Сузуки Альто: Үнді нұсқасы

Kei car manufactured by Suzuki
the Indian version

The Suzuki Alto (スズキ・アルト) is a kei car produced by Suzuki since 1979. The model, currently in its ninth generation, was first introduced in 1979 and has been built in many countries worldwide. The Alto originated as a commercial vehicle derivative of the Fronte, but over time the Alto nameplate gained in popularity and by 1988 it replaced the Fronte name completely. The Alto badge has often been used on different cars in Japan and in export markets, where it is considered a city car.

The first generation (SS30V/40V), introduced in May 1979, is a three door cargo version of the Fronte passenger car, equipped with a folding rear seat. Front suspension comprised coils struts, with leaf springs at the back. The steering was of the recirculating ball type, and four wheel drums were used. On introduction, the Alto received the T5B two stroke (SS30) three cylinder engine, producing at 5500 rpm. The Alto was a "micro sensation" when introduced, largely due to its rock bottom price of ¥470,000 (circa $1,900 in 1979, at a time when the cheapest Ford Pinto cost $4,999 in the US). This low price was made possible by a number of Japanese special concessions for commercial vehicles: most notably, the engine was subject to less stringent emissions rules and did not require expensive twin catalysts. Two fewer doors provided another saving, as did the exemption from commodity tax. In spite of relentless cost cutting, Suzuki did increase the safety standards with standard equipment not typically found in kei cars at the time, such as three point belts in front and individually fused headlamps (so that if a fuse were to blow, one headlamp would still work). The Alto's success changed the kei car market, and other producers such as Subaru (with the "Family Rex") quickly followed suit with cut price "commercial" vehicles that were really intended for private use. Suzuki was unable to keep up with demand the first few years, particularly in the home market. The Alto helped Suzuki move into seventh place in Japanese production for cars and trucks. In the last full year of production for this generation, it was still by far the best selling Kei car, with the Alto outselling the passenger oriented Fronte at a rate of about five to two. In May 1980, a fully automatic two speed option was added to the Alto SS30. In January 1981, the F5A four stroke from the Fronte was also made available for the Alto; although it only had a single barrel carburettor, it too put out but at 6,000 rpm. Torque was considerably lower, however, down from 1981 was also when it became available in the United Kingdom, as Suzuki began selling cars there that year. In export markets, the Alto name was used for the passenger car versions (chassis codes with trailing letter "S") as well as on commercials (ending in "V"), while the van was marketed as the "Suzuki Hatch" in Australia. The four doors were not proper hatchbacks, only featuring an opening rear window. Export cars were also available with twelve inch wheels, unlike the domestic versions which only used ten inch units until the introduction of the 4WD version in October 1983. The 4WD "Snow Liner" thus gained an extra of ground clearance. Most export Altos were passenger car versions (which used the "Fronte" badge in the Japanese domestic markets), and usually received the F8B engine and the SS80 chassis code. The 800 had better performance, and due to the higher possible gearing it saw an improved gas mileage as well by about ten percent according to Suzuki. Performance versions of the Alto family first appeared in September 1985, when a fuel injected and turbocharged engine with was made available; this could also be had in combination with four wheel drive. The Alto Turbo gradually acquired more performance related modifications until the Alto Works version was introduced in February 1987. This was the first kei car to reach the legal limit of It acquired considerable popularity, with models of it still made by Fujimi. A five door body became available on the Alto in October 1985. This was superficially identical to that of the Fronte's, but the rear seat folded flat and it was technically speaking a commercial vehicle. This was the first five door commercial of its kind in Japan, and was originally a special model introduced to celebrate the one millionth Alto produced. The CB model code was not used on the Alto in Japan, as it signifies the passenger car version which was still sold as a Fronte in the home market. In July 1986, the CA/CC71 received a rather thorough facelift. New wraparound headlights, a new dash and interior heralded the new available ITL rear suspension (Isolated Trailing Link), a three link rigid setup. Some lower end models retained the earlier leaf sprung rigid axle; those with ITL received the CA/CC72 chassis code. A "Walkthrough Van" was introduced in January 1987, while at the other end of the spectrum, the personal coupé Cervo on the CA/CC72 base was introduced in 1988 with a new F5B engine. In August 1987, higher spec Altos became available with a three speed automatic rather than the two speed unit that had been used before.

