Suzuki Alto

In Japan, the Alto badge was originally meant to be for the commercial use version of the Fronte passenger car. The word "alto" is a musical term. When introduced, the Alto was only available as a three-door "light van" and with bare-bones equipment. However, Suzuki generally did not use the "Fronte" badge in export, usually calling all versions "Alto" abroad. Most early export Altos were thus technically speaking rebadged Suzuki Frontes. These were exported with changes such as enlarged engines, sometimes modified bodywork. Thus the Japanese SS40 Fronte became the SS80 Alto with a 660 cc engine abroad. The Alto badge gradually took over in Japan as well, as the distinction between kei commercial vehicles and passenger cars was diminished in early 1989. The Fronte line was retired in March 1989. The Alto plate has been used on export versions of various Indian-built derivatives since the early 1990s, as neither cars are restricted by the kei rules and Indian cars are also considerably cheaper than Japanese-built ones. Thus, the European-market models were actually: • 1981–1984: SS40 Fronte with a 796 cc three-cylinder engine (SS80F/G). • 1984–1994: CA/CB91 Alto/Fronte (also referred to as SB308) with the same F8B engine as the SS80. • March 1994–2002: Maruti Zen (a wider version of the Suzuki Cervo Mode), with a 993 cc engine. • 2002–2009: Maruti Suzuki Alto (based on the HA12 Alto), with a 1061 cc four-cylinder engine. Sold until 2012 in other markets. • 2009–2014: Maruti Suzuki A-Star, with a 998 cc engine. In 2014, the Suzuki Celerio replaced the Alto in Europe and many other export markets. Outside of the Japanese domestic market, the Alto badge remains used on the second generation of Indian-built Maruti Altos which is generally sold as a Suzuki in export markets. ==First generation (1979)==

| 539 cc T5B two-stroke I3 (SS30) | 543 cc F5A I3 (SS40) | 796 cc F8B I3 (SS80, export only) }} }} The first generation (SS30V/40V), introduced in May 1979, is a three-door cargo version of the Fronte passenger car, equipped with a folding rear seat. Front suspension comprised coils struts, with leaf springs at the back. The steering was of the recirculating ball type, and four-wheel drums were used. On introduction, the Alto received the T5B two-stroke (SS30) three-cylinder engine, producing at 5500 rpm. The Alto was a "micro sensation" when introduced, largely due to its rock bottom price of ¥470,000 (circa $1,900 in 1979, at a time when the cheapest Ford Pinto cost $4,999 in the US). This low price was made possible by a number of Japanese special concessions for commercial vehicles: most notably, the engine was subject to less stringent emissions rules and did not require expensive twin catalysts. Two fewer doors provided another saving, as did the exemption from commodity tax. The Alto's success changed the kei-car market, and other producers such as Subaru (with the "Family Rex") quickly followed suit with cut-price "commercial" vehicles that were really intended for private use. The Alto helped Suzuki move into seventh place in Japanese production for cars and trucks. In the last full year of production for this generation, it was still by far the best selling Kei car, with the Alto outselling the passenger-oriented Fronte at a rate of about five to two. In May 1980, a fully automatic two-speed option was added to the Alto SS30. In January 1981, the F5A four-stroke from the Fronte was also made available for the Alto; although it only had a single-barrel carburettor, it too put out but at 6,000 rpm. Torque was considerably lower, however, down from . 1981 was also when it became available in the United Kingdom, as Suzuki began selling cars there that year. In export markets, the Alto name was used for the passenger car versions (chassis codes with trailing letter "S") as well as on commercials (ending in "V"), while the van was marketed as the "Suzuki Hatch" in Australia. The four-doors were not proper hatchbacks, only featuring an opening rear window. Export cars were also available with twelve-inch wheels, unlike the domestic versions which only used ten-inch units until the introduction of the 4WD version in October 1983. The 4WD "Snow Liner" thus gained an extra of ground clearance. Most export Altos were passenger car versions (which used the "Fronte" badge in the Japanese domestic markets), and usually received the F8B engine and the SS80 chassis code. The 800 had better performance, and due to the higher possible gearing it saw an improved fuel mileage as well - by about ten percent according to Suzuki. While Suzuki held on to the two-stroke engine concept for a half decade longer than any of its Japanese competitors, market pressures and ever tightening emissions regulations eventually spelled its end and it was discontinued in the Alto by September 1981. The Jimny, however, did use the same engine (called LJ50 in the Jimny) as late as 1987. Between 1983 and 