Holden Scurry

Suzuki

Company type	Public
Industry	Automotive
Founded	March 15, 1909 (1909-03-15) in Hamamatsu, Japan
Founder	Michio Suzuki
Headquarters	Hamamatsu , Japan
Products	Automobiles, motorcycles, all-terrain vehicles, outboard motors
Website	www.suzuki.co.jp

The Suzuki Carry is a kei truck manufactured by the Japanese company Suzuki. The microvan variant was initially known as the Carry van until 1982, after which passenger vans were rebranded as the Every. Within Japan, both the Carry and Every fall under the kei car classification, whereas the larger Suzuki Every Plus comes with an extended bonnet and a more powerful engine. For international markets, engine options expand up to 1.6 liters. This model has been sold worldwide under multiple names and uniquely includes versions branded by both Chevrolet and Ford.

Introduction

In the Japanese market, the Carry truck and van, along with the Every van, face competition from comparable vehicles such as the Kurogane Baby, Honda Acty, Subaru Sambar, Mitsubishi Minicab, and Daihatsu Hijet. In overseas markets, the Carry also competes directly with models like the Hijet.

The first two generations of the Carry were marketed under the Suzulight brand, emphasizing Suzuki’s commitment to producing "Light Cars" (kei jidosha).

First generation (FB/FBD; 1961)

The Carry line debuted in October 1961 with the FB Suzulight Carry, a pickup truck featuring a "semicabover" design where the engine was positioned beneath the front seat accompanied by a short bonnet. Minor revisions appeared in October 1963 for the 1964 model year, followed by the introduction of a glass-windowed FBD Carry Van in September 1964. It was powered by a 359 cc air-cooled two-stroke two-cylinder FB engine delivering , an engine architecture that later evolved into a three-cylinder variant used until 1987 in the Suzuki Jimny (LJ50). The vehicle’s top speed was approximately . The suspension system utilized rigid leaf springs on both front and rear axles. In July 1962, a panel van variant (FBC) was added to the range.

Second generation (L20; 1965)

June 1965 saw the launch of the redesigned L20 Suzulight Carry, which succeeded the FB model. This iteration featured an upgraded ladder-frame chassis with independently sprung front wheels employing torsion bars. Although engine power remained at 21 hp, it incorporated Suzuki’s patented Cylinder Crank Injection lubrication technology. The Carry Van was succeeded by the L20V in January 1966, alongside new variants including a dropside pickup (L21) and the L20H—a pickup equipped with a canvas canopy and rear-facing seats in its bed, expanding seating capacity to four occupants. The maximum speed reached 75 km/h. Notable features of the Carry Van included a horizontally split two-piece tailgate and sliding rear windows.

This conventional design continued production simultaneously with the cabover L30 Carry until both models were replaced by the L40 in 1969. Manufacturing operations moved from Toyokawa to Iwata following the inauguration of a new plant in August 1967.

Third generation (L30/L31; 1966)

Unveiled in February 1966, the L30 Suzuki Carry marked the discontinuation of the "Suzulight" name and introduced a full cabover configuration. It retained the same horizontally mounted 359 cc FB two-stroke engine positioned beneath the cargo area. The starter and generator were integrated on the front of the crankshaft. The L30 was produced concurrently with its traditional predecessor until both were phased out for the L40 model. From launch, an L30H variant featuring a canopy and seats arranged face-to-face within the bed was available, resembling the earlier L20H. The L31 model offered a drop-side cargo bed with similar mechanical components but increased loading space. Payload capacity remained unchanged at .

A brief production run included a four-door Carry Van version (L30V) introduced in March 1968, which shared body panels ahead of the B-pillar with other models and featured a two-piece tailgate. Production transitioned from Toyokawa to Iwata after the new factory commenced operations in August 1967.

Fourth generation (L40/L41; 1969)

Suzuki unveiled the Giugiaro-styled L40 Carry in July 1969, followed by a van model featuring dual side doors and a rear gate hinged at the top in November. The van’s symmetrical design clearly reflected Giugiaro’s touch, although the modern aesthetics of the L40 compromised interior space and deviated from conventional Japanese commercial vehicle design preferences. Equipped with an enhanced 25 PS reed valve variant of the FB two-stroke engine, it was marketed domestically under a name emphasizing its streamlined appearance. The vehicle adhered to kei car specifications, maintaining dimensions of 2990×1295 mm and a 359 cc engine displacement. Load capacity reached 350 kg for the truck and 300 kg for the van, with a maximum speed increased to 95 km/h.

