Suzuki Fronte

The Suzulight Van-based TLA Fronte was introduced in March 1962 as a passenger car version of the popular light van. Built at Takatsuka Assembly in Hamamatsu, the Suzulight Fronte was based on the earlier Suzulight SS series, itself a fairly straightforward copy of the even older Lloyd LP400, and as such had a transversely mounted two-cylinder, two-stroke engine driving the front wheels. Suspension was independent on all four wheels, with transverse double leafsprings on both axes. 2,565 were built in the first year. As with the light commercials on which it was based, the transmission was a three-speed manual with an unsynchronized first gear and a column-mounted shifter. The TLA engine had problems with seizing after prolonged use of high revs and after only one year's production, it was replaced by the new FEA engine. This also featured the SELMIX automatic lubrication system, improved fuel economy and eliminated the need for pre-mixed petrol for the two-stroke engine. Power was down somewhat, to . This was counteracted by the installation of a new, all-synchronized four-speed gearbox. by nearly four years In May 1963, two of the recently introduced FE-powered Suzuki Frontes came in first and second in their class at the inaugural Japanese Grand Prix (Class C1, for engines with less than 400 cc), with an average speed of . Two more Frontes came in fourth and eighth places. The winning driver was Osamu Mochizuki (望月 修) who crossed the finish line just ahead of teammate Haruhisa Fujita (藤田 晴久), both a full minute ahead of the third-placed Subaru 360. The fastest lap was also made by a Fronte, by eighth-place finisher Isamu Kawashima, who managed a lap speed of around the course. In 1966 this became known as the "New FEA" after another slight facelift which included a new dashboard. By the end of its production run (1967), the Suzulight Fronte was beginning to look rather dated, especially at the rear end, and the chassis was positively archaic. ==Fronte 360 (LC10)==

The Suzuki Fronte 360 two-door sedan (chassis code LC10) was introduced in March 1967 to replace the earlier Suzulight Fronte. The "Y-16", as the project had been known, had a rear engine and ten inch wheels for maximum packaging. The car sprang from the 1961 "FC" project, also with a rear-engine but with rear-hinged doors, a reverse-angle rear window (à la the Ford Anglia) and an overall rakish profile. This earlier stillborn project, called the "Suzulight Sports 360", was a reaction to the success of the rear-engined Subaru 360 and had a unique 360 cc two-cylinder engine. Even earlier (1960), there was an open two-seater prototype called the FA, with the same engine and layout as used in the FC. Suzuki's new test track in Ryūyō was put to intense use for the development program, while tropical and cold weather testing was carried out in Thailand and on Hokkaido respectively. The LC10 was introduced with great fanfare and a large marketing campaign, which included television commercials. First reaching dealerships on 27 May 1967, market response was immediate and strong. While the original target production was 3000 per month, this was soon nearly tripled. Monthly production remained above 8000 until the end of the LC10's life. A new, additional factory in Iwata was opened in August 1967 to add supplementary capacity. The Fronte soon received a very minor update reflecting stricter safety laws; as of October 1968 it sported a driver's side integrated headrest, seat belts up front, and turn signal flashers on all four corners. While in overall a fairly simple and light car, the triple carburettors were awkwardly located at the front of the engine, behind the rear seat. To adjust them, a mechanic would have to reach through a small egg-shaped opening from the rear seat. There was even a brochure made of a US-market Fronte 360, complete with miles-per-hour speedo and uncovered sealed-beam headlights, but most likely none were brought over. In November 1968 came the Suzuki Fronte SS 360 with , with the sportier yet Suzuki Fronte SSS following in April 1970. The SS was the quickest kei-car yet, managing to break the twenty second barrier in reaching 400 metres from standing with 19.95 seconds. The original car currently resides in Suzuki's museum in Hamamatsu. In 1969 the "SS Standard" model also appeared, with the powerful engine but with a minimum of trim, specifically intended for