Suzuki Jimny

Overall construction

All four Jimny generations have a separate body and frame, a ("ladder frame chassis"). The body is legally not a structural carrying part of the vehicle. Originally, It served only as a cabin to protect the occupants from the elements (but on early models not even that), provide comfort – and yet, on later models, it is strong enough to protect occupants in case of a crash. It is legal to own and drive on public roads and highways in the majority of countries in the world.

Suspension

All four Jimny generations have dependent suspension (solid-beam axles) both at the front and rear axles. This used to be a common suspension design for all-terrain vehicles up to 1990s, but has become a rarity in vehicle design in the 21st century. Dependent suspension is particularly well suited for all-terrain duty, both from the durability and performance perspectives.

The first two Jimny generations used leaf-sprung suspension at all four wheels, with the third and fourth generations using coil-sprung suspension at all four wheels. The late second-generation model called SJ800 Coily had coil-sprung suspension, as well.

Steering

All four Jimny generations have recirculating ball steering mechanism, which is particularly well suited for all-terrain duty, but relatively imprecise on-road compared to modern rack-and-pinion steering construction.

Transmission

All four Jimny generations have manually user-selectable part-time four-wheel drive (4WD) transmission, where the default (on-road) transmission mode is two-wheel drive (rear-wheel drive). Rear-wheel drive can never be disengaged. The user, however, can (dis)engage the front-wheel drive (FWD) manually at any time under certain operating conditions. When FWD is also engaged, this provides 4WD.

Jimnys have no centre (interaxle) differential. This has a positive effect that at least two wheels, where each wheel is on a different axle, have to lose traction for the vehicle to lose traction when in 4WD transmission mode. However, the negative effect is that 4WD transmission mode must not be used on any surface not rather slippery, especially if having to steer. In other words, 4WD transmission mode should be used only on rather slippery surfaces, like snow, ice, mud, loose gravel, wet grass, and sand. Wet asphalt, wet concrete, and hard-packed gravel are not considered slippery enough.

All four Jimny generations have manually user-selectable dual-ratio (dual-range) gearing mechanism. The two ratios or ranges are called "high range" (for regular on-road driving and light to moderate all-terrain driving) and "low range" (for moderate to hard all-terrain driving and for all-terrain towing). The overall transmission gearing ratio is exactly halved when the vehicle is in low range transmission mode. This has the effect of the vehicle moving about half as fast, but with double torque at the wheels in any transmission gear. For example, the fourth gear in low range behaves similar to the second gear in high range, and third gear in low range behaves similarly as "1.5th gear" in high range. The transmission gearing range is selectable only when the vehicle is in 4WD transmission mode. Therefore, low range cannot be used for on-road towing.

The (dis)engagement of 4WD transmission mode and the switch from one gearing range to another is performed by a dedicated transfer case mechanical unit, which is separate from the regular gear box unit. All four Jimny generations have a transfer case with an attached selection lever protruding in the cabin between the main gear box lever and the handbrake lever. The lever allows the user to select 2WD-H, 4WD-H or 4WD-L transmission modes at will. The only exceptions are later production years of third-generation Jimnys (more info in a dedicated chapter), which do not have a selection lever, but instead have servo-actuated mechanism to perform the same actions when invoked by the push of certain buttons in the cabin.

LJ10

Suzuki's first move on acquiring the rights to the ON360 was rebodying it and replacing the Mitsubishi engine with an air-cooled 359 cc (21.9 cu in) Suzuki "FB" 2-stroke Inline 2, which produced 25 PS (18 kW). Since the new unit remained smaller than 360 cc, and Suzuki placed the spare tire inside the truck (making it a three-seater) to keep it under 3 m in overall length, it was classified as a kei car, conferring certain tax privileges and other benefits. When it was introduced in April 1970, it was the first four-wheel drive kei car to enter series production. The LJ10 Jimnys had 16-inch wheels, weighed 590 kg (1,301 lb), and had a top speed of 75 km/h (47 mph). The engine was soon uprated to 27 PS (20 kW), but the claimed top speed remained unchanged.^[10]