In April 1971, a slight update introduced a 27 PS FB engine incorporating Suzuki’s Cylinder Crank Injection and Selmix lubrication system, also found in the LJ10 Jimny, delivering torque of 3.7 kgm at 5,000 rpm. The Panel Van variant employed a boxy body mounted on the truck chassis, while the V40FC Camper model debuted in 1971, designed to accommodate two adults and two children with basic camping facilities.

Truck production ceased in May 1972; however, the L40V van remained available until it was succeeded by the L50 Van later that year. During its relatively short production span, roughly 233,000 units were built, with truck sales surpassing van sales by approximately eight to one.

Fifth generation (L50/L60; 1972)

The fifth-generation L50 Carry truck appeared in May 1972, followed by the van variant in August. While still influenced by Giugiaro's design principles, this iteration adopted a more conventional appearance without ventilation windows. Round headlights replaced earlier styles, and the van featured a squared-off rear section alongside sliding side doors. Its water-cooled L50 engine delivered 28 hp, restoring the maximum load capacity to previous levels.

In December 1972, Suzuki introduced a five-door L50VF van equipped with sliding doors, succeeded by the dropside L51 pickup in March 1973. A minor refresh in November 1973 brought a redesigned grille, updated bumper, and interior improvements including a revamped dashboard and hanging pedals. This generation propelled Suzuki to dominance in the kei truck segment, outselling all rivals throughout 1973 and 1974.

September 1975 marked the launch of the export-focused L60 series featuring an enlarged 446-cc two-cylinder L60 engine producing 29 PS—an increase from the export models’ previous 26 PS with 360 cc engines. Reinforced differentials and springs boosted payload capacity accordingly. Adjustments were made in 1975 to accommodate larger license plates. By December of that year, domestic L50 engines had their output reduced to 26 hp to comply with tightening emissions regulations.

Sixth generation (ST10/ST20/ST80; 1976)

In May 1976, Suzuki launched the Carry 55 (ST10/ST10V), equipped with a larger water-cooled 539 cc two-stroke three-cylinder LJ50 engine to meet updated kei category rules. Although resembling its predecessor visually, it featured slimmer yet larger bumpers along with subtly modified door designs. The ST11 variant offered a drop-side bed configuration. This model marked Suzuki’s initial CKD assembly operation in Indonesia during 1976 before being replaced by the larger ST20 in 1977.

The ST10 was succeeded by the wider and longer ST20 pickup in September 1976, marketed as the Suzuki Carry Wide 550 and reaching maximum allowed dimensions for its class. The ST20 Van followed in November, slightly shorter than its truck counterpart. Certain special ST10 variants remained on sale briefly during this transition period. The ST20K featured three drop-sides compared to the utility version’s tailgate and fixed sides. Powered by the same 539-cc two-stroke engine producing 26 PS at 4500 rpm, it carried a payload rating of 350 kg. After producing approximately 187,000 units, the ST20 underwent a light facelift in October 1977 that included upgraded equipment and new front grilles on all but base trucks.

Available trim levels ranged from base (without grille), Standard (black grille), to Super Deluxe (chrome grille with hubcaps). The October 1977 Custom Van targeted private buyers offering metallic paint finishes, reclining fabric seats, and chrome bumpers—precursors to what would become the "Every" passenger microvan line.

The export-exclusive ST80 debuted in 1977 as Suzuki’s first Carry powered by a four-stroke engine: a 797-cc inline-four F8A generating 37 hp at 5500 rpm, also utilized in the LJ80 Jimny. Indonesian production of the ST20 continued at least until 1983 where it earned the nickname "Turungtung," inspired by its distinctive two-stroke sound. As Suzuki’s inaugural Indonesian-manufactured model, it became widely adopted as an Angkot share taxi. Locally only offered as a truck model, Indonesian coachbuilders developed multi-seat taxi configurations from it. The Indonesian-spec ST20 claimed output figures of 33 PS at 4500 rpm and torque of 52 Nm at 3000 rpm without being affected by emissions restrictions.

