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Suzuki Carry

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Suzuki Carry

Suzuki Carry
Manufacturer Suzuki
Also called Bedford Rascal
Holden Scurry
Maruti Omni
Maruti Versa
Mazda Scrum
Ford Pronto
Suzuki Bravo
Vauxhall Rascal
Production 1961–Present
Body and chassis
Class Kei truck

The Suzuki Carry is a kei truck produced by the Japanese automaker Suzuki. The microvan version was originally called the Carry van until 1982 when the van was renamed as the Suzuki Every (Japanese: スズキ・エブリイ). In Japan, the Carry and Every are Kei cars but the Suzuki Every Landy, the bigger version of Every, had a longer hood for safety purposes and a larger 1.3-liter 86 hp (63 kW) four-cylinder engine. They have been sold under a myriad different names in several countries, and holds the distinction of being the only car ever offered both with Chevrolet and Ford badges.[1]


In their home market, the Carry truck and van (and Every van) compete with a number of similarly sized vehicles, such as the Honda Acty, the Subaru Sambar, the Mitsubishi Minicab, and the 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 their focus on "Light Cars" (better known as Kei jidosha).

Suzulight FB/FBD

First generation
1964–1965 Suzulight Carry Van FBD
Also called Suzulight Carry
Production 1961-1965
Assembly Iwata, Shizuoka, Japan
Body and chassis
Body style 2-door pickup
3/4-door van
Layout FMR layout
Engine 359 cc FB two-stroke I2

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".[2] 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 was to remain 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)

Second generation
1965–1969 Suzulight Carry L20
Also called Suzulight Carry
Production 1965-1969
Assembly Iwata, Shizuoka, Japan
Body and chassis
Body style 2-door pickup
4-door van
Layout FMR layout
Engine 359 cc "FB" two-stroke I2

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.[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 cab-over L30 Carry, ending only with the 1969 introduction of the L40.

Third generation (L30)

Third generation
1966–1969 Suzuki Carry L30
Production 1966-1969
Assembly Iwata, Shizuoka, Japan
Body and chassis
Body style 4-door van
2-door pickup
Layout FMR layout
Engine 359 cc "FB" two-stroke I2

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 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).[5]

A short lived Carry Van version of the L30 (L30V) wasn't 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.[6]

Fourth generation (L40)

Fourth generation
1969–1972 Suzuki Carry Van L40
Production 1969-1972
Assembly Iwata, Shizuoka, Japan
Body and chassis
Body style 5-door van
2-door pickup
Layout FMR layout
Engine 359 cc "FB" two-stroke I2
Wheelbase 1,745 mm (68.7 in)[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. On the other hand, the L40 did benefit from an updated, 25 PS (18 kW) reed valve version of the now venerable FB engine.[8] 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. Top speed increased considerably to 95 kilometres per hour (59 mph).[5]

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.[9]

Fifth generation (L50/60)

Fifth generation
1975-76 Suzuki Carry L50 (facelift)
Production 1972-1976
Assembly Iwata, Shizuoka, Japan
Body and chassis
Body style 5-door van
2-door pickup
Layout FMR layout
Engine 359 cc "L50" two-stroke I2
446 cc "L60" two-stroke I2

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).[5]

1972–1973 Suzuki Carry Van Super DeLuxe L50V

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.[10]

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"[11] 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.[9]

Sixth generation (ST10/20)

Sixth generation
ST20 truck
Production 1976-1979
Assembly Iwata, Shizuoka, Japan
Body and chassis
Body style 4-door van
2-door pickup
Layout FMR layout
Engine 539 cc LJ50 two-stroke I3
797 cc F8A I4
  • 1,745 mm (68.7 in) (ST10)
  • 1,840 mm (72.4 in) (ST20)
  • 3,035 mm (119.5 in) (ST10)
  • 3,155 mm (124.2 in) (ST20V)
  • 3,195 mm (125.8 in) (ST20 truck)
  • 1,295 mm (51.0 in) (ST10)
  • 1,395 mm (54.9 in) (ST20)

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 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.[12][13] There was also an ST11 version with a drop-side bed.

