[ The Suzuki Carry ]
Suzuki Carry 1961 ~ (昭和36-今日 スズキ·キャリー)
The Suzuki Carry was manufactured at Iwata in Shizuoka Prefectue from 1961 to the present day. The Van version of the Suzuki Carry (スズキ·キャリー) was originally called the Carry Van until 1982 when the van was renamed as the Suzuki Every (スズキ·ェブリィ). The Carry and Every are Kei-cars but the “Suzuki Every Landy”, the bigger version of the Every which has a 1.3 engine is not. It is the latter version that is exported to countries all over the world and holds the distinction of being the only car ever offered both with Chevrolet and Ford badges. The first two generations of Carrys were sold with the Suzulight badge rather than the company name Suzuki, emphasizing their focus on “Light Cars”, better known to us as Kei-cars.
‘1st Generation Suzulight (FB/FBD)’
Suzulight Carry (FB): (1964-1965)
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 / hood. The layout has been referred to as a “semi-cabover”. The FB Carry underwent some light modifications in Oct 1963, for the 1964 model year. A glassed FBD Carry Van was added in September 1964.
Suzulight Carry (FBD):
The engine too was called the “‘FB”, a 359 cc (21.9 cu in) air-cooled, 2-stroke 2-cylinder with 21 hp (16 kW). This engine was to remain in use, in 3-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.
‘2nd Generation (L20)’
Suzulight Carry (L20): (1965-1969)
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 Jan 1966, 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 2nd Generation was down to 75 kph. The Carry Van had a horizontally divided 2-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.
‘3rd Generation Suzuki (L30)’
Suzuki Carry (L30): (1966-1969)
The new L30 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 Feb 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) wasn’t introduced until March 1968, but offered 4-doors and a 2-piece tailgate (top and bottom). Bodywork was the same ahead of the B-pillar.
‘4th Generation (L40)’
Suzuki Carry Van (L40): (1969-1972)
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. 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-car regulations, remained 2,990 mm × 1,295 mm (117.7 ins × 51.0 ins) 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. Top speed increased considerably to 95 kph (59 mph).
Suzuki Carry (L40): (rear View)
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 to 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.
‘5th Generation (L50/L60)’
Suzuki Carry (L50) (facelift): (1972-1976)
The 5th 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 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).
Carry Van Super DeLuxe (L50V): (1972-1973)
In Dec 1972, a 5-door van (L50VF), with sliding side doors was added. Three months later, the dropside L51 went on sale. In Nov 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 accelerator and clutch pedals. The 5th Generation Carry led Suzuki to great market success, with Suzuki selling more kei trucks than all others during 1973 and 1974. In December 1975, the domestic market L50’s engine lost 2 hp, down to 26 hp in the effort of fulfilling new, stricter emissions standards.
‘6th Generation (ST10/ST20)’
Carry Truck (ST20): (1976-1979)
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 2-stroke 3-cylinder LJ50 engine of 539 cc but was otherwise hard to tell apart 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.
Suzuki Carry (ST20): (rear view)
Soon after, in September 1976, the interim ST10, only built for four months, was gradually replaced by the widened and lengthened ST20 pickup version which also had 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, reusing the shorter rear bodywork of the L50 and ST10 versions. Some special variants of the ST10, such as refrigerated versions, panel vans, etc remained on sale alongside the ST20 for a little while longer until new versions could be developed.
1977 Carry (ST20): (facelift)
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 3-cylinder 539 cc 2-stroke engine of the ST10 and had a carrying capacity of 350 kg (772 lb). Maximum power remained 26 PS (19 kW) at 4500 rpm. In October 1977 the ST20 underwent a light facelift, with increased equipment and all versions, excepting the base truck, now featuring a front grille. By Oct 1977, the Custom Van was available. 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.
‘7th Generation (ST30/ST40)’
Suzuki Carry Van 7G: (1979-1985)
In March 1979, the new ST30 series arrived. The dimensions remained the same as before, as did the 2-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. In October 1980, the domestic market Carry became available with the new 543 cc 4-stroke F5A engine (ST40), although the torquey 2-stroke engine remained popular.
