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After a hiatus of over a year, Suzuki returned to the sports minicar market with the new Cervo in October 1977. The SS20 Cervo was mainly a JDM model (although it was also sold as a LHD in Chile) with a 539 cc three-cylinder, two-stroke engine. The SS20 used the chassis from the 1976 Fronte 7-S, but was equipped with the larger T5A engine (this was the rear-mounted version of the LJ50 used in the Suzuki Jimny and Fronte Hatch, also known as the T5B in the FF Alto/Fronte). The body was based on the Giugiaro designed Fronte Coupé, but with a bulge in the front and bigger bumpers which led to the loss of some of the original's grace. Instead of square headlights, the Cervo received round items. The new rear glass hatch added convenience, allowing access to the rear cargo area. With the rear seats folded, one could fit of luggage there, with an additional available in the front compartment.
Worse was that the new 550 cc engine was strangled by emissions requirements. Whereas the most powerful 360 cc version had offered at 6000 rpm, the new T5A only provided at 5000 rpm and had an additional 55–80 kg to drag around. To keep acceleration acceptable, gearing was rather low, keeping claimed top speed to . This was ten more than the Fronte 7-S sedan version could achieve, thanks to lower wind resistance, but Car Graphic was only able to reach when testing the car in 1977, with the 0–400 m sprint taking 23 seconds. The engine ran out of breath past 7000 rpm. Car Graphic, quoted in Suzuki was aware that the Cervo, unlike its predecessor, was no longer a mini GT car. The advertising also reflected this, generally targeting the female demographic (except for the sporty CX-G version).
Equipment levels ranged from the entry-level CX (円608,000 in 1977), via the "ladies' version" CX-L to the top-of-the-line CX-G (円698,000). The lowest priced CX model received microscopic hubcaps, painted black, as were the bumpers (chromed on better equipped versions). The CX-L was added in September 1978 and had brighter trim, to specifically target feminine customers. Only the CX-G had front disc brakes; the others had to make do with drums all around. As implied by the weight distribution, the rear-engine lead to a somewhat twitchy front end. In the SC100s, the heavier four-cylinder engine was countered by a balancing weight in the front bumper.
The SS20 Cervo received a very minor facelift in 1978, consisting mainly of interior upgrades. In June 1982, the rear-engined Cervo was discontinued in favor of a more conventionally laid out replacement, the SS40. In Chile the Cervo was originally only sold with the 970 cc F10A engine; a May 1979 drastic lowering on tariffs on cars of less than 850 cc meant that the 797 cc F8A inline-four became available in that market. The chassis code of this model is SC80. This was sold alongside a better equipped model with the 1 litre F10A as used in the SC100.
In the UK it was only available as the lavishly equipped SC100 GX, while in other countries it was also offered as a CX or the more luxurious CX-G. The GX, with a cigar lighter, reclining front seats, and independent all-round suspension, sold for Pound sterling2,400 upon introduction (the slightly larger Alto of the same period sold for £3375). The marketing campaign was further helped by an enthusiastic owner, the late LJK Setright, long-time CAR magazine columnist. Other markets included the Netherlands, Hong Kong, South Africa, New Zealand and several Latin American countries.
It was sold in Europe from 1979 to 1982, when production ended. There was only one model change, when dashboard and column switches were modified in January 1980. With demand always outstripping supply, British importer Heron Suzuki sold 4696 SC100s in Britain, where the car has since then gained minor classic status. Nimag sold 3290 SC100s in the Netherlands, while the 1299 remaining cars were delivered to New Zealand, South Africa, and Latin America. This production includes the Chilean SS80 version. As of mid 2014, there were 96 "Whizzkids" registered with the Driver and Vehicle Licensing Agency (DVLA)howmanyleft.co.uk in the UK.