The original Jimny was an unexpected hit, with nearly 5,000 units selling in its home market in the first year, immediately outselling the market leader at the time, the Mitsubishi Jeep. Over 6,000 were sold in 1971.^[2] Production was initially subcontracted and was carried out mainly by hand, but Suzuki soon realized that the Jimny needed to have a dedicated assembly line to allow production to be ramped up.^[2] Transmission gear ratios were 3.68:1 1st 2.21:1 2nd 1.47:1 3rd 1.00:1 4th and 3.68:1 rev.^[11]

LJ20

The LJ was updated in May 1972 and renamed the LJ20. The grille bars were changed from horizontal to vertical for the LJ20. The engine was replaced with an updated, water-cooled unit called the L50; its 28 PS (21 kW) enabled the LJ to reach 80 km/h (50 mph).^[12] With production brought in house, Suzuki could now build 2,000 cars per month.^[2]

A special version with the spare tire mounted behind the passenger seat allowed for two small rear seats, facing each other. The introduction of left-hand drive signaled Suzuki's worldwide ambitions for the truck. The Hard Top (Van) was also introduced when the LJ20 arrived, equipped with smaller, 15 in wheels.^[10] Suzuki did not export them to America; a US company called International Equipment Co. imported them. Export Jimnys had the spare tire mounted on the outside, as kei regulations on length did not apply.

Towards the end of LJ20 production, a cleaner 26 PS (19 kW) engine was introduced, a result of having to meet ever more stringent emissions regulations. Top speed was reported as 93 km/h (58 mph), payload was 250 kg (550 lb) (200 kg [440 lb] for the Van version).^[13] Transmission gear ratios were 3.96:1 1st 2.38:1 2nd 1.52:1 3rd 1.00:1 4th and 3.96:1 rev.^[11]

SJ10

The LJ50 engine was first introduced in September 1975 for export only, with 33 PS (24 kW) at 5500 rpm. For the home market, it first appeared in June 1976 as the Jimny 55 and reflected the changing kei-car rules and stricter emissions standards. The 539 cc (32.9 cu in) three-cylinder engine remained a two-stroke; while power was reduced to 26 PS (19 kW), more low-end torque was on offer. The 635 kg (1,400 lb) vehicle could now hit 60 mph (97 km/h), and the spare tire was relocated outside the rear door, allowing for a fourth seat. The SJ10 Jimny originally used the "LJ50" name in most export markets; this was then changed to LJ55 with the introduction of the LJ80 to align the names.

In May 1976, the low-production LJ51P long-wheelbase pickup became available for some export markets. The home-market Jimny 550 received a facelift in 1977, introducing rear wheel-arch metal flares and a bigger bonnet or hood with cooling slots above the radiator, while the export LJ50s were instead replaced by the LJ80 (same external modifications, but with the new four-stroke, four-cylinder, 797-cc engine fitted).

In Australia, the LJ50S and LJ50V (van) were available as a soft-top with soft doors and rear-mounted spare wheel or hardtop with full metal doors and external spare wheel through distributor M.W.-Suzuki (Melbourne) with 33 hp (25 kW) and 57.4 N⋅m (5.85 kg⋅m; 42.3 lb⋅ft) of torque. The LJ50 became the first Suzuki automobile to be assembled in New Zealand, starting in late 1976 at an initial, modest rate of four cars per day.^[14]

SJ20

The final iteration of the original Jimny design was the 1977 Jimny 8, called LJ80 in certain export markets. While the car was marketed in Japan, it was mainly developed for export markets and only 1,799 SJ20s were sold in the domestic market. It was originally intended to be marketed as the Eljot ("Elliott") in Germany, but copyright issues with Disney's Pete's Dragon movie made this impossible. While the SJ10 remained in production for the domestic kei category, the new 770 kg (1,698 lb) SJ20 boasted a 797 cc (48.6 cu in) four-stroke SOHC four-cylinder F8A engine capable of 41 PS (30 kW). This made it the first Suzuki automobile to be equipped with a four-stroke engine. The additional power and torque of this engine allowed the differential and gearing to be raised for better cruising and offroad performance, and the track was widened by 100 mm (3.9 in).^[15] The LJ80 and LJ81 were also assembled in Whanganui, New Zealand,^[9] while the LJ80V was assembled in Indonesia, by P.T. Indo Mobil Utama in Jakarta.