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.[13] 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, 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.[14] In October 1977 the ST20 underwent a light facelift, with increased equipment and all versions (excepting the base truck) now featuring a front grille.[12]

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 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. The ST20 Carry was also produced in Indonesia until at least 1983, where it was nicknamed "Turungtung".[15] 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.[16]

Also 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.[12] This heralded the development of the future "Every" range of passenger microvans.

ST20U facelift version as a Songthaew. This grille appeared in October 1977.

Seventh generation (ST30/40/90)

Seventh generation
1981 Suzuki Van (ST90)
Also called Suzuki Every (passenger van)
Suzuki Bolan (van, Pakistan)
Suzuki Ravi (pick-up, Pakistan)
Ford Pronto (Taiwan)
Maruti Omni (India)
Mitsubishi Colt T120SS (Indonesia)
Production 1979–1985
1979-present (Pakistan)
Assembly Iwata, Shizuoka, Japan
Chung Li, Taiwan (Ford Lio Ho)[17]
Body and chassis
Body style 5-door van
2-door pickup
Layout Front mid-engine, rear-wheel-drive or four-wheel-drive
Engine 539 cc LJ50 two-stroke I3
543 cc F5A I3
797 cc F8A I4

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.[18] For export markets, the ST90 version was equipped with the larger four-stroke F8A engine of 797 cc. 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.[19]

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.[19] 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.[19]

1979–1985 Suzuki Carry truck (ST40) 
1982-1985 Suzuki Every 4WD (ST41) 

Suzuki Bolan

In Pakistan, Pak Suzuki Motors, a relatively smaller affiliate of the Suzuki Motor Corporation, 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.

Ford Pronto

The Ford Pronto is a rebadged Suzuki Carry ST, which was manufactured between 1985 and 2007[20] 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.


Mitsubishi Colt T120SS standard deck

In Indonesia the Suzuki Carry and Super Carry were assembled by P.T. Indomobil beginning in 1983, fitted with the well-known 970 cc F10A engine with 44 PS (32 kW). It received a redesign around 1991 following the introduction of the 1.3 liter Daihatsu Zebra; somewhat larger it was now 3,700 mm (146 in) and also ten centimeters wider. This was still built into the 21st century, alongside the larger yet Carry Futura. This has a wheelbase of 1,970 mm (78 in), length 3,875 mm (153 in), and width 1,570 mm (62 in)). It has a 1360 cc engine, later enlarged to 1590 cc.

For the Indonesian market, The Carry Futura is also offered as the 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.[1] Overall length is 3,720 mm (3,940 mm for the "3-way wide deck" version).[21]

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) carbureted 4G17 or the bigger 1.5 L (1,468 cc) fuel injected 4G15. The smaller engine puts out 78 PS (57 kW) at 6,000 rpm,[21] while the larger unit (to Euro 2 emissions standards) produces 86 PS (63 kW) at 5,750 rpm.[22] Both engines feature three valves per cylinder. The bare chassis version is usually converted into a bus by local bodybuilders, for use as an Angkot, or share taxi.

Eighth generation (1985–1991)

Eighth generation
Also called
Production 1985-1991
Assembly Iwata, Shizuoka, Japan
Body and chassis
Body style 2-door pickup
5-door van/microbus
Layout Front mid-engine, rear-wheel-drive or four-wheel-drive
Engine 539 cc LJ50 two-stroke I3
543 cc F5A I3
547 cc F5B I3
657 cc F6A I3
797 cc F8A I4
970 cc F10A I4
Transmission 4/5-speed manual
3-speed automatic
Wheelbase 1,840 mm (72 in)
Length 3,175–3,275 mm (125–129 in)
Width 1,395–1,475 mm (55–58 in)
Height 1,675–1,800 mm (66–71 in)
Curb weight 600–780 kg (1,323–1,720 lb)

The eighth generation Carry (and second generation Every) appeared in March 1985.[23] It was modernized and the range again expanded, with a more powerful fuel injected 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. In May 1989 the more modern multi-valve F5B engine was added to the lineup; it received the DA/DB41 chassis code.[23] This new engine also became available in the badge-engineered Autozam Scrum, sold by Mazda.


