Suzuki FB series engine#T5A

The engine was first seen in air-cooled form, equipped with a single carburettor, in the 1961 Suzulight Carry FB. This engine has an alloy block and alloy head, betraying Suzuki's roots as a motorcycle manufacturer. It also received three main bearings. Displacement is {{convert|359|cc|cuin|abbr=on}}, from a bore and stroke of {{convert|61x61.5|mm|abbr=on}}.Ozeki, p. 28 It originally developed {{Convert|21|PS|kW|1|abbr=on}} for this little commercial vehicle. For the June 1965 debut of a modernized Carry, the LC10 engine received a version of the Selmix automatic injection system which acted at the crank. This was later replaced by Suzuki's new self-lubricating "CCI" system (Cylinder Crank Injection). For the cabover L30 Carry of 1966, a horizontally-mounted version of the engine was developed on which the starter and generator are combined and mounted directly to the front of the crankshaft.

In 1969 a reed valve equipped version with increased power was first offered in the L40 Carry. Power increased to {{Convert|25|PS|kW|1|abbr=on}} at 6000 rpm,Ozeki, p. 97 with a Solex-style horizontal draught Mikuni 30 PHD carburettor.{{citation | url = http://www.lj10.com/l40service/pg27.htm | ref = L40 | type = Manual | title = Suzuki Service Manual: Carry L40/L41/L40V | page = 27 | location = Hamamatsu, Japan | year = 1970 | publisher = Suzuki Motor Co. Ltd. | archive-url = https://web.archive.org/web/20200125151823/http://www.lj10.com/l40service/pg27.htm | archive-date = 2020-01-25 }} This engine also equipped the brand new LJ10 Jimny off-roader. A {{Convert|27|PS|kW|1|abbr=on}} (still at 6000 rpm) version of the FB engine, now featuring Suzuki's improved "CCIS" (Cylinder Crank Injection System) lubrication system,{{cite book | ref = CG70 | title = Car Graphic: Car Archives Vol. 5, '70s Japanese Cars | publisher = Nigensha | year = 2007 | language = Japanese | page = 145 | location = Tokyo | isbn = 978-4-544-09175-5 }} appeared in the Jimny in January 1971 and subsequently in the Carry in April of the same year. Fitted with the same carburettor as before, torque is {{convert|3.7|kgm|Nm lbft|0|abbr=on}} at 5000 rpm.{{Cite book | title = World Cars 1972 | publisher = L'Editrice dell'Automobile LEA/Herald Books | location = Bronxville, NY | page = 383 | year = 1972 | isbn = 0-910714-04-5 }} This version of the engine weighs {{convert|50|kg|lb|abbr=on}}, excluding the transmission.Carry L40/L41/L40V (manual), [https://web.archive.org/web/20200216160723/http://www.lj10.com/l40service/pg08.htm p. 8] The original air-cooled FB engine was discontinued in August 1972 (when the L40 van was replaced), as water-cooled engines were becoming more popular in the Kei segment.Ozeki, p. 98

;Applications:

• 1961.10–1965.06 Suzulight Carry FB/FBD
• 1965.06–1969.07 Suzulight/Suzuki Carry L20/L21
• 1966.02–1969.07 Suzuki Carry L30/L31
• 1969.07–1972.08 Suzuki Carry L40/L41
• 1971.01–1972.03 Suzuki Jimny LJ10

In 1963, a version for the front-wheel drive Suzulight 360 Van appeared.{{cite web | last = Schaefers | first = Martin | title = History of Suzuki Kei Jidosha | publisher = Far East Auto Literature | url = http://www.xs4all.nl/~mjs/suzukik.html | accessdate = 2010-11-07 }} When intended for a FF layout, the engine was called the FE. The biggest improvement was the introduction of Suzuki's patented "SELMIX" automatic lubrication system. This added oil at the inlet and eliminated the need for pre-mixed gasoline, improving convenience, economy, and reliability. It was also offered as a Standard model ("FEB"), although this did not receive the SELMIX system.{{cite web | script-title=ja:スズライト |trans-title=Suzulight | language = Japanese | author = Sasaki |title=Suzulight | url = http://www3.plala.or.jp/sasatomo/suzulight/index.html | work = ささとも [Sasatomo] | accessdate = 2013-06-18}} Power was {{Convert|21|PS|kW|1|abbr=on}}, as for the FB, and this engine also equipped the Suzulight Fronte FEA passenger car. A {{Convert|22|PS|kW|1|abbr=on}} version appeared in the FE/FEA from April 1965 with an improved Selmix system which acted at the crank. The oil was scattered along the cylinder wall from the crank by centrifugal force.

