The Suzuki Cervo is a kei car of the Japanese car manufacturer Suzuki Motor Corporation. Originally, the Cervo was produced as a coupe and was the successor to the Suzuki Fronte Coupe.
Since 1990, the Cervo is but a very small cars in the hatchback design is derived from the Suzuki Alto. The name "Cervo" comes from the Italian word for deer. After 2010 Suzuki stopped production of the Cervo HG no successor has been introduced. 2014, the production of the HG Cervo in India is resumed from the Suzuki subsidiary Maruti Suzuki. There he serves as the entry-level model and a replacement for the Maruti 800
Suzuki was the first Japanese manufacturer in 1955 a kei car offering with the Suzuki Suzulight. An interesting departure from other Kei cars was the Suzuki 1971 introduced Fronte Coupe This was designed by Giorgetto Giugiaro 2 +2 or 2 seater only had a length of 2995 mm and used only a 359cc two-stroke engine with 31, 34 or 37hp (35 in later models) depending on equipment. The Fronte Coupé was discontinued in June 1976 because it is no longer the new Kei-Car safety and stricter emissions corresponded.
After a break of more than a year Suzuki introduced with the new Cervo in October 1977, a successor model. The SS20 Cervo was designed primarily for the domestic market, but was also exported to Chile. The chassis was based on the 1976 Suzuki Fronte started. However, the Cervo received the major Suzuki Motor T5A from the Suzuki LJ 80 was installed in the Suzuki Fronte Hatch. Under the new rules, this was now a 539-cc three-cylinder two-stroke engine, again installed as rear engine.
The body was based on the Fronte Coupé, but with different front and bigger bumpers due to new safety regulations. Instead of square headlights of the Cervo received round, also an enlarged rear window was installed, which was now also electrically heated.
Despite the larger 539cc engine displacement of the engine produced only 28hp as opposed to the 360 â€‹â€‹cc version of the previous model with 37hp. The reason was partly due to stricter emissions regulations and increased the weight of 55-80kg. Thus, the acceleration was acceptable, the characteristics of the engine was designed back resulting in a low speed of 120km/h Thanks to less air resistance, these were still ten more than the Fronte sedan with the same engine with 111.8km/h A test of the car in 1977 from 0 –
400 m completed the Cervo under 23 seconds. Suzuki was aware that the Cervo, unlike its predecessor, now no longer considered a small sports cars and competed him now targeted for women.
The Standard Model CX cost 1977 608.000 yen and the top version CX-G ¥ 698,000. The CX-G had front disc brakes were the others equipped with drum brakes all round. 1978, the CX-L was added to the program, with brighter colors and seat fabrics to appeal to target female customers. For Chile, the Cervo was equipped with the 4-cylinder Suzuki F8A 797cc, which there was only an option on the domestic market. Because of the little noticeable More power but the significantly higher taxes and insurance costs was this rarely ordered in the home market. 1979 this engine variant has been set and the Cervo for Chile received the 1-liter F10A the Cervo SC100.
In April 1978 Suzuki introduced specifically for export to the SC100 one. This became known in the United Kingdom by the nickname Whizzkid. The three-cylinder engine was in this Cervo model is replaced by a motor mounted in the rear Suzuki F10A 970cc four-cylinder petrol engine with 47 PS power, in some markets with 49 or 50hp. The top speed of 142.8km/h in a contemporary test. The handling of the Cervo was like a Rear engine as usual a little nervous as to a front engine. Therefore, the meets in the SC100 now with heavier four-cylinder engine with a counterweight in the front bumper. The body of the SC100 differed from the Cervo by a not so steep windshield, which he received another door frame and side windows. Depending on the market round or square headlights were installed, only square in the European markets. The square versions remained larger gaps were filled with plastic grille. In the European versions here were the chunky indicator lenses, which were normally positioned below the bumper, are incorporated.
In the UK, only a richly equipped SC100 GX was on offer, while also providing a basic version of CX or more luxurious version equipped CX-G was offered in other exporting countries. The British GX version with former luxury amenities, among others. such as cigarette lighter and front reclining seats cost 2400 pounds sterling in the introduction in 1979. Launched almost simultaneously slightly larger Suzuki Alto, however, cost £ 3,375. Other major Export markets were the Netherlands, Hong Kong, South Africa and New Zealand in addition to several Latin American countries.
The relatively low price gave the SC100 was able to offer a greater demand than Suzuki. The 1979-1982 model sold in Europe was 4696 times and NIMAG sold by the British importer Heron Suzuki approximately 3400 times in the Netherlands.
