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98-578: Based on the Suzuki Cervo , the first generation Maruti Suzuki Zen was introduced on 21 May 1993 (MH410). While it looks very similar to the Cervo Mode, it has a lot of unique sheetmetal as it is ten centimeters longer and ten wider. In Europe and many other export markets, the car sold as the Suzuki Alto . Zen used an all aluminium engine Suzuki G10B engine which produced 50 BHP of power at around 6500 RPM. Also

196-445: A displacement of just 150 cc (or just 100 cc for two-stroke engines ) in 1949, dimensions and engine size limitations were gradually expanded in 1950, 1951, and 1955, to make kei cars more attractive to buyers, and production more viable to manufacturers. In 1955, the displacement limit was increased to 360 cc for both two-stroke and four-stroke engines , resulting in several new kei car models beginning production in

294-513: A 359 cc two-stroke engine developing 31, 34 or 37 PS (35 in later models) depending on equipment level. The Fronte Coupé was discontinued in June, 1976, as it didn't suit the new Kei Jidosha limits, nor the stricter emissions regulations. After a hiatus of over a year, Suzuki returned to the sports minicar market with the new Cervo in October 1977. The SS20 Cervo was mainly a JDM model (although it

392-503: A 5% gas mileage improvement over other Cervos. An even sportier version appeared in November 1983, when the CT and CT-G Turbo versions were offered. The F5A Turbo was Suzuki's first forced induction car engine and produced 40 PS (29 kW) and a useful 54 N⋅m (40 lb⋅ft). It received an electronic carburetor and a lower compression rate of 8,6:1. Only a five-speed manual transmission

490-681: A G Limited normally aspirated model was added, with the fourteen-inch alloy wheels and rear spoiler of the TX. In October 2007 the Cervo received the Japanese Good Design Award, and the SR version was introduced. This had a new, 64 hp direct injection turbo engine and a Jatco -made seven-step CVT transmission , the first time such a combination was available in a Japanese car. It had front-wheel drive and achieved 23.0 km/L (54 mpg) fuel consumption on

588-476: A bit more plain than its sharp predecessor, but the fastback shape echoed Giugiaro's original design. The headlights were square, there was more glass than on the SS20 (but with a broad B-pillar ) and the larger rear glass hatch (still not a proper hatch) now offered better access to a much more usable luggage space. The rear seat folded; some versions even offered a remote opening mechanism and heated rear window. The SS40

686-458: A continued market existed for the kei car. As sales improved, these engines only lasted for a model year or so until manufacturers had the time to develop maximum-sized engines. Only Daihatsu had a 550 cc engine ready and thus avoided developing transitional engines that did not immediately take full advantage of the new regulations. Kei car sales remained stagnant, however; while combined passenger and commercial kei car sales reached 700,000 for

784-450: A displacement increase of 110 cc (6.7 cu in), or twenty percent, while the maximum length was increased by 100 mm (3.9 in). These changes occurred during the 1990s Japanese economic bubble , and all manufacturers quickly developed new models to suit. Within five months, all major kei models had switched from 550 cc to 660 cc engines. For the first time, a power limit of 64 PS (47 kW; 63 hp)

882-605: A facelift with new body which was called Zen Tiger. The Zen underwent a facelift in 2003. A three-door version of the Zen in VXi segment was launched, priced at 5.0 Lakh (ex-showroom, New Delhi). It was only available in Black (Zen Carbon) 300 nos or Silver (Zen Steel) 300 nos, cars. In 2006 the second generation (Zen Tiger) was discontinued. The second generation Maruti Suzuki Zen, called the Zen Estilo

980-488: A governmental backlash. This power limit matched the highest output reached by any kei manufacturer at the time and was a gentlemen's agreement amongst the manufacturers in an effort to avoid a kei-class horsepower war. The only kei car to have exceeded this limit is the Caterham 7 160, a lightweight British sports car that was not expected to qualify as a kei car, though it is small enough (in dimensions and displacement) to fit

1078-511: A hit with the Indian Racing Scene with highly modified versions of the 993 cc G10B engine topping 100+ Bhp. The Zen was the first fun to drive hatchback in the Indian market. It was a driver oriented car with low seating and go kart like handling. The car was very reliable and it is possible to find many good examples of Zen still in use. The Zen still commands a relatively high resale value on

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1176-604: A kei car in Japan, a kei version of the Smart Fortwo (called the Smart K ) was sold in Japan by Yanase from 2001 to 2004. The Smart K used revised rear fenders and reduced tire dimensions and track width to conform to kei regulations. The model was not a success, and sold the fewest examples of a kei car when it was marketed. The Suzuki Wagon R was the best-selling kei car in Japan between calendar years 1996 and 2011, except in 2003, when

1274-613: A lower overall ownership cost. In most rural areas they are also exempt from the general Japanese shako shōmeisho ( 車庫証明書 ) parking-space ownership requirement to legally buy a motor vehicle at all, as street parking is generally restricted in Japan. Japan's carmakers also make microvans and kei trucks within this legal category. The kei category was created by the Japanese government in 1949, to stimulate both car ownership and growth of Japan's car industry. The regulations were revised multiple times until 1998, but since October 1998,

