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 "semi-cabover".
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 too 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.
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 CCI (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, there was the L20H, a pickup with a canvas canopy and a rear-facing seat placed in the bed, providing seating for four.
Top speed for the second generation was down to 75 km/h.
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 cab-over L30 Carry, ending only with the 1969 introduction of the L40.
The new '30 Suzuki Carry (the "Suzulight" label was being retired) was a full cab-over 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 right from the start.
There was also an L31, with a drop-side bed.
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).
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.
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.
he 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.
On the other hand, the L40 did benefit from an updated, 25 PS (18 kW) reed valve version of the now venerable FB engine.
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).
Max load was 350 kg (770 lb) for the truck, and 300 kg (660 lb) for the van versions.
op speed increased considerably to 95 kilometres per hour (59 mph).
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 CCIS (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.
There was also a Panel Van version, with 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.
The fifth generation L50 Carry 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).
Max load was back up to 350 kg (770 lb).
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.
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.
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" 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.
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.
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.
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.
Marketed as the Suzuki Carry Wide 550, it now reached the maximum dimensions set for the Kei class.
In November, the ST20 Van took its bow - 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.
There was also an ST20K model available.
The "K" referred 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.
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.
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 as well as 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.
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".
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.
The ST20 was only offered as a truck in Indonesia, but local body builders such as Adiputro 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.
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.
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.
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.
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.
In Indonesia the Suzuki Carry and Super Carry were assembled by Suzuki Indomobil Motor beginning in 1983, fitted with the well-known 970 cc F10A engine with 50 PS (37 kW).
This carried the ST100 model code, and was also available as a minivan.
Thanks to a locally developed rear body with a longer overhang and a wheelbase extended by 10 cm (3.9 in),
it was about 20 cm (7.9 in) longer than the Carrys sold elsewhere, which allowed a third row of seats to be fitted.
In 1986 it was updated with a new front and larger bumpers; this model was originally sold as the "Super Carry Extra."
This model, available as a van or truck, reached 3,530 mm (139.0 in) in overall length and is 1,465 mm (57.7 in) wide.
In 1989 the Super Carry received a five-speed transmission, as well as a tachometer.
Although removed from the regular price lists in 2006, this version of the Carry was still built to special order until 2009, alongside the larger Carry Futura (based on the Eight generation Suzuki Carry).
Until 1987, when surpassed by the Daihatsu Zebra and Toyota Kijang, the Carry was Indonesia's best selling vehicle.
In Pakistan, Pak Suzuki Motors, a small affiliate of the Suzuki Motor Corporation, still assembles and distributes the Suzuki Bolan,
based on the ST90V version of the Carry (also known as Hi-Roof) with the three-cylinder F8B 796 cc carburetor engine with output of 37 hp (28 kW).
The four-speed manual transmission allows for a top speed of 120 km/h (75 mph).
As of today it is available in two different versions VX and VXR, the better equipped VXR has got factory fitted air conditioning.
The Bolan is widely used as an ambulance all over Pakistan and as a taxi in parts of the country.
There is also a pickup version, called Ravi.
The Ford Pronto is a rebadged Suzuki Carry ST, which was manufactured between 1985 and 2007 by Ford Lio Ho, a joint venture between Ford and Lio Ho in Taiwan.
The Pronto was only available in the Taiwanese market, where it was introduced specifically to compete with China Motor Corporation's Mitsubishi Minicab and Sanfu's Subaru Sambar in the local minivan market.
In 2007 Ford Lio Ho ceased to produce the Pronto because the engine couldn't be made to meet revised local environmental regulations.
The eighth generation Carry (and second generation Every) appeared in March 1985.
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).
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.
This new engine also became available in the badge-engineered Autozam Scrum, sold by Mazda (DG/DH41).
With the rules regarding the size and engines of kei-cars being altered for March 1990, Suzuki had to update the Carry/Every which now carried the DA/DB51 chassis code.
A larger 657 cc engine provided somewhat more power, ranging from 38 to 58 PS (28 to 43 kW), and new more rounded bodywork provided a more modern look.
