Suzuki Carry

In their home market, the Carry truck and van (and Every van) have traditionally competed with a number of similarly sized vehicles, such as the Kurogane Baby, Honda Acty, Subaru Sambar, Mitsubishi Minicab, and 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 the company's focus on "Light Cars" (also known as kei jidosha). == First generation (FB/FBD; 1961) ==

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 "semicabover". The FB Carry underwent some light modifications in October 1963, for the 1964 model year. A glassed FBD Carry Van was added in September 1964. The engine was called the FB, a air-cooled, two-stroke two-cylinder with . This engine remained in use, in three-cylinder form, until late 1987 in the Suzuki Jimny (as the LJ50). Top speed was no more than . FB suspension was rigid with leaf springs, front and rear. A panel van (FBC) was also available from July 1962. == Second generation (L20; 1965) ==

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 Cylinder Crank Injection lubrication system. The Carry Van was replaced by the new L20V in January 1966, and there was also a dropside pickup (L21). Finally, the L20H, a pickup with a canvas canopy and a rear-facing seat placed in the bed, providing seating for four, was offered. Top speed for the second generation was down to 75 km/h. The Carry Van had a horizontally divided, two-piece tailgate, and sliding rear windows. Production of this more traditional version continued in parallel with the cabover L30 Carry, ending only with the 1969 introduction of the L40. Output shifted from Toyokawa to Iwata with the opening of the new plant in August 1967. == Third generation (L30/L31; 1966) ==

The new L30 Suzuki Carry (the "Suzulight" label was being retired) is a full cabover 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 from the start. Also, an L31, with a drop-side bed, was available. Performance and mechanics were very similar to its bonneted sister, but the load area was considerably larger. Maximum load capacity was still . A short-lived Carry Van version of the L30 ("L30V") was not introduced until March 1968, but offered four doors and a two-piece tailgate (top and bottom). Bodywork was the same ahead of the B-pillar. Output shifted from Toyokawa to Iwata with the opening of the new plant in August 1967. == Fourth generation (L40/L41; 1969) ==

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. The L40 did benefit, though, from an updated, reed valve version of the now venerable FB engine. It was marketed as in Japan, because of its rakish design and less workmanlike nature. Dimensions, dictated by kei jidosha regulations, remained and . Maximum load was for the truck and for the van versions. Top speed increased considerably to . While the truck versions were replaced in May 1972, the L40V continued for another three months before an L50 Van took its place. In all, about 233,000 examples were built in the very short, not quite three-year production run. The Carry truck outsold the van by a factor of around 8 to 1. == Fifth generation (L50/L60; 1972) ==

The fifth-generation L50 Carry truck 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 . Maximum load was back up to . In September 1975, a special export version was introduced, aimed at customers who wanted more loading ability. The new L60 series received a larger, 446-cc (also L60) version of the L50 two-cylinder, 29 PS (as opposed to 26 for export market 360-cc models), a stronger differential "to transmit the generous torque" and sturdier springs meant load capacity increased to . 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. == Sixth generation (ST10/ST20/ST80; 1976) ==