The interior was also improved, with new seats and steering wheel. Metal doors became available for the first time in 1979, and a pickup truck model (LJ81) was available by April of that year, as well. The pickup had a 2,200 mm (86.6 in) wheelbase – up by 270 mm (10.6 in) – and was 3,620 mm (142.5 in) long, compared to the 3,185 mm (125.4 in) LJ80. The Jimny 8/LJ80 was retired in late 1981 with the introduction of the second-generation Jimny. Transmission gear ratios were 3.83:1 1st 2.35:1 2nd 1.54:1 3rd 1.00:1 4th and 4.02:1 rev on both SJ10 and SJ20. Transfer case gear ratios were 2.57:1 low and 1.56:1 high or 3.01:1 low and 1.71:1 high depending on year. Axle gear ratios were 4.55:1 4.87:1 or 5.66:1 depending on year.^[11]

• 
  1979 Suzuki Jimny SJ20 hardtop (JDM)
• 
  Rear view
• 
  Suzuki LJ81 pickup

Kei history

Regular models

The SJ40 Jimny 1000 was introduced in Japan in August 1982 to replace the older LJ80 range, and sold as the SJ410 in most export markets (Sierra in Australia) as early as summer 1981,^[20] powered by the F10A four-cylinder engine. This engine produced 45 PS (33 kW; 44 hp) (net) and it had a top speed of 68 mph (109 km/h). The Japanese market models claimed 52 PS (38 kW; 51 hp) (gross) at 5,000 rpm.^[21] A four-speed manual transmission was standard, as were non-power assisted drum brakes front and rear. The SJ410 came as a half/full-door soft top convertible, long-wheelbase (LWB) pickup truck (either with wellside or dropside beds), three-door hard top (called "van" in Japan), raised-roof hard top, and no-glass hard top (panel van). In Japan, the pickup truck was intended as a bare-bones work vehicle and did not receive fender extensions, and had diagonal tires on 16-inch black-painted steel wheels rather than the sportier wheels fitted to the regular Jimny. Maximum payload is 350 kg (770 lb) and was only offered with a dropside stye bed.^[21] Also unique for Japanese market, the Jimny 1000 had 6-lug nuts,^[21] because the Japanese ministry of transportation dictated that Suzuki fit wheels with a different bolt pattern, so that owners of Kei Jimnys would not be able to retrofit the larger, wider wheels of the Jimny 1000 to their cars.

In the autumn of 1983, LWB two-door soft top convertible and three-door removable hard top (station wagon/estate) versions were added for export markets. A pickup truck version on the long wheelbase was also available. This LWB edition still had only two rear seats (if fitted at all) for two rear passengers, and the rear passenger leg room was the same as in the standard SWB edition. The extended vehicle length only affected the boot space, which was significantly larger in the LWB edition. In Japan, only the SWB model was offered until the end of this generation.

In November 1984, the SJ was revamped with the launch of the SJ413 (internal model code SJ50) or as Jimny 1300 in Japan (designated as JA51 series and still with the 6-lug nuts pattern). The SJ413 included a larger 1.3-litre (1,324 cc) G13A four-cylinder engine, 5-speed manual transmission and power brakes (disc brakes on the front and drum brakes on the rear) all around. The body and interior were also redesigned, with the introduction of a roll bar, along with a new dashboard, seats, bonnet and grille. The SJ410 remained in production for various other markets with the old specification and appearance, although there was a version with the new interior, front disc brakes and a five-speed manual option positioned between the original SJ410 and SJ413 for certain markets.^[22][23]

