History of Japanese Kei Class Minivans and Trucks

In May, 1965 the Cony 360 Wide truck was introduced with a wheelbase of 168 cm, a rear rigid axle with leaf springs and an
engine of 354 cc, placed underfloor in the center. A van was added by June, 1966. The styling was quite modern though
uninspiring, and the vehicle remained available until the early seventies.

In April, 1964 came the Daihatsu Hi-Jet Cab with a wheelbase of 178 cm, a 356 cc engine under the front seat and available
as a (low deck) pickup, accompanied by a truck in October, 1965 and a van in November, 1965. There was a rigid axle with
leaf springs at the rear. In van form this vehicle looked rather dumb with its grille-less front with round headlamps and its high
waist line. There was also the Daihatsu New-Line Cab as a pickup or truck with the wheelbase extended with 5 cm, and a
length of 321.5 cm and a width of 134.5 cm; the engine was 797 cc.

In May, 1968 arrived the second generation Daihatsu Hijet (without the Cab suffix, as the bonnet type Hi-Jet was succeeded by
the Daihatsu Fellow in the meantime) with the wheelbase now only 168 cm, body styles and technical layout were the same as
before, with the addition of a pickup available with 2 seats on the deck and a hood with windows. The front looked rather noisy
now with its encadred oblong headlights and the van had an unsolid and quite depressing look with its heavy front and rear
wheel overhang. The export models were called Daihatsu 360 Cab.

By September, 1971 already came the third generation Daihatsu Hijet pick-up and truck with the same dimensions as before.
The van was added by February, 1972 and now had sliding side rear doors, a first in the Kei industry. The vehicles looked
much brighter than before with rounded lines, also round headlamps again. In April, 1976 a 547 cc engine became available
and the length of these vehicles was 304/309 cm. In the export the models were called Daihatsu 360 Cab and Daihatsu 550
Cab, with a panel van and a minibus available.
In April, 1977 arrived the 4th generation, called Daihatsu Hijet 55 Wide with enlarged dimensions (length 319.5 cm, width
139.5 cm, wheelbase 178 cm, engine 547 cc), the pickup (integral body styling) was deleted. The body looked more solid now.
In the export the vehicle was called Daihatsu 55 Wide Cab. The previous generation models remained available.

1981 saw the introduction of the 5th generation Daihatsu Hijet which now finally received a matured appearance. The
wheelbase was now 182 cm, the body styles initially the same as before with a high-roof van version (also available as panel
van) added, and by 1983 an interesting extended (30 cm) cab (high-roof) truck, called Jumbo, the first and only in the Kei
vehicle industry; this vehicle looked very balanced with a 164 cm deck (roughly half of the length of the vehicle). By 1982
arrived a four-wheel-drive version (wheelbase 181.5 cm), the high-profile tire versions were called Climber (such versions with
2WD and a non-slip diff adapted this name later). In September 1981 arrived the Daihatsu Hijet Atrai van, later in 1983 simply
called Daihatsu Atrai, destined for the buyers who wanted a passenger vehicle, rather than a commercial vehicle; a turbo
engine became also available for this vehicle. In the export (now also available in Europe) the vehicles were called Daihatsu
55 Wide Cab and Daihatsu 850 Cab (3-cylinder 843 cc engine); by 1984 arrived the Daihatsu 1000 Cab with a 3-cylinder 993
cc engine, which, rather uniquely, was also available as a diesel; panel van and minibus available as usual. In China, this
vehicle is built as Huali (843 cc) with various designations and body styles, among which the interesting Huali TJ6350, an
extended (extra length and narrow window between the front and the rear side doors) 8-seat high-roof minibus with a 30 cm
longer wheelbase, and the body widened to 156.5 cm, and a length of 354.5 cm; there is also a truck with these dimensions,
called Huali TJ1013F. There is also a double-cab 4-door pickup, called Huali TJ1010SL. Early 1998 there was a new front end
on the Huali TJ6330 minibus and Huali TJ1010C minivan. Originally, these vehicles were known as Tianjin TJ 110