In May 1976, responding to changed standards for the kei class, Suzuki released the Carry 55, chassis code ST10/ST10V. It had the larger, water-cooled but still two-stroke three-cylinder LJ50 engine of 539 cc but was otherwise hard to distinguish from the preceding L50 series. The only two differences in appearance were bigger (albeit slimmer) bumpers, which no longer enveloped the bottom of the front, as well as slightly altered doors with a slight bump in the swage line to accommodate the door handle. There was also an ST11 version with a drop-side bed (sometimes called ST10S). The ST10 (along with the LC20 Fronte) was the first Suzuki to enter CKD production in Indonesia, in 1976. The engine in export models produces , enough for a claimed top speed of . In 1977, it was replaced by the larger ST20 in Indonesian production. , rear view After only four months, in September 1976, the interim ST10 was gradually replaced by the widened and lengthened ST20 pickup version, which also has a longer wheelbase. In October 1977, after about 187,000 had been built, the ST20 underwent a light facelift, with increased equipment and all versions (excepting the base truck) now featuring a front grille. This is an onomatopoetic word for the sound made by the Carry's two-stroke engine. The Carry was the first Suzuki product to be built in Indonesia, where it saw extensive use as an Angkot. The ST20 was only offered as a truck in Indonesia, but local body builders such as Adi Putro and Liling Putra came up with multi-seat taxi bodies and other variations. The Indonesian ST20 has a claimed at 4500 rpm and of torque at 3000 rpm, being unaffected by emissions regulations. == Seventh generation (ST30/ST40/ST90/ST100; 1979) ==

| Japan: Iwata, Shizuoka | China: Chongqing (Chang'an); Hanzhong (Hanjiang); Jingdezhen (Changhe) | India: Gurgaon | Indonesia: Bekasi | New Zealand: Whanganui (South Pacific Suzuki) | Pakistan: Karachi | Taiwan: Chung Li (Ford Lio Ho) }} }} In March 1979, the new ST30 series arrived. The dimensions remained the same as before, as did the two-stroke engine, although it was moved forward and now resided underneath the front seat. At the time of the ST30's introduction, the Carry had been the bestselling Kei truck in the Japanese domestic market for eight straight years. For export markets, the ST90 version was equipped with the larger four-stroke F8A engine of 797 cc, entering production in August 1979. In October 1980, the domestic market Carry became available with the new 543 cc four-stroke F5A engine (ST40), although the torquey two-stroke engine remained popular. Later, export models were also fitted with the 970 cc four-cylinder engine; they received the ST100 chassis codes. In December 1982, the Van portion of the Carry range became separated in the Japanese domestic market and was now sold as the Suzuki Every. It kept the three-cylinder F8B 796 cc engine, with outputs of depending on if they were carburetted or fuel injected, and around of torque. As of February 2024, it is available in three versions: The Euro II, VX and VXR. The better-equipped VXR and Euro II have factory-fitted air conditioning. The four-speed manual transmission allows for a top speed of . There is also a pickup version, called the Suzuki Ravi. The Suzuki Bolan sold 220,790 units from 2007 until 2018, broken down as follows: ;Sales by year Taiwan The original Ford Pronto was a rebadged Carry ST80, a nameplate which was offered between 1985 and 2007 by Ford Lio Ho, a joint venture between Ford and Lio Ho in Taiwan. The Pronto was only available in the Taiwanese market, where it was introduced specifically to compete with China Motor Corporation's Mitsubishi Minicab and Sanfu's Subaru Sambar in the local minivan market. The original revised front end was designed in Australia by an independent design firm. The first generation Pronto had the same, 797-cc four-cylinder engine as export market Suzuki Carrys received. Indonesia In Indonesia, the seventh generation Carry and Super Carry were assembled by Suzuki Indomobil Motor beginning in 1983, fitted with the well-known 970 cc F10A engine with . This carried the ST100 model code, and was also available as a minivan. Thanks to a locally developed rear body with a longer overhang and a wheelbase extended by , it was about longer than the Carrys sold elsewhere, which allowed a third row of seats to be fitted. Unlike other markets, the minivan version did not equipped with sliding doors and lift up tailgate. In 1986, it was updated with a new half-trapezium front headlight, but only lasted for less than six months and was replaced again with square headlights by the end of 1986 (until the end of production in 2009) with new front and larger bumpers; this model was