SJ413 had the same track width as SJ410, but can be distinguished by the different grille and bonnet. As those two car models were relatively susceptible to a rollover, Suzuki introduced a wider edition of SJ413 around 1988, with its track widened by 90 mm (3.5 in), giving the vehicle more stability. This wider edition received the nameplate "Samurai", which was introduced first in 1985 in North America.^[24][25] The difference in width is the only major difference between SJ and Samurai, apart from some minor cosmetic changes in the interior and the exterior. The Suzuki Samurais generally powered by SJ413's 1.3-litre engine, although the SJ410's 1.0-litre engine was also offered for certain markets.^[26] This early Samurai was not available in Japan due the discontinuation of Jimny 1300 and the arrival of Escudo in 1988.

The Samurai received another improvement in late 1991 or early 1992 with another facelift and a new throttle body fuel injected or carbureted 1.3-litre (1,298 cc) G13BA engine and redesignated as the SJ51 series.^[27] In May 1993, the regular Jimny was returned to the Japanese market as the Jimmy 1300 Sierra, based on the updated Samurai and was given the JB31 model code. The wheel was also changed to 5-lug nuts pattern and an optional three-speed automatic transmission that was not offered for export.^[28] In November 1995, the regular Jimny was also received the coil sprung update like the kei models, designated as JB32 series. It featured a more modern sixteen-valve multi-point fuel injected 1.3-litre G13BB engine, producing 85 PS (63 kW). This model also bears the designation SJ80 in export markets (such as in Central and Eastern Europe, Turkey, South America and Australia), and sold between 1996 and 1998 as Samurai/Sierra. This export model was equipped with the older eight-valve G13BA engine with a single-point fuel injection or a carburetor instead. Unlike the earlier Jimny/Samurai, the JB32/SJ80 series were not offered with a LWB configuration or as a pickup truck and no convertible option in Japan.^[29]

• 
  1982–1988 Suzuki SJ410
• 
  1984–1988 Suzuki SJ413
• 
  1988–1992 Suzuki Samurai
• 
  1992–1996 Suzuki Samurai
• 
  Rear view of the removable hard top
• 
  Rear view of the soft top convertible
• 
  Rear view of the "metal top" hard top high roof
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  Rear view of the pickup truck
• 
  1995–1998 Suzuki Jimny/Samurai "Coily"
• 
  Rear view of the JB32/SJ80 series

Other markets

The SJs were also produced in Spain by Santana Motor in their Linares, Jaén factory as of March 1985 and was sold as a domestic vehicle in Europe due to its over 60% native parts content, thereby evading limits on imports of Japanese-built automobiles.^[30] It was only built on the short wheelbase, as a two-door convertible and commercial, or with the three door SUV or van bodywork. Santana built SJs had softer springs for an improved on-road ride, colour coordinated interiors with cloth seats and carpeted floors, all to broaden appeal to those who did not intend to primarily off-road the vehicle.^[31]

The Santana-built SJs were also marketed under Santana's own brand or Suzuki Santana in certain countries in Europe. It was also exported to Taiwan as the Santana 1000 due to the ban on fully built Japanese vehicles and the growing trade deficit between Taiwan and Japan.^[32]

In March 1990, Santana-built versions received the same chassis developments (including the LWB convertible/hard top and pickup truck models) which turned the SJs into the Samurai; this version was sold as Samurai 1000 or 1300 where it was offered.^[19][33] The Santana-built Samurais did not benefit from the updated coil sprung chassis introduced around 1995, instead receiving a facelift (based on the Coily facelift but with a different grille) specific to European and neighboring markets in 1998. Also around 1998, Santana developed a version which used PSA's XUD9 1.9-litre (1,905 cc) turbodiesel engine, producing 63 PS (46 kW; 62 hp).^[34] Top speed is 130 km/h (80.8 mph).^[35] Santana then replaced this diesel Samurai edition with another diesel edition sometime in year 2001, based on Renault's F8Q 1.9-litre (1,870 cc) naturally aspirated diesel engine, producing 64 PS (47 kW; 63 hp). The petrol engine was also advanced to a sixteen-valve multi-point injection G13BB unit. Spanish Samurai production (both for petrol and for diesel editions) ended in late 2003 or early 2004.