1372-499: A new front grille. The interior also sported more fabric, an improved manual shifter and a half-leather steering wheel on the CT-G. The side mirrors were now mounted in the corner between the door and A-pillar, rather than on the door itself. The CT-G received body colored bumpers and mirrors, which was optional on lesser versions. Power output was up to 31 PS (23 kW), due to a new carburetor. Top speed according to German Auto Katalog

1470-417: A number of other conveniences at a starting price of 円687,000. All had 10-inch steel wheels. The automatic transmission was never too popular, offering only two gear ratios and considerably worse acceleration and gas mileage (down 20 percent), along with a higher price. In May 1983, less than a year after introduction, the Cervo received a light facelift. In light of new regulations, wing mirrors were moved to

1568-453: A quarter of its overall sales. In April 2014, the Japanese government significantly reduced advantages for kei car owners, imposing a higher sales tax, a higher gasoline tax, and a higher kei car tax, the last of which was raised by 50 percent—greatly reducing tax benefits compared to regular-sized cars. Daihatsu, Honda, Suzuki and Nissan-Mitsubishi (through the NMKV joint venture) are currently

1666-428: A quarter of the exported kei vehicles. Due to the difficult economic environment, low-priced cars sold well at the turn of the decade; 1981 marked another successful year as Japanese kei car sales reached their highest since 1970 (at 1,229,809 units for cars and trucks). This was also thanks to a new phenomenon: To help boost their sales, Suzuki developed a new car which could be sold as a commercial vehicle although it

1764-401: A regular car. A 24-month insurance contract typically costs ¥18,980 at the time of registration versus ¥22,470 for a larger car. An automobile weight tax also is levied: The amount is ¥13,200 and ¥8,800 for a three- and two-year period, respectively, as compared to the ¥18,900 and ¥12,600 charged for larger-sized passenger cars. The savings are thus more than 30% in both cases. This weight tax

1862-535: A single electric motor with a maximum output of 47 kW (63 hp; 64 PS). The eK X EV is a battery-electric version of the Mitsubishi eK X, and the Sakura is an update to Nissan's Dayz line. The two are eligible for EV purchase incentives in Japan, and as of June 2022, are also the cheapest new BEVs from a major Japanese manufacturer. The vehicle excise tax levy is 2% of the purchase price, compared to 3% for

1960-489: A space underneath the bumper – these openings were blanked with plastic grilles. In the UK it was only available as the lavishly equipped SC100 GX, while in other countries it was also offered as a CX or the more luxurious CX-G. The GX, with a cigar lighter, reclining front seats, and independent all-round suspension, sold for £ 2,400 upon introduction (the slightly larger Alto of the same period sold for £3375 ). The marketing campaign

2058-704: A version of the German-made Smart Fortwo was briefly imported and officially classified as a kei car. In addition, the British Caterham 7 160 and the Polish Polski Fiat 126p (Maluch) also received such classification. Japanese government regulations limit the outer physical size, and ( combustion ) engine displacement and power output of kei cars, see detailed table below. Kei cars have also been subject to other restrictions, chiefly lower speed limits than bigger vehicles; older Kei-cars also had

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2156-536: A warning chime that sounded when being driven too fast. Kei cars are issued special license plates , with black numbers on a yellow background for private use, and yellow numbers on a black background for commercial use, earning them the name "yellow-plate cars" in English-speaking circles. Modern Kei cars are often available with turbocharged engines, automatic and continuously variable transmissions, and choice of front-wheel or all-wheel drive . After

2254-442: A whole range of versions: M as three- or five-door (later only five), with manual or automatic transmissions and FWD or 4WD, a sportier S only as a three-door, and the luxurious L only as a five-door with the more powerful EPI engine - which also appeared in 4WDs equipped with automatics. In September 1991 the range was revised, receiving side impact protection and a high mounted brakelight. Since these were considered structural changes

2352-877: Is 4 valves/cyl, SOHC with a displacement of 993 cc. Maximum power is 60.9 PS (45 kW; 60 hp) at 6000 rpm and maximum torque is 78.48 N⋅m (57.88 lb⋅ft) @4500 rpm. It has a 5 speed manual transmission . General data Kerb weight: 765 kg (1,687 lb) Wheelbase: 2,335 mm (91.9 in) Track (F/R) 1335/1305 mm L/W/H: 3465/1495/1405 mm Ground clearance: 165 mm (6.5 in) Accommodation Seating capacity : 5 Head Room, F/R 952/930 mm Leg room, F max/min 1170/990 mm Leg room, R max/min 750/610 mm Knee room, F max/min 750/610 mm Knee room, R max/min 840/650 mm Shoulder space 1,270 mm (50.0 in) Fuel economy Overall:+ 14 kmpl City: 12.0 kmpl ( with AC ) Highway: 16.21 kmpl Worst: 10.9 kmpl Fuel Tank Capacity: 35 litres Range: 528.5 km +

