Suzuki Carry – Classic Cars Wiki

24 Aug 2014 | Author: | Comments Off on Suzuki Carry – Classic Cars Wiki

Suzuki Carry

The Suzuki is a kei truck produced by the Japanese Suzuki. The microvan version was called the Carry van until when the van was renamed as the Suzuki (Japanese: スズキ・エブリイ ). In Japan, the and Every are Kei cars but Suzuki Landy . the bigger exported of Every had a longer hood for purposes and a larger 1.3-liter (61#160;kW) 4-cylinder engine. have been sold a myriad different names in countries, and hold the distinction of being the only car ever both with Chevrolet and badges.

Contents

Introduction

In their home market, the truck and Every van compete a number of trucks of the same such as the Honda Acty, the Sambar truck and van, the Minicab, and the Daihatsu Atrai.

The two generations of Carrys were with the Suzulight badge than the company name emphasizing their focus on Cars (better known as Kei

Suzulight FB/FBD Edit

The series was born in October with the FB Suzulight Carry, a truck with the engine the front seat but with a bonnet. The layout has been to as a semi-cabover. A glassed FBD Carry Van was in September 1964.

The engine too was the FB , a 359 cc (21.9 cu in) air-cooled, two-… with 21 hp (16 kW). This was to remain in use, in three-cylinder until late 1987 in the Jimny (as the LJ50 ). Top speed was no than 76 km/h (47 mph). FB was rigid with leaf front and rear.

A panel van was also available from 1962.

Second generation Edit

In June 1965 the L20 Suzulight Carry replaced the FB. The chassis was modified, now with sprung front wheels (by bars). While output 21#160;hp, the engine benefitted Suzuki’s patented CCI (Cylinder Injection) lubrication system.

The Carry Van was replaced by the new L20V in 1966, and there was also a pickup ( L21 ). Finally, there was the . a pickup with a canvas and a rear-facing seat placed in the providing seating for four. Top for the second generation was down to The Carry Van had a horizontally divided tailgate, and sliding rear

Production of this more version continued in parallel the cab-over L30 Carry, ending with the 1969 introduction of the

Third generation (L30)

The new L30 Suzuki Carry (the label was being retired) was a cab-over design, with the FB engine mounted horizontally the load area. The starter and were combined and mounted on the front of the crankshaft. Introduced in 1966, the L30 was built alongside its traditional predecessor until were both replaced by the

A canopied L30H . similar to the but with the seats in the bed facing other, was available right the start. There was also an L31 . a dropside bed. Performance and were very similar to its sister, but the load area was larger.

Maximum load was still 350 kg (770 lb).

A Van version of the L30 ( L30V ) wasn’t until March 1968, but four doors and a two-piece (top and bottom). Bodywork was the ahead of the B-pillar.

Fourth (L40) Edit

In July the Giugiaro designed L40 Carry was In November of the same year, a van with two opening side and a top-hinged rear gate was Giugiaro’s design was more in the Carry Van iteration, very with similar looks to the and rear. The L40’s design was not utilitarian, limiting interior and being a bit too modern for the usually orthodox Japanese commercial base.

On the other hand, the L40 did benefit an updated, 25 PS (18 kW) FB engine. Dimensions, by kei jidosha regulations, remained × 1,295 mm (117.7 × 51.0 in) and 359 cc cu in). Max load was 350 kg (770 lb) for the and 300 kg (660 lb) for the van versions.

Top speed considerably to 95 kilometres per hour (59

As part of a minor facelift in 1971, the Carry received a 27 PS at 6,000 rpm) version of the known FB engine, featuring CCIS (Cylinder Crank and Selmix) lubrication system. engine also found its way to the recently introduced LJ10 Torque was 3.7 kg·m (36 N·m; 27 at 5,000 rpm. There was a Panel Van version, with a unit mounted on the rear of a truck chassis.

In 1971, a Camper version of the Van was also

Fifth generation (L50/60)

The fifth generation L50 Carry in May 1972, followed by a new Carry Van in The new model echoes Giugiaro’s but without ventilation windows in the doors and with a more appearance. Headlights are now round, the van version receives a more rear body and with a rear side door.

The is a water-cooled design ( L50 ), otherwise to the previous engine but now with 28 hp (21 Max load was back up to 350 kg (770

In December 1972, a five-door van with sliding side was added. Three months the dropside L51 went on sale. In 1973 the Carry underwent a facelift, receiving a new grille and front bumper. The fifth Carry led Suzuki to great success, with Suzuki more kei trucks than all during 1973 and 1974. In 1975 a special export was introduced, aimed at customers who more loading ability.

The new L60 series received a larger, 446 cc L60) version of the L50 two-cylinder. 29 hp (as to 26 for export market 360 cc models), a differential to transmit the generous and sturdier springs meant capacity increased to 550 kg (1,200 For 1975, the Carry received changes allowing for the fitment of new license plates.

In December the domestic market L50s’ lost two horsepower (down to 26) in the of fulfilling new, stricter standards.

Sixth generation Edit

In May 1976, responding to standards for the Kei class, Suzuki the Carry 55 . chassis code It had the larger, water-cooled but still three-cylinder LJ50 engine of but was otherwise hard to tell from the preceding L50 series.

thereafter, in September 1976, the ST10 was replaced by the widened and ST20 pickup version. as the Suzuki Carry Wide 550 . it now the maximum dimensions set for the Kei class. In the ST20 Van took its bow – version was 4 cm (1.6 in) shorter the truck, so as not to necessitate the development of new rear bodywork.