• 
  Santana S-410
• 
  Suzuki Santana Samurai
• 
  Post-1998 Santana-built Suzuki Samurai
• 
  Santana-built Suzuki Samurai pickup truck powered by a 1.9-litre diesel engine

In addition to the Sierra nameplate, Australian market Jimnys were also sold as Stockman utes or as the Holden Drover (1985–1987). Cooper Motor Corporation (CMC) of Nairobi, Kenya, had been building the first generation Jimny and continued with assembly of the SJ410 in the mid-eighties.^[36] In Thailand, the SJ413 was branded as the Suzuki Caribian. Initially, it was only available as a three-door LWB truck featuring a fiberglass canopy with oversized windows (popularly nicknamed the "fish tank"). In 1992, it was redesigned as an extended cab pickup and marketed as the Caribian Sporty.^[37] From 1984 to 2006, Pak Suzuki locally produced the SWB SJ410/Samurai in Karachi, Pakistan as the Potohar.

• 
  1988–1996 Thai-built Suzuki Caribian "fish tank"
• 
  2000–2005 Thai-built Suzuki Caribian Sporty extended-cab pickup
• 
  Rear view of Thai-built Suzuki Caribian Sporty extended-cab pickup
• 
  Australian market Holden Drover cab chassis

The Samurai was sold in Colombia as Chevrolet Samurai, assembled in Bogotá, Colombia by General Motors Colmotores. In other South American markets it was sold as the Suzuki SJ/Samurai. Long wheelbase models were not offered in the Mercosur. For the Chilean market, where there was a temporary tariff threshold at 850 cc, there was also a model called the SJ408, powered by the older 0.8-litre F8A engine.^[38]

North American market

The SJ413 was introduced to the United States in 1985 for the 1986 model year as the Samurai and it was already updated with the wider track. It had gone on sale earlier in Canada and Puerto Rico as the SJ410.^[39] The Samurai was only offered as a SWB in the United States, while LWB pickup truck and convertible were initially available in Canada.

It was priced at $6200 when introduced in the United States and 47,000 were sold in its first year. It had a 1.3-litre, 63 hp (47 kW; 64 PS), four-cylinder engine and was available as a convertible or a hard top, and came equipped with rear seats until 1994. The Suzuki Samurai became intensely popular within the serious 4WD community for its good off-road performance and reliability compared to other 4WDs of the time, outselling the Jeep Wrangler (YJ) by two to one in 1987.^[40] This is due to the fact that while very compact and light, it is a real 4WD vehicle equipped with a transfer case, switchable 4WD and low range. Its lightness makes it a very nimble off-roader less prone to sinking in softer ground than heavier vehicles. The 1988.5 model Samurai was re-tuned for better on-road use in the United States. This revision included softer suspension settings and a larger anti-roll bar to reduce body roll. A lower fifth gear (.865:1 vs the earlier .795:1) increased engine speed and power on the highway, and improved dashboard and seats made the Samurai more comfortable.The Samurai was supplemented in Canada and the United States markets in 1989 by the Sidekick, which eventually replaced the Samurai in 1995.

A new 1.3 litre four-cylinder engine with throttle-body fuel injection was introduced with 66 hp (49 kW; 67 PS) in September 1991.^[19] A cheaper 2WD version was added to the line up between 1991 and 1993.^[41] The rear seat was removed from 1994 and 1995 Samurai models with rear shoulder safety belts becoming mandatory, and the partial roll cage not having the required mounting provisions, unlike the larger Jeep Wrangler. Low sales and pending stricter safety legislation prompted the withdrawal of the Samurai from Canada and the United States markets after 1995.

Consumers Union lawsuit

Main article: Suzuki Motor Corp. v. Consumers Union of the U.S., Inc.