1986, this generation Alto was built in India as the Maruti Suzuki 800. By 1984, the 800 cc Alto/Fronte (called "FX") were introduced in Pakistan and were locally manufactured by Pak Suzuki Motors along with the 1000 cc Jimny (SJ410). Suzuki Hatch (Australia) In Australia, the SS40V was sold as the Suzuki Hatch, only available as a two-seat commercial vehicle. This meant it was taxed at 35 percent duty as opposed to 57.5 percent for passenger cars, and sales were not affected by Australia's then-quota on import cars. The Hatch originally offered a single-carburetted engine with at 6000 rpm and at 4000 rpm. The side rear windows were covered with fibreglass by default, with glass panels optional. The only other option was air conditioning. The Hatch was by far the cheapest new car sold in Australia at the time, although equipment was limited: the buyer received standard vinyl seats and mats and cross ply tires, with the only concession to luxury being a push-button AM radio. M. W. Suzuki in Victoria, Suzuki's distributor for Southern Australia, introduced the "800 pack" in January 1981 that included the motor. The pack also added steel-belt radial tyres, 12-inch wheels (up from 10-inch), front-wheel disc brakes and bolder bumpers front and rear. ==Second generation (1984)==

| 1984–1988 (Japan) | 1995–2010 (China) | 1986–2014 (India) | 1988–2019 (Pakistan) }} | Japan: Kosai, Shizuoka | China: Chongqing (Changan Suzuki) | China: Xiangtan (Jiangnan, Zotye) | India: Haryana, Gurgaon (Maruti Suzuki) | New Zealand: Whanganui | Pakistan: Karachi (Pak Suzuki) }} | 543 cc F5A 6-valve SOHC I3 | 543 cc F5A 6-valve SOHC turbo I3 | 543 cc F5A 12-valve DOHC I3 | 543 cc F5A 12-valve DOHC turbo I3 | 796 cc F8B 6-valve SOHC }} }} The second generation (CA71) was introduced in September 1984. This generation Alto echoed the design of the GM M-platform that underpinned the 1983 Suzuki Cultus. It continued with the F5A engine of the SS40, but also became available with turbocharged and multi-valve engines thereof, mainly in the "Works" series. In December 1984, a four-wheel-drive version (CC71) was added; until it arrived Suzuki had kept the four-wheel-drive version of the first generation Alto (SS41) on offer. Performance versions of the Alto family first appeared in September 1985, when a fuel injected and turbocharged engine with was made available; this could also be had in combination with four-wheel-drive. The Alto Turbo gradually acquired more performance-related modifications until the long running Alto Works version was introduced in February 1987. This was the first kei car to reach the legal limit of . It acquired considerable popularity, with models of it still made by Fujimi. A five-door body became available on the Alto in October 1985. This was superficially identical to that of the Fronte's, but the rear seat folded flat and it was technically speaking a commercial vehicle. This was the first five-door commercial of its kind in Japan, and was originally a special model introduced to celebrate the one millionth Alto produced. The CB model code was not used on the Alto in Japan, as it signifies the passenger car version which was still sold as a Fronte in the home market. In July 1986, the CA/CC71 received a rather thorough facelift. New wraparound headlights, a new dash and interior heralded the new available ITL rear suspension (Isolated Trailing Link), a three-link rigid setup. Some lower end models retained the earlier leaf sprung rigid axle; those with ITL received the CA/CC72 chassis code. A "Walkthrough Van" was introduced in January 1987, while at the other end of the spectrum, the personal coupé Cervo on the CA/CC72 base was introduced in 1988 with a new F5B engine. In August 1987, higher spec Altos became available with a three-speed automatic rather than the two-speed unit that had been used before. File:Suzuki Alto Juna rear.jpg|Suzuki Alto "Juna" Special Edition (CA72; rear view) File:Suzuki Alto Works RS-R.jpg|Suzuki Alto Works RS-R (CC72) File:Suzuki Alto Works RS-R rear.jpg|Rear view of Works RS-R Other markets Most export markets received the passenger car version, which would have been badged "Suzuki Fronte" in Japan, but were usually sold as Altos abroad. When equipped with the 543 cc F5A engine, the export model code is SB305. Most cars sold outside of Japan, however, received the larger (0.8 litres) F8B engine and the SB308 model code. The locally produced Alto (SB308) went on sale in New Zealand in October 1985; as with its predecessor, it was the cheapest new car available in that market. Suzuki shut down the plant on the last day of 1988, returning to importing fully built-up cars as production of all models had only been about four cars per day. Europe The 796 cc, F8B-engined CA/CB91 was sold in Europe with either a four-speed manual or two-speed automatic transmission. Export Altos were technically speaking Frontes, as this was the name used for passenger