| engine | F10A, 970 cc OHC I4 |
| power | at 5000 rpm |
| torque | 83 Nm (61.3 lb·ft) at 2500 (or 3000) rpm |
| transmission | 4-speed manual |
| length × width × height | 3190 × 1395 × 1230 mm (125.6 × 54.9 × 48.4 in) |
| weight |
The new more aerodynamic body looked a bit more plain than its sharp predecessor, but the fastback shape echoed Giugiaro's original design. The headlights were square, there was more glass than on the SS20 (but with a broad B-pillar) and the larger rear glass hatch (still not a proper hatch) now offered better access to a much more usable luggage space. The rear seat folded; some versions even offered a remote opening mechanism and heated rear window. The SS40 was also the first Cervo to offer automatic transmission, a two-speed. This all reflected a steady move away from the original "mini Grand tourer" concept towards a much softer "Personal Car".
When introduced, only a CS (4MT) or CS-Q (2AT) were offered (円580,000/620,000). In late September the more upscale CS-L (5MT) and CS-QL (2AT) were added to the lineup, offering (partially) fabric covered seats and a number of other conveniences at a starting price of 円687,000. All had 10-inch steel wheels. The automatic transmission was never too popular, offering only two gear ratios and considerably worse acceleration and gas mileage (down 20 percent), along with a higher price.
In May 1983, less than a year after introduction, the Cervo received a light facelift. In light of new regulations, wing mirrors were moved to the doors and the screw holes on the fenders were covered up. The mechanical changes were light: a slightly adjusted Camshaft, the compression rate was upped to 9,7:1 (previously 9,5), the EGR and catalytic converter were improved and the engine received an automatic choke and transistor ignition. Power remained . There were also radial tired versions introduced, and disc brakes for the top-of-the-line CS-G. Automobile Guide Book 1983/1984, pp. 158-159 The lineup also received an overhaul, now looking as follows:
| CS / CS-Q | Base versions, 4MT / 2AT. No radio. Single speed wipers. | 円580,000 / 円620,000 |
| CS-D / CS-QD | Slightly upscale, 4MT/2AT. AM radio. Intermittent wipers. | 円650,000 / 円690,000 |
| CS-F | 5MT, fuel efficient version which helped replace the CS-L. Radial tires. | 円719,000 |
| CS-G | Sporty version, 5MT. Rev counter, 12-inch wheels, optional alloys. Front disc brakes. | 円730,000 |
There was also a CS-M / CS-QM special edition (based on the CS-D) in either an all-white or an all-red paint scheme with a black-and-red interior (円633,000 / 円673,000). The CS-G was aimed at a more masculine clientele, and was the first SS40 Cervo to use male models in the advertising. The CS-F had a very high 5th gear and offered a 5% gas mileage improvement over other Cervos.
An even sportier version appeared in November 1983, when the turbocharged CT and CT-G versions were offered. The F5A Turbocharger was Suzuki's first forced induction car engine and produced and a useful . It received an electronic carburetor and a lower compression rate of 8,6:1. Only a five-speed manual transmission was available, and front disc brakes were standard. The CT weighed in at , prices were 円748,000 and 円898,000 respectively. A two-tone red-and-black interior and dummy hood scoop added to the Turbo's sporty looks, while the CT-G also received a rev counter.According to World Cars 1985, a few additional SS40 models existed: a CS-H managed to somehow fit in between the CS and CS-D (円626,000). A CT-H Turbo separated the CT and CT-G, priced at 円794,000, while a top-of-the-line CT-G EX was priced at 円932,000. No mention is found of these versions anywhere else. Top speed has been quoted at . While being a plausible figure, the Auto Katalog top speed numbers often seem like mere conjecture.