originally sold as the "Super Carry Extra". This model, available as a van or truck, reached in overall length and is wide. These dimensions remained true until the end of Carry 1.0 production in Indonesia. Unlike most markets, Indonesian Carry trucks could legally seat three people. In 1989 the Super Carry received a five-speed transmission, as well as a tachometer. In April 1995, Suzuki equipped the Carry Extra with power steering, as well as the redesigned steering wheel with Suzuki S logo. The Suzuki Carry Extra shares the same steering wheel as the Suzuki Katana GX and the Suzuki Futura. Late in the model's life, the engine was updated to meet the Euro 2 emissions standards, which took effect in Indonesia in 2007. This meant that the old F10A engine was updated with multi-point fuel injection in 2005 and a catalytic converter, increasing power to . and further minor revisions in 2005, when improvements were made to the exterior and the interior, and new colours became available. Later version of the Omni includes the: • Omni (E), released in 1996, an 8-seater microbus version of the Omni • Omni XL - 1999, as the Omni E but with a higher roof. • Omni Cargo LPG - 2004, created to answer the growing popularity of this car being used as an inter-city cargo vehicle. • Omni LPG - 2003, same 796 cc engine, added with a factory fitted LPG Kit, authorised by the Indian RTOs (Regional Transport Offices). This makes it the most economic four-wheeler in India, as far as driving costs are concerned. • Omni Ambulance - A Omni E, designed for ambulance usage. This is the most common type of ambulances found in Indian cities. Maruti Suzuki Omni.jpg|Rear of a first generation Maruti Suzuki Omni Maruti Omni.jpg|1st Facelift in 1998 (India) 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 a top-hinged tailgate. The Omni (E) has the following official specifications (2010): The initial versions were so basic that the interior dashboard even lacked a fan blower opening as a standard. In April 2019, Maruti Suzuki announced they would discontinue the Omni after 35 years of production. The Omni was not able to meet India's updated safety and emission standards implemented the same month, which requires new vehicles to have a driver's airbag, antilock brakes, seatbelt reminders, speed warning beeps and rear parking sensors. The flat front of the Omni also prevented the addition of crumple zones. Its replacement is the Eeco. South Africa For this market, the Carry was available as truck, van and high roof van, all powered by 797cc F8A four cylinder engine. The car is popularly called "half loafs", 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. == Eighth generation (DA71/DB71/DA81/DA41/DB41/DA51/DB51; 1985) ==

}} }} }} The eighth generation Carry (and second generation Every) appeared in March 1985. It was modernized and the range again expanded, with a more powerful fuel injected engine available on top. The chassis codes became quite confusing, with DA/DB71 used for the F5A engined model (DB signifying four-wheel drive) and DA81 for the two-stroke truck which remained available until the Carry underwent a facelift in July 1986. T, B, and V suffixes were used to denote trucks, trucks with tip decks, and vans. Beginning in late 1987, a turbocharged engine was available in the Every, while the Carry truck received a three-valve, supercharged version of the F5A engine with . There was also a short-lived nine-valve version with available for better equipped versions of the Every; the regular six-valve version had to make do with . In May 1989 the more modern multi-valve F5B engine entered the lineup; it received the DA/DB41 chassis code and replaced most of the F5A engines. The least powerful engine received an upgrade in the passenger-oriented Every models in September 1990, increasing output to at 5500 rpm while torque went up from at 4000 rpm. This engine became standard fitment for the lower end Carrys as well in March 1991, but only six months later the DA/DB51 was replaced by the reshelled ninth generation Carry and Every. Production of export models began in July 1985. The SK408 (sometimes called the DA11) was discontinued in October 1989. The SK410 Super Carrys (DA21) received the same F10a 970cc inline-four as fitted to the SJ410 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. 