OHC four-cylinder petrol engine
In June 1982, a completely new generation was introduced. The base set of the recently modernized Suzuki Alto (in the home market even as Suzuki Fronte marketed). Now possessed the Cervo front wheel drive with transversely mounted four-stroke engine. Was also taken from the Alto/Fronte Suzuki F5A gasoline engine motor with 29hp ind 4-speed manual transmission. The Cervo was now the sporty coupe version of the Alto/Fronte sister models, but higher than that. The Top speed was equal to 115km/h. A first in the kei car class was derived from the Cervo Suzuki Mighty Boy Pickup.
The new aerodynamic shape of the Cervo was now edgier than its predecessors with the hatchback form, however, similar to the original Giugiaro design. New headlamps rendered significantly more light output than the SS20 Cervo and a larger rear window better access to the naturally bigger trunk. The rear seats could now be allocated shared two-thirds and a 2-speed automatic transmission was available for the first time. This was never very popular due to the two gear ratios with significantly worse acceleration and higher fuel consumption together with a higher purchase price.
Suzuki Cervo SS40 positioned the more obvious than in the past as a convenient vehicle for a sports car. The games offered at cost CS (4-speed manual transmission) for ¥ 580,000 and CS-Q (automatic transmission) for ¥ 620,000 followed a few months later the more upscale CS-L (5-speed manual transmission) and CS-QL (automatic transmission) to a starting price of ¥ 687,000. This decreed among other things, a radio, wipers intermittent wipers and a Sunroof.
In May 1983 less than a year after the launch of the Cervo received a minor facelift. In addition to minor changes due to new regulations in the positioning of the outside mirrors and the holes on the fenders, the mechanical changes with a modified camshaft, a modified compression ratio to 9,7:1 (previously 9.5) and the introduction of a catalyst were extensive. In addition, the engine was now equipped with an automatic choke. What was new a CS-G as a sports version with 5-speed manual transmission, tachometer, 12-inch instead of 10-inch wheels and disc brakes for ¥ 730,000.
An even sportier version appeared in November 1983 with the CT and CT-G Turbo versions. The F5A received a turbocharger and this was Suzuki’s first turbocharged engine. The power was 40hp. He had an electronic carburetor and a lower compression ratio of 8.6:1. Five-speed manual gearbox and front disc brakes were standard. The CT weighed 560 and the prices were ¥ 748,000 and ¥ 898,000 respectively. A two-tone red and black Interior made for sporty looks of the turbo, the CT-G also a tachometer next sports seats was standard equipment. The top speed was 135km/h
In January 1985, the Cervo received another minor facelift with new more comfortable seats and a new grille. New fabric covers pulled and the CT-G received half strung leather steering wheel and leather gear knob. The side mirrors are now instead of the corner between the door and the A-pillar is fixed to the door itself. The CT-G was now equipped with body-colored bumpers and door mirrors, optional on other versions. A new carburetor increased the performance of the basic model to 31hp and top speed rose by five to 120km/h
Mid-1980s, the kei car sales in Japan began to shrink and therefore also the total Cervo losing market share and falling sales. In February 1987, the Cervo was therefore given a recent revision, which in most cases, however, consisted of a reduction of the model range for cheaper production. The turbo model was discontinued and only two models were offered: the sporty version of CS-G with 5-speed manual or the base model CS-D with either 4-speed manual transmission or the automatic transmission. All models now had front disc brakes and air conditioning.
Shortly after the launch of the new Cervo in January 1988, the SS40 Cervo was discontinued. Due to its lower sales of the SS40 Cervo never received so many technical improvements like its sister models Alto/Fonte. Historically in the Suzuki story remains the introduction of the turbocharged engine with fuel injection and more power with lower fuel consumption, which was taken over in the Alto/Forte later. However, there was him oddly there with more power than in the actual sport model Cervo with 40hp. In the 1990s, therefore, many Cervo SS40-owner proceeded to install turbo engines from later Altos.
On January 22, 1988, the Cervo CG72V/CH72V was presented. The produced from February 1988 a new generation was designed for more load volume with a squat, boxy rear end. This created a bizarre appearance in combination with the front and doors of the Suzuki Alto/Fronte CB71. The C-pillar was very wide, the front part of the roof of glass and a small revolving rear spoiler and a rear spoiler at the top of the tailgate. A nickname in Japan was Hollow brick, while others referred to as Komachi Yokocho æ¨ª ä¸ å° ç”º Japanese for side streets Beauty – alluding to the continued popularity of the Cervo in stylish young women. The interior was no less unusual with a large gray and bright yellow diagonal pattern on the seats and white instrument panel. There have been numerous storage compartments, especially in the thick C-pillars and a large central console. The standard was a Mitsubishi DIATONE quality sound system installed.