In February 1966 the improved Selmix system was replaced by the "CCI" lubrication system which added the oil directly at the cylinder as well as at the crankshaft (Cylinder Crank Injection); Vans and Frontes thus equipped are called FE2 and FEA2 respectively.

In 1967 the all new three-cylinder Fronte 360 replaced the FEA. A year later, in March 1968, the Van received a reed valve engine for the FE3 model.Light Commercial Truck, p. 43 This was discontinued in January 1969, when the three-cylinder Fronte Van appeared. In May 1963, two of the recently introduced FE-powered Suzuki Frontes{{cite web | url = http://www.jaf.or.jp/CGI/msports/results/n-race/detail-result.cgi?mode=detail&race_id=1440&no=9 | script-title=ja:大会詳細結果 |trans-title=Detailed race results | language = Japanese | publisher = Japan Automobile Federation | accessdate = 2013-09-27 }} came in first and second in their class at the inaugural Japanese Grand Prix (Class C1, for engines with less than 400 cc), with an average speed of {{convert|89.763|km/h|mph|abbr=on}}.Ozeki, p. 25{{cite web | url = http://www.jama.or.jp/lib/jamagazine/200605/16.html | work = JAMAGAZINE | script-title = ja:モノづくりの現場から -第29回- | trans-title = From the manufacturing field, no. 29 | language = Japanese | publisher = Japan Automobile Manufacturer's Association (JAMA) | date = May 2006 | accessdate = 2013-09-27 | url-status=dead | archiveurl = https://web.archive.org/web/20131002040807/http://www.jama.or.jp/lib/jamagazine/200605/16.html | archivedate = 2013-10-02 }} Two more Frontes came in fourth and eighth places.{{cite web | url = http://www.suzuki.co.jp/cpd/koho_j/museum/1-2.htm#2 | title = 1963年 スズライト フロンテ FEA | trans-title = 1963 Suzulight Fronte FEA | language = Japanese | accessdate = 2013-09-27 | url-status=dead | archiveurl = https://web.archive.org/web/20131002212353/http://www.suzuki.co.jp/cpd/koho_j/museum/1-2.htm#2 | archivedate = 2013-10-02 }} The winning driver was Osamu Mochizuki (望月 修) who crossed the finish line just ahead of teammate Haruhisa Fujita (藤田 晴久), both a full minute ahead of the third-placed Subaru 360.{{cite web | url = http://www.jaf.or.jp/CGI/msports/results/n-race/detail-result.cgi?race_id=1440&window_flg=1 | script-title=ja:競技結果: 第１回日本グランプリ自動車レース大会 |trans-title=Competition Results: 1st Japan Grand Prix motor racing tournament | language = Japanese | publisher = Japan Automobile Federation | accessdate = 2013-09-27 }}

;Applications:

• 1963.03–1969.01 Suzulight 360 Van FE/FEB/FE2/FE3
• 1963.03–1967.03 Suzulight Fronte FEA