Seventh Generation (ST30/ST40/ST90/ST100; 1979)

Suzuki introduced the ST30 series in March 1979, retaining the previous model's dimensions and continuing with a two-stroke engine now relocated beneath the front seat. By this time, the Carry had secured its position as Japan's top-selling Kei truck for eight straight years. For international markets, the ST90 variant was equipped with a larger 797 cc four-stroke F8A engine, commencing production in August 1979. Domestically, the Carry incorporated a 543 cc four-stroke F5A engine (ST40) starting October 1980, while the two-stroke option remained available. Export versions subsequently adopted a 970 cc four-cylinder engine under the ST100 chassis designation.

In December 1982, Suzuki separated the Van from the Carry lineup within Japan, branding it as the Every, which was offered exclusively with four-stroke engines to comply with emissions standards. The first four-wheel drive model appeared in May 1981 as a pickup (ST31/41), followed by a van variant launched in November 1982.

This generation saw extensive production throughout Asia, including Japan (Iwata), Taiwan (Ford Lio Ho), Pakistan (Karachi), Indonesia (Bekasi), India (Gurgaon), and several Chinese facilities under names such as Chang'an, Changhe, and Hanjiang. Engine configurations varied widely—from 539 cc two-stroke units to 1050 cc four-stroke engines—customized to meet regional requirements.

China

Changhe became China's pioneering manufacturer of minivans and pickup trucks, assembling a total of 151,629 Carry units.

Pakistan

In Pakistan, Pak Suzuki Motors, a Suzuki Motor Corporation subsidiary, assembled and marketed the Suzuki Bolan until 2024. The Bolan was derived from the ST90V Carry (Hi-Roof) and powered by a three-cylinder F8B 796 cc fuel-injected engine delivering 39 hp (29 kW) and 62 Nm of torque. It featured a four-speed manual gearbox and achieved a maximum speed of 120 km/h. Additionally, a pickup variant named Ravi was available.

Taiwan

The Ford Pronto was essentially a rebadged Carry ST80 sold between 1985 and 2007 by Ford Lio Ho, a joint venture involving Ford and Lio Ho in Taiwan. Designed to rival China Motor Corporation's Mitsubishi Minicab and Sanfu's Subaru Sambar in the local minivan segment, it sported a redesigned front end developed in Australia. The initial Pronto generation utilized the same 797-cc four-cylinder engine as export versions of the Suzuki Carry.

Indonesia

In Indonesia, Suzuki Indomobil Motor began assembling seventh-generation Carry and Super Carry models from 1983 onwards. These were powered by the 970 cc F10A engine producing 50 PS. The ST100 variant was offered as a minivan featuring a locally engineered rear body with an extended overhang and wheelbase lengthened by 10 cm to accommodate a third row of seating. Unlike other regions, sliding doors and lift-up tailgates were not incorporated.

A minor facelift in 1986 introduced trapezoidal headlights; however, within six months these were replaced by square headlights paired with larger bumpers under the "Super Carry Extra" nameplate. This model measured 3530 mm in length and 1465 mm in width—specifications that remained unchanged until production ceased in 2009. Indonesian Carry pickups legally accommodated three passengers. In 1989, upgrades included a five-speed transmission and tachometer; power steering along with an updated steering wheel were added in April 1995.

To comply with Indonesia’s Euro 2 emission standards effective from 2007, the F10A engine received multi-point fuel injection in 2005 alongside a catalytic converter, increasing output to 60 PS. Although withdrawn from standard price lists in 2006, this configuration remained available by special order until production ended in 2009 alongside the newer eighth-generation Carry Futura. Until overtaken by Daihatsu Zebra and Toyota Kijang sales in 1987, the Carry held Indonesia’s best-selling vehicle status.

Both seventh-generation Carrys and eighth-generation Carry Futuras are widely utilized as public transportation minibuses locally known as "angkot".

India

The Maruti Suzuki Omni is a microvan manufactured by Maruti Suzuki in India from 1984 until 2019. Originally introduced as the Maruti Suzuki Van and equipped with an inline-three engine shared with the Maruti 800, it was rebranded as the "Omni" in 1988. A significant redesign took place in 1998, followed by minor enhancements in 2005, which included updates to both the interior and exterior, along with new color selections.