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". In Australia, the Scurry was designated as the NB series. In Taiwan, the Carry continued to be available as the Ford Pronto, originally with the F8A engine although later this was changed to the F10A, corresponding to the SK408 and SK410 models. It remained in production until 1999, when it was replaced by a rebadged version of the tenth generation Carry. In Central America, this model was available as the Chevrolet CMV (van) and CMP (pickup) and was produced until 2013. The Super Carry continues in production in Vietnam for local markets, as a truck or panel van, with a Euro 2 emissions compliant engine. The 970 cc engine has electronic fuel injection and develops at 5500 rpm. The long truck is the best selling truck in Vietnam and the engine was updated to meet the Euro 4 emissions standards in 2017. Bedford Rascal The Bedford Rascal (later Vauxhall Rascal), also built as the Suzuki Super Carry, is a kei truck and microvan that was developed as a joint venture between the American automaker General Motors and the Japanese automaker Suzuki. It was sold under GM's British 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. 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, is a small and economical van intended for many purposes. The vehicle's strengths were its diminutive size and maximum payload weight; 550 kg for the van and 575 kg for the pickup. }} }} The Daewoo Damas is a badge-engineered version of the Suzuki Carry/Every produced by the South Korean automaker Daewoo since 1991. It is currently in its second generation and is available in van and pickup body styles, the latter of which was marketed as the Daewoo Labo. Since 2011, the Damas and Labo are sold in South Korea without branding, essentially making "Damas" and "Labo" the brands. In some export markets, the Daewoo Damas was known as the Daewoo Attivo and since General Motors' takeover of Daewoo, it has been known in some markets, such as Central America and Tunisia, as Chevrolet CMV for the passenger van (Damas) and Chevrolet CMP for the pickup truck (Labo). The Damas and Labo both come with the three-cylinder SOHC 796-cc F8C engine rather than the smaller 660-cc units originally used in Japan, to provide more power and comfort. Both the Damas and Labos are only available with a manual transmission. Air conditioning is optional. The engine was originally made for petrol, but is recently only available in South Korea as an LPG-powered unit. In December 2013, production was again halted, as the Damas and Labo would not meet requirements for all motor vehicles produced after 2014 to have oxygen sensors installed. The Damas and Labo also do not fulfill South Korean requirements for on-board diagnostics to be installed, although they have been exempted from such regulations. A campaign by small business owners, stoking fear of a flood of Chinese imports replacing the domestic-made trucklets, pushed the government to create an exemption for the Damas and Labo, and production recommenced in August 2014. South Korean production was extended to 2020, when the government's moratorium on meeting the emissions requirement was to run out. In 2019, however, the Korean government further extended this exemption, allowing the little trucks to remain in production for another year at least. The Damas and the Labo, alongside the Tico, were the company's first products. Local parts content has gradually increased over the years. In 2004, the Daewoo Labo truck was discontinued, but it was returned to production as the "Chevrolet Labo" in 2015. The Labo is only built in UzAuto's Khorezm Plant, in the town of Pitnak. The longer-nosed Daewoo Damas II replaced the original design in 2006. Subsequent to General Motors' takeover of the UzDaewoo plant in 2008, the name of the Damas II was changed to "Chevrolet Damas." Since about that time, the Chevrolet Damas has been offered in a basic Van trim or as the 7-seater Deluxe, with a colorful graphic along the flank. 00 daewoo damas 1.jpg|Daewoo Damas Damas 1997y engineroom.jpg|Daewoo Damas, engine compartment Chevrolet CMP LS Bahamas.jpg|Chevrolet CMP (a rebadged Labo) New damas 2010y interior.jpg|2010 Daewoo Damas interior == Ninth generation (DC51T/DD51T/DE51V/DF51V; 1991) ==