A water-cooled version of the FB, called the L50 since it was developed for the L50 Carry, appeared in March 1972 in the LJ20 Jimny. Power increased to {{convert|28|PS|kW|1|abbr=on}} at 5500 rpm, with torque up to {{convert|3.7|kgm|Nm lbft|0|abbr=on}} at 5000 rpm. The L50 was only ever fitted to commercial vehicles as Suzuki's passenger cars were by now using the three-cylinder LC10 engine. The L50 was also fitted to the short-lived LS20 Fronte Van for just over a year.Suzuki Fronte Van (catalog), Suzuki Motor Corporation, 1972 It continued to be used in the Fronte Van's replacement, the 1973 "Fronte Hatch". The early version weighed {{convert|43|kg|lb|abbr=on}}.{{citation | title = Suzuki LJ20 Service Manual | url = http://www.lj10.com/lj20service/LJ20-Service-Manual.pdf | page = 18 | date = March 1973 | publisher = Suzuki Motor Co | location = Hamamatsu, Japan }}

In December 1974 an emissions scrubbed version of the L50 appeared in all applications; this version lost two horsepower for a new total of {{convert|26|PS|kW|1|abbr=on}} at the same engine speed, with torque increased to {{convert|3.8|kgm|Nm lbft|0|abbr=on}} at a lower 4500 rpm. This was also ready for the unleaded gasoline introduced to the Japanese market on 1 February 1975. For 1976 another horsepower was lost. With new rules for Kei cars, allowing for engines of up to 550 cc, the L50 gained a cylinder and a new name in April 1976. The two-cylinder version was finally discontinued in July, when the Suzuki Fronte Hatch was also updated with the new three-cylinder engine.

;Applications:

• 1972.05–1976.04 Suzuki Carry L50
• 1972.03–1973.04 Suzuki Fronte Van LS20
• 1973.04–1976.07 Suzuki Fronte Hatch LS30
• 1972.03–1976.05 Suzuki Jimny LJ20

The L60 was a rare, export-only version with a larger displacement. Like the L50, it is a water-cooled two-stroke twin, but has {{convert|446|cc|cuin|abbr=on}} from a {{convert|68x61.5|mm|abbr=on}} bore and stroke. Appearing only in the L60 Carry, it was fitted to provide more power and torque to export markets not having regulations regarding engine size. Power is {{convert|29|PS|kW|1|abbr=on}}, rather than the {{convert|26|PS|kW|1|abbr=on}} offered by the contemporary 360 in export trim.{{cite book | title = New Model Technical Bulletin: Suzuki L60/L61/L61V Truck and Van | publisher = Suzuki Motor Company |date=September 1975 | id = NT7110 }}

;Applications:

• 1974–1976 Suzuki Carry L60 (export only)

The LJ50 engine gained a cylinder to meet new kei car regulations regarding maximum displacement. With a 6.0:1 compression ratio, {{Convert|33|hp|kW|1|abbr=on}} at 5500 rpm and {{convert|5.7|kgm|Nm lbft|0|abbr=on}} at 3500 rpm, was first introduced in September 1975 for export market Suzuki Jimnys, which were usually marketed simply as the "Suzuki LJ50". In export market Carrys it has a somewhat lower compression ratio of 5.9:1 and this version develops {{convert|30|hp|kW|1|abbr=on}} at 4500 rpm and {{convert|5.5|kgm|Nm lbft|0|abbr=on}} at 3000 rpm. It first appeared for the home market in June 1976 as the Jimny 55, subsequent to the changing of Kei car rules while also addressing stricter emission standards. The {{convert|539|cc|abbr=on}} straight-three engine remained a two-stroke; while power remained {{Convert|26|PS|kW|1|abbr=on}} at 4500 rpm more low-end torque was on offer - {{convert|5.3|kgm|Nm lbft|0|abbr=on}} at 3000 rpm.{{citation | ref = JAMA23 | title = 自動車ガイドブック | trans-title = Automobile Guide Book 1976/1977 | language = Japanese | volume = 23 | date = 1976-10-20 | publisher = Japan Automobile Manufacturers Association | location = Japan | page = 184 | id = 0053-760023-3400 }} Both figures were obtained at considerably lower engine speeds.

Still water-cooled and with a bore and stroke of {{Convert|61x61.5|mm|abbr=on}}, this was largely an L50 engine with an extra cylinder added. The LJ50 was also fitted to several generations of the Carry microtruck and van, until July 1986.