versions in Japan. They received larger bumpers, making them longer and wider. European Altos received the same facelift as the CA/CB72 did in early 1987 (a little later than in Japan), followed by a market specific facelift in January 1988, unveiled at the Brussels Motor Show. This model remained in production (latterly by Maruti Udyog) for the European market until 1993, when it was replaced by an also Maruti-built 1-litre version of the Cervo Mode, which was sold as the Alto until 2002. The Maruti 800 did continue to be available under its own name in Europe until 2004, when it could no longer pass emissions and safety requirements. File:1987 Suzuki Alto GL (8265927527).jpg|Suzuki Alto GL 3-door (pre-facelift) File:Suzuki Alto (44972554901).jpg|Suzuki Alto 800 5-door (pre-facelift) File:1991 Suzuki Alto GL (51873988794).jpg|Suzuki Alto GL 3-door (facelift) India The Suzuki Alto was produced and sold in India as the Maruti 800 between late 1986 and 2014, succeeding the previous generation which had been built there since 1983. Pakistan While the car has been long retired in other markets, it remained in production in Pakistan under the moniker Suzuki Mehran. The Pakistani version is essentially a simplified basic rebadged second-generation Suzuki Alto CA/CB91 which was sold in the Japanese and European market from 1984 to 1988. The Mehran remained in production due to its cost effective nature and cheap parts availability. In March 2019, the Mehran officially met its end after over 30 years in production, replaced by the eighth-generation Alto. China Around 1990, the China Ordnance Industries Corporation (COIC, a predecessor company to Norinco) purchased the complete rights and all machinery for manufacturing the SB308 Alto from Suzuki. COIC charged four hitherto military enterprises with manufacturing the Alto: Chongqing Chang'an, Jilin Jiangbei, Xiangtan Jiangnan, and Xi'an Qinchuan were all to switch over to civilian manufacture. Chongqing Chang'an were able to adapt Suzuki's just-in-time manufacturing (JIT) methods and were the first to market the car, in 1992. Jilin Jiangbei lost money on each car built and ended up on the brink of bankruptcy; Xiangtan Jiangnan never got production off the ground, while Xi'an Qinchuan suffered a fire and chose to develop their own design instead (a car called the Qinchuan Flyer; the company was later made part of BYD Auto). Chang'an ended up without real competition in the segment. Chang'an's productivity set a new standard for the Chinese auto industry. In 1993, Changan Automobile took over production of the Alto. The Changan Suzuki SC7080 Alto was produced with the same F8B engine as used in other export markets, and was replaced by the facelifted SC7081 Alto/City Baby/Little Prince/Happy Prince in 2001. The top-of-the-line Happy Prince, discontinued in 2007, used the sportier looking front bumper, grille, and bonnet of the Alto Works. Citing lower sales and stating that upgrading the design to meet new regulations would not be cost effective, Chang'an ended production of the old Alto on 28 July 2008. A total of 504,861 were built by Chang'an Suzuki between 1993 and 2008. As of December 2010 Zotye's Jiangnan Alto is one of the cheapest car in the world, with a price tag of $2830. The entry-level model comes with the F8B three-cylinder . An inline-four engine with a displacement of and an output of was also available. The Jiangnan TT was eventually replaced by the Zotye Z100 in 2010. == Third generation (1988)==

| 547 cc F5B 6/12-valve SOHC I3 | 547 cc F5B 6-valve SOHC turbo I3 | 547 cc F5B 12-valve DOHC I3 | 547 cc F5B 12-valve DOHC turbo I3 | 657 cc F6A 6/12-valve SOHC I3 | 657 cc F6A 6-valve SOHC turbo I3 | 657 cc F6A 12-valve DOHC turbo I3 }} | 4/5-speed manual | 3-speed automatic }} | (550 cc) | (660 cc) }} }} The third generation (CL/CM11) replaced the CA71 in September 1988. This was the last generation of Alto to have an associated Fronte model. It had strikingly angular styling, with an unusual glazed C-pillar on the 5-door. Another curiosity of this generation was the availability of a version with sliding doors on both sides (initially; the layout was changed in 1990), the "Slide Slim", intended to simplify entering and exiting in tight spaces. It also made ingress and egress easier for the old, the infirm and women in tight skirts. This door type wouldn't be used for some time until the arrival of the Toyota Porte and Peugeot 1007. When the Fronte name was discontinued in October 1989, the passenger car versions (CN/CP11) became Altos. Initially the CL11 used the 12-valve F5B engine known from the SS71 Cervo, but with an added 6-valve version in lower-spec versions. A DOHC version was also available in the Twin Cam Rl. Passenger car versions had the same engines, but all with 2 PS less due to more stringent emissions controls. The fuel-injected, 6-valve, turbocharged Works models came with an SOHC engine (FF S/X or 4WD S/R) or