In 1986 came the 6th generation Daihatsu Hijet and Atrai with the 3rd side window extended downwards. The wheelbase was
now 181 cm. Engines and body styles remained the same with a supercharger now available in the truck, and the edition of a
4-door (sliding door) double cab (high-roof) pickup, called Deck Van (deck 89 cm long, 127 cm wide); this vehicle was also
available as Atrai Deck. The Jumbo cab was now extended with 28 cm, resulting in a deck length of 166 cm, grown to 170 cm
by 1990 with the implementation of the new Kei vehicle regulations. At this time the engine became 659 cc and the length
329.5 cm. In the export, the vehicles were now called Hijet as well (993 cc). From 1992 the vehicle was also built in Italy (also
with a 1.2 diesel engine), as well as Innocenti Porter, and Piaggio Porter with a 1269 cc 4-valve engine and a 1371 cc diesel
engine. By 1992 arrived in Korea the Asia Towner (van, truck and minibus, 659 cc), later called Kia Towner.

By January, 1994 arrived the 7th generation Daihatsu Hijet with a wheelbase of 190 cm. The deck of the Deck Van was now
92.5 cm long and 128.5 cm wide. The Daihatsu Atrai, now accompanied by the Atrai Legrand received a live rear axle with coil
springs. By 1997 arrived the Atrai Classic with a retro front. Also in 1997 arrived a sporty looking (integral) pickup with a
high-roof, called Hijet is. There was also a high-roof single cab truck available. In Europe, this generation was not sold. The
Jumbo cab is extended 28.5 cm and the deck length is 199 cm, which is 5 cm longer than for the regular cab truck, as the cab
extension is mounted after the cab back having been removed, while the deck is extended forward well into the cab
underneath. Due to the fact that both front and rear cab extensions are attached rather than integral, the balanced looks of
the previous generation Jumbo couldnot be maintained though cab and truck part lengths are almost equal.

By 1999, in Japan the cab of the truck was widened to 147.5 cm with a new door panel crease and given a small front
extension (new safety regulations), total length now 339.5 cm.

In January, 1999 came the 8th generation Daihatsu Hijet Cargo and Daihatsu Atrai and Atrai Custom, now with an arguable
exterior though designed by Giorgetto Giugiaro, vans only, high-roof available. The design is now semi-front due to the new
safety regulations, the wheelbase is a long 242 cm, the length 339.5 cm. Engine still under the front seat. Rigid rear axle with
leaf springs for the Hijet Cargo, live rear axle with coil springs for the Atrai. By June, 1999 arrived a so-called wagon version of
the Atrai, regarded as a passenger car rather than a commercial vehicle. Also in June, 1999 came the 3rd generation 4-door
double cab Deck Van (deck now only 67 cm long, 129.5 cm wide). In May, 2000 arrived the 7-passenger Daihatsu Atrai 7
(high-roof van only) with the wheelbase extended to 243 cm, the length to 376.5 cm (mainly by a longer rear end), and the
width to 151.5 cm (extended wheel arches), the engine is a 4-cylinder 1297 cc DOHC 4-valve; this vehicle became also
available as Toyota Sparky in September, 2000.

Note: In 1995 in Indonesia came the larger Daihatsu Zebra Espass minibus with a wheelbase of 208 cm, a length of 387.5 cm
and a width of 156 cm. Engines: 1295 cc and 1589 cc. In Malaysia this vehicle is built since March 1996 as Perodua Rusa,
also as a panel van. In China there is the Wuling LZW 6370.
In about 1961 arrived the pleasantly looking Gasuden Minivan M36 with a wheelbase of 188 cm and a rigid rear axle with leaf
springs. The underfloor engine was 356 cc. It was not built for long.

The first Honda 4-wheel vehicle was introduced in August, 1963 as Honda T360, a semi-front truck or pickup with a wheelbase
of 200 cm and a rear rigid axle with leaf springs. The underfloor engine was 354 cc. In September, 1964 the Honda T500 was
added with a 531 cc engine and a length of 319 cm.