2450-475: Is 75% city driving and 25% highway driving Braking Minimum Stopping Distance From 100 km/h 54.33 m/3.73 s From 80 km/h 28.11 m/2.59 s Suzuki Cervo The Suzuki Cervo is a kei car manufactured by Suzuki Motor Corporation . Introduced in 1976 as the successor to the Suzuki Fronte Coupé , the Cervo name was originally affixed to a kei sports coupe, and then to models derived from

2548-756: The Daihatsu Move outsold the Wagon R. Starting in 2011, Toyota entered the kei car market for the first time. The resulting Toyota Pixis Space, a rebadged Daihatsu Move Conte , was expected to increase competition in that market. Nissan and Mitsubishi began to jointly produce the Mitsubishi eK (also sold as the Nissan Dayz and formerly the Nissan Otti). Honda's kei car lineup—the N-one , N-Box , and N-WGN —accounts for around

2646-465: The Fronte which had left a niche above the "regular" Alto. Reflecting the desired clientele, heartthrob Yūji Oda (織田裕二) appeared in the marketing campaign. The Cervo Mode was initially only available with turbocharged 660 cc engines of either 3- or 4-cylinder configurations. In November 1990 a 5-door version followed, along with lesser engines. These non-turbocharged versions were called "sedans" while

2744-608: The Honda Z GS of January 1970. Power outputs also kept climbing, reaching a peak with the 40 PS (29 kW; 39 hp) Daihatsu Fellow Max SS of July 1970. Sales increased steadily, reaching a peak of 750,000 in 1970. Until 31 December 1974, kei cars used smaller license plates than regular cars, at 230 mm × 125 mm (9.1 in × 4.9 in). From 1975, they received medium-sized standard plates, which are 330 mm × 165 mm (13.0 in × 6.5 in). To set them apart from regular passenger cars,

2842-559: The Suzuki Alto . The nameplate was retired between 1998 and 2006, and again in December 2009. Suzuki was the first company to offer a kei car in 1955. One interesting departure from other Kei cars was the Fronte Coupé introduced in September 1971. It was a 2+2 (or a strict 2-seater) Giugiaro -designed mini GT based on the rear-engine Suzuki Fronte , measuring a mere 2995 mm. It used

2940-466: The 'A' market-segment of motor vehicles. Although some Kei models are successfully exported or licensed, the great majority are designed and built for the Japanese domestic market only, as they are entirely optimized to offer the most appealing vehicles within the very specific to Japan Kei-car rules, in addition to mainly being built with the steering on the right. Contrary to popular belief, according to

3038-549: The 1 January 1990 regulations, there is no official power limit for Kei cars. The limit is dictated by a Gentleman's Agreement between Japanese auto manufacturers as the most powerful Kei car at the time was rated at 64 PS (47 kW; 63 hp). This agreement was reached to prevent a horsepower race, and to remain true to the modest spirit of the Kei class, to charge lower tax on small vehicles that are just enough to meet basic transportation needs. The kei legal class originated in

Maruti Suzuki Zen - Misplaced Pages Continue

3136-681: The 1 litre F10A as used in the SC100. For export , Suzuki transformed the Cervo into the SC100, first introduced in April 1978. It had its European premiere in February 1979, at Amsterdam's AutoRAI . The SC100 was known in the UK by the nickname "Whizzkid". The three-cylinder engine was replaced by a rear-mounted 970 cc four-cylinder F10A engine (later used in the SJ410 ) developing 47 PS (35 kW). The top speed

3234-510: The 1960s, consisting of over one-third of domestic new-car sales in fiscal year 2016, after dropping from a record 40 percent market share in 2013. To lower the market share of kei cars, Japan increased taxes on the category by 50% in 2014. In 2018, seven of the 10 top-selling models were nonetheless kei cars, including the top four, all boxy passenger vans : the Honda N-Box , Suzuki Spacia , Nissan Dayz , and Daihatsu Tanto . For exports,

3332-445: The 1980s progressed, kei cars became increasingly refined, losing their utilitarian origins, as Japanese customers became ever better off. Features such as electric windows , turbochargers, four-wheel drive , and air conditioning became available on kei-car models. Conversely, van versions of kei hatchbacks were now marketed to non-business customers to take advantage of even lower taxation and more lenient emissions rules; this move in

3430-661: The 1980s, Kei cars had matured so much in power, speed, and passive (crash) safety, that they were no longer bound to lower maximum speeds than other cars. Japan's carmakers since agreed on a self-imposed maximum 140 km/h (87 mph) speed, mostly because of their narrow width. Kei cars are often considered the Japanese equivalent of the European Union 's A-segment "city cars". However, contrary to Japan's special Kei cars' legal status and limitations, there are no EU- or pan-European legal restrictions, exceptions or benefits for what European auto journalism or market analysts call