a DOHC version (FF RS/X or 4WD RS/R). The front-wheel-drive Works' were available with a 3-speed automatic in addition to the standard 5-speed manual. This generation was very successful at home, with Suzuki's kei car sales tripling in 1989 versus the year before. It was, however, not generally exported, and was never built by Suzuki with engines of more than 660 cc nor with left-hand-drive. Export models arrived late, only by 1993 after the earlier export version had been retired, and it was only seen in a very few places, namely New Zealand, Hong Kong, and Singapore. In most countries the earlier Alto/Fronte was replaced by an Alto-badged Maruti Zen (an Indian-built Suzuki Cervo Mode). With a 0.8-litre engine the CL11 Alto was built with left-hand-drive in South Korea, Poland, Romania and Uzbekistan as the Daewoo Tico, and also in China by Anchi. 660cc era When the Kei car standards were changed in 1990, the engine was upgraded to the (F6A), and the Alto became the CL/CM/CN/CP21 in the process. The new standards also allowed for a longer car, which meant new bigger front and rear bumper, and new headlights and grille. The 660 Alto can easiest be told by its triangular corner lamps, rather than the backwards-sloped design used on the original. The "Slide Slim" was revised and now only had a sliding door on the driver's side, coupled with two regular doors on the passenger (left) side. This was safer in accidents and also made entering and exiting easier, as the sliding door could require effort to operate and might also slam on the finger of a child. The engine lineup was changed: lower grade Van versions received a 6-valve engine, while passenger car versions (and the more expensive l'Èpo Van) got a single-cam 12-valve version. This engine was upgraded to in January 1991. 4WD versions with the three-speed automatic transmission were fuel-injected and offered three more horsepower. The F6A-engined Works RS/X and RS/R still claimed the legally limited with of torque, but the lower grade i.e. Turbo (introduced in July) received a 6-valve SOHC-engine producing and of torque (slightly more than the high-revving, twin cam RS). By October 1993, the Slide Slim bodystyle was no longer in the price lists. This type was the only third generation Alto to reach (limited) exports. The New Zealand version was mostly the same as the Japanese market five-door van model, with a cargo-oriented bare-bones trim combined with the rather soft Japanese suspension settings and light, low-geared steering. Unlike the Japanese models, however, this low spec was coupled to the (carbureted) 12-valve engine with and a standard five-speed transmission. A three-speed automatic was also available. In a period test, this model reached the 0–100 km/h benchmark in 15.9 seconds and a top speed of . Less than a hundred were built, although it continued to be available until the arrival of the next generation Alto. This model, without a backseat and with racing bucket seats in front, was classified as a van and accordingly received the CM22V chassis code, unlike the usual Alto Works. The undercoating and most creature comforts were deleted (although air conditioning remained an option) and the car sat on steel wheels, which made the car about lighter than a regular Works RS/R. Alto Hustle Suzuki also produced a version of the Alto, known as the Alto Hustle, with a raised roof behind the front seats. This was unusual in that it used a modification of the five-door Alto's body rather than a completely new body, allowing Suzuki to market it as part of the Alto family. Its appearance was similar to the Nissan AD Max van. The interior had a variety of storage compartments, including spaces above the front seat occupants' heads. The Hustle was short-lived, only being offered between November 1991 and October 1993. The engine options were mostly as for other Altos, albeit without the turbocharged offerings. The standard model has , while a 12-valve version has depending on if it was carburetted or fuel injected. The lowest and highest-powered versions were also available with four-wheel-drive, and there was also a bare bones, two-seater version (Hu-2) on offer. Suzuki Alto Hustle 002.JPG|Alto Hustle (CR22S), equipped with Alto Works sideskirts 1991 Suzuki Alto Hustle "Works" in New Canaan, interior.jpg|Alto Hustle interior == Fourth generation (1994)==