In October, 1967 came the cabover Honda TN360 with a wheelbase of 178 cm as a pickup or truck, the 354 cc engine was
now placed further to the rear and a DeDion rear axle with leaf springs was adopted. This vehicle was renamed several times:
Honda TNIII by January, 1970, Honda TN-V by August, 1973, adopting double vertical headlights, and Honda TN-7 by August,
1975. In the export the name remained Honda TN360.
more pictures
In November, 1970 arrived the funny Honda Vamos open doorless cabover truck, with various seat and canvas top variations.
It was based on the TN360 and 2,500 were built until 1973.
more pictures
September, 1972 saw the introduction of the Honda Life Step Van, based on the Honda Life, a semi-front design with a rear
rigid axle with leaf springs. A Honda Life Pickup was added in August, 1973. This is the only front-wheel-drive Kei class
minivan/pickup ever made in Japan! The van remained available through 1975, the pickup was already deleted in October,
1974 with less than 1,500 made.
So came in September, 1977 the 3rd generation minitruck, now called Honda TN Acty, with a wheelbase of 185 cm, length
319.5 cm, width 139.5 cm, engine 545 cc, same technical layout and bodies as before. In June, 1980 the first Honda full-front
minivan was added with a rather angular styling. A high-roof version was added in February, 1981, as well as a less
commercial version, the Acty Street. Later models were also known as Honda Acty. By March, 1983 four-wheel-drive became

By May, 1988 arrived the 4th generation Honda Acty and Honda Street, now with a wheelbase of 190 cm, truck and high-roof
van only, a panel van was available, mediocre albeit neat styling. By 1990 (new regulations) the length became 325.5 cm for
the truck and 329.5 cm for the van and the engine, still placed before the rear axle, grew to 656 cc. There was also an extra
high-roof van with side windows in the roof and suited for carrying a disabled person in a wheelchair, called Honda Acty Almas
and Honda Street Almas.

Then, in June, 1999 arrived the 5th generation Honda Acty semi-front, wheelbase 242 cm, length 339.5 cm, width 147.5 cm,
engine still 656 cc, styling quite neat, technical layout remained the same, high-roof van and truck, panel van available. A
passenger car classified version (with normal roof) is also available, which adopted the old Honda Vamos name.
In about 1963 the Hopestar OV was introduced as a pickup or truck with a wheelbase of 173 cm, and an underfloor engine of
356 cc, length 299 cm, width 128 cm, rigid rear axle with leaf springs. It was deleted in about 1968.

In about 1959 arrived the Kurogane KB pickup (hooded version with 2 seats on the deck available) and van with a wheelbase
of 175 cm, a length of 299 cm and a width of 127.8 cm. The rather highly built engine was placed at the rear and had 356 cc.

In April, 1969 Toyo Kogyo introduced the Mazda Porter Cab with a wheelbase of 183.5 cm as a pickup or truck only, a rigid
rear axle with leaf springs and a 359 cc engine, placed under the front seats. It featured a quite funny styling with round
headlamps with round cadres, giving kind of a spectacles look. By March, 1977 the vehicle was widened to 139.5 cm, and the
length grew with 20 cm (to 319.5 cm), nearly all of which benefited to the deck length, as the wheelbase, quite unusual, was
not changed. The engine grew to 546 cc, the (integral) pickup was deleted and the 'spectacles' were more rectangular now.
The vehicle remained available until the late eighties. In the export it was known as Mazda E360.
Then, in June, 1989 arrived the Autozam Scrum, a clone of the Suzuki Carry/Every as a truck and a van, the 543 cc engine
became a 657 cc in 1990.

The second generation Autozam Scrum became available in 1991, again a Carry/Every clone. A less commercial version was
called Scrum Stand Off. The vehicle was renamed Mazda Scrum in the autumn of 1997.

Early 1999 arrived the 3rd generation Mazda Scrum, again as a truck and a van, joined in December, 1999 by a so-called
wagon version. For details, see Suzuki.

