode.

All four Jimny generations have manually user-selectable dual-ratio (dual-range) gearing mechanism. The two ratios or ranges are called "high range" (for regular on-road driving and light to moderate all-terrain driving) and "low range" (for moderate to hard all-terrain driving and for all-terrain towing). The overall transmission gearing ratio is exactly halved when the vehicle is in low=range transmission mode. This has the effect of the vehicle moving about half as fast, but with double torque at the wheels in any transmission gear. For example, the fourth gear in low range behaves similar to the second gear in high range, andthird gear in low range behaves similarly as "1.5th gear" in high range. The transmission gearing range is selectable only when the vehicle is in 4WD transmission mode. Therefore, low range cannot be used for on-road towing.

The (dis)engagement of 4WD transmission mode and the switch from one gearing range to another is performed by a dedicated transfer case mechanical unit, which is separate from the regular gear box unit. All four Jimny generations have a transfer case with an attached selection lever protruding in the cabin between the main gear box lever and the handbrake lever. The lever allows the user to select 2WD-H, 4WD-H or 4WD-L transmission modes at will. The only exceptions are later production years of third-generation Jimnys (more info in a dedicated chapter), which do not have a selection lever, but instead have servo-actuated mechanism to perform the same actions when invoked by the push of certain buttons in the cabin.

Factory rear differential locker

LJ80, SJ410, and early SJ413 vehicles sold in Germany (and perhaps in some other countries) were fitted from the factory with a manually operated, mechanical rear differential locker. A cable connected the locker to a small, dedicated lever in the cabin near thehand brake lever. By operating the lever, the driver could manually fully (un)lock the rear differential.

The reason for inclusion of the differential locker was legislative in nature. LJ80s, SJ410s, and early SJ413s had a parking brake that locks the gears in the transfer case instead of braking the individual rear wheels directly and simultaneously (like in most passenger vehicles). That design has several advantages, as well as an important disadvantage - because of the open rear differential, the handbrake has no effect when the transfer case is in two-wheel drive (rear-wheel drive) mode and when one of the rear wheels is raised in the air. Therefore, relying on the parking brake itself would be dangerous in some relatively rare situations. German law required that this risk must not exist. Instead of redesigning the parking brake system for that market, Suzuki appeased the legal requirement by the inclusion of a rear differential locker.

Later SJ413s (and all Samurais) have a parking brake that simultaneously brakes both rear wheels directly (like in most passenger cars), so the parking brake alone could hold the vehicle still in any situation, at least in theory. This parking-break design appeased the German legal requirement, so no differential locker has been factory fitted to such SJ413s nor to any Samurai, nor offered as an optional equipment.

A retrofit of a genuine rear differential locker to LJ80s, SJ410s, and SJ413s, which lack it, is possible by using the parts from a dismantled LJ80 (usable on another LJ80 only), SJ410,or early SJ413 (usable on both SJ410 and SJ413, which had that locker. A retrofit from SJ41x is not easily possible onto a Samurai because of wider track and axle than SJ41x.

HopeStar ON360

The vehicle was originally developed by the Hope Motor Company of Japan in 1967 and available as the HopeStar ON360 from April 1968. It used a Mitsubishi 359 cc (21.9 cu in) air-cooled, two-stroke ME24 engine, which produced 21 PS (15.4 kW; 20.7 bhp) at 5,500 rpm, and 32 N⋅m (23.6 ft⋅lb) of torque at 3,500 rpm. Brakes were Daihatsu units, the rear axle was sourced from the Mitsubishi Colt 1000, and the wheels were sourced from the Mitsubishi Jeep. It was a very basic two-seater vehicle with no doors, but a sturdy 4WD system allowed it to go off-road. Top speed was 70 km/h (43 mph), 30 km/h (18.6 mph) in four-wheel drive mode. The tiny Hope company sold very few ON360s, only 15 in the domestic market and another 30 exported to Southeast Asia, although 100 ME24 engines were purchased. Hope proceeded to sell the design to Suzuki in 1968, after Mitsubishi declined to take over production.