;Applications:

• 1976.05–1976.09 Suzuki Carry 55 ST10/ST11{{cite web | url = http://www.geocities.jp/mx41_d/carry360.html | archiveurl = https://web.archive.org/web/20150413052028/http://www.geocities.jp/mx41_d/carry360.html | script-title=ja:スズキキャリイの軌跡(の一部) |trans-title=Trajectory of the Suzuki Carry (part) | work = ボール紙の車庫（仮）[Cardboard Box Garage] | author = MX41 | archivedate = 2015-04-13 | language = Japanese }}
• 1976.09–1979.04 Suzuki Carry Wide 550 ST20
• 1979.04–1985.03 Suzuki Carry ST30/ST31
• 1985.03–1986.07 Suzuki Carry DA81T
• 1976.07–1979.04 Suzuki Hatch 550 SH10
• 1975.10–1981.05 Suzuki Jimny 55 SJ10, sold as "Suzuki LJ50" abroad
• 1981.05–1987.11 Suzuki Jimny 550 SJ30

In response to the changed Kei car regulations taking effect on January 1, 1976, Suzuki developed the T5A version for passenger car use. Passenger car engines were required to pass stricter emissions regulations than the LJ50, which was for commercial vehicles. The unrelated T4A engine was unable to meet these requirements and was also of only {{Convert|443|cc|abbr=on}}, so it was replaced in October 1977. The name refers to it being the first ("A") engine with a 0.5-litre displacement. From its {{Convert|539|cc|abbr=on}} it provided {{Convert|28|PS|kW|1|abbr=on}} at 5000 rpm and {{Convert|5.3|kgm|Nm lbft|0|abbr=on}} at 3000 rpm.{{cite book | title = Auto Katalog 1979 | editor = Freund, Klaus | publisher = Vereinigte Motor-Verlage GmbH & Co. KG | location = Stuttgart | pages = 204–205 | volume = 22 | year = 1978 }} At the same time, this engine (with the same power specifics) was also fitted to the sporting looking Suzuki Cervo microcoupé.70's Car Archives, p. 144 This could finally meet the tighter 1978 (53年) emissions standards, which the T4A had not been able to do. The emissions system was called "TC53", for Twin Catalyst, year 53 of the Showa era (1978 in the common era).

In May 1979 the T5B appeared, simply a T5A engineered to be installed in a front-engine, front-wheel-drive layout. As for specifications, the only difference was that maximum power was now reached at 5500 rpm.70's Car Archives, p. 143 This was installed in the all-new Alto/Fronte hatchback, alongside a new four-stroke engine called the F5A. In 1981 the T5B was discontinued, although the LJ50 sister version continued to be built until late 1987.

;Applications:

• T5A:
• 1977.10–1979.04 Suzuki Fronte 7-S SS20
• 1977.10–1982.06 Suzuki Cervo SS20
• T5B:
• 1979.05–1981.09 Suzuki Alto SS30V
• 1979.05–1981.05 Suzuki Fronte SS30S

• List of Suzuki engines

• {{cite book | ref = Keitora | title = 360cc: Light Commercial Truck 1950-1975 (360cc 軽商用貨物自動車 1950-1975) | language = Japanese | publisher = Yaesu Publishing | location = Tokyo | year = 2009 | isbn = 978-4-86144-139-4 }}
• {{cite book | ref = Nippon | title = 360cc: Nippon 軽自動車 Memorial 1950→1975 |trans-title=Nippon Kei Car Memorial 1950-1975 | language = Japanese | publisher = Yaesu Publishing | year = 2007 | location = Tokyo | isbn = 978-4-86144-083-0 }}
• {{Cite book | ref = OKsuz | last = Ozeki | first = Kazuo | title = Suzuki Story: Small Cars, Big Ambitions | publisher = Miki Press | year = 2007 | language = Japanese | location = Tokyo | isbn = 978-4-89522-503-8 }}

{{Reflist|2}}

{{Suzuki vehicles}}

FB

Category:Two-stroke gasoline engines

Category:1961 introductions

Category:Straight-twin engines

Category:Straight-three engines

Category:Gasoline engines by model