In August, 1966 Mitsubishi joined the Kei class minivan/truck market by introducing the Mitsubishi Minicab with a wheelbase of
179 cm as a pickup (by December, 1967 also available with 2 seats on the deck and a hood with windows), truck (December,
1966), and, by February, 1968 a van. The engine, placed under the front seats was 359 cc and the rear axle rigid with leaf
springs. The styling was immature as usual in those days. By May, 1971 the van was renamed Mitsubishi Minicab EL.
Then, in June, 1971 the second generation arrived as a truck only, initially called Mitsubishi Minicab EL, the following year it
was renamed Mitsubishi Minicab W. The wheelbase was now 174 cm and the boxy cab looked rather neat.
By April, 1976 arrived the third generation, now called Mitsubishi Minicab 5 (471 cc) with a wheelbase of 170 cm; the length
was 305 cm for the truck and 306 cm for the van (this second van looked rather busy, it now had sliding side doors), the width
remained 129.5 cm, rather strange so shortly before the new standards to come. So, in March, 1977 the vehicle, now called
Mitsubishi Minicab Wide 55 (546 cc) was widened to 139.5 cm, the wheelbase extended to 176 cm and the length for the truck
became 319.5 cm, for the van 315.5 cm, extra 6 cm length after the front doors, a high-roof van became available in 1980,
and four-wheel-drive in 1982. By 1981 the vehicle was renamed simply Mitsubishi Minicab again. In the export the vehicle was
called Mitsubishi L100, the engine grew from 546 cc to 644 cc in 1981 and 783 cc in 1984. In China the vehicle is built as
Shenwei SYW 1010(X) and Wuling LZ 110, previously called Wuling LZW 1010, which was also built as a minibus and a 4-door
double cab pickup (Wuling LZW 1010 SD); engines 644 cc or 797 cc. There has also been a 546 cc minibus (also high-roof),
called Liuzhou LZ 110.

The 4th generation Mitsubishi Minicab came in 1984 with a wheelbase of 178 cm, a high-roof cab truck became additionally
available. The vehicle looked rather neat though the front wheelarch cutting was irregularly shaped. By 1990 the length
became 326.5 cm for the van and 322.5 cm for the truck and the engine grew to 657 cc. A less commercial Mitsubishi Minicab
Bravo van was available. In the export the vehicle was again known as Mitsubishi L100 with 783 cc, a panel van was now
available. In Indonesia the body was widened and extended in 1986 and known as Mitsubishi Jet Star to be replaced in 1991
by the Suzuki-based Colt T120 SS. In China the vehicle is built as Wuling LZW 6330 (formerly called Wuling LZW 6320)
minibus and Wuling LZW 1010 with various suffixes as a van, a truck and a 4-door double cab pickup, with the wheelbase
extended to 201 cm and the length to 368 cm; a single cab truck with this wheelbase and a length of 350 cm is also available;
engines 797 cc, 870 cc, 900 cc, 970 cc and 993 cc (843 cc and 1061 cc previously available). It is also built as Shenwei SYW
1010A truck. In Taiwan, the vehicle was available with a 3-cylinder 796 cc engine, and with a 1061 cc engine as Mitsubishi
Varica minibus, van and truck with a wheelbase of 200 cm (extra length before the rear axle), length and width 370 cm and
147.5 cm respectively. By 2000, the engine became a 4-cylinder 1074 cc or 1198 cc, and the length varied from 385 to 396.5

In January, 1991 arrived the 5th generation Mitsubishi Minicab and Mitsubishi Bravo (now available with 657 cc turbo engine),
with a wheelbase of 192 cm for the van and 183 cm for the truck, a length of 329.5 cm and a width of 139.5 cm. The high-roof
cab truck was no longer available, a panel van was. The van looked quite strange with a roof sloping downward while the
waistline was going upward. By 1994 the Bravo got a 4-cylinder 659 cc engine and a live axle with coil springs at the rear. In
1997 arrived a retro version, called Bravo Route 66.