3528-465: The 3-door, automatic only S Selection managed to find a slot in a pricelist now comprising a faintly ridiculous 27 variants. This didn't hinder Suzuki from adding more versions, the well-equipped LoFt ( sic ), in June 1994 and the A in April of that year. In October, 1995, the lineup received a facelift and some minor technical changes. A 2-valve base version (the B, C and E), developing 42 PS (31 kW) joined. The carbureted 12-valve engine equipped

3626-438: The 52 PS (38 kW) F6A engine (55 PS in the automatic 4WD version). A high-powered AM/FM cassette stereo was standard, as were power windows and locks as well as wooden details on the dash and steering wheel. Automatic transmission and/or four-wheel drive were optional. The metal bodywork was the same as on the Cervo Mode, but the front assembly was entirely different and chromed bumpers, mirrors and doorhandles added to

3724-550: The AT 4WD version) 3-door SR joined in January 1998, attempting to fill the gap left by the Turbocharged models. By October 1998, with new regulations looming, the Cervo was once again discontinued. In August 1996 the retro-look Cervo C (for "Classic") appeared, following the success of Subaru's Vivio Bistro and Mitsuoka's original Viewt . The Cervo C came as a well-equipped five-door with

3822-509: The CX-G had front disc brakes; the others had to make do with drums all around. As implied by the weight distribution, the rear-engine lead to a somewhat twitchy front end. In the SC100s, the heavier four-cylinder engine was countered by a balancing weight in the front bumper. The SS20 Cervo received a very minor facelift in 1978, consisting mainly of interior upgrades. In June 1982, the rear-engined Cervo

3920-695: The Japanese Transport Ministry. It was the world's first mass-produced electric car, and the first electric car to sell more than 10,000 units. Rebadged and slightly updated variants of the i-MiEV were also sold in Europe as the Peugeot iOn and Citroën C-Zero . In 2011, Mitsubishi launched the MINICAB-MiEV; a battery electric version of the Minicab microvan, borrowing the drivetrain and key components from

4018-507: The M Selection, the LoFt, FF versions of the S Selection, the X and the F-Limited. The 55 PS (40 kW) EPI version was also available in the 4WD M Selection. The SR-Turbo lost two valves per cylinder but gained an intercooler in the process, bringing claimed power up to the same 64 PS (47 kW) as in the more expensive SR-Four. Kei cars just so happen to be limited to 64 PS, but it

Maruti Suzuki Zen - Misplaced Pages Continue

4116-450: The SR. In May 2009 the T model was discontinued and the TX received the "aero" front dam of the SR. The fuel consumption of the naturally aspirated front-wheel-drive versions was improved to better the 2010 Japanese fuel consumption standards by 15 percent, thus qualifying for a tax break. The SR is the only turbocharged Kei car to qualify for the lower tax grades for especially environmentally friendly vehicles, combining this with being

4214-513: The SS40C was discontinued shortly thereafter. Due to its lesser sales, the SS40C never received as many technical improvements as its Alto sister model. The Alto Turbo gained fuel injection and other technologies, but the ostensibly sporty Cervo had to make do with a carburetted 40 PS (29 kW). These days, many Cervo owners modify their cars by bolting on parts from later Altos, making the Cervo live up to its sporty appearance. On January 22, 1988,

4312-503: The Zen which was sold as Suzuki Alto 1.0 in Europe came with a G10B 8-valve engine which produces 54 PS (40 kW) at 6500 rpm and 74 N⋅m (55 lb⋅ft) of torque at 4500 rpm. The engine head & spares are exactly identical to the Zen Carburettor MH410 model Indian version slightly detuned. There was a minor facelift in 1997 with body coloured bumpers. In 1999, Zen Classic with retro looking front and rear

4410-623: The car has since then gained minor classic status. Nimag sold 3290 SC100s in the Netherlands, while the 1299 remaining cars were delivered to New Zealand, South Africa, and Latin America. This production includes the Chilean SS80 version. As of mid 2014, there were 96 "Whizzkids" registered with the Driver and Vehicle Licensing Agency (DVLA) in the UK. In June 1982, an all-new Cervo was presented. Based on

4508-568: The car received a new set of model codes, becoming the CN22S/CP22S/CN32S/CP32S. The SR-Four now came with all-around disc brakes while the S-Turbo was discontinued. An FWD automatic MC version joined the range at the lower end, equipped with a column-mounted shifter. Other special versions abounded, with the luxurious F-Limited EPI 3-door joining in December 1991 and the somewhat cheaper, carbureted M Selection in April 1992. In July of that year,

4606-556: The ceiling. Strangely, considering its supposedly sporty character, the Cervo was higher geared than its Fronte sister car. Top speed, however, either remained the same as the 110 km/h (68 mph) of the Fronte (according to one source), or a little bit higher, at 115 km/h (71 mph), according to another. To distinguish the Cervo from the other SS40 versions, its model code was SS40 C ( Alto : SS40 V , Fronte : SS40 S , Mighty Boy : SS40 T ). The new more aerodynamic body looked

4704-478: The classic look. In May 1997 a three-door version joined the lineup. Production ended in October 1998, when the Cervo Mode sister model was discontinued. A version was launched in India as the "Zen Classic." It was not well received, becoming a huge flop in the Indian market. In November 2006 Suzuki reintroduced the Cervo name. The modern, Alto-based Cervo is still a kei car but is more luxurious than its predecessor. It