An unfavorable 1988 review in Consumer Reports magazine said the Samurai was unsafe and prone to rollovers.^[42] In 1996, after investigating the claims, Suzuki of North America sued the magazine's publisher, Consumers Union (CU), for libel. The suit resulted in an inconclusive settlement. CU agreed that it "never intended to imply that the Samurai easily rolls over in routine driving conditions."^[43] CU and Suzuki made a joint statement, saying, "CU and Suzuki disagree with respect to the validity" of CU's tests and that "Suzuki disputes the validity" of the tests, while "CU stands by its test protocol and findings."^[44]

Indonesian production

The SJ410 was also assembled in Indonesia by Suzuki Indomobil Motor since late 1982 until 2006, where it was marketed with different names. The original version was marketed as Super Jimny, continuing from the previous LJ Jimny. The canvas soft top model was marketed in fairly small numbers from 1983 until late 1985 as Jimny Sierra.^[45] The earlier model built until 1984 were low-roof, metal-bodied SUVs. A higher-roofed model (Super Jimny 6 or V3) arrived in 1984 and continued to be built until about 1988, while the Katana has an even higher roof than the previous versions. In the mid-1980s, responding to the introduction of higher taxes for vehicles with four-wheel-drive, Suzuki introduced a 2WD version as the Katana in September 1986.^[45]

As of September 1989, it received updated square headlights. The earlier Katana is only available with "Blitz" variant until a light facelift in late 1992 (round headlights) and mid-1993 (new grille design with round headlights and "S" logo). In the same year, the Blitz variant was replaced with the long-running Suzuki Katana GX. The Suzuki Katana GX was produced from 1993 to 2006, with updates only on body sticker design in 1995, 1997, 1999, 2000, 2002, and 2005. There was also a DX variant of Katana below the GX marketed from 1993 to 2000, after which the GX was the sole variant remaining. Both the GX and DX variants were equipped with power steering as standard. As of March 1995, both the Katana GX and DX received a new redesigned steering wheel with the Suzuki "S" logo. In 2005, Suzuki introduced the SJ413 Caribian Spacecab pickup, which was imported from Thailand and sold until 2007.^[45] Production of the second generation Katana in Indonesia ended in July 2006.

In Indonesia, various coachbuilders also offered stretched and rebodied variants, including five-door station wagons.^[45] Marvia, a coachbuilder which was part of the Indomobil Group — Suzuki's sole Indonesian distributor since 1976 — produced several specialty vehicles based on the rear-wheel-drive Suzuki Katana. Notable examples of these Katana-based builds include the Marvia Classic (an SS Jaguar 100 kit car) and a replica of the iconic AC Cobra.^[46][47]

Maruti Gypsy

Main article: Maruti Gypsy

The Indian built SJ410/413 (rebranded as MG410/413) has only ever been available in a long-wheelbase version. The The Indian built SJ410/413 (rebranded as MG410/413) has only ever been available in a long-wheelbase version. The Gypsy remained in production for the Indian Subcontinent market until late 2018. The last version produced in India by Maruti Suzuki was the Samurai-based Gypsy King, using the sixteen-valve, 1.3-litre G13BB engine with 80 PS (59 kW). The Gypsy King is still popular with the Indian armed forces and police units. The Gypsy was also exported to limited areas in Southeastern Europe, South America, Eastern Africa and Russia. From the early 1990s until 1999, Suzuki Australia transitioned its sourcing of the Sierra Stockman ute from Japan to India. These Inidan-sourced utes can be identified by the MG410 badge on the front wings and VIN beginning with the prefix MA.

In 2013, Suzuki New Zealand reintroduced the Suzuki SJ series into New Zealand badged as the Suzuki Farm Worker 4x4,^[48] although the Maruti badge can clearly be seen in the centre of the radiator grille. The vehicle is actually the leaf-sprung Maruti Gypsy King MG413W, powered by the G13BB 1.3-litre, sixteen-valve engine, producing 80 PS (59 kW) at 6,000 rpm and 103 N⋅m (76 lb⋅ft) of torque at 4,500 rpm, mated to a five-speed, all synchromesh gearbox and a high/low 2wd/4wd transfer box. The Farm Worker is available in four slightly differing styles, two having a rear window and fibreglass bulkhead, and two having canvas roofs with foldable front windscreens, all based on the long wheelbase version (the only version built by Maruti) and offering a maximum payload of 500 kg. As its name suggests the Farm Worker is intended for farm work only and is not able to be road registered due to the vehicle not meeting current crash protection regulations,^{[citation needed]} although it does come with seat belts for the front two seats.