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.[23] 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.[24] The smallest engine received an upgrade in March 1991, increasing power to 42 PS (31 kW), but only six months later the DA/DB51 was replaced by the re-shelled ninth generation Carry and Every.[24]

1990 Suzuki Every 660 PS Turbo Aero-tune (DA51V) 
1986–1993 Suzuki Super Carry van 
1990-1991 facelifted Carry (DA51T) 

Export models

Post-1985 European market Suzuki carries still used the 797 cc four-cylinder F8A familiar from the ST90 Carry, while Super Carrys were equipped with the F10A 970 cc four. Power outputs were 37 and 45 PS respectively (27.5 and 33 kW), top speeds were 110 and 115 km/h. Heftier bumpers meant overall length was up 10 cm, for a total of 3,295 mm.[25] Later Super Carrys received the same 1.3 liter inline-four as fitted to the Samurai. 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.[26]

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".[27] The Super Carry continued in production in Vietnam for local markets until at least 2010, with a Euro 2 emissions compliant engine.[28]

Bedford Rascal

Bedford Rascal
Manufacturer Bedford Vehicles
Vauxhall Motors
Also called Vauxhall Rascal
GME Rascal
Production 1986–1993 (England)
1993–1999 (Japan)
Assembly Luton, United Kingdom
Body and chassis
Body style 5-door van
2-door pickup
Layout Front mid-engine, rear-wheel-drive
Engine 970 cc (1.0 L) F10A I4[29]
Transmission 4/5-speed manual[30]
Length 3,295 mm (129.7 in)[29]
Width 1,395 mm (54.9 in)[29]
Height 1,780 mm (70.1 in)[29]
Curb weight 755 kg (1,664 lb)[29]

The Bedford Rascal (later Vauxhall Rascal), also built as the Suzuki Super Carry is a microvan that was developed as a joint venture between General Motors (GM) and Suzuki.[30] It was sold under GM's British-based Bedford marque as well as in Suzuki form. Other names were used in a few international markets, such as GME (General Motors Europe) for those continental European markets where Suzukis were generally not marketed and where the "Bedford" and "Vauxhall" brands were largely unknown.

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). Alongside the Bedford, the Suzuki-branded twin was manufactured for the European market (where Bedford is a less established brand).

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.[30] 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.


  • 1986: launched
  • 1990: re-badged as the Vauxhall Rascal, as the Bedford marque was being retired
  • 1993: production moved to Japan, where it was made until 1999

Mostly sold as vans, pickup and camper versions were also made.

GME Rascal, for continental European markets 
Rear view of Rascal pick-up 

Ninth generation (1991–1999)

Ninth generation
Ninth generation (Autozam Scrum)
Also called Autozam Scrum
Production 1991-1999
Assembly Iwata, Shizuoka, Japan
Body and chassis
Body style 2-door pickup
4-door van/microbus
Layout FMR layout, rear-wheel drive / four-wheel drive (Carry)
mid-engine, rear-wheel drive / four-wheel drive (Every)
Engine 657 cc F6A I3
Transmission 5-speed manual
3-speed automatic
Wheelbase 1,855 mm (73 in) (Carry)
2,000 mm (79 in) (Every)
Length 3,295 mm (130 in)
Width 1,395 mm (55 in)
Height 1,715–1,865 mm (68–73 in)
Curb weight 650–720 kg (1,433–1,587 lb)

The ninth generation Carry (and third generation Every) appeared in September 1991.[24] 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).[24]

The ninth 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 ninth generation Carry was available, it was sold as the SK306. In late 1997 the retro-styled Suzuki Every C arrived.[1]

Facelifted 1993-1999 Suzuki Carry Van (DE51V) 
1991-1993 Suzuki Every 660 Turbo RZ Super Multi Roof (DE51V) 

Tenth generation (1999-2005)

1999-2002 Suzuki Carry truck

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] 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 eleventh generation in May 2002, but the Every Van and Wagon continued to be of the tenth generation until replaced in May 2005, as the two lines continued a process of divergence begun with the introduction of the Every in 1982.