4802-461: The doors and the screw holes on the fenders were covered up. The mechanical changes were light: a slightly adjusted cam profile , the compression rate was upped to 9,7:1 (previously 9,5), the EGR and catalytic converter were improved and the engine received an automatic choke and transistor ignition. Power remained 29 PS (21 kW). There were also radial tired versions introduced, and disc brakes for

4900-455: The era following the end of World War II , when most Japanese citizens could not afford a full-sized car, though many had enough money to buy a light motorcycle . To stimulate growth of the car industry, as well as offer alternative commuting means, and small delivery vehicles for shops and businesses, the kei-car category, reduced tax-burden, and accompanying legal maximums for "essential transportation" vehicles were created. At first limited to

4998-442: The female demographic (except for the sporty CX-G version). Equipment levels ranged from the entry-level CX (円608,000 in 1977), via the "ladies' version" CX-L to the top-of-the-line CX-G (円698,000). The lowest priced CX model received microscopic hubcaps, painted black, as were the bumpers (chromed on better equipped versions). The CX-L was added in September 1978 and had brighter trim, to specifically target feminine customers. Only

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5096-465: The female demographic, the Cervo nameplate made a return in July 1990. Now, however, reflecting the new Kei Jidosha standards, the engine had grown by 110 cc and it was 100 mm (3.9 in) longer. More shockingly, the car was of a traditional two-box design, sold initially only as a 3-door hatchback. Eventually, the Cervo Mode developed into a full range of cars, coinciding with the discontinuation of

5194-657: The first time since 1974, the small cars still lost market share in a quickly growing market. As the kei cars became larger and more powerful, another benefit appeared as exports increased considerably. In particular, export sales of kei trucks increased, while kei passenger car exports increased at a lower rate. In 1976, the number of exported kei cars and trucks combined was 74,633 (up 171% year-on-year), despite exports of passenger kei cars decreasing. In 1980, another record year occurred as exports grew by 80.3% (to 94,301 units), of which 77.6% were microtrucks. Nearly 17% of exports went to Europe, dwarfed by Chile , which took nearly

5292-484: The following years. These included the 1955 Suzuki Suzulight and the 1958 Subaru 360 (considered the first truly mass-produced kei cars), which were finally able to fill people's need for basic transportation without being too severely compromised. In 1955, the Japanese Ministry of International Trade and Industry (MITI) also set forth goals to develop a " national car " that was larger than kei cars produced at

5390-416: The front and bigger bumpers which led to the loss of some of the original's grace. Instead of square headlights, the Cervo received round items. The new rear glass hatch added convenience, allowing access to the rear cargo area. With the rear seats folded, one could fit 6.9 cu ft (195 L) of luggage there, with an additional 1 cu ft (30 L) available in the front compartment. Worse

5488-633: The i-MiEV. As of March 2015, over 50,000 units across all variants (including the two minicab versions sold in Japan) have been sold worldwide since 2009. Production of the i-MiEV was discontinued in 2021. In May 2022, NMKV launched the Nissan-badged Sakura and the Mitsubishi-badged eK X EV in the Japanese domestic market . These models have a 20 kWh lithium-ion battery pack with an estimated WLTC range of 180 km (110 mi). Both use

5586-438: The law consistently specifies a maximum vehicle length, width and height under 3.4 m (11.2 ft), 1.48 m (4.9 ft) and 2.0 m (6.6 ft), respectively, and engine displacement under 660 cc (40.3 cu in). A " gentleman's agreement " for a maximum power of 64 PS (63 hp; 47 kW) was reached between Japanese automakers and lawmakers. Kei cars have been very successful in Japan since

5684-588: The market was spearheaded by Suzuki with their 1979 Alto , and competitors soon followed suit, with the Subaru Family Rex and the Daihatsu Mira appearing within a year's time. In the 1980s, the speed limit for kei cars was 80 km/h (50 mph). Government rules also mandated a warning chime to alert the driver if this speed was exceeded. The kei car regulations were revised in March 1990, allowing engines

5782-562: The mid-1960s, when the kei speed limit was increased to 60 km/h (37.3 mph). The early vehicles were comparable to the European 'bubble-cars' of the era. The class then went through a period of ever increasing sophistication, with an automatic transmission appearing in the Honda N360 in August 1968, and front disc brakes becoming available on a number of sporting kei cars, beginning with

5880-573: The most powerful version. Sales targets were 60,000 per year when introduced; this goal had shrunk to 12,000 for 2009. The Cervo was discontinued by Suzuki during December 2009. Kei car Kei car is the smallest category of Japanese expressway -legal motor vehicles. The term kei is a shortening of kei-jidōsha , ( kanji : 軽自動車 ), which translates to English as "light automobile" ( pronounced [keːdʑidoːɕa] ). With restricted dimensions and engine specifications, owners enjoy lower tax and insurance rates which lead to