Most export markets received the passenger car version, which would have been badged "Suzuki Fronte" in Japan, but were usually sold as Altos abroad. When equipped with the 543 cc F5A engine, the export model code is SB305. Most cars sold outside of Japan, however, received the larger (0.8 litres) F8B engine and the SB308 model code.

The 796 cc, F8B engined CA/CB91 was sold in Europe with either a four speed manual or two speed automatic transmission. Export Altos were technically speaking Frontes, as this was the name used for passenger versions in Japan. They received larger bumpers, making them longer and wider. European Altos received the same facelift as the CA/CB72 did in early 1987 (a little later than in Japan), followed by a market specific facelift in January 1988, unveiled at the Brussels Motor Show. This model remained in production (latterly by Maruti Udyog) for the European market until 1993, when it was replaced by an also Maruti built 1 litre version of the Cervo Mode, which was sold as the Alto until 2002. The Maruti 800 did continue to be available under its own name in Europe until 2004, when it could no longer pass emissions and safety requirements.

The Suzuki Alto was produced and sold in India as the Maruti 800 between late 1986 and 2014, succeeding the previous generation which had been built there since 1983.

While the car has been long retired in other markets, it remained in production in Pakistan under the moniker Suzuki Mehran. The Pakistani version is essentially a simplified basic rebadged second generation Suzuki Alto CA/CB91 which was sold in the Japanese and European market from 1984 to 1988. The Mehran remained in production due to its cost effective nature and cheap parts availability. In March 2019, the moniker Mehran officially ended its production after 40 years of production, replaced by the eighth generation Alto.

Around 1990, the China Ordnance Industries Corporation (COIC, a predecessor company to Norinco) purchased the complete rights and all machinery for manufacturing the SB308 Alto from Suzuki. COIC charged four hitherto military enterprises with manufacturing the Alto: Chongqing Chang'an, Jilin Jiangbei, Xiangtan Jiangnan, and Xi'an Qinchuan were all to switch over to civilian manufacture. Chongqing Chang'an were able to adapt Suzuki's just in time manufacturing (JIT) methods and were the first to market the car, in 1992. Jilin Jiangbei lost money on each car built and ended up on the brink of bankruptcy; Xiangtan Jiangnan never got production off the ground, while Xi'an Qinchuan suffered a fire and chose to develop their own design instead (a car called the Qinchuan Flyer; the company was later made part of BYD Auto). Chang'an ended up without real competition in the segment. Chang'an's productivity set a new standard for the Chinese auto industry. In 1993, Changan Automobile took over production of the Alto. The Changan Suzuki SC7080 Alto was produced with the same F8B engine as used in other export markets, and was replaced by the facelifted SC7081 Alto/City Baby/Little Prince/Happy Prince in 2001. The top of the line Happy Prince, discontinued in 2007, used the sportier looking front bumper, grille, and bonnet of the Alto Works. Citing lower sales and stating that upgrading the design to meet new regulations would not be cost effective, Chang'an ended production of the old Alto on 28 July 2008. A total of 504,861 were built by Chang'an Suzuki between 1993 and 2008. As of December 2010 Zotye's Jiangnan Alto is one of the cheapest car in the world, with a price tag of $2830. The entry level model comes with the F8B three cylinder An inline four engine with a displacement of and an output of was also available. The Jiangnan TT was eventually replaced by the Zotye Z100 in 2010.