In January 1985 another minor facelift occurred, with new, more comfortable seats and a new front grille. The interior also sported more fabric, an improved manual shifter and a half-leather steering wheel on the CT-G. The side mirrors were now mounted in the corner between the door and A-pillar, rather than on the door itself. The CT-G received body colored bumpers and mirrors, which was optional on lesser versions. Power output was up to , due to a new carburetor. Top speed according to German Auto Katalog was up by five, to . The lineup consisted of the CT-G (sporty Turbo), CS-G (sporty NA), CS-D / CS-QD ("deluxe" versions - with a vinyl rear seat nonetheless) and CS / CS-Q (standard version).
With Kei car sales shrinking overall and the Cervo losing market share, sales were dropping precipitously. In February 1987 the second-generation Cervo received its third and final update. The Turbo was discontinued and the lineup rationalized to two versions, the sporty CS-G with a 5-speed manual and the lower grade CS-D with either a 4-speed manual or the 2-speed automatic. As further rationalization, all models now had roll-type safety belts (hitherto, CS and CS-D versions had come with fixed belts), front disc brakes and air conditioning.
By January 1988, a new Cervo had been presented and the SS40C was discontinued shortly thereafter. Due to its lesser sales, the SS40C never received as many technical improvements as its Alto sister model. The Alto Turbo gained fuel injection and other technologies, but the ostensibly sporty Cervo had to make do with a carburetted . These days, many Cervo owners modify their cars by bolting on parts from later Altos, making the Cervo live up to its sporty appearance.
The new Cervo benefited from various technical improvements made to the Alto/Fronte, fitting the new F5B SOHC 12-valve three-cylinder (carbureted). at a peaky 7,500 rpm was available from 547 cc. Torque is at 4,500 rpm. Three well-equipped models were available:
In March, three models with the world's first electric power steering (CGPF/CGPL/CGPJ) were added to the lineup, at a juicy 円150,000 surcharge. Called the "good mood", the price also included air conditioning and a high-powered Mitsubishi Diatone stereo using the C-pillars for a speaker installation instead of the cubbyholes on the regular version. Actress and pop idol Yuka Onishi was the spokesperson for the Cervo's ad campaign, while an all female motorcycle racing team (Team Angela) raced a turbocharged Cervo in the 1988 Rallye des Pharaons.
However, it was all to no avail: The rivals, Daihatsu's new Daihatsu Leeza and Mazda's Autozam Carol both sold much better. Combined with the removal of certain tax breaks for small cargo vehicles, this meant that the Cervo's already narrow slot in the market had essentially disappeared. When the new 660 cc Kei regulations were introduced, Suzuki decided to call it quits rather than spend a lot of money to update such a slow-selling vehicle and Cervo production ended in May 1990.
Again targeting the female demographic, the Cervo nameplate made a return in July 1990. Now, however, reflecting the new Kei car standards, the engine had grown by 110 cc and it was longer. More shockingly, the car was of a traditional two-box design, sold initially only as a 3-door hatchback. Eventually, the Cervo Mode developed into a full range of cars, coinciding with the discontinuation of the Fronte which had left a niche above the "regular" Alto. Reflecting the desired clientele, heartthrob Yūji Oda (織田裕二) appeared in the marketing campaign.
The Cervo Mode was initially only available with turbocharged 660 cc engines of either 3- or 4-cylinder configurations. In November 1990 a 5-door version followed, along with lesser engines. These non-turbocharged versions were called "sedans" while the original versions were called the "sports" series. The Mode looked more pedestrian than previous Cervos, with the Maruti Suzuki built version (the "Zen") in fact being marketed as the Suzuki Alto in Europe and Australia. The Zen/Alto looks similar but is actually twenty cm longer and ten wider, as well as fitted with a one-liter engine.