Post-1985 European market Suzuki Carrys still used the 797 cc four-cylinder F8A familiar from the ST90 Carry, while Super Carrys were equipped with the F10A 970 cc four.
Chassis codes are SK408 and SK410, while power outputs are 37 and 45 PS respectively (27.5 and 33 kW), top speeds 110 and 115 km/h.
In much of Europe this generation of the Carry was also sold as the Bedford, Vauxhall, or GME Rascal.
These were built at the GM plant in Luton, to circumvent JAMA's voluntary export restrictions.
In Australia this model was sold as both the Super Carry (in ute, van, or wagon form) and as the Holden Scurry, which was not available as a "ute".
For the Indonesian market, the Suzuki 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 Suzuki Carry Futura (later just Futura), with which it shares everything aside from the engines.
The larger, Indonesian-developed Super Carry is also assembled in the Philippines.
The locally developed turbodiesel version appeared in late October 2016, with a 793 cc (48.4 cu in) two-cylinder engine with 32 PS (24 kW) at 3500 rpm.
It is available as a flat-bed truck, utility van, cargo van, or prepared to be fitted with Jeepney bodywork.
t is 3,800 mm (149.6 in) long, with a wheelbase of 2,110 mm (83.1 in), a cargo bed of 2,384 mm (93.9 in), and can take a load of 625 kg (1,378 lb) as well as two occupants.
The Bedford Rascal (later Vauxhall Rascal), also built as the Suzuki Super Carry, was a kei truck and microvan that was developed as a joint venture between the American car company General Motors (GM) and the Japanese automaker Suzuki.
It was sold under GM's British-based Bedford marque as well as in Suzuki form.
The van was produced at the IBC Vehicles plant in Luton, England, adjacent to the main Vauxhall factory (GM's British-based passenger car marque).
Sold from 1986 to 1994, the Rascal, like the Super Carry, was a small and economical van intended for many purposes.
The vehicle's strengths were its diminutive size and maximum payload weight; 550 kg for the van and 575 kg for the pickup.
The principal visible difference between Bedford and Suzuki versions is the front trim: the Super Carry has two separate plastic headlamp surrounds
and the Rascal has a single full width one with "Bedford" moulded in the middle.
The ninth generation Carry (and third generation Every) appeared in September 1991.
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).
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, which meant that the front drum brakes were switched 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 yet.
Another light change occurred in July 1995, when the front turn signals were changed from clear to amber and the bolt pattern was changed from 114.3 to 100 mm.
This 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.
In late 1997 the retro-styled Suzuki Every C arrived.
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.
This model has also been built by Chang'an (Chana) in China, as the "Star" (Zhixing) bus and truck (originally SC6350, SC1015).
These have undergone many revisions and enlargements and still form the basis for much of Chang'an's light truck production.
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.
The Every Plus, was an enlarged seven-seater MPV version of the Every (passenger version of the Carry).
With chassis code DA32W It was fitted with the considerably larger 1.3 litre G13 engine.
The image to the right is of the Every Plus, introduced in June 1999.
The name was changed in May 2001 to Every Landy, accompanied by a facelift introducing a large chromed grille.
With Carry 1.3 badging (chassis DA32) Truck and Van versions of the Every Plus were sold in various right hand drive export markets, including the United Kingdom and Australia.
The truck version was available with constant four-wheel drive.
The Wagon model was also sold as the Suzuki E-RV in Malaysia.
It was also sold in certain other markets, such as Chile, as the Carry SK413 (truck) or as the Mastervan (van).
The Maruti Versa was a licensed variation of the Suzuki Every Plus for the Indian subcontinent and was built by Maruti Suzuki from October 2001.
It is the second van released by Maruti Suzuki since the Maruti Omni was released in 1984.
About seventy percent of the vehicle components are made within India.
The Versa was discontinued in late 2009, after only having been built to order in small numbers for some time.
There were two basic versions of this car produced; the two 8-seater DX/DX2 versions and the 5-seater STD version.
The DX2 version of the Versa was equipped with twin air conditioners for front and rear.