5978-399: The new requirements. All manufacturers of kei cars were clamoring for increased engine displacement and vehicle size limits, claiming that the emissions standards could not be met with a functional 360-cc engine. In the end, the Japanese legislature relented, increasing the overall length and width restrictions by 200 mm (7.9 in) and 100 mm (3.9 in), respectively. Engine size

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6076-447: The next Cervo was introduced. Suzuki were accentuating the Cervo's van capabilities this time around, with a squat, boxy rear end which gave the car an exceedingly bizarre appearance in combination with the front clip and door skins of the Alto / Fronte . The C-pillar was very wide, the front part of the roof was made of glass, there was a small wraparound rear spoiler and a more prominent one at

6174-424: The only mass-production manufacturers of kei cars. Mazda sells rebadged Suzuki models, Toyota and Subaru sell badge-engineered Daihatsu models, and Nissan-Mitsubishi sources their commercial kei models from Suzuki. The electric version of the Mitsubishi i , the Mitsubishi i-MiEV was the first electric kei car. This was launched for fleet purchasers in 2009 in the Japanese domestic market . It became available to

6272-540: The original versions were called the "sports" series. The Mode looked more pedestrian than previous Cervos, with the Maruti built version (the "Zen" ) in fact being marketed as the Alto in Europe and Australia. The Zen/Alto looks similar but is actually twenty cm longer and ten wider, as well as fitted with a one-liter engine. The Cervo was a bit sportier than it appeared at first sight, however. The hottest version (the SR-Four)

6370-439: The plates were now yellow and black rather than white and green. Throughout the 1970s, the government kept whittling away at the benefits offered to kei vehicles, which combined with ever stricter emissions standards to lower sales drastically through the first half of the decade. Previously exempt, mandatory annual inspections for kei cars were added in 1973 and put an additional damper on sales. Honda and Mazda withdrew from

6468-474: The regulations. Its engine is rated at 80 hp (60 kW; 81 PS)—since that is how the car is homologated in the United Kingdom, Japanese authorities told the importer that its power should remain unchanged. The Japan Automobile Manufacturers Association also self-imposes a speed limit of 140 km/h (87 mph) for kei cars. In a rare example of an overseas mass-produced model being sold as

6566-463: The removal of certain tax breaks for small cargo vehicles, this meant that the Cervo's already narrow slot in the market had essentially disappeared. When the new 660 cc Kei regulations were introduced, Suzuki decided to call it quits rather than spend a lot of money to update such a slow-selling vehicle and Cervo production ended in May 1990. (CN21-22S / CP21-22S / CN31-32S / CP31-32S) Again targeting

6664-403: The same chassis. In 2009, along with a minor facelift, Maruti Suzuki dropped the Zen branding from the name. The Zen was a very successful model for Maruti Suzuki both in India and abroad. It was called India's first world car and was exported to Europe as early as 1994. Besides being exported to Europe from 1994 to 2004, it has also been exported to several other countries. The Zen quickly became

6762-422: The shrinking passenger kei car market in 1974 and 1976, respectively, although they both maintained a limited offering of commercial vehicles. Sales had been steadily declining, reaching a low of 150,000 passenger cars in 1975, 80% less than 1970 sales. Emissions laws were another problem for the kei car industry in the mid-1970s. From 1973 to 1978, emissions standards were to be tightened in four steps. Meeting

6860-435: The stricter standards, which were to be introduced in 1975, would be problematic for manufacturers of kei cars. This was particularly hard for Daihatsu and Suzuki , which focused on two-stroke engines, and especially Suzuki, a relatively small company whose entire lineup consisted of two-stroke kei cars. Daihatsu, though, had both the engineering backing and powerful connections of their owner, Toyota , to aid them in meeting

6958-420: The test cycle. The Cervo also received minor updates across the line, with liquid seal engine mounts and suspension changes. In May 2008 the range received more minor updates, with new colors being added and a new limited edition model, the G Limited II, which featured alcantara interior and a sporty exterior. Other models received new aero parts and other equipment, gas-discharge headlights were now available on

7056-478: The thick C-pillars as well as in a central console. A high-powered Mitsubishi Diatone stereo was also standard. The new Cervo benefited from various technical improvements made to the Alto/Fronte, fitting the new F5B SOHC 12-valve three-cylinder (carbureted). 40 PS (29 kW) at a peaky 7,500 rpm was available from 547 cc. Three well-equipped models were available: In March, three models with

7154-447: The time. This goal influenced Japanese automobile manufacturers to determine how best to focus their product development efforts for kei cars or the larger "national" cars. The small exterior dimensions and engine displacement reflected the driving environment in Japan, with speed limits in Japan realistically not exceeding 40 km/h (24.9 mph) in urban areas. Kei cars were not allowed to be driven any faster than 40 km/h until

7252-417: The top of the hatchback lid. One nickname in Japan was "Airbrick", while others referred to it as "Yokocho Komachi" (横丁小町, "side alley beauty") - hinting at the Cervo's continued popularity with stylish young females. The interior was no less unusual than the outside: a large gray and bright yellow diagonal pattern covered the seats while white gauges added a touch of sportiness. Storage compartments abounded, in