The third generation (CL/CM11) replaced the CA71 in September 1988. This was the last generation of Alto to have an associated Fronte model. It had strikingly angular styling, with an unusual glazed C pillar on the 5 door. Another curiosity of this generation was the availability of a version with a sliding door on the driver's side, the "Slide Slim", intended to simplify entering and exiting in tight spaces. It also made egress easier for the old and the infirm. The Slide Slim has two regular doors on the passenger (left) side. This door type wouldn't be used for some time until the arrival of the Toyota Porte and Peugeot 1007. When the Fronte name was discontinued in October 1989, the passenger car versions (CN/CP11) became Altos. Initially the CL11 used the 12 valve F5B engine known from the SS71 Cervo, but with an added 6 valve version in lower spec versions. A DOHC version was also available in the Twin Cam Rl. Passenger car versions had the same engines, but all with 2 PS less due to more stringent emissions controls. The fuel injected, 6 valve, turbocharged Works models came with an SOHC engine (FF S/X or 4WD S/R) or a DOHC version (FF RS/X or 4WD RS/R). The front wheel drive Works' were available with a 3 speed automatic in addition to the standard 5 speed manual. This generation was very successful at home, with Suzuki's kei car sales tripling in 1989 versus the year before. It was, however, not generally exported, and was never built by Suzuki with engines of more than 660 cc nor with left hand drive. Export models arrived late, only by 1993 after the earlier export version had been retired, and it was only seen in a very few places, namely New Zealand, Hong Kong, and Singapore. In most countries the earlier Alto/Fronte was replaced by an Alto badged Maruti Zen (an Indian built Suzuki Cervo Mode). With a 0.8 liter engine the CL11 Alto was built with left hand drive in South Korea, Poland, Romania and Uzbekistan as the Daewoo Tico, and also in China by Anchi.

When the Kei car standards were changed in 1990, the engine was upgraded to the (F6A), and the Alto became the CL/CM/CN/CP21 in the process. The new standards also allowed for a longer car, which meant new bigger front and rear bumper, and new headlights and grille. Lower grade Van versions received a 6 valve engine, while passenger car versions (and the l'Èpo Van) got a single cam 12 valve version. This engine was upgraded to in January 1991. 4WD versions with the three speed automatic transmission were fuel injected and offered three more horsepower. The F6A engined Works RS/X and RS/R still claimed the legally limited with of torque, but the lower grade i. e. Turbo (introduced in July) received a 6 valve SOHC engine producing and of torque (slightly more than the high revving, twin cam RS). This was the model that reached limited exports. The New Zealand version was mostly the same as the Japanese market five door van model, with a cargo oriented bare bones trim combined with the rather soft Japanese suspension settings and light, low geared steering. Unlike the Japanese models, however, this low spec was coupled to the (carbureted) 12 valve engine with and a standard five speed transmission. A three speed automatic was also available. In a period test, this model reached the 0–100 km/h benchmark in 15.9 seconds and a top speed of Less than a hundred were built, although it continued to be available until the arrival of the next generation Alto. This model, without a backseat and with racing bucket seats in front, was classified as a van and accordingly received the CM22V chassis code, unlike the usual Alto Works. The undercoating and most creature comforts were deleted (although air conditioning remained an option) and the car sat on steel wheels, which made the car about lighter than a regular Works RS/R. The Slide Slim model, with its sliding door on one side, was discontinued, as were some of the higher end versions of the third generation Alto such as the Regina. The new Wagon R took over much of the more expensive Alto's market share, leaving the Alto to compete at the lower end of the market. The fourth generation was generally not exported, with most foreign markets instead receiving Alto badged versions of the Indian built Maruti Zen. The F6A engines were joined by a new high performance K6A (HA21) for the Works RS/Z model. Front wheel drive or full time four wheel drive were offered, in three or five door sedans or as a three door van. The Works Turbo F Limited ie/s version appeared in November 1996, offering a carbon panel, special alloy wheels, and more spoilers. In April 1997, the range received a facelift with side door impact beams and a new front design, with new marker lights beneath the headlights and a redesigned trunklid. The Alto l'Èpo P2 appeared at the same time, using a fuel injected version of the 12 valve engine with rather than the usual carburetted unit. All 12 valve models fitted with four wheel drive and automatic transmission received a fuel injected version, as was the case since the third generation Alto. The l'Èpo models also received a new (optional) airbag. It was lighter than the regular Works RS/R, and the engine was considerably more powerful although claimed output remained as per the regulations, torque increased from 10.5 to 11.0 kgm (at 3500 rpm for the Series 2, 4000 rpm for the Series 3). Period sources state that the engine's actual output was at least The engine received considerable changes over the regular Works, many more than the first Works R. The throttle body and camshafts were different, while a larger HT06/RA12 turbocharger was fitted, along with 260 cc injectors and a larger intercooler (necessitating a hood scoop nearly as wide as the bonnet itself). The weight savings were only over the Works RS/Z for this model. This was the end of the Works R series of cars, foreshadowing the end of the Works badge in 2000. with a deep chrome grille and a curious headlamp arrangement by which circular main lamps were joined with ovoid sidelights and indicators, which was shared with the Alto Works; and the later Alto C2 which had separate headlamps and sidelights and a wider grille. Mazda also sold the standard Alto as the Carol, and Mitsuoka used the Carol as a basis for their Ray.