Available variants were:

• Omni (E) (1996): an 8-seat microbus configuration
• Omni XL (1999): similar to the Omni E but featuring an elevated roof
• Omni LPG (2003): equipped with a factory-installed LPG system for economical operation
• Omni Cargo LPG (2004): tailored for intercity freight transportation
• Omni Ambulance: a modified version of the Omni E adapted for ambulance services, commonly seen in Indian urban areas

The Omni was offered in both passenger and cargo formats, featuring sliding rear doors and a tailgate hinged at the top. The passenger variant included two additional rear-facing seats behind the front row, allowing seating for eight occupants.

Typical specifications of the Omni (E) around 2010 were:

Specification	Details
Maximum speed	100 kilometres per hour (62 mph)
Acceleration (0-60 kilometres per hour (37 mph))	10 seconds
Fuel type	Petrol
City fuel efficiency	13–14 km/L
Highway fuel efficiency	16–17 km/L
Power output	37 bhp at 5,000 rpm
Engine displacement	796 cc, inline three-cylinder
Torque	62 newton-metres (46 lbf⋅ft) at 3,000 rpm
Transmission	4-speed manual

Early versions were quite basic and did not include features such as a dashboard fan blower.

In April 2019, after a production span of 35 years, Maruti Suzuki ceased manufacturing the Omni due to its non-compliance with updated Indian safety and emission standards that mandated airbags, ABS, seatbelt reminders, speed alerts, and rear parking sensors. Additionally, its flat-front design hindered the incorporation of crumple zones. The Maruti Eeco was launched as its replacement.

South Africa

In South Africa, the Carry was available in truck, van, and high-roof van variants, all powered by a 797cc F8A four-cylinder engine. Locally known as "half loafs," these vehicles are prevalent in cities like Cape Town and Durban where they operate within privately owned minibus taxi fleets. Characterized by bright yellow paint with green designs and an open rear section, they function as informal public transit options where passengers pay the driver directly and can disembark anywhere along the route.

Eighth generation (DA71/DB71/DA81/DA41/DB41/DA51/DB51; 1985)

Introduced in March 1985, the eighth generation Carry alongside the second generation Every featured updated styling and an expanded lineup that included more potent fuel-injected engines. Chassis designations comprised DA/DB71 for models with F5A engines (with DB indicating four-wheel drive), and DA81 for the two-stroke truck until it received a facelift in 1986. The suffixes T, B, and V identified trucks, tip-deck trucks, and vans respectively. Starting from late 1987, the Every was offered with a turbocharged engine producing 52 PS; meanwhile, the Carry truck was equipped with a supercharged F5A delivering 48 PS. A limited-production nine-valve version generating 32 PS was available on higher-spec Every trims; standard six-valve units produced 30 PS. In May 1989, most F5A engines were replaced by the multi-valve F5B powerplant under chassis codes DA/DB41. This engine also powered Mazda’s badge-engineered Autozam Scrum (DG/DH41).

Facelift

Following the revision of kei-car dimensions and engine standards in March 1990, Suzuki introduced an updated version of the Carry/Every designated by the DA/DB51 chassis code. This iteration featured the 657 cc F6A engine, delivering enhanced power outputs, paired with a more streamlined and contemporary exterior design. In September 1990, the Every's entry-level engine was boosted to produce at 5500 rpm, with torque increasing from at 4000 rpm. By March 1991, this engine became the standard option for the base Carry models. However, just six months later, the DA/DB51 platform was succeeded by the ninth-generation Carry and Every.

Export models

After 1985, European-market Carrys continued to utilize the 797 cc four-cylinder F8A engine from the ST90 Carry, while Super Carrys were equipped with the larger F10A 970 cc four-cylinder unit. These models bore chassis codes SK408 and SK410, producing 37 and 45 PS (27.5 and 33 kW) respectively, with top speeds reaching 110 and 115 km/h. The addition of larger bumpers extended their overall length by 10 cm to 3295 mm. Production commenced in July 1985; the SK408 (also known as DA11) concluded in October 1989, whereas the SK410 Super Carry shared its F10A engine with the SJ410 Samurai.

In Europe, this generation of Carry was also marketed under Bedford, Vauxhall, or GME Rascal badges and assembled at GM’s Luton facility to circumvent JAMA export restrictions.

In Australia, it was offered as the Super Carry in ute, van, and wagon forms, alongside the Holden Scurry (NB series), which did not include a ute variant.