| Front-engine, front-wheel-drive (HA11/HC11/HA21) | Front-engine, four-wheel-drive (HB11/HD11/HB21) }} | 657 cc F6A SOHC I3 | 657 cc F6A DOHC I3 | 657 cc F6A SOHC turbo I3 | 657 cc F6A DOHC turbo I3 | 658 cc K6A DOHC turbo I3 }} }} The fourth-generation Alto (HA11) appeared in November 1994. The design was marked by simplicity, as Suzuki strived to return to making a more basic car. Models with significant engineering differences, namely the Slide Slim with its sliding door on one side, and the column-shift, bench seat Regina, were discontinued to cut development costs. The new Wagon R took over much of the more expensive Alto's market share, leaving the Alto to compete at the lower end of the market. The fourth generation was generally not exported, with most foreign markets instead receiving Alto-badged versions of the Indian-built Maruti Zen. There was also an Alto Van model intended for commercial use, although this section of the market was disappearing as various tax advantages had been gradually whittled away since the beginning of the decade. The Vans received HC11 or HD11 chassis codes, with the latter signifying four-wheel drive. For the sedans, model codes are HA11 or HB11 (HB for four-wheel drive), while the K6A-engined versions are HA21 or HB21. The 657 cc F6A engines were joined by a new high-performance , 658 cc K6A for the Works RS/Z model. Front-wheel drive or full-time four-wheel drive were offered, in three- or five-door sedans or as a three-door van. The Works Turbo F Limited ie/s version appeared in November 1996, offering a carbon panel, special alloy wheels, and more spoilers. In April 1997, the range received a facelift with side door impact beams and a new front design, with new marker lights beneath the headlights and a redesigned trunklid. The Alto l'Èpo P2 appeared at the same time, using a fuel injected version of the 12-valve engine with rather than the usual carburetted unit. All 12-valve models fitted with four-wheel drive and automatic transmission received a fuel injected version, as was the case since the third generation Alto. The l'Èpo models also received a new (optional) airbag. It was lighter than the regular Works RS/R, and the engine was considerably more powerful - although claimed output remained as per the regulations, torque increased from 10.5 to 11.0 kgm (at 3500 rpm for the Series 2, 4000 rpm for the Series 3). Period sources state that the engine's actual output was at least . The engine received considerable changes over the regular Works, many more than the first Works R. The throttle body and camshafts were different, while a larger HT06/RA12 turbocharger was fitted, along with 260 cc injectors and a larger intercooler (necessitating a hood scoop nearly as wide as the bonnet itself). The weight savings were only over the Works RS/Z for this model. This was the end of the Works R series of cars, foreshadowing the end of the Works badge in 2000. == Fifth generation (1998)==

| 1998–2005 (Japan) | 2000–2012 (Pakistan) | 2000–2014 (India) | 2000–2003 (Colombia) }} | Japan: Kosai, Shizuoka | Pakistan: Karachi (Pak Suzuki) | Colombia: Bogotá (GM Colmotores) | India: Manesar (Maruti Suzuki) }} | HA12 (F6A engine) | HA22 (K6A engine) | HA23 (facelift, K6A) }} | 3/5-door hatchback | 3-door van }} | Maruti Suzuki Alto | Mitsuoka Ray }} | 657 cc F6A SOHC 6/12V I3 | 657 cc F6A SOHC 6V turbo I3 | 658 cc K6A DOHC 12V I3 | 658 cc K6A DOHC 12V turbo I3 | 796 cc F8D SOHC 12V I3 (Alto 800) | 970 cc F10A SOHC 8V I4 (Pakistan) | 996 cc K10A DOHC 12V I4 (Chevrolet Alto) | 998 cc K10B DOHC 12V I4 (Alto K10) | 1061 cc F10D SOHC 16V I4 (Alto 1.1) }} | 4/5-speed manual | 3/4-speed automatic | CVT }} | | (Alto 800/1.1) | (Alto K10) }} | | (Alto K10) }} }} The fifth-generation Alto (HA12/22) was introduced in October 1998. The styling was generally more rounded, the shape of the cabin showing the Alto's relationship with the new Suzuki Kei. Suzuki designed the new Alto with an eye to reducing cost, both for themselves and for the end users. To that end, weight was reduced to a minimum, while four-wheel drive models were able to use the same bottom plate as front-wheel drive models. With sales of the 2-seat commercial versions dropping steadily, those versions (Va and Sc, with four-speed manual transmission) were now only built to order. The 658 cc K6A engine was now also available without a turbocharger, joining the turbocharged version and the familiar 657 cc F6A engines. The HA12 chassis number was for F6A-engined cars; HA22 denotes cars with the K6A engine. The turbocharged Works models were available with a 60 PS F6A engine (Alto i.e., 5MT/3AT/4AT and FWD or AWD) or a 64 PS VVT K6A (RS/Z, 5MT/4AT and FWD or AWD). The front-wheel-drive RS/Z was sold with a non-VVT K6A engine when in combination with a 4-speed automatic transmission, it too with a claimed 64 PS. Unique to this generation was a five-door version of the Alto Works. With the December 2000 facelift, the Works versions were discontinued, as the Alto family was realigned strictly as an economy version. The Suzuki Kei Sports picked up the Works' mantle. Several derivatives were produced from this generation. Suzuki produced two "classic-style" versions: the Alto C, with a deep chrome grille and a curious headlamp arrangement by which circular main lamps were joined with ovoid sidelights and indicators. This design was shared with the Alto Works. After the mid-cycle facelift, the Alto C was replaced by the C2, which had separate headlamps and sidelights and