From the Alto/Fronte again the Suzuki F5B SOHC 12-valve three-cylinder gasoline engine came with 40hp and a maximum of 7500 rpm with 547cc. Three well-equipped models were available:
In March 1988, three models with the world’s first electric power steering (CGPF/CGPL/CGPJ) were added to a surcharge of juicy ¥ 150,000. The Japanese actress and pop idol Yuka Onishi (å¤§è¥¿ ç»“ èŠ±) was the leading lady of a large advertising campaign and an exclusively female motorcycle racing team (Team Angela) drove a turbo Cervo in the Safari Rally. The success of the series still remained low because the new rival Daihatsu Leeza and Mazda Carol sold much better. In addition, accounted for certain tax breaks for small commercial vehicles, as that was also offered in stripped-down versions of the series. This gave the Cervo CG72V/CH72V only a small market share and sales. For 1990 new regulations for Kei cars were provided, larger dimensions and engine up to 660cc, and Suzuki therefore chose rather to develop a new model instead of money in a difficult salable vehicle stuck. Therefore, the production of this model generation ended in May 1990 after just over two years.
In order not to lose the numerous female clients of Cervo series, a new generation was introduced in July 1990. Now, however, brought the new kei car regulations by a 110 cm ² larger engine and a 100 mm long body. However, the new series was not a coupe or bauähnliches two-box design model more, but a first three-door hatchback. Actually, the Cervo was now the replacement of the Suzuki Fronte, which in its home market as high-quality equipped identical model of the Suzuki Alto was marketed. The Cervo Mode also consistent with contemporary Suzuki Alto sold in Europe and was marketed by the subsidiary Maruti Suzuki as Maruti Zen. According to the desired clientele he was promoted intensively with women. First, the Cervo Mode was only offered with turbocharged 660-cc petrol engines with three or four cylinders.
In November 1990, a five-door version followed along with smaller engines. The Cervo was a bit sportier than it appeared at first glance. The sportiest version SR-Four was the first kei car with a four-cylinder 16-valve DOHC turbocharged intercooled engine and had standard four-wheel drive. Optional anti-lock braking system was the first time available.
In November 1990, the Suzuki F6A EPI 52/55-PS-Dreizylinder-Vierventil-Motor was introduced. In addition to the standard 5-speed manual transmission with optional 3-speed automatic transmission and optional four-wheel drive. In September 1991, the series was revised and received side impact protection and a third brake light. The SR-Four now had all-round disc brakes.
Another facelift in October 1995 with the introduction of a two-cylinder version with 42hp. At the same DOHC four-cylinder turbo engine lost two valves per cylinder, but received an intercooler which power equals 64hp remained.
In May 1997, the Turbo versions were discontinued in favor of the Cervo Mode based on the Suzuki Wagon R +. New rules for 1998 finally brought the production end of the Cervo Mode in October 1998.
In August 1996, the Suzuki Cervo C (Classic) launched in response to the Vivio Bistro and other retro-Mobile. The Cervo C came as a well-equipped five-door hatchback with 52hp F6A engine (55hp automatic +4 WD). A high-quality AM/FM stereo cassette radio was as standard equipment such as electric windows, central locking and wooden décor on the dashboard and steering wheel. Automatic transmission and all-wheel drive were optional. Differed from the Cervo Mode the Classic. grille by a retro-style, chrome bumpers wing mirrors and door handles As of May 1997, there was also a three-door model joined the lineup. The production also ended in October 1998 as the Cervo Mode. In India, he was offered as a Zen Classic, but there for a sales flop.
In November 2006, Suzuki reintroduced the Cervo a new generation. Again, this was based on the contemporary Suzuki Alto, but much more luxurious facilities. As an engine of the Suzuki K6A-658-cc naturally aspirated engine with variable valve control with 54hp and 60hp with turbo was used. Available was a four-speed automatic transmission with manual mode with the turbo versions. The only body version was a 5-door hatchback. Belonged Facilities among other things, a keyless go system and Bluetooth connection.
In October 2007, the Cervo received the Japanese Good Design Award. In the same year an SR version was introduced with a new 64-hp turbocharged engine with direct fuel injection and 7-speed CVT transmission. Complemented in May 2008 with xenon light. In March 2010, Suzuki stopped production of the Cervo without a successor.
Maruti Suzuki, the Indian subsidiary of Suzuki in 2014 leads a reduced version of the Suzuki Cervo in Indian market as a competitor to the Tata Nano. The Maruti Cervo Maruti Suzuki replaced the long-built entry level Maruti 800
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