competition purposes. There was also an export version introduced in January 1969, the Suzuki Fronte 500 with the engine enlarged to 475 cc. This was only built in De Luxe trim. Another facelift took place in April 1970, when the grille became more ornate and the sporting version was rebaptized "SSS". Marketing materials referred to this version as the "New Fronte". Two new engines of were installed, while the original 25 PS version was discontinued. The more powerful version was installed in the Hi-Super DX and S versions. Production ended in October 1970, in advance of the succeeding "Stingray" Fronte. File:Suzuki Fronte 360SS.jpg|The 1968 Fronte SS 360 driven by Stirling Moss 1970 Suzuki Fronte SSS rear.jpg|1970 Suzuki Fronte SSS (rear) File:1972 Suzuki Fronte 500 De Luxe (53071547152).jpg|Suzuki 500 Deluxe (Netherlands, export version with left-hand drive) ==Fronte Van/Estate/Custom (LS10/LS20)==

January 1969 saw the arrival of the Suzuki Fronte Van three-door wagon (LS10) as a successor to the Suzulight FE-series Van which had been built alongside the LC10 for a couple of years. The LS10 featured a conventional drivetrain lay-out (engine in front, rear wheel drive), a rear rigid axle with leaf springs and a wheelbase of . Design was square in style, radically different from the Fronte sedan. To begin with, the rear opening was a single unit, hinged at the top. The engine was the air-cooled 356 cc LC10 two-cycle three-cylinder unit, here detuned to for a top speed of . The Van (and its subsequent siblings) has MacPherson struts in front and semi-elliptic leaf springs in rear. Unusually for Japanese cars, the spare wheel was mounted in the engine compartment - something more commonly seen in French cars - to help free up more space for luggage. By July 1969 a three-door wagon version intended for private use arrived, the LS11 Suzuki Fronte Estate, to give passenger car buyers a model with more luggage room without the indignity of having to buy a commercial vehicle. While it received a new grille it came with a downwards opening trunk lid only, possibly to please the private customer who found the luggage room in the rear-engined Fronte too small by disguising the fact that a wagon (not popular in Japan in those days) was involved. Thus, the Fronte Custom became one of only two wagons ever without a bottom to top back opening, the other being the 1941-1942 Chrysler Town and Country (the Austin A40 Farina had a similar layout but was marketed as a sedan in that form). A more luxurious and powerful (, 110 km/h) Hi-Custom version was added two months later, but the entire Custom range was deleted in February 1971. Also in 1971 the Fronte Van received a minor facelift (called "Fresh New Fronte Van" in period marketing material), including a somewhat baroque new grille and a new, horizontally divided two-piece tailgate. The twin round taillights were also replaced by rectangular units. This version also featured Suzuki's new self-lubricating "CCIS" system (Cylinder Crank Injection and Selmix). In March 1972 the Fronte Van received the two-cylinder, two-stroke water-cooled, L50 engine also used in the Suzuki Carry, becoming the LS20 in the process. A new grille gave away the changes underneath the skin, as did prominent "Water Cooled" badges on the rear. Aside from the engine, the most important change was that the rear lid was now once again a top-hinged single-piece unit. As before, Standard, DeLuxe, and Super DeLuxe versions were available. The Fronte Van was replaced in April 1973 by the strange-looking Fronte Hatch. Just under 28,000 of the LS20 Van were built in the thirteen months it was in production. == Sting Ray Fronte (LC10II/LC10W)==

In November 1970, the third generation Suzuki Fronte 71 (LC10 II) two-door sedan was introduced. Its aggressive design was commonly referred to as the "Sting Ray Look". The rear-engined chassis design and engine remained the same as its predecessor the LC10, although with a slightly longer wheelbase. Other minor chassis differences were the addition of a front anti-roll bar and the change to a semi-trailing arm rear suspension layout. As of May 1971 a water-cooled version, the LC10W, became available in either GL-W (34 hp) or 37 hp GT-W/GTR-W ("R" again meaning radial tires) versions. The success of the water-cooled models led Suzuki to quickly introduce further versions, with the lesser GO-W and GS-W models (also with 