a wider grille. Mazda also sold the standard Alto as the Carol, and Mitsuoka used the Carol as a basis for their Ray. File:Suzuki Alto 511.JPG|The retro-style Alto C (HA12S) File:Suzuki Alto Works in Silky Silver Metallic (1998-2000), front right.jpg|Alto Works RS/Z 3-door (HA22S) File:Suzuki ALTO WORKS RS Z (HA22S) rear.JPG|Rear view of Alto Works RS/Z 3-door (HA22S) File:Maruthi Suzuki Alto Dashboard 03.jpg|Interior for lower models Facelift In December 2000, the fifth generation Alto received a thorough facelift, becoming the HA23. Front- and four-wheel drive models now used the same chassis number. As the Works and all other turbocharged models were discontinued, naturally aspirated versions of the new K6A became the only ones on offer, with either or in an especially efficient lean burn iteration. The K6A met the MLIT requirements to be classified as an "excellent low emissions vehicle". The retro-style Alto C was also discontinued. In February 2001 a new retro version was introduced, the Alto C2. Unlike the earlier C, this one had the same headlights as other Altos and did not have the chrome detailing of the earlier version. Front- or four-wheel-drive, manual and automatic transmissions were available (no more CVT), in either a 3- or 5-door hatchback body. A 3-door van version remained available. Passenger model production was discontinued in August 2004 to make room for the succeeding generation, but a decontented Van version was kept in production until January 2005. These forwent the VVT system and the automatic only had three forward speeds rather than four as before. File:Suzuki-alto 5th-front.jpg|Suzuki Alto Van (HA23V) File:Suzuki Alto rear.jpg|Rear view of facelifted Alto 3-door 4WD (HA23S) File:Suzuki LA-HA23S Alto C2 (23062416043).jpg|Rear view of the retro-styled Alto C2, which received special taillights and other detail changes In other markets This model also entered production in India as the Maruti Suzuki Alto (model code RF) in September 2000 and was built there until 2014. From 2002 until 2009 Maruti-built Altos were exported to Europe as Suzuki Altos; sales continued in Latin America and other markets until the next generation Maruti Alto took over in 2012. The car is powered with 0.8-litre F8D three-cylinder and 1.1-litre F10D four-cylinder engines with fuel injection. Pakistani production began in 2000 utilizing the old carburetted 1.0-litre F10A four-cylinder engine and also available with CNG variant. The production was halted in 2012. Beginning in mid-1999, and originally imported from Japan, the car was also sold in Colombia as the Chevrolet Alto. As the market for two-door cars was minimal in Colombia, it was only available with five doors. The Colombian model was equipped with a one-litre, sixteen-valve inline-four engine with at 6500 rpm, an engine it shared with the locally made Chevrolet Wagon R+. The Chevrolet Alto was also exported to Ecuador. File:Suzuki Alto 5th generation.JPG|European market Suzuki Alto 1.1 (The Netherlands) File:Maruti Suzuki Alto rear.jpg|Maruti Suzuki Alto (India) File:Suzuki Alto 800 GL 2007.jpg|Facelifted Alto 800 (Chile) File:Suzuki Alto K10 DLX 2011.jpg|Alto K10 (Chile) File:Chevy Alto Popayán.jpg|Chevrolet Alto (Colombia) Altovxr001.jpg|Alto 1.0 (Pakistan) Safety == Sixth generation (2004)==

| 5-speed manual | 3/4-speed automatic }} }} The sixth-generation Alto (HA24) was introduced in September 2004. The bonnet and headlamps curved down at the front, giving a similar effect to the Toyota WiLL Vi or the Citroën C2. The Alto was realigned as a less costly car to accommodate new models such as the Cervo and Alto Lapin. The more powerful engines were moved into the other more upmarket versions like the Suzuki Kei Works and Alto Lapin SS, leaving the Alto with only a version. In Japan, this version of the Alto was not only rebadged as the Mazda Carol, but also by Nissan as the Pino. Production continued until December 2009, when it was replaced by the next generation. The Alto Van (HA24V) appeared a few months later, in January 2005. There was no three-door variant of this generation, which meant the return of a five-door Alto Van (for the first time since 1989). It was only available in Superior White, but front driver and passenger airbags were now standard. The initial equipment level was the VS; this was joined by the VP in May 2005. The VP has central locking and keyless entry. The lower priced VS model was discontinued in April 2009, leaving only the VP for the final eight months of production. Gallery File:2004-2006 Suzuki Alto rear.jpg|Rear view File:6th Suzuki Alto.jpg|2006–2009 Suzuki Alto File:6th generation Suzuki Alto interior.jpg|Interior ==Seventh generation (2009)==

