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The  Suzuki  Carry / Every ]

Suzuki Carry 1961 ~ ( スズキ·キャリー 昭和36 ~ )

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The Suzuki Carry was manufactured at Iwata in Shizuoka Prefecture 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 Carry’s were sold with the Suzulight badge rather than the company name Suzuki, emphasising their focus on ‘Light Cars‘, better known to us as kei-cars and trucks.


The  1st  Generation  ‘Suzulight’  Carry  ( FB FBD )

Suzulight CarryFB ):    ( 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 October 1963 for the 1964 model year.  A glassed FBD Carry Van was added in September 1964.

Suzulight Carry:  1964 Suzuki Carry-Van 01.jpg  ( FBD )

The engine too was called the ‘FB‘, a 359cc21.9 cu in ) air-cooled, 2-stroke 2-cylinder with 21 hp16 kW ).  This engine was to remain in use, in 3-cylinder form, until late 1987 in the Suzuki Jimnyas the LJ50 ).  Top speed was no more than 76 kph47 mph ).  The FB suspension was rigid with leaf springs, front and rear.   A panel van ‘FBC‘ was also available from July 1962.


The  2nd  Generation  Suzulight  Carry  ( L20 )

Suzulight CarryL20 ):  SuzukiCarry2nd.jpg  ( 1965 – 1969 )

In June 1965 the rebodied Suzulight ( L20 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 benefited from Suzuki’s patented CCICylinder Crank Injection ) lubrication system.  The Carry Van was replaced by the new ( L20V ) in January 1966, and there was also a dropside pickupL21 ).  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 ).

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The  3rd  Generation  ‘Suzuki’  Carry L30 )

Suzuki CarryL30 ):  3rdCarry.jpg  ( 1966 – 1969 )

The new L30 Suzuki CarrytheSuzulightlabel 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 canopiedL30H ), 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 kg770 lb ).  A short lived Carry Van version of the L30L30V ) wasn’t introduced until March 1968, but offered 4-doors and a 2-piece tailgatetop and bottom ).  Bodywork was the same ahead of the B-pillar.


The  4th  Generation  Suzuki  Carry  ( L40 )

Suzuki Carry Van ( L40 ):  SuzukiCarry4th.jpg  ( 1969 – 1972 )

In July 1969 the Giugiaro designed ( L40 ) Carry was introduced.  In November 1969, a van version with 2 opening side doors and a top-hinged rear gate was added.  Giugiaro’s design was more obvious in the Carry Van, 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 PS18 kW ) reed valve version of the now venerable FB engine.  Dimensions, dictated by kei-car regulations, remained 2,990 mm × 1,295 mm117.7 ins × 51.0 ins ) and 359 cc21.9 cu in ).  Maximum load was 350 kg770 lb ) for the truck, and 300 kg660 lb ) for the van versions.  Top speed increased considerably to 95 kph59 mph ).

Suzuki CarryL40 ):    ( 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 CCISCylinder Crank Injection and Selmix ) lubrication system.  This engine also found its way into to the recently introduced LJ10 Jimny.  Torque was 3.7 kg/m36 N/m, 27 lb/ft ) @ 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 3 months before an ( L50 ) Van took its place.


The  5th  Generation  Suzuki  Carry  ( L50 / L60 )

Suzuki Carry ( L50 ) facelift:  SuzukiCarry5th.jpg  ( 1972 – 1976 )

The 5th GenerationL50 ) Carry debuted in May 1972, followed by a new Carry Van in August 1972.  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, otherwise similar to the previous engine but now with 28 hp21 kW ).  Max load was back up to 350 kg770 lb ).

Carry Van Super DeLuxeL50V ):  SuzukiCarry5thvan.jpg SuzukiCarry5thvanrear.jpg  ( 1972 – 1973 )

In December 1972, a 5-door VanL50VF ), with sliding side doors was added.  3 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 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 & 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.


The  6th  Generation  Suzuki  Carry  ( ST10 / ST20 )

Carry TruckST20 ):  Suzuki-CarryWide.JPG  ( 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 539cc 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  to accommodate the door handles.  There was also an ( ST11 ) version with a drop-side bed.

Suzuki CarryST20 ):    ( rear view )

Soon after, in September 1976, the interim ( ST10 ), only built for 4 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 1976, the ST20 Van took its bow, this version was 4 cm1.6 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 CarryST20 ):    ( facelift model )

There was also an ( ST20K ) model available.  The ‘K‘ referred to the ‘truck like‘ nature of the vehicle in that it had 3 drop-sides as opposed to the utility version which had only a tailgate and formed sides.  The ST20 range retained the 3-cylinder 539cc 2-stroke engine of the ST10 and had a carrying capacity of 350 kg772 lb ).  Maximum power remained 26 PS19 kW ) @ 4,500 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 October 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.


The  7th  Generation  Suzuki  Carry  ( ST30 / ST40 )

Suzuki Carry Van 7G:  1981 Suzuki ST90.jpg  ( 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 marketJDM ) for 8 straight years.  In October 1980, the domestic market Carry became available with the new 543cc 4-stroke F5A engineST40 ), although the 2-stroke engine remained popular.

Suzuki Carry TruckST40 ):    ( 1979 – 1985 )

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 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 / ST41 ) chassis code.  A 4WD Van version was added in November 1982.

Suzuki Every 4WDST41 ):    ( 1982 – 1985 )


The  8th  Generation  Suzuki  Carry  DA / DB71 )

Suzuki Carry 8G:  Suzuki Carry 013.JPG  ( 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 ( DA41 / 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‘, & ‘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.

Super Carry Van:    ( 1986 )

The  Facelifted  ( DA / DB51 )

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 657cc engine provided somewhat more power, ranging from 38-58 PS28 – 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 PS31 kW ), but only 6 months later the DA / DB51 was replaced by the re-bodied 9th Generation Carry and Every.

1990 Every 660cc Turbo Aero-tune:    ( DA51V )

1990 – 1991 Carryfacelift ):    ( DA51T )

1990 – 1991 Every Van:    ( 2nd Generation )


[ The  9th  Generation  Suzuki  Carry ]

DC / DD51T / DE / DF51V )

Autozam Scrum badged Carry:  2nd Mazda Scrum.jpg  ( 1991 – 1999 )

The 9th Generation Carry and 3rd Generation Every appeared in September 1991.  The 657cc 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 RZ Super Multi RoofDE51V ):    ( 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 )


[ The  10th  Generation  Suzuki  Carry ]

Suzuki Carry Truck 10G:    ( 1999 – 2002 )

The 10th Generation Carry was introduced in January 1999.  It retained the F6A engine albeit modernised and was sold as the ( DA / DB52 ) (‘T‘ & ‘V‘) Carry Truck or Every Van, ‘DB‘ signifying 4WD.  This marked the end of using Carry badging on vans in the Japanese domestic market.  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 660cc 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.

[ The  Suzuki  Every  5th  Generation ]

The 5th Generation Suzuki Every was introduced in Japan in May 2005 and lasted until 2015.


The  11th  Generation  Suzuki  Carry  ( 2013 ~)

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The 11th Generation Carry was introduced in August 2013, followed by the 6th Generation Every in February 2015.


Interestingly, early Suzuki Carry’s 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 !!

Image result for computer games clipart  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): 

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