34 hp) appearing two months later. By November 1971, after a minor facelift including a new grille, the cars were called Suzuki Fronte 72. The sporty air-cooled engines were dropped as the more refined water-cooled units became more and more popular, except in the very lowest end of the market. In March 1972, water-cooled GD-W (deLuxe) and GU-W (standard) were added. In export markets, there was the Suzuki Fronte 500 with the 475 cc LC50 engine, also marketed as the Suzuki LC50 (29 PS, 115 km/h). In October 1972 the Fronte 72 was replaced by the "New Fronte" (with a new fascia and bonnet). By this time, only the Standard model ("U") retained the air-cooled engine, with an available automatic clutch. The top-of-the-line "GT-W Type II" came equipped with front disc brakes, as did its sister model the Fronte Coupé GXCF. Fronte Coupé (LC10W) In September 1971 the seminal, Giugiaro-designed Fronte Coupé arrived, the predecessor to the well known Cervo range. Giugiaro's original concept was a revised version of the one-box design he had already used for the "Rowan Elettrica" city car of 1967. Suzuki then modified the design considerably, changing the proportions and adding ornamentation. • June 1976 – Discontinued. In October 1977 the Cervo replacement arrived. The Fronte Coupé was simply referred to as the Suzuki LC10W in export markets, where it received a 356 cc engine. The Fronte Coupé was resurrected in a revised and larger form as the Suzuki Cervo in October 1977, after Kei car regulations were changed in January 1976. == Fronte LC20==

In July 1973 the New Fronte became the old Fronte as it was replaced by the new LC20. Its very rounded "Oval Shell" design was a radical departure from its predecessor, very much in the style of the 1970 Datsun Cherry E10. The underpinnings remained largely the same, however, retaining the water-cooled engines and suspension from the LC10 with a 20 mm longer wheelbase (2030 mm). Overall dimensions, dictated by the kei-car regulations, remained 2995×1295 mm. The air-cooled engines were discontinued, but the engine code remained LC10W - with the "W" denoting water-cooling. The radiator is mounted up front. On the original version, the bumpers and the vent panels on the sides were painted a light gun metal color; from 1974 on these were all body color. In 1974, the rear bumper was also revised as higher end models received a full-width chrome trim piece across the top, rather than the two vestigial chrome pieces used on the original design. Later yet, the range was rationalized and the models renamed Standard, Deluxe, and Custom. On 30 April 1976 Suzuki presented an emissions-scrubbed version of the Fronte 360 (model code A-LC20), featuring Suzuki's Twin Catalyst (TC) System to belatedly keep emissions below the 1975 requirements. This version was extremely short-lived and may have only been a test-run, as only 61 examples were built. The LC20 was taken out of production at the end of May 1976, although the LC20's doors and basic layout would continue in use for the succeeding SS10 (Fronte 7-S) series. The LC20 also entered production in both CBU and CKD in Indonesia; at first it entered as CBU units in 1974 under PT. Indonesia motor Company and then in 1976 the production of CKD units began with Suzuki's local partner PT Indomobil Group. Along with the ST10 Carry, it was the first four-wheeled Suzuki built there. It was only built there for about a year, soon being replaced by the revised SS10. File:1973 Suzuki Fronte.jpg|1973 Suzuki Fronte File:1973 Suzuki Fronte FC in Sebring Silver, rear right.jpg|1973 Suzuki Fronte FC (rear) ==Fronte Hatch==

Fronte Hatch (LS30) In April 1973 the LS30 Fronte Hatch replaced the LS20 Suzuki Fronte Van. It used the two-cylinder two-cycle water-cooled 359 cc L50 engine also seen in the Carry and Jimny and was of a front-engine, rear-wheel drive layout. The Hatch was available in four equipment levels, ranging from the very basic "E" which lacked even a heater, via "B" and "D" to the range topping "T" version. Being more comfortable than the LS20 Van it replaced, the Hatch was available with headrests in both front seats and better equipped models got the same dashboard as the "Sting Ray" Fronte (albeit only with two gauges). As for the earlier LS20 Fronte Van, the Hatch's spare tire was mounted in the engine compartment to allow for more cargo space in the rear. While marketed as the "LS30", the