Japan }} The seventh-generation Alto was first shown at the 2009 Tokyo Motor Show alongside its sister car, the Mazda Carol. It is available with a 660 cc K6A engine, a 5-speed manual, a 4-speed automatic transmission or a CVT, in FWD or 4WD variants. Under the Japanese 10-15 test cycle, the front-wheel-drive with CVT achieves 24.5 km/litre fuel economy. In 2011, Suzuki launched the Alto Eco variant, featuring the new R06A engine lifted from the Suzuki MR Wagon and an idling stop function. With , it is capable of reaching based on Japan's JC08 Mode test cycle (32 km/L under 10-15 test cycle). Other modifications intended to lower fuel consumption include LED taillights and brake light, and a high efficiency fuel pump. This is .2 km/L higher than the previous class champion, the Daihatsu Mira e:S. The Suzuki "S" emblems and other badging on the Alto Eco are tinted blue; there was also a special edition in 2012 called the ECO-S Eco Blue Package, which had similar blue accents on the rear view mirrors, door handles, and across the interior. In March 2013, the Alto Eco was updated with the addition of Suzuki's ENE-CHARGE system, first applied on the fifth generation Wagon R. With this technology, fuel economy has now improved to 33.0 km/L based on Japan's JC08 Mode test cycle. The engine was updated again in December 2013, with the compression ratio increased from 11 to 11.2:1, while friction was decreased and the engine management updated. Fuel consumption increased again, now to . The blue badging was dropped for this final iteration of the Alto Eco. File:2013 Suzuki Alto VP 5-dr in Superior White (HA25V), front right2.jpg|Suzuki Alto Van (HA25V) File:2013 Suzuki Alto VP 5-dr in Superior White (HA25V), rear right.jpg|Suzuki Alto Van (HA25V) 2014 Suzuki Alto Eco-L in Phoenix Red Pearl, front left.jpg|Suzuki Alto Eco-L (HA35S) File:Suzuki Alto Eco Eco-L HA35S Rear.JPG|Suzuki Alto Eco-L (HA35S) File:Suzuki Alto G4 HA25S interior.jpg|Interior International }} The Suzuki Alto available in international market is known in India as the Maruti Suzuki A-Star (short for "Alto-Star"), but is also known as the Suzuki Celerio in some other countries. It was launched in December 2008 by Suzuki's Indian subsidiary Maruti Suzuki. It is actually a different car from the Japanese market one although they share the same name. The car is manufactured exclusively in Haryana, India and is exported worldwide. It is available in some European markets with a somewhat different front end as the Nissan Pixo. The car was rolled out to the Indian customers in December 2008 and exports began in April 2009. With a new body and engine, Maruti hopes to bring freshness to the Indian car market, of which it already holds a major share. The K10B inline-three engine was developed especially for the new car, and is also used for the Nissan Pixo. The A-Star has a new dashboard, with an available unique protruding tachometer besides the meter cowl (only in the ZXi trim). In February 2014, Maruti Suzuki unveiled an all-new Celerio, which replaces the A-Star and Zen Estilo. The European market version of the Maruti Suzuki A-Star was unveiled at the 2008 Paris Motor Show. It was developed to be a global car and will be made at Maruti Suzuki's plant in Manesar, Haryana, India. It is stylistically based on the Suzuki A-Star Concept. The Alto was conceived as a response to high petrol prices and global warming. It was released as an eco-friendly car priced from £6,795 OTR. File:2014 Suzuki Alto SZ 1.0 Rear (1).jpg|2014 Suzuki Alto (GF) SZ (UK) File:Suzuki Alto CN facelift China 2014-04-30.jpg|Suzuki Alto facelift (China) File:Suzuki Alto CN facelift Shishi 02 2022-05-18.jpg|Suzuki Alto facelift (China) Nissan Pixo The Nissan Pixo is the "sister car" to the Suzuki Alto. Mechanically, both cars are very similar; however, there are a few notable exterior differences, including the main grille and headlamps. It was launched at the 2008 Paris Motor Show and was available in Europe from 2009 to 2013. Because it was developed and built cheaply in India, the Pixo was sold for just under £7,000. In the summer of 2013, the Pixo was withdrawn from UK showrooms. The Nissan Pixo was reviewed, and subsequently mocked, by Top Gear in series 17. The review became a Top Gear challenge where Jeremy Clarkson and Richard Hammond bought cars on the second hand market for the same price as a new Pixo. Clarkson bought a 2002 Mercedes CL600 for £6995, and Hammond bought a 1994 BMW 850ci for £6,700. James May defended the Pixo, arguing that it was more modern, reliable and economical than the two luxury cars. File:Nissan Pixo front 20100815.jpg|Nissan Pixo (Europe) File:Nissan Pixo rear 20100815.jpg|Nissan Pixo (Europe) Suzuki Alto 800 In 2012, India's Maruti introduced a low cost replacement for the original Maruti 800 called the Alto 800. This was also exported to many markets outside of Europe and sold as the Suzuki Alto 800, while some markets simultaneously offered the pricier A-Star as the Suzuki Alto. Safety ==Eighth generation (2014)==