Taiwan sold the Carry as the Ford Pronto—initially powered by the F8A engine before upgrading to the F10A—and continued its production until a rebadged tenth-generation Carry replaced it in 1999.

In Central America, this model appeared as the Chevrolet CMV (van) and CMP (pickup), with manufacturing lasting until 2013.

Vietnam still produces the Super Carry as either a truck or panel van equipped with a Euro 2-compliant engine. Its 970 cc powerplant employs electronic fuel injection to deliver at 5500 rpm. Measuring in length, it stands as Vietnam’s top-selling truck and was updated to meet Euro 4 emission standards in 2017.

Bedford Rascal

The Bedford Rascal—later rebranded as the Vauxhall Rascal—and also known as the Suzuki Super Carry, is a kei truck and microvan developed through a collaboration between American automaker General Motors (GM) and Japanese manufacturer Suzuki. Marketed under GM’s British Bedford brand as well as Suzuki badges, it was also sold under names like GME in certain European regions where Bedford and Vauxhall had less brand recognition.

Manufactured at IBC Vehicles in Luton, England—adjacent to Vauxhall’s primary plant—the Rascal targeted consumers seeking compact and economical vans. It featured Suzuki’s 970 cc F10A inline-four engine and offered payload capacities of up to 550 kg for vans and 575 kg for pickups. The main visual difference between Bedford and Suzuki versions lay in their front-end styling: while the Super Carry had distinct headlamp surrounds, the Rascal sported a full-width grille with "Bedford" embossed centrally.

Timeline:

• 1986: Initial release
• 1990: Rebranded as Vauxhall Rascal after Bedford brand discontinuation
• 1993: Production transferred to Japan; continued until 1999

Although primarily marketed as vans, pickup trucks and camper conversions were also produced to meet varied commercial demands across European and Japanese markets.

Daewoo Damas

The Daewoo Damas is a rebadged variant of the Suzuki Carry/Every, manufactured by South Korea's Daewoo since 1991. Now in its second iteration, it is offered as both a van and a pickup truck—the latter marketed under the name Daewoo Labo. Starting in 2011, these models have been sold domestically without any Daewoo branding, effectively establishing "Damas" and "Labo" as standalone marques.

In overseas markets, the Damas is marketed as the Daewoo Attivo or under the Chevrolet names CMV (passenger van) and CMP (pickup), following General Motors’ acquisition of Daewoo. Both variants are equipped with a 796 cc three-cylinder SOHC F8C engine, delivering increased power compared to the original Japanese 660 cc units. They feature manual transmissions exclusively, optional air conditioning, and primarily run on LPG fuel within South Korea.

The microvan configuration of the Damas is available in seating layouts of seven, five, or two seats for cargo purposes, with trim levels including DLX (deluxe) and SUPER. The Labo pickup is offered in STD (standard), DLX, and SUPER trims, with options such as cube van bodies or drop-side pickups and an electric tailgate lift.

A redesign in 2003 extended the front end by 245 mm to comply with enhanced safety regulations; this version was marketed as the Daewoo Damas II. Production ceased in 2007 due to emissions regulation challenges but recommenced in 2008 with LPG-powered engines for domestic sales. In 2011, South Korean sales dropped the Daewoo badge entirely. Manufacturing was again suspended in 2013 owing to new oxygen sensor requirements but resumed in 2014 after small business groups secured regulatory exemptions. These exemptions were subsequently renewed through at least 2020 and once more in 2019.

Vietnam’s VIDAMCO assembled the Damas using complete knock-down kits until production ended in 2018.

Uzbekistan

In Uzbekistan, the Damas functions as a widely used public transport vehicle, frequently carrying more passengers than its official seven-seat capacity. Local assembly began at UzDaewoo Auto in 1996, progressively increasing the proportion of domestically sourced components. While production of the Labo ceased in 2004, it was revived as the Chevrolet Labo in 2015 and is now exclusively manufactured at UzAuto’s Khorezm Plant located in Pitnak. The original design was replaced by the longer-nosed Daewoo Damas II in 2006. After General Motors took over UzDaewoo in 2008, the model was rebranded as Chevrolet Damas and offered primarily in basic Van and seven-seat Deluxe versions.