7350-470: The top-of-the-line CS-G. The lineup also received an overhaul, now looking as follows: There was also a CS-M / CS-QM special edition (based on the CS-D) in either an all-white or an all-red paint scheme with a black-and-red interior (円633,000 / 円673,000). The CS-G was aimed at a more masculine clientele, and was the first SS40 Cervo to use male models in the advertising. The CS-F had a very high 5th gear and offered

7448-579: The underpinnings of the recently changed Alto / Fronte , the Cervo now sported front-wheel drive with a transversally mounted four-stroke engine. The F5A engine was the same as used in the SS40 Fronte. A twin-choke carb meant a whopping 29 PS (21 kW) was available, rather than the 28 PS (21 kW) in the "cooking" Alto/Mighty Boy. The Cervo offered a lower, much more sporty driving position than its Alto/Fronte sister cars. Anyone over 172 cm (5 ft 8 in) would certainly hit their head on

7546-401: The used car market. Trim levels at launch badged as MH410 later as LX, LXi, VXi and D, Di The Maruti Suzuki Zen has a four-cylinder in-line all aluminium engine mounted transverse and using Carburetor / MPFI Carburetor Valvetrain is 2 Valves/Cylinder SOHC with displacement of 993CC. Maximum power is 50bhp at 6500rpm and maximum torque 7.2 kgm at 4500rpm. Compression Ratio 8:8:1 MPFI valvetrain

7644-563: The vehicles are generally too small and specialized to be profitable. Notable exceptions exist, for instance the Suzuki Alto and Daihatsu Cuore , which have been exported consistently from around 1980. The export version of the Suzuki Jimny has become very popular, both in and outside of Japan. Kei cars are both popular with the elderly, but also with youths and younger families because of their affordability and ease of use. Nearly all kei cars have been designed and manufactured in Japan, but

7742-481: The wider public as well as the global market in 2010. The i-MiEV uses a 47 kW (63 hp) permanent-magnet synchronous motor powered by a 16 kWh lithium-ion battery pack. It can charge overnight in 14 hours from home 100-volt mains, or in 30 minutes from quick-charging stations installed at fleet locations. Its range is 100 km (62 mi) as tested by the US EPA , and 160 km (99 mi) as tested by

7840-454: The world's first electric power steering (CGPF/CGPL/CGPJ) were added to the lineup, at a juicy 円150,000 surcharge. Actress and pop idol Yuka Ōnishi (大西結花) was the spokesperson for the ad campaign, while an all female motorcycle racing team (Team Angela) raced a turbocharged Cervo in the 1988 Rallye des Pharaons . However, it was all to no avail: The rivals, Daihatsu's new Leeza and Mazda's Autozam Carol both sold much better. Combined with

7938-408: Was 142.8 km/h (89 mph) in a contemporary test. The body differed from the Cervo's in that the windshield was not as steeply raked, necessitating a different doorframe and side window as well. Square headlights were used in European markets, with either round or square ones used elsewhere. In European markets the grille incorporated the chunky indicator lenses, which were normally positioned in

8036-580: Was a badly kept secret that the four-cylinder F6B developed considerably more than that. The X was alone in being offered with a 4-speed automatic. By May 1997, as the Wagon R (itself based on the Cervo Mode) was stealing ever more of the Cervo's sales, the turbocharged versions were discontinued as the lineup was shrunk to the S-Limited (42, 52 or 55 PS) and the M Selection (52/55 PS). The 52 PS (55 in

8134-436: Was also applied in addition to the limit on engine size, in response to the ever-increasing power outputs available with turbocharging and multivalve technologies popularized in the late 1980s. Engine technology was also shared with sports bikes , which are designed more for rider enjoyment and less so for fuel economy, going against the idea of small people's cars and putting the kei cars' tax and structural advantages at risk of

8232-696: Was also sold as a LHD in Chile) with a 539 cc three-cylinder, two-stroke engine. The SS20 used the chassis from the 1976 Fronte 7-S , but was equipped with the larger T5A engine (this was the rear-mounted version of the LJ50 used in the Jimny and Fronte Hatch , also known as the T5B in the FF Alto/Fronte). The body was based on the Giugiaro designed Fronte Coupé, but with a bulge in

8330-412: Was also the first Cervo to offer automatic transmission, a two-speed. This all reflected a steady move away from the original "mini Gran Turismo " concept towards a much softer " Personal Car ". When introduced, only a CS (4MT) or CS-Q (2AT) were offered (円580,000/620,000). In late September the more upscale CS-L (5MT) and CS-QL (2AT) were added to the lineup, offering (partially) fabric covered seats and

8428-479: Was available, and front disc brakes were standard. The CT weighed in at 560 kg (1,235 lb), prices were 円748,000 and 円898,000 respectively. A two-tone red-and-black interior and dummy hood scoop added to the Turbo's sporty looks, while the CT-G also received a rev counter. Top speed has been quoted at 135 km/h (84 mph). In January 1985 another minor facelift occurred, with new, more comfortable seats and