In January, 1999 came the 6th generation Mitsubishi Minicab, now with a semi-front look as a van (low and high-roof; panel
van available; wheelbase 239 cm, live rear axle with coil springs) and a truck (version with panels underneath available;
wheelbase 220 cm, rigid rear axle with leaf springs), with acceptable looks. By April, 1999 arrived the Mitsubishi Town Box
(also called T-Box), a so-called wagon version with the 657 cc or the 659 cc turbo engine, live rear axle with coil springs,
high-roof (or sunroof) only. In June, 1999 the Mitsubishi Town Box Wide was added, which had a wider track and wheelarches
only, length 360.5 cm, width 153.5 cm (compared to 339.5 cm and 139.5 cm respectively), 6 seats, normal roof, 1094 cc
engine. Heavy bumpers and wheelarches make this vehicle look quite unattractive. In Malaysia this model is built as Proton
Juara since July, 2001 (length 366 cm).
Note: For details of the Indonesian Mitsubishi Colt T 120, see Suzuki.

In February, 1961 arrived the Subaru Sambar with a 356 cc rear engine, there was a swing axle with torsion bar springs at the
rear, the wheelbase was 167 cm and a van was added in March, 1962. This was the first Kei class minivan among the main
manufacturers, it had a rather dumb looking front end.
In about 1966 came the second generation Subaru Sambar, now with the wheelbase enlarged to 175 cm, a truck became
available by March, 1967, and there was a panel van. Styling was typical for Kei minivans of those years. In about 1970 the
rear swing axle was replaced by one with semi-trailing arms and torsion bar springs. In the export this vehicle was called later
Subaru 360.

Then in February, 1973 arrived the third generation Subaru Sambar, now with a wheelbase of 173 cm, and side sliding doors,
the styling was more mature, the pickup was deleted. In May, 1976 the engine grew to 490 cc and it was called Subaru Sambar
5, the vehicle was lengthened to 303.5 cm (truck also 310.5 cm) and the width became 134 cm (wider front bumper and truck
deck). In the export it was still called Subaru 360, later Subaru 500.
This generation Subaru Sambar was widened to 139.5 cm by May, 1977; the wheelbase was now 182 cm (extra length behind
the front door), the length 319.5 cm, the engine 544 cc. It was initially called Subaru Sambar 550. For the first time in the Kei
industry a high-roof van was added in 1979. In 1980 came a 4-wheel-drive with a wheelbase of 180.5 cm. In the export the
vehicle was known as Subaru 600.
In 1982 came the 4th generation Subaru Sambar, still with rear engine, the wheelbase was now 180.5 cm for all models. The
styling was neat, rather square as typical in this period. The pickup was no longer available, a high-roof truck was. In Japan
the van was now called Subaru Sambar Try. A 544 cc supercharger engine became available later. A more passenger-car-like
Subaru Domingo high-roof van with 997 cc, later 1189 cc engines and coil springs at the rear was added in October, 1983. It
had a length of 341/342.5 cm and a width of 143 cm. This vehicle would stay available well after the release of the next
generation Sambar. In the export the engine became a 665 cc and the vehicle was called Subaru 700 (length 322.5 cm). The
larger versions were called Subaru E10 and Subaru E12 respectively.

March, 1990 saw the introduction of the 5th generation Subaru Sambar/Sambar Try, in time for the new regulations. So the
length grew to 329.5 cm, the wheelbase to 188.5 cm while the engine became 658 cc; all models had now coil springs at the
rear. The irregular window belt line made the vehicle look a bit complicated. By 1991, a less commercial van version arrived,
called Subaru Sambar Try Dias. By 1992 the 'Try' suffix was deleted. In 1994 arrived a retro version, called Subaru Sambar
(Dias) Classic (Dias with a blinded rear side window), in 1997 also as a truck. Only in June, 1994 arrived the Domingo based
on this generation with a length of 352.5 cm and a width of 141.5 cm, 1189 cc. This vehicle was called Subaru Libero in the