The Versa was fitted with the same 16-valve, 1.3-liter four-cylinder engine generating 82 hp (61 kW) at 6000 rpm as the Every Plus.
It is controlled by a 16-bit engine management system.
The initial target audience for this vehicle were customers who planned to buy a sedan like the Maruti Esteem or a utility vehicle like Tata Sumo.
The 82 bhp (61 kW) engine is located under the front seat.
The Versa can reach from 0–60 mph in 13.5 seconds.
Maruti Eeco was introduced in India by Maruti Suzuki in January 2010.
This car is a refresh of the Versa, but equipped with a new 1196 cc four-cylinder in-line engine.
The Eeco makes 55 kW (73 bhp) at 6000 rpm, 101 Nm (74 ft lb) at 3000 rpm.
It is delivered in either 5-seater or 7-seater versions.
Chang'an/Chana Star(SC6320G) was a licensed variation of the Suzuki Every Plus for the Chinese market.
Changan has the license due to the Changan Suzuki joint venture.
The front DRG of the Star was completely redesigned, but from the rest of the body panels, the relationship with the Suzuki Every Plus was still clearly visible.
Further re-badged versions were sold under the Tiger Truck brand in North America.
The eleventh generation Suzuki Carry was introduced in Japan in August 2013, followed with the sixth generation Suzuki Every in February 2015.
The Daewoo Damas is a badge engineered version of the Suzuki Carry/Every produced by the South Korean automaker Daewoo since 1991.
It is currently in its second generation and is available in van and pickup body styles, the latter of which is marketed as the Daewoo Labo.
In some export markets, the Daewoo Damas was known as the Daewoo Attivo and since General Motors' takeover of Daewoo it has been known in some markets,
such as Central America and Tunisia, as Chevrolet CMV for the passenger van (Damas) and Chevrolet CMP for the pickup truck (Labo).
The Damas and Labo both come with the three-cylinder SOHC 796 cc F8C engine rather than the smaller 660 cc units originally used in Japan, to provide more power and comfort.
The engine was originally made for petrol but is recently only available in South Korea as an LPG-powered unit.
The Damas microvan is available as a 7-seat coach, 5-seat coach, or 2-seat cargo van styles and comes with various options based on DLX (deluxe) and SUPER models.
The Labo is also available in STD (standard), DLX (deluxe) and SUPER models.
The Damas is the predominant form of public transport in Uzbekistan – so much so that other buses, such as Mercedes microbuses, are called "Big Damas".
In Damas Marshrutkas, generally far more than seven passengers are crammed.
Both the Damas and Labos are only available with a manual transmission.
Air conditioning is optional.
However, the 0.8-litre engine does not have sufficient power to both carry cargo swiftly and deliver cold air from the aircon unit at the same time without struggling.
Currently the Damas and Labo are sold in South Korea without branding, essentially making "Damas" and "Labo" the brands.
VIDAMCO of Vietnam produced the Damas in complete knock-down kit until 2018.
It will discontinue in 2020.
The Maruti Omni is a microvan manufactured by Suzuki's Indian subsidiary Maruti Suzuki.
The first version of Maruti Omni had a 796 cc (49 cu in) inline-three engine, same as the Maruti 800 city car.
It arrived one year after the 800, in 1984.
The name was changed to "Omni" in 1988.
It received a facelift in 1998, and further minor revisions in 2005, when improvements were made to the exterior and the interior, and new colours became available.
Later version of the Omni includes the:
Omni (E), released in 1996, an 8-seater microbus version of the Omni
Omni XL - 1999, as the Omni E but with a higher roof.
Omni Cargo LPG - 2004, created to answer the growing popularity of this car being used as an inter-city cargo vehicle.
Omni LPG - 2003, same 796 cc engine, added with a factory fitted LPG Kit, authorised by the Indian RTOs (Regional Transport Offices). This makes it the most economic four-wheeler in India, as far as driving costs are concerned.
Omni Ambulance - A Omni E, designed for ambulance usage. This is the most common type of ambulances found in Indian cities.
The initial versions were so basic that the interior dashboard even lacked a fan blower opening as a standard.
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