The ninth generation Carry (and third generation Every) appeared in September 1991. The 657 cc F6A engine remained from the previous generation, but an all-new bodywork was much smoother, originally with slim, small rectangular headlights. The chassis was largely unchanged for the truck (albeit with a somewhat longer wheelbase), but the vans had a considerably longer wheelbase and an engine mounted midships, just ahead of the rear axle. Chassis codes changed accordingly, and were now different for the Carry and the Every. The trucks are DC/DD51T and the vans are DE/DF51V ("DD" and "DF" for four-wheel drive versions). Two different front treatments were available, one with small rectangular aerodynamic headlights and one with large, round units (used on lower-spec models). The ninth-generation Carry received a very gentle facelift in September 1993, including a switch from front drum brakes to discs on all models. Two months later, the Carry Van line switched to the Every nameplate and the division between trucks and vans was made clearer. Another light change occurred in July 1995, when the front turn signals were changed from clear to amber and the wheel bolt pattern was changed from 4x114.3mm to 4x100mm. The ninth generation continued to be built until 1999. Most export markets continued to receive the previous generation Carry with bigger engines and most commonly with van bodywork. The older Super Carry is generally more rugged than the DE/DF51, which was fitted with a coil sprung De Dion rear axle not as suitable for carrying heavy loads. In the few foreign markets where the ninth generation Carry was available, it was sold as the SK306, fitted with a version of the 657 cc engine as used in the Japanese domestic market. In late 1997, the retro-styled Suzuki Every C arrived. 10th generation Suzuki Carry Van.jpg|Suzuki Carry van (DE51V, 1991–1993) Suzuki Every 007.JPG|Suzuki Every 660 Turbo RZ Super Multi Roof (DE51V) Suzuki Every 006.JPG|Suzuki Every 660 Turbo RZ Super Multi Roof (DE51V) Autozam Scrum van 205.JPG|Autozam Scrum van (second generation) 2nd Mazda Scrum.jpg|Autozam Scrum truck (second generation) == Tenth generation (1999) ==

Tenth generation Carry and fourth generation Every (DA52/DB52/DA62/DA63; 1999) | 657 cc F6A I3 | 657 cc F6A turbo I3 | 657 cc K6A I3 | 657 cc K6A turbo I3 | 993 cc G10B 16V I4 (Pronto) }} }} The tenth generation Carry was introduced in January 1999, with its van version dropped the Carry name in favour of Every in Japan. 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. A version with a fuel injected, six-valve F6A turbo engine with was available in all models at the time of introduction. The Turbo was discontinued in May 2000 but was then reintroduced after the Carry/Every switched to the new, cleaner K6A engine in September 2001. 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 657 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). This version, targeted to farmers, has a much shorter wheelbase (and correspondingly longer front overhang) to make it more maneuverable in tight places such as the narrow roads along rice fields. Another benefit was improved leg room as the wheel wells were now beneath the seats. The FC was only available with a five-speed manual transmission, with available four-wheel drive as well as an optional locking differential called "Agricultural Specification". 11th generation Suzuki Carry rear.jpg|1999 Suzuki Carry truck File:4th generation Suzuki Every.jpg|1999–2005 Suzuki Every van File:4th generation Suzuki Every rear.jpg|1999–2005 Suzuki Every van File:Suzuki Every Join 4WD.JPG|1999–2005 Suzuki Every Join 4WD File:Suzuki Every wagon 001.JPG|1999–2005 Suzuki Every Wagon File:Suzuki Every wagon 002.JPG|1999–2005 Suzuki Every Wagon 2002 Suzuki Carry rear.jpg|2002–2013 Suzuki Carry truck 2002 Suzuki Carry.jpg|2002–2009 Suzuki Carry truck Suzuki Carry Truck FC 4WD DA65T 0331.JPG|2005–2013 Suzuki Carry FC truck (short wheelbase) Mazda Scrum Truck.jpg|2002–2012 Mazda Scrum truck (third generation) Ford PRZ 01 (cropped).JPG|Ford