1979 – 1985 Suzuki Carry truck (ST40):
In Dec 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 4-stroke engine, as the 2-stroke could not pass the tighter emissions standards for passenger cars. New for May 1981 was a 4wd version, originally only available as a pickup. This received the ST31/41 chassis code. A 4wd van version was added in Nov 1982.
1982 – 1985 Suzuki Every 4WD (ST41):
‘8th Generation (DA/DB71)’
Suzuki Carry 8G: (1985-1991)
The 8th Generation Carry and 2nd Generation Every appeared in March 1985. It was modernised and the range again expanded, with a more powerful fuel-injected engine available. The chassis codes became quite confusing, with (DA/DB71) used for the F5A engined model, DB signifying 4wd and (DA81) for the 2-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. In May 1989 the more modern multi-valve F5B engine was added to the lineup, it received the (DA/DB41) chassis code. This new engine also became available in the badge-engineered Autozam Scrum, sold by Mazda.
1986 Super Carry Van:
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. The smallest engine received an upgrade in March 1991, increasing power to 42 PS (31 kW), but only 6 months later the DA/DB51 was replaced by the re-bodied 9th Generation Carry and Every.
1990 Every 660 cc Turbo Aero-tune: (DA51V)
1990-1991 Carry (facelift): (DA51T)
‘9th Generation (DC/DD51T) (DE/DF51V)’
Autozam Scrum badged Carry: (1991-1999)
The 9th Generation Carry and 3rd Generation Every appeared in Sep 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 were (DC/DD51T) and the vans were (DE/DF51V), with “DD” and “DF” for 4wd versions.
Every 660 Turbo RZ Super Multi Roof (DE51V): (1991-1993)
The 9th Generation Carry received a facelift with modish round headlights in 1993 and 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 9th Generation Carry was available, it was sold as the (SK306). In late 1997 the retro-styled “Suzuki Every C” arrived.
Carry Van (DE51V) facelift: (1993-1999)
‘10th Generation (1999-2002)’
Suzuki Carry Truck 10G:
The 10th Generation Carry was introduced in Jan 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 4wd. This marked the end of using “Carry” badging on vans in the Japanese domestic market (JDM). In June 1999 the (DA52W) Every Wagon, only with 2wd 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). These have undergone countless revisions and enlargements and still form the basis for much of Chang’an’s light truck production. The Carry truck was replaced by the 11th Generation in May 2002, but the Every Van and Wagon continued to be of the 10th Generation until replaced in May 2005.
‘Suzuki Every Fifth generation (2005-2015)’
The 5th Generation Suzuki Every was introduced in Japan in May 2005 and lasted until 2015.
‘11th Generation (2013 ~)’
The 11th Generation Carry was introduced in August 2013, followed with the 6th Generation Every in February 2015.
Interestingly, early Suzuki Carrys are popularly called “Half Loafs” in South Africa, referring to “half a loaf of bread” still a staple of many South Africans. In Cape Town and Durban, many of these little vans are seen painted in bright yellow with green artwork and a chopped-off open rear end. These are part of large fleets of privately owned public transport vehicles which fit between normal taxis and city buses. Customers literally hop on the back, and pass the driver a Rand or two, and simply jump off at their destination.
The “Suzuki Carry/Every” in Computer Games:
Hot Chase (1988): Road Blaster (Road Avenger) (’85); Impossible Mission 2025 (’94): Sonic Wings Special (’96); Choro Q2 (’97): Choro Q3 (’98): Choro Q 64 (Penny Racers) (’98): Real Bout Fatal Fury 2 (’98): Choro Q 64 2: Hachamecha Grand Prix Race (’99): Fatal Fury: First Contact (’99): Disaster Report (SOS: The Final Escape) (2002): Jet Set Radio (Jet Grind Radio) (2000); Stuntman (’02): Burnout Revenge (’05): Front Mission 5: Scars of the War (’05); Kaido Battle: Touge no Densetsu (Tokyo Xtreme Racer: Drift 2) (’05) : Osu! Takake! Ouendan! (’05): Bombay Taxi-2 (’08): Street Fighter IV (’09): Super Street Fighter IV Arcade Edition (’10); Drift Spirits (’13): 1.5 Futura inDread Out (’14): 1.5 Futura Pickup in DreadOut (’14): Switchcars (’16): Uncharted 4: A Thief’s End (’16):