Ninth generation (DC51T/DD51T/DE51V/DF51V; 1991)

The ninth generation Carry, which also represents the third generation Every, debuted in September 1991 featuring the same 657 cc F6A engine but updated with sleeker body styling highlighted by narrow rectangular headlights. The truck chassis underwent minimal modifications aside from a modestly extended wheelbase; vans received a longer wheelbase and adopted a mid-engine configuration positioned ahead of the rear axle. Chassis codes distinguished trucks (DC/DD51T) from vans (DE/DF51V), with "DD" and "DF" denoting four-wheel-drive variants. Two front-end designs were available: compact rectangular headlights or larger round lamps reserved for lower-tier models.

A minor update arrived in September 1993 that replaced drum brakes on all fronts with disc brakes. By November of that year, the van lineup was renamed Every to better differentiate it from truck models. In July 1995, subtle revisions included amber front turn signals and a change in wheel bolt pattern from 4x114.3 mm to 4x100 mm. Production persisted until 1999; however, most export markets continued offering the previous generation equipped with larger engines and predominantly van configurations. Compared to this ninth generation’s coil-sprung De Dion rear axle—which was less capable under heavy loads—the older Super Carry was generally regarded as more durable. In select international markets, this generation appeared as the SK306 powered by Japan’s 657 cc engine. Additionally, a retro-inspired Suzuki Every C model was introduced near the end of 1997.

Tenth generation Carry and fourth generation Every (DA52/DB52/DA62/DA63; 1999)

Introduced in January 1999, the tenth generation Carry debuted alongside the van variant, which was rebranded as the Every for the Japanese market, thereby discontinuing the "Carry" nameplate on vans domestically. This series maintained an updated version of the F6A engine and was available in DA/DB52 T and V trims, with the "DB" designation signifying four-wheel drive capability. Initially, a fuel-injected six-valve F6A turbocharged engine delivering was offered but was phased out by May 2000; it returned in September 2001 following the adoption of the cleaner K6A powerplant.

In June 1999, Suzuki expanded the lineup with the DA52W Every Wagon, which came exclusively with two-wheel drive, as well as introducing the larger Every Plus model. By 2001, versions equipped with the more robust K6A engine featuring a timing chain were launched under the DA62T/V/W codes. This generation also saw production under license in China by Chang'an Suzuki, marketed as the "Star" (Zhixing) bus and truck, with multiple updates implemented since 2009.

The Carry truck underwent a comprehensive redesign of its body in May 2002, followed by door modifications in April 2009. Production of the Every Van and Wagon continued until August 2005, highlighting their gradual separation since Every’s inception in 1982. In November 2005, Suzuki introduced the Carry FC model aimed at agricultural users, featuring a shortened wheelbase to enhance maneuverability on narrow rural roads. This version improved interior space by repositioning wheel wells beneath the seats and offered four-wheel drive alongside an optional locking differential labeled "Agricultural Specification." The FC boasted an industry-leading turning radius of and was exclusively paired with a five-speed manual transmission.

Ford Pronto (PR-Z)

From late November 1999, this generation of Carry was also manufactured in Taiwan under the Ford Pronto nameplate. Available as either a truck or van, it was powered by a Japanese-built 1.0-liter, 16-valve G10B engine delivering . The lifestyle-focused van variant was marketed as the Pronto PR-Z. Production ceased by late 2007 when Ford Lio Ho discontinued it due to the engine’s inability to comply with evolving local emission standards.

Fifth generation Every (DA64; 2005)

Released in Japan in August 2005, the fifth generation Every shifted its emphasis toward passenger comfort, with commercial models derived from this base. The rear seating featured a 150 mm adjustable sliding function to enhance flexibility. Higher-end PZ Turbo and PZ Turbo Special trims introduced fully automatic climate control—the first instance for kei vans—and included power-operated sliding doors; additionally, the PZ Turbo Special incorporated electrically powered side steps for easier entry. A facelift update was implemented on May 20, 2010.

Between 2013 and 2015, this generation was rebadged and retailed by Mitsubishi Motors as both the Minicab and Town Box models, while Nissan marketed it as the NV100 Clipper.

Eleventh generation Carry (2013)

The eleventh generation Carry made its debut in Japan in August 2013 and is also sold under other brands including Mazda Scrum, Mitsubishi Minicab, and Nissan Clipper.