In February, 1999 in time with the new regulations a semi-front end was added for safety reasons resulting in a length of 339.5
cm, while the body was widened to 147.5 cm with a minor change in the panelling; the busy belt line was put straight. The
Sambar Dias has its own front end as has the Sambar Dias Wagon Classic. The Domingo is no longer available.
In October, 1961 arrived the Suzulight Carry semi-front pickup with a wheelbase of 185 cm and a 359 cc underfloor engine. It
had rigid axles with leaf springs both front and rear. By July, 1962 arrived a van and in November, 1964 a truck. In the export it
was also known as Suzulight (360) FB.
In June, 1965 came the second generation Suzulight Carry pickup and truck, again a semi-front design, now with a wheelbase
of 187 cm and independent front suspension. In January, 1966 became a van available, as well as a 4-seat pickup with an
extra seat in the rear deck. This vehicle would remain available through 1970. In the export the vehicle was known as Suzuki
360 (L20).
Then came in March, 1966 the first full-cab Suzuki Carry pickup with a wheelbase of 174.5 cm, next to the Suzulight Carry. By
July, 1966 came a hooded pickup with a seat in the rear deck. In January, 1967 arrived a truck, and in March, 1968 a van. The
359 cc engine was placed underfloor and the rear axle was rigid with leaf springs. The styling was rather appealing though
immature. In the export the vehicle was known as Suzuki 360 (L30/L31).

In July, 1969 arrived the Giugiaro-designed second generation Suzuki Carry as a pickup and truck, with the van following in
November, 1969. Dimensions and layout remained the same as before, the styling was more modern, with a questionable
cut-off roof back end for the van.
So, the third generation Suzuki Carry was released in 1972, body styles and layout remained the same, the much more
appealing van now had sliding doors. In the export the vehicle was known as Suzuki L50 or Suzuki L51 (truck); by 1975 as
Suzuki L60 or Suzuki L61 with a 446 cc engine. In May, 1976 the engine became a 539 cc, the name Suzuki Carry 55, this
vehicle was called Suzuki ST10 in the export. By September, 1976 (Van: November, 1976) the vehicle was widened to 139.5
cm and the wheelbase lengthened to 184 cm (extra length behind the front door); the length of the vehicle became 315.5 cm
for the van and 319.5 cm for the truck and pickup. The vehicle was now called Suzuki Carry Wide 550. In the export this
vehicle was known as Suzuki ST20; by 1977 came the Suzuki ST80 with a 797 cc 4-cylinder OHC engine. In China, the vehicle
was built as Jilin JL 1010 pickup and 4-door double cab pickup, as well as Jilin JL 6320/6330/6360 minibus (formerly known as
Jilin JL 110) and van, both also available with high-roof. An interesting model was the 8-passenger high-roof minibus with the
wheelbase stretched to 214.5 cm (extra length and narrow window behind the front door), a length of 345.3 cm, and widened
to 154.5 cm. The engines were 796 cc 3-cylinder, 797 cc and 970 cc. There were also the Kaixuan NJD 6330/6340 and pickup
Kaixuan NJD 1010.

The 4th generation Suzuki Carry came in March, 1979 with the same dimensions, however the engine was now placed under
the front seat. The styling was now matured with larger side windows. A high-roof van became available. In Autumn 1980 a
4-stroke OHC 543 cc engine was added, and in mid 1981 a four-wheel-drive with a wheelbase of 185 cm. For the 1984 model
year the less commercial Suzuki Every high-roof van was released. In the export this vehicle was known as Suzuki ST30 (539
cc) or Suzuki ST90 (797 cc); in Britain this vehicle was known as Bedford Rascal. Since November, 1984 this vehicle is built in
India as Maruti Omni or Maruti MT308V(T) (328 cm, 796 cc), also as a minibus (up to 8 passengers). In Pakistan it is known as
Suzuki Bolan (van) and Suzuki Ravi (pickup). In China, this generation was built a as Chang'an SC 1011 pickup or 4-door
double cab pickup (length 355 or 365 cm, wheelbase 200 cm, 797 cc, 870 cc and 970 cc), or Chang'an SC 1010 (formerly SC
110, usual dimensions; double cab 348 cm), Chang'an SC 6320 minibus (formerly known as Chang'an SC 112), Chang'an SC
1014 van, Chang'an SC 6331 minibus (the latter two with a length of 327 cm, engines 796 cc, 797 cc, 970 cc), and (also as a
4-door double cab truck) Anchi MC, Changhe CH, Hanjiang SFJ, Songhuajiang HFJ and Feihu HH with various digits behind.
The Anchi truck was later known as Anhui Fc1205. In Indonesia, this generation was widened to 146.5 cm, with the wheelbase
grown to 194 cm and built as a high-roof minibus (Super Carry Extra) and a pickup, the length was 353 cm, and the engine
970 cc.