Suzuki Every Landy

Suzuki Every Landy
Manufacturer Maruti Suzuki
Also called Suzuki Every Plus
Maruti Versa
Production 1999-2005 (Japan)
2001–2009 (Maruti)
Assembly Japan
Gurgaon, India
Body and chassis
Class Microvan
Body style 4-door van
Layout FMR layout
Engine 1298 cc G13B I4
Transmission 5-speed manual
4-speed automatic
Wheelbase 2,350 mm (92.5 in)
Length 3,675–3,705 mm (144.7–145.9 in)
Width 1,505 mm (59.3 in)
Height 1,905 mm (75.0 in)
Curb weight 930 kg (2,050 lb)
Successor Maruti Eeco (India)

The Every Landy, originally sold as the Every Plus, was an enlarged seven-seater 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 original Every Plus, introduced in June 1999. The name was changed in May 2001, accompanied by a facelift introducing a large chromed grille.

With Carry badging (chassis D32), truck, van, and microbus versions of the Every Plus/Landy were sold in various right hand drive export markets. The bus model was also sold as the Suzuki E-RV in Malaysia. At least the truck version was also available with four-wheel drive.[31]

  • Weight:
    • 2WD: 1,010–1,040 kg (2,230–2,290 lb)
    • 4WD: 1,050–1,080 kg (2,310–2,380 lb)
  • Maximum output: 82 PS (60 kW) at 6,000 rpm
Maruti Versa

The Maruti Versa was a clone of the Suzuki Every Landy 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.[32] The Versa was discontinued in late 2009, after only having been built to order in small numbers for some time.[33]

There are two basic versions of this car in production; the two 8-seater DX/DX2 versions and the 5-seater STD version. The DX2 version of the Versa is equipped with twin air conditioners for front and rear. The Versa has the same 16-valve, 1.3-liter 4-cylinder engine generating 82 hp (61 kW) at 6000 rpm as does the Every Landy. 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.[34] The Versa can reach from 0–60 mph in 13.5 seconds.[34]

Chang'an SC6378 Star

Export versions

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.

Alternative badges

The Suzuki Carry has been marketed under several different badges around the world: Bedford Rascal (UK), GME Rascal (France), Daewoo Damas (Worldwide), Chevrolet Super Carry (Colombia and Venezuela), Chevrolet CMV/CMP (Central America), Holden Scurry (Australia), Maruti Omni, Maruti Versa (India), Ford Pronto, Mazda Scrum, and Mitsubishi Colt T120SS.

Daewoo Damas

Daewoo Damas & Daewoo Labo
Manufacturer Daewoo Motors (1992-2011)
GM Korea (2011-present)
Also called Chevrolet CMV
Chevrolet CMP
Production 1991–present
Assembly Changwon, South Korea
Asaka, Uzbekistan (UzDaewoo)
Body and chassis
Body style 5-door van
2-door pickup
Layout FMR layout
Engine 797 cc (0.8 L) I4

The Daewoo Damas is a rebadged version of the Suzuki Carry produced by South Korean automaker Daewoo since 1991.[35] 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.[36]

In some export markets, the Daewoo Damas was known as the Daewoo Attivo and since GM's 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.[35]

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. Two main choices of the Labo body type are the cube van and the drop-side pickup truck. The pickup has an optional electric tailgate lift.

The Damas is the predominant form of public transport in Uzbekistan – so much so that other busses, such as Mercedes microbuses, are called「Big Damas」. In Damas Marshrutkas, generally far more than 7 passengers are crammed.

Both the Damas and Labos are only available with a manual transmission. Air conditioning is optional. But the 0.8-litre engine hasn't got sufficient power to both carry cargo swiftly and deliver cold air from the aircon unit at the same time without struggling. The engine struggles and shakes (potentially leading to a stall) if you try both. However, for its purpose, the car is excellent, reliable, durable and nippy around town and outskirts, as long as speeds over 100 km/h (62 mph) are not required - beyond which the car becomes uncomfortable.

VIDAMCO of Vietnam produces the Damas in complete knock-down kit.