Pronto PR-Z (Taiwan) Ford Pronto (PR-Z) This generation Carry was also built in Taiwan, as the Ford Pronto, starting in late November 1999. Available as a truck or a van, it was fitted with a Japanese-made 1-liter, 16-valve G10B engine producing . Fifth generation Every (DA64; 2005) }} The fifth generation Every was introduced in Japan in August 2005. Unlike its predecessors, it was primarily designed as a passenger vehicle, with the commercial models derived from the passenger variant. The rear seat of the Every could be moved front-to-rear, allowing for flexibility. The top-of-the-line PZ Turbo and PZ Turbo Special models were the first kei vans to have fully automated climate control (including vent settings and directions). Those two models also had powered sliding doors at the rear, with the PZ Turbo Special being thus equipped on both sides and also including a power step for ease of access. The Every Wagon received a facelift on May 20, 2010. From 2013 until 2015, the fifth generation Every was rebadged and sold by Mitsubishi Motors as the Minicab and Town Box, and by Nissan as the NV100 Clipper. Suzuki Every PA 4WD DA64V Rear 0372.JPG|Suzuki Every PA van (DA64V) Suzuki Every 501.jpg|Suzuki Every GA van (DA64V) Suzuki Every 502.jpg|Suzuki Every GA van (DA64V) 2005 Suzuki Every 01.jpg|2005 Suzuki Every Wagon (pre-facelift) Suzuki Every Wagon PZ Turbo Special HIROOF 4WD 0194.JPG|Suzuki Every Wagon PZ Turbo Special Hi-Roof 4WD (pre-facelift) Suzuki Every Wagon PZ Turbo Special HIROOF 4WD Rear 0196.JPG|Suzuki Every Wagon PZ Turbo Special Hi-Roof 4WD (pre-facelift) Suzuki Every Wagon PZ Turbo Special Hi-Roof 4WD.JPG|Suzuki Every Wagon PZ Turbo Special Hi-Roof 4WD (facelift) Suzuki Every Wagon PZ Turbo Special Hi-Roof 4WD Rear.JPG|Suzuki Every Wagon PZ Turbo Special Hi-Roof 4WD (facelift) 2010 Suzuki Every PA interior.jpg|2010 Suzuki Every PA interior with manual transmission 2010 Suzuki Every Wagon JP Turbo interior.jpg|2010 Suzuki Every Wagon JP Turbo interior with automatic transmission == Eleventh generation (2013) ==

Eleventh generation Carry (2013) }} The eleventh generation Carry was introduced in Japan in August 2013. It is also sold as the Mazda Scrum, Mitsubishi Minicab, and Nissan Clipper. A facelift occurred in December 2025. The front has been completely redesigned. LEDs are now standard on all models. The interior now features a new 8-inch color LCD meter, and the instrument panel now features a digital meter display. File:Suzuki Every DA17V PA Limited rear.jpg|Suzuki Every PA Limited van (DA17V) File:Suzuki EVERY WAGON PZ TURBO (DA17) front.JPG|Suzuki Every Wagon PZ Turbo (DA17W) File:Suzuki Every Wagon JP Turbo (DA17W).jpg|Suzuki Every Wagon JP Turbo (DA17W) File:Suzuki_Every_Join_2020_JAPAN_Interior.jpg|Interior == Separate models ==

Suzuki also developed several non-kei car version of Carrys for different markets around the world. Suzuki Carry Futura/Suzuki Futura/Super Carry }} In April 1989, Suzuki reaches an agreement with Mitsubishi for joint development of light commercial vehicle in Indonesia. Those light commercial vehicles were later introduced as Suzuki Carry Futura (later just Suzuki Futura when the 'Carry' nameplate was dropped in 1994 to distinguish with the ST100 Suzuki Carry 1.0) and Mitsubishi Colt T120SS, the former debuted first in mid-February 1991. Instead of positioned as the successor of the older Carry ST100, the Futura was sold together as the bigger alternative of Carry in Indonesia and also available as 4-door van, wide deck truck with three-way opening and bare chassis. The bare chassis version is usually converted into a microbus by local bodybuilders, for use as an angkot, or share taxi like the older Carry ST100. Initially it has a 1,360 cc G13C engine with ST130/SL413 internal model codename. The engine was based on G13A engine but with bigger bore and developed exclusively for Futura. The engine's power was rated at at 6000 rpm. The truck was also sold in Malaysia as Suzuki Futura, again without the Carry nameplate. Just like the Futura, the Colt T120SS is available as either a bare chassis, a regular pickup truck, or three-way wide deck, with the exception of 4-door van. Initially the truck was powered by