8526-403: Was discontinued and the lineup rationalized to two versions, the sporty CS-G with a 5-speed manual and the lower grade CS-D with either a 4-speed manual or the 2-speed automatic. As further rationalization, all models now had roll-type safety belts (hitherto, CS and CS-D versions had come with fixed belts), front disc brakes and air conditioning. By January 1988, a new Cervo had been presented and

8624-450: Was discontinued in favor of a more conventionally laid out replacement, the SS40. In Chile the Cervo was originally only sold with the 970 cc F10A engine; a May 1979 drastic lowering on tariffs on cars of less than 850 cc meant that the 797 cc F8A inline-four became available in that market. The chassis code of this model is SC80. This was sold alongside a better equipped model with

8722-592: Was further helped by an enthusiastic owner, the late LJK Setright , long-time CAR magazine columnist. Other markets included the Netherlands, Hong Kong, South Africa, New Zealand and several Latin American countries. It was sold in Europe from 1979 to 1982, when production ended. There was only one model change, when dashboard and column switches were modified in January 1980. With demand always outstripping supply, British importer Heron Suzuki sold 4696 SC100s in Britain, where

8820-627: Was increased to 550 cc, taking effect from 1 January 1976. The new standards were announced on 26 August 1975, leaving very little time for manufacturers to revise their designs to take advantage of the new limits. Most manufacturers were somewhat surprised by the decision; having expected a 500 cc (30.5 cu in) limit, they had already developed new engines to fit such restrictions. These new engines were quickly introduced, usually mounted within widened bodies of existing models. These interim versions, with displacements ranging between 443 and 490 cc, were "feelers", developed to see if

8918-538: Was introduced in December 2006 as a part of Maruti Suzuki 's Indian market strategy to launch a new car annually for the next five years. The Zen Estilo had the same engine and chassis as the Maruti Wagon R; both being based on the Suzuki MR Wagon (Nissan Moco). The pricing was also nearly the same as the Wagon R. The Maruti Suzuki Alto (model prior to Alto K10), Wagon R (till Aug 2010) and the new Zen Estilo all shared

9016-450: Was introduced with the 658 cc K6A engine (54 hp in the normally aspirated VVT G version, 60 PS in the turbo T and TX version). It was only available as a five-door with a four-speed automatic (with a manual mode in the turbo cars), and was marketed as a more masculine alternative to the MR Wagon . The higher specification Cervos had keyless entry and Bluetooth . In June 2007

9114-466: Was launched, but was soon discontinued due to lack of demand. In 2000, Maruti introduced a 16 valve MPFI engine with 4 valves per cylinder. Power output went up by 10 HP to 60 BHP. Its cost (of the Zen LX model) was around Rs 3,40,000 in India. A diesel version of Zen was launched in 1998 with the Peugeot 's TUD5 ( PSA TU engine ) engine. This model did not sell well and was discontinued. In 2004 Zen underwent

9212-457: Was really intended for private use, thus avoiding the 15.5% excise tax . Efficient, bare bones design meant that the resulting Suzuki Alto was considerably cheaper than any of its competitors, and it set the tone for kei cars for the entire 1980s. Until the excise tax was abolished in 1989, light commercials like the Alto and its competitors nearly completely supplanted the passenger car versions. As

9310-443: Was ten more than the Fronte 7-S sedan version could achieve, thanks to lower wind resistance, but Car Graphic was only able to reach 111.80 km/h (69 mph) when testing the car in 1977, with the 0–400 m sprint taking 23 seconds. The engine ran out of breath past 7000 rpm. Suzuki was aware that the Cervo, unlike its predecessor, was no longer a mini GT car. The advertising also reflected this, generally targeting

9408-418: Was that the new 550 cc engine was strangled by emissions requirements. Whereas the most powerful 360 cc version had offered 37 PS (27 kW) at 6000 rpm, the new T5A only provided 28 PS (21 kW) at 5000 rpm and had an additional 55–80 kg to drag around. To keep acceleration acceptable, gearing was rather low, keeping claimed top speed to 120 km/h (75 mph). This

9506-414: Was the second Kei car to have a four-cylinder (after the 550 cc Subaru Rex and its EN05 engine), but the first to have a 16-valve DOHC Turbo Intercooler engine ( F6B ), and was also the first to be equipped with Pirelli P700 tires as standard. ABS was optional, as was Full-time 4WD . By November 1990 the 52/55 PS (carbureted/EPI) non-turbo F6A SOHC 4-valve engine became available, available in

9604-419: Was up by five, to 120 km/h (75 mph). The lineup consisted of the CT-G (sporty Turbo), CS-G (sporty NA), CS-D / CS-QD ("deluxe" versions - with a vinyl rear seat nonetheless) and CS / CS-Q (standard version). With Kei car sales shrinking overall and the Cervo losing market share, sales were dropping precipitously. In February 1987 the second-generation Cervo received its third and final update. The Turbo

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