Hatch's chassis code remained LS20 as for its predecessor. To set it apart, chassis numbers skipped ahead to LS20-200001. By December 1974 the car lost the "Fronte" badging, but retained the Fronte name in marketing material. Also in 1974 (May), the emissions became cleaner to match the 50年 (1975) emissions rules, but power was down to 26 PS. The basic "E" version was dropped. The first cosmetic change the 360 series Hatch underwent was a modification of the trunklid to accept the larger license plates (330 × 165 mm) legislated for January 1, 1975. In export markets, the vehicle was also available with rear side window panels. For the 1976 model year another horsepower was lost, as emissions rules were gradually tightened, leading to the revised model code H-LS20. The Hatch also received a new grille and more sculpted bumpers (with a stainless steel insert on the front bumper for the T and Custom), the taillights were held in place by two rather than three screws, and the C-pillar logo was altered. Suzuki also changed to a single strut for the rear gate, for improved access. A more luxurious "Custom" model was also brought out for 1976. This was somewhat lower and had a more comfortable (softer) suspension, lowering cargo capacity from . The Hatch was succeeded in May 1979 by the SS30 Alto. ==Fronte 7-S (SS10/SS20)==

Government plans had been made to gradually increase the Kei car engine size limit to 550 cc, to make room for cleaner four-stroke engines and to reverse the slowing Kei car sales curve. Many manufacturers responded with interim, 500 cc models in 1976, Suzuki among them. In early June 1976 the Fronte 7-S was presented, model code SS10. "7-S" was meant to stand for Space, Safety, Sense, Save money, Silent, Stamina, and Suzuki TC, not necessarily always in the same order. As per the new regulations, it was wider than the LC20 series and had a larger engine of 443 cc. Suzuki stated that this was the ideal displacement for a two-stroke engine, but gave the lie to that when they introduced a larger, 539 cc engine only sixteen months later. Wheelbase remained at , while overall length grew to thanks to new bigger bumpers and a somewhat bulkier rear end. The more squared-off front end also allowed for a larger front luggage area. The new Fronte was available with either two- or four-door bodywork with an opening rear window. Four-doors were significantly more popular, representing about 70 percent of production. The T4A engine was still a three-cylinder two-stroke (simply a bored out version of the LC10), as Suzuki considered themselves experts at this configuration and deemed it ideal for kei cars. Suzuki emphasized the two-stroke's advantages: a simpler, more reliable construction of lighter weight, requiring less maintenance, and producing more power and significantly more torque than a four-stroke of equal displacement. Suzuki advertised the fact that the new Fronte 7-S remained a two-stroke with the slogan "It's Still Alive". The new Suzuki TC ("Two Catalyst") emissions system meant that it provisionally met the provisional, 1975 (50年) emissions standards thanks to a two-way catalyst and a secondary air supply device. In January 1977, the Fronte received some light alterations including a rectangular Suzuki badge in the front grille, taillights of a new construction, and a slightly remodelled engine lid with a somewhat wider recess for the license plate. The sheetmetal at the rear was also reworked and an additional heatshield installed at the rear apron, to avoid the hot exhaust system causing grass fires. This model is sometimes referred to as the SS10-2, to tell it apart from the pre-facelift model. Suzuki's struggle to meet the 1976 emissions regulations with the two-stroke engine compelled them to write a contract with Toyota to purchase engines from their subsidiary Daihatsu, Suzuki's main competitor. The agreement was limited to a maximum of 1,000 engines per month. with the two-stroke at a slightly higher (by ¥18,000) price. Because of the limited numbers available, four-stroke Frontes were initially only available in the all-important Tokyo market. Torque was at 3500 rpm, versus in the smaller two-stroke engine. In the end, Suzuki did manage to meet the regulations with their own engine. The new SS12 Fronte 7-S going on sale on 25 May 1977, becoming the first two-stroke to meet the tighter 1978 (53年) emissions standards. The interim SS12 