Mitsubishi's carburetted 1343 cc 4G17 engine and puts out at 6000 rpm. In March 2005, the engine was replaced by a bigger and fuel injected 1468 cc 4G15 engine, The larger unit, which meets Euro 2 emission standards, produces at 5750 rpm. Both engines feature three valves per cylinder or 12-valve in total. The truck was lightly facelifted, with a new grille featuring a triangular central portion. The last T120SS rolled off the production line at PT Krama Yudha Ratu Motor plant in Pulo Gadung, East Jakarta on 22 January 2019 without replacement like the Futura. File:2002 Mitsubishi Colt T120SS 1.3 (20191215) 01.jpg|Mitsubishi Colt T120SS (pre-facelift) File:Colt T120SS pickup.jpg|Mitsubishi Colt T120SS (2005 facelift) Maruti Suzuki Super Carry Starting in 2016, Maruti Suzuki has launched a small commercial truck called Super Carry in India, based on the Futura. This model receives 140 mm longer wheelbase and different interior than the original model. In India, the truck is powered by either 1196 cc G12B four-cylinder CNG or 793 cc two-cylinder turbodiesel engines and both mated to a 5-speed manual transmission. The latter was first diesel engine developed by Suzuki and also the first for Carry's family. The minuscule engine is not able to power an air-conditioning system. The diesel engine was discontinued in India in March 2020 as the engine is not compliant with the Bharat Stage 6 emissions standard. The Super Carry was also exported to Africa from April 2016, powered by the 1.2-liter petrol engine. In the Philippines, the truck was introduced in October 2016 and only powered with the same 793 cc diesel engine as for the Indian version. It is available with more variety of bodywork such as flat-bed truck, utility van, cargo van or prepared to be fitted with jeepney bodywork. After the all-new model Carry arrived in the Philippines in 2019, the Super Carry continued to be sold alongside it until it was discontinued few months later. In April 2023, the 1.2 L petrol/CNG engine was replaced by the more modern dual VVT K12N Dualjet engine. Suzuki Every Plus/Carry 1.3 The Every Plus, was an enlarged seven-seat MPV version of the Every (passenger version of the Carry). With chassis code DA32W It was fitted with the considerably larger 1.3 liter G13 engine. The image to the right is of the Every Plus, introduced in June 1999. The name was changed in May 2001 to Every Landy, accompanied by a facelift introducing a large chromed grille. With Carry 1.3 badging (chassis DA32) Truck and Van versions of the Every Plus were sold in various right hand drive export markets, including the United Kingdom and Australia. The truck version was available with constant four-wheel drive. The Wagon model was also sold as the Suzuki E-RV in Malaysia. It was also sold in certain other markets, such as Chile, as the Carry SK413 (truck) or as the Mastervan (van). • Weight: • 2WD: • 4WD: • Maximum power: at 5,700 to 6,000 rpm • Maximum torque: at 3,000 rpm Suzuki Every + 004.JPG|Suzuki Every Plus (Japan) Suzuki EVERY Landy XC (LA-DA32W) front.jpg|Suzuki Every Landy (Japan) Suzuki Every Landy 008.JPG|Suzuki Every Landy (Japan) 2003 Suzuki Carry 1.3 Rear.jpg|2003 Suzuki Carry 1.3 panel van (UK) Sanlih E-Television 6905-QT 20180929.jpg|Suzuki Carry 1.3 truck (Taiwan) ;Maruti Suzuki Versa/Eeco The Maruti Suzuki Versa is a licensed variation of the Every Plus for the Indian market and was built by Maruti Suzuki from October 2001. It is the second van released by Maruti Suzuki since the Maruti Suzuki Omni was released in 1984. About seventy percent of the vehicle components are made within India. The Versa was discontinued in late 2009, after only having been built to order in small numbers for some time. There were two basic versions of this car produced; the two 8-seater DX/DX2 versions and the 5-seater STD version. The DX2 version of the Versa was equipped with twin air conditioners for front and rear. The Versa was fitted with the same 16-valve, 1.3-liter four-cylinder engine generating at 6000 rpm as the Every Plus. It is controlled by a 16-bit engine management system. The initial target audience for this vehicle were customers who planned to buy a sedan like the Maruti Esteem or a utility vehicle