Maruti Omni

Maruti Omni
Manufacturer Maruti Suzuki
Also called Maruti Van
Production 1984–present
Assembly Gurgaon, India
Body and chassis
Class Van
Body style Microvan
Layout FMR layout
Related Maruti Versa
Maruti WagonR
Engine 796 cc (0.8 L) I3
Transmission 4-speed manual
Wheelbase 1,840 mm (72.4 in)
Length 3,370 mm (132.7 in)
Width 1,410 mm (55.5 in)
Height 1,640 mm (64.6 in)
Curb weight 785 kg (1,731 lb)
Successor Maruti Versa

The Maruti Omni is a microvan manufactured by Suzukis Indian subsidiary Maruti Suzuki. The first version of Maruti Omni had a 796 cc (49 cu in) inline-four engine, same as the Maruti 800 city car. Sold simply as the Maruti Van, this was the second vehicle to be launched by Maruti. It arrived one year after the 800, in 1984. The name was changed to "Omni" in 1988. It received a facelift in 1998,[37] and further minor revisions in 2005, when improvements were made to the exterior and the interior, and new colours became available.[38] Later version of the Omni includes the:

  • Omni (E), released in 1996, an 8-seater microbus version
  • 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.[39]
  • 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 Omni could be divided into two categories: the family version and the cargo version. The newer family version has two extra seats directly behind the front seating and facing away towards the rear of the van making it an eight seater. Older versions are modified by individual owners to add additional capacity this way. The cargo version is completely devoid of back seats. Both versions have sliding back doors and hatchbacks.[40]

The Omni (E) has the following official specifications (2010):[41]

Name Vehicle Specifications
Max. Speed: 100 km/h (62 mph)
Initial acceleration: 0-60 km/h (37 mph) in 10 seconds
Fuel: Petrol
Fuel consumption in city: 13–14 km/L (7.7–7.1 L/100 km)
Fuel consumption on highways: 16–17 km/L (6.3–5.9 L/100 km)
Power: 37 bhp (28 kW) at 5,000 rpm
Construction: Cast iron
Displacement: 796 cc
Ignition: Multipoint fuel injection
Layout: 3-cylinder in-line
Max. Torque: 62 N·m (46 ft·lbf) at 3,000 rpm
Valve train: 2 valves per cylinder
Transmission: Manual- 4-speed
Front Suspension: McPherson strut with gas filled shock absorbers
Rear Suspension: Leaf spring with shock absorbers
Front Brakes: Booster Assisted Disc
Rear Brakes: Drum
Tyres: 145 R-12 LT 6PR (Radial)