The Cervo was a bit sportier than it appeared at first sight, however. The hottest version (the SR-Four) was the second Kei car to have a four-cylinder (after the 550 cc Subaru Rex and its EN05 engine), but the first to have a 16-valve DOHC Turbo Intercooler engine (F6B), and was also the first to be equipped with Pirelli P700 tires as standard. ABS was optional, as was Full-time 4WD.
| CN21S | 5MT (3AT) | F6A, 657 cc 3-cyl | at 6,000 rpm | 650 (670) kg | 1,433 (1,477) |
| CP21S | 5MT | 710 kg | 1,565 | ||
| CN21S | 5MT (3AT) | 650 (670) kg | 1,433 (1,477) | ||
| CP21S | 5MT | 710 kg | 1,565 | ||
| CN31S | 5MT | F6B, 658 cc 4-cyl | at 7,000 rpm | 670 kg | 1,477 |
| CP31S | 5MT | 730 kg | 1,609 |
By November 1990 the 52/55 PS (carbureted/EPI) non-turbo F6A SOHC 4-valve engine became available, available in a whole range of versions: M as three- or five-door (later only five), with manual or automatic transmissions and FWD or 4WD, a sportier S only as a three-door, and the luxurious L only as a five-door with the more powerful EPI engine - which also appeared in 4WDs equipped with automatics. In September 1991 the range was revised, receiving side impact protection and a high mounted brakelight. Since these were considered structural changes the car received a new set of model codes, becoming the CN22S/CP22S/CN32S/CP32S. The SR-Four now came with all-around disc brakes while the S-Turbo was discontinued. An FWD automatic MC version joined the range at the lower end, equipped with a column-mounted shifter. Other special versions abounded, with the luxurious F-Limited EPI 3-door joining in December 1991 and the somewhat cheaper, carbureted M Selection in April 1992. In July of that year, the 3-door, automatic only S Selection managed to find a slot in a pricelist now comprising a faintly ridiculous 27 variants. This didn't hinder Suzuki from adding more versions, the well-equipped LoFt ( sic), in June 1994 and the A in April of that year.
In October, 1995, the lineup received a facelift and some minor technical changes. A 2-valve base version (the B, C and E), developing joined. The carbureted 12-valve engine equipped the M Selection, the LoFt, FF versions of the S Selection, the X and the F-Limited. The EPI version was also available in the 4WD M Selection. The SR-Turbo lost two valves per cylinder but gained an intercooler in the process, bringing claimed power up to the same as in the more expensive SR-Four. just so happen to be limited to 64 PS, but it was a badly kept secret that the four-cylinder F6B developed considerably more than that. The X was alone in being offered with a 4-speed automatic.
By May 1997, as the Wagon R (itself based on the Cervo Mode) was stealing ever more of the Cervo's sales, the turbocharged versions were discontinued as the lineup was shrunk to the S-Limited (42, 52 or 55 PS) and the M Selection (52/55 PS). The 52 PS (55 in the AT 4WD version) 3-door SR joined in January 1998, attempting to fill the gap left by the Turbocharged models. By October 1998, with new regulations looming, the Cervo was once again discontinued.
In October 2007 the Cervo received the Japanese Good Design Award, and the SR version was introduced. This had a new, 64 hp direct injection turbo engine and a Jatco-made seven-step CVT transmission, the first time such a combination was available in a Japanese car. It had front-wheel drive and achieved 23.0 km/L (54 mpg) fuel consumption on the test cycle. The Cervo also received minor updates across the line, with liquid seal engine mounts and suspension changes. In May 2008 the range received more minor updates, with new colors being added and a new limited edition model, the G Limited II, which featured alcantara interior and a sporty exterior. Other models received new aero parts and other equipment, gas-discharge headlights were now available on the SR.
In May 2009 the T model was discontinued and the TX received the "aero" front dam of the SR. The fuel consumption of the naturally aspirated front-wheel-drive versions was improved to better the 2010 Japanese fuel consumption standards by 15 percent, thus qualifying for a tax break. The SR is the only turbocharged Kei car to qualify for the lower tax grades for especially environmentally friendly vehicles, combining this with being the most powerful version.
Sales targets were 60,000 per year when introduced; this goal had shrunk to 12,000 for 2009. The Cervo was discontinued by Suzuki during December 2009.
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