like Tata Sumo. The engine is located under the front seat. The Versa can reach from 0–60 mph in 13.5 seconds. Changan group variants Chang'an/Chana Star (SC6320G) is a licensed variation of the Suzuki Every Plus for the Chinese market. Changan has the license due to the Changan Suzuki joint venture. The front DRG of the Star was completely redesigned, but from the rest of the body panels, the relationship with the Suzuki Every Plus was still clearly visible. Newer models of the Chana Star are still available for production as of 2020. Examples include the Chana Star 5 truck and Chana Star 3 minivan. The Changhe Suzuki Landy was a passenger minivan based on the fifth-generation Every, sold in China between 2007 and 2012. Further re-badged versions were sold under the Tiger Truck brand in North America. 2013 Chang'an Star (Zhixing), front 8.8.18.jpg|Chana Star (pre-facelift, China) 2000 Chana Star.jpg|Chana Star (pre-facelift, China) Chang'an (Chana) Star (Zhixing, facelift), front 8.2.18.jpg|Chana Star (facelift, China) 2010 Chang'an (Chana) Xingguang, front 8.11.18.jpg|Chana Xingguang (China) 2004 Chang'an (Chana) Xingyun, front 8.8.18.jpg|Chana Xingyun (China) 2015 Chang'an-Kuayue Xinbao mini (pre-facelift), front 8.12.18.jpg|Chana-Kuayue Xinbao mini (pre-facelift) 2016 Chang'an-Kuayue Xinbao mini (pre-facelift) double cab, front 8.5.18.jpg|Chana-Kuayue Xinbao mini double cab (pre-facelift) 2018 Chang'an-Kuayue Xinbao (double cab), front 8.7.18.jpg|Chana-Kuayue Xinbao double cab (facelift) with dual rear wheels Chang'an Kuayue Xunlong 01 China 2018-04-02.jpg|Chana-Kuayue Xunlong 2014 Chang'an Shenqi (pre-facelift), front 8.16.18.jpg|Chana Shenqi T20 (pre-facelift) 2018 Chang'an Shenqi T20L (double cab), front 8.8.18.jpg|Chana Shenqi T20L double cab (facelift) with dual rear wheels 2011 Chang'an Star 2 chassis truck, front 8.16.18.jpg|Chana Star 2 double cab (facelift) Dongfeng DFAC Xiaobawang Dongfeng DFAC Xiaobawang W.jpg|Dongfeng DFAC Xiaobawang with dual rear wheels Dongfeng DF-2900 2014 (15815816375).jpg|Dongfeng DFAC DF-2900 DFAC Xiaobawang W08 crew cab 001.jpg|Dongfeng DFAC Xiaobawang W08 Karry T-Series (Youjin) Karry Youjin crew cab food truck 001.jpg|Karry Youjin crew cab with dual rear wheels. Suzuki Landy (2007) The Suzuki Landy (铃木浪迪) sold in China from 2007 to 2012 was produced by Changhe-Suzuki (昌河铃木) and was based on the Japanese market fifth-generation Suzuki Every, featuring a restyled front end and an extended and restyled rear overhang. The Changhe Suzuki Landy Sunshine trim is powered by the K14B engine developing a maximum power output of 70KW and 115N·m mated to a 5-speed manual transmission. Suzuki Carry (2019) Newer version of international Carry has been produced in Indonesia by Suzuki Indomobil Motor since 2019. Replacing the Carry Futura series as well as the Mega Carry, it uses the 1.5 L (1,462 cc) K15B-C engine, producing . It was launched at the 27th Indonesia International Motor Show on 25 April 2019 and is exported to nearly 100 countries. It was also launched in Thailand on 16 August 2019 and in the Philippines on 26 September 2019. The Carry received a facelift on 21 January 2021 and currently only available for Indonesian market. The Carry was launched in the Middle East in February 2024. File:2019 Suzuki Carry Flat Deck 1.5 DC61T (20190826) 02.jpg|2019 Suzuki Carry Flat Deck (Indonesia) File:2021 Suzuki Carry FB (DC61T).jpg|2021 Suzuki Carry Utility Van (pre-facelift, Philippines) File:2021 Suzuki Carry Flat Deck 1.5 DC61T (20210922).jpg|2021 Suzuki Carry Flat Deck (facelift, Indonesia) File:JAK-54_(cropped).jpg|2021 Suzuki Carry minibus used as share taxis under the Jak Lingko program (facelift, Indonesia) File:2019 Suzuki CARRY FLAT DECK 1.5 DC61T (190428) 04.jpg|Interior File:2019 Suzuki CARRY 1.5 K15B-C (190428).jpg|K15B-C engine ==Nameplate use with other vehicles==

Suzuki Mega Carry The pickup truck version of the Suzuki APV was sold as the Suzuki Carry in export markets, Suzuki Mega Carry in Indonesia and Pakistan, and also as Super Carry Pro in Vietnam. It was sold in export markets from 2005, in Indonesia from 2011, and was discontinued in February 2019. Suzuki APV CARRY (cropped).jpg|Suzuki Carry (Thailand) ==References==