| Japan: Kosai, Shizuoka | Pakistan: Karachi (Pak Suzuki Motors) }} | 658 cc R06A I3 | 658 cc R06A I3 turbo (Japan) }} | 5-speed manual | 5-speed automated manual AGS | CVT (Japan) }} | | (Pakistan) | (X, Turbo RS and Works trims) }} | (FWD) | (AWD) }} }} The eighth-generation Alto was introduced in Japan in December 2014. The new Alto was the first Suzuki's car designed on lightweight HEARTECT platform. It is also the first Alto that using torsion beam model rear suspension, replacing the old 3-link model (except for all-wheel-drive models). The new lightweight platform, lighter body, engine, seats and simpler rear suspension made the car lighter than the outgoing model. All transmissions are available with all wheel-drive option. The K06A engine with manual transmission for "F" and "VP" trims are rated at and , while the rest of the range produces and because those engines are fitted with VVT. which was followed by a more spartan performance-tuned "Works" variant which made a comeback in December after 15 years of absence. The Works had been discontinued as the market had shifted away from performance cars to instead concerning itself with economy and the environment; Suzuki made mention of the high fuel economy even of the Works model. It is paired with either a 5-speed manual (not available for "Turbo RS") or automated manual transmission with taller gear ratios than the less powerful "F" and VP" trims. The handling is also reworked with new wider high performance tires from Bridgestone, shock absorber from KYB, ventilated front disc brakes, strut bar to increase body's rigidity, rear stabilizer bar for front wheel-drive models (also available for "X" trim). To celebrate the 40-year anniversary of Alto, a special edition called "L Limited" was launched in June 2019. The car is based on "L" trim with additional accessories and features from higher trims. The "Turbo RS" trim was discontinued in December 2018, followed by the "X" trim in October 2020, the "VP" commercial van in August 2021, with the entire lineup finally replaced by the ninth generation four months later. The August 2021 discontinuation of the VP also marked the end of the Alto commercial vehicle, as there was no such version planned for the ninth generation. File:Suzuki Alto Van VP (HA36V) front.jpg|Suzuki Alto Van VP (HA36V) File:Suzuki Alto Van VP (HA36V) rear (cropped).jpg|Suzuki Alto Van VP (HA36V) Suzuki Alto L in Chiffon Ivory Metallic, rear right.jpg|Suzuki Alto L (HA36S; rear) File:Suzuki Alto X 2-tone backdoor.JPG|Suzuki Alto X two tone (HA36S) File:Suzuki Alto Turbo RS 801.JPG|Suzuki Alto RS (HA36S) File:Suzuki Alto Turbo RS (rear).JPG|Suzuki Alto RS (HA36S) File:OSAKA AUTO MESSE 2015 (20) - Suzuki ALTO X (HA36S) with optional parts.JPG|Interior (Alto X) File:Osaka Motor Show 2015 (115) - Suzuki ALTO WORKS.JPG|Interior (Alto Works) Pakistan The eighth-generation Alto was revealed for the Pakistani market on 12 April 2019 at the Pakistan Auto Show (PAPS). The car is sold in three variants: "VX", "VXR" and "VXL". The "VX" being the base model with minimal equipment (with air conditioning added in the 2025 facelift) and a 5-speed manual transmission; the "VXR" variant gaining twin airbags, power locks, power steering, etc.; while the premium "VXL" model is further equipped with air conditioning, ABS brakes, and an automated manual transmission "AGS". The launch price ranges from Rs999,000 to Rs1,295,000. The local manufacturing of Alto has made Pakistan one of the few countries in the world that locally manufactures kei cars. Currently, Pakistan is the only country other than Japan to locally manufacture this generation of Suzuki Alto. Pak Suzuki Motors' second generation Alto looks cosmetically the same as the Japanese-made one and is powered by the same engine. It is rated at and , lower than Japanese model because the lower compression ratio (10 vs 11.5), lack of VVT and several other differences. ==Ninth generation (2021)==

The ninth-generation Alto was introduced in Japan in December 2021. It is continued to be built on lightweight HEARTECT platform and powered with the same R06A engine for the conventional models. Additionally, the car received new R06D engine with mild hybrid system that was also seen in Suzuki Wagon R Smile. CVT is the only transmission that is available in this generation and became the first Alto without manual transmission option. aesthetically the whole body presents softer, friendlier and less angular lines while still recalling the design of the previous generation. The windscreen is more vertical to make the passenger compartment more spacious and the total height is increased. Four trim levels are available, "A" and "L" for conventional model and "S" and "X" for hybrid model. File:Suzuki Alto HA37S A rear.jpg|Alto A rear view File:Suzuki ALTO HYBRID X (front).jpg|2021 Alto Hybrid X (HA97S) File:Suzuki Alto Hybrid S rear.jpg|Alto Hybrid S rear view File:Suzuki ALTO L 2WD (3BA-HA37S-ABLE-ZY3) front.jpg|2025 facelift Alto L (HA37S) File:Suzuki ALTO HYBRID X (5AA-HA97S-ABXB) interior.jpg|Interior ==References==