was replaced by the "full scale" 550 cc SS20 version presented on 27 October 1977, with a slight facelift consisting of a new grille, redesigned cladding around the C-pillars, and a new dashboard. The SS20 is equipped with the T5A engine (first seen in the Jimny); with 539 cc it offered at 5000 rpm and at 3000 rpm, which helped bring top speed back up from . To use up leftover four-stroke engines, the SS11 received the same facelift as the SS20, becoming the SS11-2. The SS11-2 was fairly short-lived, though, as the new T5A engine met the emissions regulations on its own and Suzuki was now able to terminate their contract with Toyota. The torque gap between the four- and the two-stroke models was widened further: while the SS11 could climb a slope of 0.34 tanα (18.8˚) the SS20 could manage 0.52 tanα (27.5˚). The production run of the SS20 was not very long either, coming to an end after just over a year and a half. Production ended in April 1979, as Suzuki was getting ready to introduce their new generation of front-wheel drive kei cars. In the few export markets where it was available, the Fronte 7‑S was simply sold as the "Suzuki SS10" and "SS20", foregoing the Fronte name. It was also built with left-hand-drive, for export, but also for the Okinawan market where traffic drove on the opposite side of the road until the end of July 1978. The SS10 received an engine less burdened by emissions equipment than the Japanese market model, producing at 4500 rpm. It was available as the two-door FC (Custom) and the four-door GL (Deluxe). == Fronte fifth generation (SS30/SS40)==

}} In May 1979 the Fronte 7-S was replaced by the new SS30/SS40 Fronte. The Fronte Hatch 55 was also discontinued; from now on the commercial versions all used the Alto name. Alto also came to be the name used in export markets. SS30S was the two-stroke engined version of the Fronte (539 cc, three cylinders, T5B) while the SS40S received a newly developed, 543 cc four-stroke three-cylinder engine, the F5A. This developed and proved very popular, soon displacing the two-stroke entirely. The T5B would no longer be available in the Fronte after May 1981. The Alto light commercials received the SS30V/SS40V designation, and considerably lower gearing since it was mainly intended for short distance inner-city use. Both the Alto and Fronte had a claimed top speed of . The new Fronte was a big step away from the SS20, making the switch from a rear-engined, rear-wheel drive configuration to a more up-to-date transversely mounted engine in front, driving the front wheels. Wheelbase was increased from 2030 to 2150 mm and the new car was much more spacious. The four-door Fronte had an opening rear glass window, whereas the two-door Alto got a proper rear hatch. In some export markets the car was just known as the Suzuki SS40. In Europe, the Fronte (usually labelled Alto) was also sold with a 796 cc four-stroke three (SS80) from July 1981 and was 100 mm longer, thanks to bigger bumpers. These cars also received larger 12-inch wheels. Four-doors received the SS80F chassis code, while three-door passenger versions were called SS80G. Other markets, such as Chile, received the SS80 with "Fronte 800" badging, echoing the 1960s car with the same name. In May 1980 a new, low-cost variant called FX-A or FS-A (depending on engine fitment) was added. In May 1981 the grille was revised somewhat, now extending into the headlight surrounds. This was also when the two-stroke engine was discontinued for the Fronte; it continued to be offered on the Alto until September. In October a two-speed automatic with a torque converter was added on two new models, called FS-QG and FS-QA. In May 1983 the Fronte/Alto received a minor facelift, and now featured square headlamps and a revised, asymmetrical grille. The Fronte's engine was also mildly updated, while on the outside there were door mirrors rather than the fender-mounted ones. The valve timing was adjusted and transistor ignition was introduced, the compression ratio nudged up to 9.7:1 (from 9.5), and the EGR and catalytic converter were improved. Claimed power inched down to at 6000 rpm. A new top version, the FS-QG, was also introduced: it featured digital instrumentation. From 1984 until replaced in 1986, the four-door SS80 Fronte was built in India by Maruti as the "800". Cooper Motor Corporation (CMC) of Nairobi, Kenya, also assembled the four-door SS80 in the eighties. ;Pricelist FX 800 In Pakistan the four-door version was available with the F8B engine (800 cc, 40 hp), and was sold as the Suzuki FX 800. The FX was sold from 1983 to 1988 when it was replaced by the SB-308 body style (also known as the CB72, which ended production in early 2020), called the Suzuki Mehran. The FX features prominently as the car driven by the protagonist in Mohsin Hamid's debut work Moth Smoke. == Fronte sixth generation (CB71/72)==