Sixth generation Every (DA17; 2015)

The sixth-generation Every was introduced in Japan in February 2015, utilizing the newly developed R06A engine shared with the Carry truck. Manufacturing expanded to Pakistan in October 2024, where it replaced the Suzuki Bolan model.

Distinct model variants

Suzuki created various non-kei versions of the Carry tailored for international markets.

Suzuki Carry Futura / Suzuki Futura / Super Carry

In April 1989, Suzuki collaborated with Mitsubishi Motors to co-develop a light commercial vehicle aimed at the Indonesian market. This partnership resulted in the Suzuki Carry Futura (renamed simply Suzuki Futura after 1994) alongside the Mitsubishi Colt T120SS. Launched in February 1991, the Carry Futura served as a larger alternative to the smaller ST100 Carry model. It was available in multiple configurations including a 4-door van, a wide deck truck featuring three-way opening sides, and a chassis cab variant often converted into microbuses for local transportation. Initially, it was equipped with a 1,360 cc G13C engine delivering 73 PS and was also marketed as the Suzuki Futura in Malaysia.

A minor update in August 1997 introduced an optional 1,590 cc G16A engine producing 80 PS. In response to Indonesian taxation on engines above 1500 cc and economic pressures following the 1997 Asian financial crisis, the early 2000s saw the introduction of a carbureted 1,493 cc G15A engine generating 77 PS at 6000 rpm. By March 2005, this engine was upgraded with fuel injection and Euro 2 emission compliance through a revised 16-valve cylinder head; its power rating initially reached 87 PS but was later reduced to 79 PS. The model underwent further facelifts in April 2010 and January 2017.

Due to tightening Euro 4 emission standards, production of both the Futura and its related APV-based Mega Carry ceased in February 2019, succeeded by the newer Carry (DC/DN61T) series.

Mitsubishi Colt T120SS

The Colt T120SS carries forward the heritage of Mitsubishi’s first-generation Delica, marketed as "Colt T120" in several regions including Indonesia. Introduced in 1991 as a replacement for the Minicab-derived "Jetstar" mini truck, it is based on the locally developed Futura platform but differs in engine options, grille design, taillights, and features a slightly extended cargo bed. The overall length measures 3,720 mm, extending to 3,940 mm for the "3-way wide deck" variant.

Similar to the Futura, the Colt T120SS was offered as a bare chassis, standard pickup, or three-way wide deck truck; however, it did not include a four-door van version. Initially powered by Mitsubishi’s carbureted 1343 cc 4G17 engine producing at 6000 rpm, this powertrain remained unchanged until a redesign in 1996 addressed interference issues. In March 2005, an upgrade introduced a larger fuel-injected 1468 cc 4G15 engine compliant with Euro 2 emissions standards and delivering power at 5750 rpm. Both engines utilized a twelve-valve layout with three valves per cylinder. The model also received a subtle facelift featuring a new grille with a distinctive triangular center section.

Between 1991 and January 22, 2019, Mitsubishi Motors manufactured a total of 324,960 Colt T120SS units at PT Krama Yudha Ratu Motor’s Pulo Gadung facility in East Jakarta. Production concluded without a direct replacement, marking the end of one of Mitsubishi Indonesia’s most iconic commercial vehicle lines.

Maruti Suzuki Super Carry

Introduced to the Indian market in 2016, the Maruti Suzuki Super Carry is a compact commercial truck derived from the Futura model, boasting a wheelbase extended by 140 mm and an upgraded cabin design. It was available with two engine options: a 1196 cc four-cylinder CNG-powered G12B engine or a 793 cc two-cylinder turbodiesel unit, both mated to a 5-speed manual gearbox. The diesel variant marked Suzuki's initial foray into diesel engines for the Carry series but was underpowered for air-conditioning use and was phased out in March 2020 due to failure to meet Bharat Stage 6 norms.

Starting from April 2016, exports commenced to African countries equipped with the 1.2-liter petrol engine. In the Philippines, launched in October 2016, the Super Carry featured the same 793 cc diesel engine and was offered in multiple configurations including flat-bed trucks, utility vans, cargo vans, and jeepney-ready models. The Super Carry was sold alongside the newer Carry variant until it was discontinued several months after 2019.