A little yet, the ST20K was released. The K to the trucklike nature of the vehicle in it had 3 drop sides as opposed to the version which had only a and formed sides. The ST20 retained the three-cylinder 539 cc two-… of the ST10 and has a carrying capacity of 350 kg lb).

By 1977, the export ST80 appeared – version was the first Carry to be with a four-… engine, the 797 cc F8A as recently introduced in the LJ80

Seventh generation (ST30/40/90)

In March 1979, the new ST30 arrived. The dimensions remained the as before, as did the two-… engine, its was moved forward and now resided the front seat. At the time of the introduction, the Carry had been the Kei truck in the Japanese domestic for eight straight years.

For export markets, the ST90 was equipped with the larger F8A engine of 797#160;cc. In the fall of the domestic market Carry available with the new 543#160;cc F5A engine ( ST40 ), although the two-… engine remained By 1982, the Van portion of the Carry became separated in the Japanese market and was now sold as the Suzuki . New for 1981 was a four-wheel drive originally only available as a

This received the ST31/41 code.

Eighth generation Edit

Post-1985 European Suzuki carries still the 797#160;cc four-cylinder F8A familiar the ST90 Carry, while Carrys were equipped the F10A 970#160;cc four. outputs were 37 and 45#160;PS (27.5 and 33#160;kW), top speeds 110 and 115#160;km/h. Heftier bumpers overall length was up 10#160;cm, for a of 3,295#160;mm.

Specifications (Suzuki Landy) Edit

Length: mm (146.1 in)

Width: 1,505 mm in)

Height: 1,900 mm (74.8 in)

2,350 mm (92.5 in)

Weight:

1,010–1,040 kg (2,200–2,300 lb)

4WD: kg (2,300–2,400 lb)

Engine: G13B SOHC 16-valve, EPI

Displacement:

Maximum output: 82 PS (60 kW) at 6,000 rpm

prefixes for Japanese domestic Suzuki Carry trucks

Chassis prefix was DB41T/B F5A 550 cc 6 valve or F5B 550 cc 12-valve dohc

1988-89 chassis prefix was (where the truck is a tip deck B is in prefix not T), F5A or F5B 3-cylinder 12-valve engines.

1990-91 Chassis was DB51T/B engine 660#160;cc F6A

1992-99 chassis prefix was (or SK306T though this is to be export only) all F6A

1999-02 chassis prefix was (where v is van) engine new gen F6A injector all alloy)

2003-08 prefix was DA63T/B engine to K6A (fuel injected and timing 660 cc 3-cylinder

These prefixes are the whether the vehicle is labeled Scrum or Suzuki Carry

versions Edit

Interestingly, Suzuki Carrys are popularly Half Loafs in South referring to half a loaf of (still a staple of many Africans). In Cape Town and many of these little are seen painted in bright with green artwork and a open rear end. are part of large fleets of owned public transport which fit between normal and city buses.

Customers hop on the back, and pass the driver a or two, and simply jump off at destination.

Alternative badges

The carry has been marketed several different badges the world: Bedford Rascal Daewoo Damas (Worldwide), Super Carry (Colombia and Chevrolet CMV/CMP (Central Holden Scurry (Australia), Omni, Maruti Versa, Pronto, Mazda Scrum, and Colt T120SS.

Bedford Edit

The Bedford Rascal Vauxhall Rascal ), also as the Suzuki Supercarry is a microvan was developed as a joint venture General Motors (GM) and It was sold under GM’s Bedford marque as well as in form. Other names used in a few international markets.

The van was at the IBC Vehicles plant in Luton, adjacent to the main Vauxhall (GM’s British-based passenger car Alongside the Bedford, the Suzuki-branded was manufactured for the European market Bedford is a less established

Sold from 1986 to the Rascal / Supercarry was a small and van, intended for many The vehicle’s strengths were its size and maximum payload 550#160;kg for the van and 575#160;kg for the pick-up.

The principal visible difference Bedford and Suzuki versions is the trim: Supercarry has two separate headlamp surrounds and the Rascal has a full width one with moulded in the middle.

Timeline :

launched

1990: rebadged as the Rascal, as the Bedford marque was retired

1993: production to Japan, where it was made 1999

Mostly sold as pick-up and camper versions also made.

Maruti Edit

The Maruti Omni is a manufactured by Indian automaker Suzuki. The first version of Omni had 796#160;cc engine, as the Maruti 800 city car.

The could be divided into two the family version and the cargo The newer family version has two seats directly behind the seating and facing away the rear of the van making it an eight (Older versions was modified by owners to add additional capacity way). The cargo version is devoid of back seats. versions have sliding doors and hatchbacks.

The Omni is unique in a way that it uses a mid engine rear wheel layout, as it helps in maximizing and cargo space and providing traction.

The initial versions so basic that the interior even lacked a fan blower as a standard.

Ford Pronto

The Ford Pronto is a rebadged Carry, which was manufactured 1985 and 2007 by Ford Lio Ho, a venture between Ford and Lio Ho in The Pronto was only available in the market, where it was introduced to compete with China Corporation’s Mitsubishi Minicab and Subaru Sambar in the local market. In 2007 Ford Lio Ho to produce the Pronto because the couldn’t be made to meet local environmental regulations.

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