In December 2000, the fifth generation Alto received a thorough facelift, becoming the HA23. Front and four wheel drive models now used the same chassis number. As the Works and all other turbocharged models were discontinued, naturally aspirated versions of the new K6A became the only ones on offer, with either or in an especially efficient lean burn iteration. The K6A met the MLIT requirements to be classified as an "excellent low emissions vehicle". The retro style Alto C was also discontinued. In February 2001 a new retro version was introduced, the Alto C2. Unlike the earlier C, this one had the same headlights as other Altos and did not have the chrome detailing of the earlier version. Front or four wheel drive, manual and automatic transmissions were available (no more CVT), in either a 3 or 5 door hatchback body. A 3 door van version remained available. Passenger model production was discontinued in August 2004 to make room for the succeeding generation, but a decontented Van version was kept in production until January 2005. These forwent the VVT system and the automatic only had three forward speeds rather than four as before.

This model also entered production in India as the Maruti Suzuki Alto (model code RF) in September 2000 and was built there until 2014. From 2002 until 2009 Maruti built Altos were exported to Europe as Suzuki Altos; sales continued in Latin America and other markets until the next generation Maruti Alto took over in 2012. The car is powered with 0.8 litre F8D three cylinder and 1.1 litre F10D four cylinder engines with fuel injection. Pakistani production began in 2000 utilizing the old carburetted 1.0 litre F10A four cylinder engine and also available with CNG variant. The production was halted in 2012. Beginning in mid 1999, and originally imported from Japan, the car was also sold in Colombia as the Chevrolet Alto. As the market for two door cars was minimal in Colombia, it was only available with five doors. The Colombian model was equipped with a one litre, sixteen valve inline four engine with at 6500 rpm, an engine it shared with the locally made Chevrolet Wagon R+. The Chevrolet Alto was also exported to Ecuador.

The sixth generation Alto (HA24) was introduced in September 2004. The bonnet and headlamps curved down at the front, giving a similar effect to the Toyota WiLL Vi or the Citroën C2. The Alto was realigned as a less costly car to accommodate new models such as the Cervo and Alto Lapin. The more powerful engines were moved into the other more upmarket versions like the Suzuki Kei Works and Alto Lapin SS, leaving the Alto with only a version. In Japan, this version of the Alto was not only rebadged as the Mazda Carol, but also by Nissan as the Pino.

The seventh generation Alto was first shown at the 2009 Tokyo Motor Show alongside its sister car, the Mazda Carol. It is available with a engine, a 5 speed manual, a 4 speed automatic transmission or a CVT, in FWD or 4WD variants. Under the Japanese 10 15 test cycle, the front wheel drive with CVT achieves 24.5 km/litre fuel economy. In 2011, Suzuki launched the Alto Eco variant, that features the R06A engine lifted from the Suzuki MR Wagon and an idling stop function. It is capable of reaching based on Japan's JC08 Mode test cycle (32 km/L under 10 15 test cycle). This is .2 km/L higher than the Daihatsu Mira e:S.

In 2013, the Alto Eco was updated with the addition of Suzuki's ENE CHARGE system, first applied on the fifth generation Wagon R. With this technology, fuel economy has now improved to 33.0 km/L based on Japan's JC08 Mode test cycle.