High altitude world record

On 21 April 2007, the Chilean duo of Gonzalo Bravo and Eduardo Canales drove their modified Suzuki Samurai (SJ413) up Ojos del Salado to an altitude of 6,688 m (21,942 ft), setting a new record for the highest altitude attained by a four-wheeled vehicle, surpassing the previous record of 6,646 m (21,804 ft) set by a Jeep.

The Samurai in question benefited from wheel, tire, and suspension changes, and a supercharged G16A 4-cylinder engine. It was the third attempt for the two man team, after encountering weather difficulties on the first attempt and an engine fire in the second. The previous record holder's team led by Matthias Jeschke driving a Jeep Wrangler, left a sign reading "Jeep Parking Only: All others don't make it up here anyway". The Chilean team found the sign, blown down by strong winds, and brought it back to civilization as a souvenir.

This record was duly certified by the Guinness World Record in July 2007.^{[citation needed]}

On 13 December 2019, Jeschke reclaimed the record with a Mercedes Benz Unimog.^[49]

Mazda AZ-Offroad

The Mazda AZ-Offroad, introduced in October 1998, is a rebadged Jimny. The AZ in the name refers to Autozam, Mazda's ill-fated small car marque. It is fitted with the turbocharged 658-cc DOHC Suzuki K6A engine, which produces 64 PS (47 kW).^[61] Manually operated four-wheel drive is standard with autolocking front hubs and low range, whilst an automatic transmission is optional.

Design

The body-on-chassis design uses a ladder frame, 3-link rigid axle suspension with coil spring, and part-time four-wheel drive with low range transfer gear, marketed as ALLGRIP PRO. Transmission options are a 5-speed manual transmission and a 4-speed automatic.

The exterior has upright A-pillars, a flat clamshell bonnet/hood, driver and passenger window lines that dip at the front to extend visibility, a simple black grille with round headlamps, roof edge drip rails, and prominent wheel arch extensions. The interior rear luggage space can be expanded by folding twin rear seats, creating a 377-litre luggage space with a flat floor, five utility screw holes and four luggage anchors. The design results in an approach angle of 37 degrees, ramp breakover angle of 28 degrees and departure angle of 49 degrees.^[62]

The Jimny incorporates a series of safety features, marketed by Suzuki as Suzuki Safety Support.^[62] The Dual Sensor Brake Support (DSBS) system determines if there is a risk of forward collision and issues an audio and visual warning, increases braking force, or applies automatic braking to either avoid a collision or minimize damage. Other functions include lane departure warning, weaving alert function and high beam assist, which automatically switches between high and low beams.^[70]

Engines

The base Japanese market Jimny is powered by an R06A 658 cc, three-cylinder, turbocharged petrol engine, while the wide version (Jimny Sierra) has a newly developed K15B 1.5-litre four-cylinder naturally-aspirated petrol engine with 75 kW (102 PS) at 6,000 rpm, 138 N⋅m (102 lb⋅ft) at 4,400 rpm).^[71]

Markets

Safety

More information Test, Points ...

Euro NCAP test results
Suzuki Jimny (3-door, Europe) (2018)^[117]

Test	Points	%
Overall:
Adult occupant:	27.9	73%
Child occupant:	41.4	84%
Pedestrian:	25.1	52%
Safety assist:	6.5	50%

Close

More information Test, Points ...

ANCAP test results
Suzuki Jimny
(2018, aligned with Euro NCAP)^[118]

Test	Points	%
Overall:
Adult occupant:	27.9	73%
Child occupant:	41.3	84%
Pedestrian:	25	52%
Safety assist:	6.5	50%

Close