}} In September 1984 the new Fronte CB71 was introduced. Now only with the F5A four-stroke engine, it retained the suspension of the SS40 model (leaf springs, beam axle). The Fronte was now a full five-door hatchback, on a wheelbase extended to . Only the 543 cc F5A engine was available, with the power output back up to at 6000 rpm. The most expensive model, the FG, received front disc brakes (the lesser versions making do with drums all around) and a 5-speed manual transmission or a 3-speed automatic. As before, the Fronte received higher gearing than the Alto, reflecting its intended usage. Top speed was , 2 more than the Alto. In July 1986 the CB71 became the CB72 after a rather thorough facelift. The headlights were new, of a wraparound design, and the interior was changed with a new dashboard. The main changes, however, were under the skin: the old rear suspension was replaced with Suzuki's patented ITL suspension (Isolated Trailing Link). This three-link rigid setup considerably improved the ride. In November 1987, the Fronte Wit Custom was presented - this was a special edition based on the top FG version of the Fronte, keeping that car's features such as a rotating driver's seat and variable ratio power steering, with additional standard equipment like halogen headlamps, special hubcaps, a moquette interior, and climate control (a first for the kei class). By February 1987, the Fronte became available as a three-door, with the FS Twin Cam 12 version with a at 7500 rpm, DOHC 12-valve F5A engine (FR in the five-door version). The engine had two horsepower more in the Alto; this is due to less stringent emissions standards for commercial vehicles. In August 1987 a three-speed automatic transmission became available, and lastly there was also a part-time four-wheel drive version of the five-door CB72 Fronte (the CD72S, from January 1988). By September, the CB/CD72 was replaced. The 1988 Suzuki Cervo used the chassis, front clip and door panels from the CB/CD72 Fronte. A slightly longer and wider version (bigger bumpered), equipped with the same 796 cc engine as the SS80, producing was the export model. In Europe it was sold as the Alto, in other countries as the SB308 or with the Fronte nameplate. The facelifted Fronte has also been produced (or still is being built) under license by many other manufacturers: • Chang'an SC 7080 • Jiangbei Alto JJ 7080 • Jiangnan JNJ 7080 Alto • Maruti 800 (aka Suzuki Maruti) • Suzuki Mehran • Xian Alto QCJ 7080 == Fronte seventh generation (CN11S)==

In September 1988, the new CN11S Fronte debuted. The previous generation was not as roomy as the competition due to its comparably short wheelbase, but the new version addressed this issue by having it stretched out by to . A sleeker looking body, with rear side windows that wrapped around the edge of the roof, also helped sales. Apart from the very cheapest variants, the Fronte got front disc brakes and 12 inch radial tyres. The Fronte also received the 547 cc 12-valve SOHC F5B engine from the Suzuki Cervo, developing at a lively 7500 rpm. There was no three-door version this time, but a 4WD variant (CP11) was available. And then, only six months later, Suzuki's longest running nameplate was laid to rest. When Japanese tax laws for vehicles in the kei class were changed in April 1989, kei commercial vehicles were no longer quite as favored as before. But, since the Alto had long had a much larger market share than the Fronte, it was decided to drop the Fronte name and focus marketing efforts on the Alto, which now became available as a five-door and three-door sedan as well as a three-door van. With the 796 cc engine, the CN11S Fronte was built in China as the Anchi 6330. The CN11 was never exported to Europe, as they received the Cervo Mode (labelled as an Alto) instead. However, South Korea's Daewoo built the car under license as the Tico, and this model saw a great deal of sales particularly in Eastern Europe. ==References==