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



  • Ozeki, Kazuo (2007). Suzuki Story: Small Cars, Big Ambitions. Tokyo: Miki Press. pp. 94–95.  
  1. ^ a b c d e Martin Schaefers. "Japanese Kei Minivans". Far East Auto Literature. Archived from the original on 2010-07-29. 
  2. ^ Ozeki, pp. 94-95
  3. ^ 360cc: Light Commercial Truck 1950-1975 (360cc 軽商用貨物自動車 1950-1975). Tokyo: Yaesu Publishing. 2009. pp. 42–44.  
  4. ^ 1965 Suzuki Suzulight Full Lineup catalog, available at Product Design Database
  5. ^ a b c Light Commercial Truck 1950-1975, p. 44-45.
  6. ^ Ozeki, p. 72d
  7. ^ Suzuki Service Manual: Carry L40/L41/L40V (Manual), Hamamatsu, Japan: Suzuki Motor Co. Ltd., p. 8 
  8. ^ Ozeki, p. 97
  9. ^ a b Ozeki, p. 98
  10. ^ Suzuki L60/L61 (catalog), Suzuki Motor Company, 1975, p. 1 
  11. ^ New Model Technical Bulletin: Suzuki L60/L61/L61V Truck and Van. Suzuki Motor Company. September 1975. NT7110. 
  12. ^ a b c MX41 accessdate = 2013-09-26. スズキキャリイの軌跡(の一部) [Trajectory of the Suzuki Carry (part)]. ボール紙の車庫(仮)[Cardboard Box Garage] (in Japanese). 
  13. ^ a b "自動車ガイドブック [Automobile Guide Book]" (in Japanese) 23. Japan:  
  14. ^ スズキ キャリー Wide 550 [Suzuki New Carry Wide 550] (brochure) (in Japanese), Suzuki Motor Co, September 1977, p. 8, (52.J) 99999 - 30101 - 000 
  15. ^ Hudaya, Didih (2010-11-19). "Klasik, "Fancy", dan Cantik" [Classic, "Fancy", and Beautiful].  
  16. ^ Trisulo, Bambang; Samudra, M; Firmansyah, Arif (2003). Arsip mobil kita: Tamasya sejarah seabad perjalanan mobil di Indonesia [Our cars archive: Sightseeing through a century of the car in Indonesia] (in Indonesian). Jakarta: PT Temprint. p. 109.  
  17. ^ "Facilities | Ford Motor Company Newsroom". Retrieved 2010-07-27. 
  18. ^ 実績が示す— スズキ・キャリィの優秀性 (stockholders' report) [Results indicate: the superiority of the Suzuki Carry!] (in Japanese), Suzuki Motor Co, 1979, pp. 1–2 
  19. ^ a b c Ozeki, p. 99
  20. ^ "福特好幫手一代報紙廣告數則(Ford Pronto) - 小七的車觀點:管他汽車、機車、腳踏車;只要是車,無所不談! - Yahoo!奇摩部落格". 2008-09-15. Retrieved 2010-07-16. 
  21. ^ a b Mitsubishi Colt T120SS, PT Krama Yudha Tiga Berlian Motors, p. 2, retrieved 2011-07-21 
  22. ^ Mitsubishi Colt T120SS 1.5L MPI, PT Krama Yudha Tiga Berlian Motors, retrieved 2011-07-21 
  23. ^ a b c Ozeki, p. 100
  24. ^ a b c d Ozeki, p. 101
  25. ^ Mastrostefano, Raffaele, ed. (1990). Quattroruote: Tutte le Auto del Mondo 1990 (in Italian). Milano: Editoriale Domus S.p.A. pp. 992–994. 
  26. ^ Wren, Tim (June 1986). "Light Match". TRUCK (London, UK: FF Publishing Ltd): 76. 
  27. ^ Lever, R. (1986-02-05). "Little cars are big on economy".  
  28. ^ Siêu Thị Ô Tô [Car Supermarket] (in Vietnamese) (Hanoi: Công ty Sông Thanh Ô Tô) 14: 97. March 2011. 
  29. ^ a b c d e "Car Specifications - 1990 SUZUKI SUPER CARRY". Retrieved 2010-11-25. 
  30. ^ a b c Haynes Manual Bedford/Vauxhall Rascal and Suzuki Supercarry 1986–1994
  31. ^ "Suzuki Carry 4x4". Retrieved 2013-08-27. 
  32. ^ "Article in Business Line Magazine". 2001-10-25. Retrieved September 15, 2006. 
  33. ^ "Maruti to replace Versa with new multi-purpose van". 2009-11-23. Retrieved 2013-09-16. 
  34. ^ a b "Review and stats on Maruti Versa by". Retrieved September 15, 2006. 
  35. ^ a b Limb, Jae-un (2010-06-14). "Blast From the Past #24:Tall, slim mini-trucks for narrow roads". Korea JoongAng Daily. Retrieved 2011-07-02. 
  36. ^ "Daewoo Damas / Labo gate page" (in Korean). GM Korea. Retrieved 2011-09-29. 
  37. ^ "Maruti Suzuki Omni". CarWale. Retrieved 19 January 2014. The last major facelift was in 1997 – that’s more than a decade ago! 
  38. ^ "Maruti upgrades Omni". Times Of India. 10 April 2005. Retrieved 19 January 2014. Maruti's most popular multi-utility vehicle Omni flaunted a new exterior and a more functional interior when the domestic carmaker launched its upgraded Bharat-III norm version. [...] The new Omni has a different front grille, clear lens headlamps, graphics on the side of the body and a new rear view mirror. There is a choice of several new colours like crystal gold, icy blue, bright red and Caribbean blue now being offered alongside the earlier silky silver and superior white. 
  39. ^ Official TimeLine of Maruti Udyog
  40. ^ Models Info from
  41. ^ "Omni (5-seater) BS-II Tech Spec Sheet from". Retrieved 2010-11-25. 

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