The Suzuki Alto available in international market is known in India as the Maruti Suzuki A Star (short for "Alto Star"), but is also known as the Suzuki Celerio in some other countries. It was launched in December 2008 by Suzuki's Indian subsidiary Maruti Suzuki. It is actually a different car from the Japanese market one although they share the same name. The car is manufactured exclusively in Haryana, India and is exported worldwide. It is available in some European markets with a somewhat different front end as the Nissan Pixo. The car was rolled out to the Indian customers in December 2008 and exports began in April 2009. With a totally new body and engine, Maruti hopes to bring freshness to the Indian car market, of which it already holds a major share. The K10B inline three engine was developed especially for the new car, and is also used for the Nissan Pixo. The A Star has a fresh new dashboard, with an available unique protruding tachometer besides the usual meter cowl (only in the ZXi trim). In February 2014, Maruti Suzuki unveiled an all new Celerio, which replaces the A Star and Zen Estilo. The European market version of the Maruti Suzuki A Star was unveiled at the 2008 Paris Motor Show. It was developed to be a global car and will be made at Maruti Suzuki's plant in Manesar, Haryana, India. It is stylistically based on the Suzuki A Star Concept. The Alto was conceived as a response to high petrol prices and global warming. It was released as an eco friendly car priced from £6,795 OTR.

The Nissan Pixo is the "sister car" to the Suzuki Alto and is mechanically very similar, but featuring a few notable exterior differences, including the main grille and headlamps. It was launched at the 2008 Paris Motor Show and was available in Europe from 2009 to 2013. Because it was developed and built cheaply in India, the Pixo was sold for just under £7,000. In the summer of 2013, the Pixo was withdrawn from UK showrooms. The Nissan Pixo was reviewed, and subsequently mocked, by Top Gear in series 17. The review became a Top Gear challenge where Jeremy Clarkson and Richard Hammond bought cars on the second hand market for the same price as a new Pixo. Clarkson bought a 2002 Mercedes Mercedes CL600 for £6995, and Hammond bought a 1994 BMW 850ci for £6,700. James May defended the Pixo, arguing that it was more modern, reliable and economical than the two luxury cars.

In 2012, India's Maruti introduced a low cost replacement for the original Maruti 800 called the Alto 800. This was also exported to many markets outside of Europe and sold as the Suzuki Alto 800, while some markets simultaneously offered the pricier A Star as the Suzuki Alto.

The eighth generation Alto was introduced in Japan in December 2014. The new Alto was the first Suzuki's car designed on lightweight HEARTECT platform. It is also the first Alto that using torsion beam model rear suspension, replacing the old 3 link model (except for all wheel drive models). The new lightweight platform, lighter body, engine, seats and simpler rear suspension made the car lighter than the outgoing model. All transmissions are available with all wheel drive option. The K06A engine with manual transmission for "F" and "VP" trims are rated at and , while the rest of the range producing and higher because the engine has VVT. which was followed by a more spartan performance tuned "Works" variant which made a comeback after 15 years of absence in December. These high performance models are powered with the turbocharged variant of K06A engine, producing and ("Works" is higher). To celebrate 40 years anniversary of Alto, a special edition called "L Limited" was launched in June 2019. The car is based on "L" trim with additional accessories and features from higher trims. The "Turbo RS" trim was discontinued in December 2018, followed by "X" trim in October 2020, "VP" commercial van in August 2021 and finally replaced by ninth generation four months later.

The eighth generation Alto was revealed for the Pakistani market on 12 April 2019 at the Pakistan Auto Show (PAPS). The car is sold in three variants: "VX", "VXR" and "VXL". The "VX" being the base model with minimal equipment, no air conditioning and a 5 speed manual transmission; the "VXR" variant gaining twin airbags, power locks, power steering, etc. ; while the premium "VXL" model is further equipped with air conditioning, ABS brakes, and an automated manual transmission "AGS". The local manufacturing of Alto has made Pakistan one of the few countries in the world that locally manufactures kei cars. Currently, Pakistan is the only country other than Japan to locally manufacture this generation of Suzuki Alto. Pak Suzuki Motors' second generation Alto looks cosmetically the same as the Japanese made one and is powered by the same engine. It is rated at and , lower than Japanese model because the lower compression ratio (10 vs 11.5), lack of VVT and several other differences.

The ninth generation Alto was introduced in Japan in December 2021. It is continued to be built on lightweight HEARTECT platform and powered with the same R06A engine for the conventional models. Additionally, the car received new R06D engine with mild hybrid system that was also seen in Suzuki Wagon R Smile. CVT is the only transmission that available in this generation and became the first Alto without manual transmission option. The Auto Gear Shift (AGS) automated manual transmission is also abolished. Four trim levels are available, "A" and "L" for conventional model and "S" and "X" for hybrid model.