In April 2023, Maruti Suzuki enhanced the Super Carry’s powertrain by introducing the advanced dual VVT K12N Dualjet 1.2 L petrol/CNG engine.

Suzuki Every Plus/Carry 1.3

The Every Plus represents a seven-seat MPV version of the Every minivan, designated with chassis code DA32W and equipped with a more powerful 1.3-liter G13 engine. Launched in June 1999 and rebranded as Every Landy in May 2001 featuring a facelift with a chrome-accented grille, it was marketed as both a truck and van under the Carry 1.3 badge (DA32) in right-hand drive export markets such as the UK and Australia. A truck variant was also available with permanent four-wheel drive capability. The wagon form was sold under different names including Suzuki E-RV in Malaysia and Carry SK413 or Mastervan in regions like Chile.

• Weight:
  • 2WD:
  • 4WD:
• Power: at 5,700-6,000 rpm
• Torque: at 3,000 rpm

Maruti Suzuki Versa/Eeco

The Maruti Suzuki Versa is an Indian-assembled licensed adaptation of the Every Plus, manufactured by Maruti Suzuki starting October 2001. It became Maruti’s second van offering after the Omni and incorporated roughly seventy percent locally sourced parts. Production ended in late 2009 due to insufficient market demand.

Available trims included an eight-seater DX/DX2 with dual air conditioners featured in DX2, and a five-seat STD. Powered by the same 16-valve, 1.3-liter four-cylinder engine delivering at 6000 rpm managed by a 16-bit ECU, the Versa targeted buyers looking for alternatives to traditional sedans or utility vehicles like the Tata Sumo. The engine placement beneath the front seat allowed acceleration from zero to sixty mph in about 13.5 seconds.

In January 2010, Maruti launched the Eeco as an updated version of the Versa featuring a new inline-four 1196 cc engine producing 55 kW (73 bhp) at 6000 rpm and torque of 101 Nm at 3000 rpm. Offered in configurations seating five or seven passengers, the Eeco remains active in India’s compact van segment.

Variants from Changan Group

The Chang'an/Chana Star (SC6320G) represents a licensed adaptation of the Suzuki Every Plus tailored for the Chinese market, manufactured through the Changan Suzuki partnership. Although the front grille underwent redesign, the overall bodywork retains strong visual ties to the Suzuki Every Plus. Production of updated versions continues as of 2020, including models like the Chana Star 5 pickup and the Chana Star 3 minivan.

Between 2007 and 2012, the Changhe Suzuki Landy, derived from the fifth-generation Every, was available in China.

Additionally, rebranded variants were sold under the Tiger Truck nameplate in North American markets.

Suzuki Landy (2007)

Produced by Changhe-Suzuki, the Suzuki Landy was marketed in China from 2007 until 2012. It was based on Japan’s fifth-generation Suzuki Every but featured a refreshed front fascia and an extended rear overhang. The Landy Sunshine variant was equipped with a K14B engine outputting 70 kW and 115 N·m of torque, mated to a 5-speed manual gearbox.

Suzuki Carry (2019)

Since 2019, newer Suzuki Carry models for international markets have been assembled in Indonesia by Suzuki Indomobil Motor, succeeding both the Carry Futura and Mega Carry. Powered by a 1.5 L (1,462 cc) K15B-C gasoline engine producing , this model debuted at the 27th Indonesia International Motor Show on April 25, 2019. It is exported to nearly 100 countries worldwide. Subsequent launches occurred in Thailand in August 2019 and the Philippines in September 2019.

The vehicle features a front mid-engine with rear-wheel drive configuration paired with a 5-speed manual transmission. Available body styles include a two-door pickup, two-door cargo van, and four-door utility van depending on market demand. Dimensions vary between pickup and van versions, with curb weights ranging from approximately 1065 to 1100 kg.

A facelift version was introduced on January 21, 2021, currently exclusive to Indonesia. The Carry expanded its global presence with a Middle East launch in February 2024.

Suzuki Mega Carry

The pickup variant of the Suzuki APV was branded as Suzuki Carry in export regions, Suzuki Mega Carry within Indonesia and Pakistan, and Super Carry Pro in Vietnam. This model was first introduced internationally in 2005 and began Indonesian production in 2011 before ceasing manufacturing in February 2019.

External links

• (Japan)
• (Indonesia)