In 1985 arrived the 5th generation Suzuki Carry and Every with the same dimensions, technical layout, body styles and
engines. The styling was less appealing with an irregularly shaped front wheel opening. A high-roof truck became available, as
well as a turbo on the 543 cc engine. By 1990, in Japan the length of the van and truck (pickup no longer available) became
329.5 cm and 324 cm respectively and the engine grew to 657 cc. In the export the vehicle (panel van available) was known as
Suzuki SK 408 (797 cc) and Suzuki SK 410 (970 cc), also as Suzuki Carry and Suzuki Super Carry; in Britain as Bedford
Rascal since April 1986, by June, 1990 as Vauxhall Rascal, in Southern Europe as GME Rascal, in Australia as Holden Scurry.
In Korea it is built as Daewoo Labo (truck) and Daewoo Damas (van and minibus, with smoothened front wheel opening); in
Taiwan as Ford Pronto. In Colombia it was known as Chevrolet Super Carry. This might be the only vehicle in the world that
was sold as a Chevrolet as well as a Ford, be it in distant parts of the world. In China, this generation is known as Anhui CH,
Changhe CH, Hanjiang SFJ, Songhuajiang HFJ, Kaixuan NJD (both also as a 4-door double cab truck) with various digits
behind. One of the Chinese 2-door trucks with a wheelbase of 200 cm is currently sold as Chatenet Yack in France with a
diesel engine from Portugal. The FAW Jiefang CA6350 minibus has a different body, a wheelbase of 194 cm, a length of 349
cm, and a width of 144.5 cm, engines 1.0 and 1.1 litre. The Anhui Fc1608 truck has another body with a wheelbase of 220 cm,
a length of 380 cm and a width of 148 cm. This 5th generation Carry would remain available in the export until the arrival of the
7th generation in early 1999.

In Indonesia the Suzuki Carry as a minibus and truck was redesigned and enlarged by 1991; the length is 370 cm and the
width 149.5 cm, the engine 970 cc. In the same style, both minibus and truck are built as Suzuki Carry Futura, later called
Suzuki Futura with the wheelbase extended to 197 cm, length 387.5 cm, width 157 cm and an engine of 1590 cc (initially 1360
cc), also as Mitsubishi Colt T 120 SS with a 1343 cc engine (length 372 cm).

In Japan, in October, 1991 arrived the interesting 6th generation Suzuki Carry and Every. The wheelbase of the truck was now
185.5 cm, the length of course 329.5 cm; the technical layout for the truck remained the same as before. The van however
saw the engine moved backward just in front of the rear axle which was now a coil-sprung De Dion (rigid with 4 axle joints); the
wheelbase was 200 cm and the styling was very attractive overall. In late 1997 a retro front version arrived, known as Suzuki
Every C.

Then in February, 1999 arrived the 7th generation Suzuki Carry (truck) and Every (van, high-roof van) with an appealing
semi-front cab design (new safety regulations) on a wheelbase of 235 cm. The engine again was placed under the front seat
for both truck and van, the first having a rear rigid axle with leaf springs, and the latter a live rear axle with coil springs. In June,
1999 arrived the more passenger car-like Suzuki Every Wagon, as well as the Suzuki Every + (high-roof only) with a
lengthened rear end (overall length 367.5 cm) and slightly extended wheelarches (overall width 150.5 cm) and an engine of
1298 cc. In the export the van and truck, both known as Suzuki Carry have the same dimensions and engine as the Every +,
except for the width, which is the usual 147.5 cm; a panel van is available. In Taiwan the van is built as Ford PR-Z or Ford
Pronto (970 cc), the latter also as a truck. In China it is built as Chang'an SC 6350 Star minibus or Chang'an SC 1015 van
(length 349.5 cm, 970 cc, 993 cc and 1310 cc).