Modifying Suzuki 4x4 for Serious Offroad Action

Chapter 1

Evolution

The first Suzuki 4x4 was launched in April 1970. The LJ10 (LJ standing for Light Jeep) or Jimny 360 as it was officially named, was a derivative of the Hope Star ON360, a tiny, no frills (such as doors) 4x4 built by the Hope Star Company in 1967. Production of the ON360 was limited, there being no more than 50 built, 30 of which were exported. In 1968 Suzuki gained the production rights and set about developing the design for the home market.

Due to Japanese vehicle regulations at the time the vehicle had to be small, which is why the spare wheel is mounted inboard so as not to make the vehicle too long, and the two-cylinder, two-stroke, air-cooled 359cc engine from the ON360 was retained, albeit now manufactured by Suzuki instead of Mitsubishi. Suzuki managed to increase the power output from 21bhp to 24bhp and added a few refinements, such as its cylinder and crankshaft injection (CCI) lubrication system, which gave far superior lubrication and meant owners no longer had to mix their own two-stroke fuel.

Even after 35 years some LJ10s are still going strong. (Courtesy Chris Johnson)

Two years later the L20 was launched. It had a water-cooled engine, producing a staggering 28bhp, and was the first of the line to have 15in wheels. Then came the LJ50 and LJ55 with a 539cc, three-cylinder, two-stroke engine giving 35bhp. The body also increased in size as the Japanese Mini Car regulations were relaxed, which also meant the spare could be externally-mounted.

The LJ50, with its 35bhp engine, was a definite step up. (Courtesy Brad Crisp)

The LJ50 and LJ55 had a 539cc three-cylinder, two-stroke engine. (Courtesy Brad Crisp)

Although the Japanese market was accustomed to such miniscule motors, it was obvious that if the vehicle was to stand any chance of being exported a larger engine would be necessary. During the next few years the motor evolved from the 550cc, two-stroke triple, into the 41bhp, 797cc, four-cylinder four-stroke that eventually powered the LJ80.

The 797cc four-cylinder, four-stroke was the first real engine of the range. (Courtesy Suzuki GB)

Launched in 1977 the LJ80 was the first of the diminutive 4x4s to be imported into the UK, although roughly three and a half thousand of the previous LJs had been sold in the US, and they were also extremely popular in Australia.

The LJ80 was a hit, and paved the way for the later Suzuki off-road models. (Courtesy Suzuki GB)

In 1978 Heron Suzuki GB set up Suzuki GB (Cars) Ltd, and imported a few test vehicles into the UK for potential customers with rural businesses. The farmers, etc. chosen to undertake the evaluation quickly realised the potential of the go-anywhere lightweight vehicle which easily handled terrain that defeated its heavyweight competition, a trait that today’s Suzuki off-road fraternity put to best advantage.

With the success of the vehicle in Australia, where the young had adopted the little off-roader as a lifestyle vehicle, the whole emphasis of the export advertising changed, and the ‘Wild Weekender’ campaign began, suggesting that young, town-based couples could escape the urban jungle at weekends with wind in the hair motoring in the countryside. This image, combined with the emphasis of being able to cope in winter conditions that would have ordinary vehicles stranded, has been the baseline for the range ever since.

Whilst the LJ and its predecessors could hardly claim to have set the 4x4 world alight, it did instil in people’s minds the principle of a small, utilitarian, go-anywhere vehicle from a Japanese manufacturer and opened the way for the success of future models, and in that respect its importance to the development of the Suzuki brand as a serious player on the 4x4 market should not be underestimated.

No-one, not even Suzuki itself, could have foreseen the explosion in popularity that would ensue with the launch of the SJ series. Launched just before the demise of the hot hatch fashion in the UK, following the insurance industry backlash against young drivers in fast cars, the 970cc SJ410 was quickly adopted as a yuppie icon and sales soared. This was not just a British phenomenon, however, and following deals with General Motors and Land Rover Santana SA, assembly lines were soon producing SJs in Canada and Spain, neatly avoiding the stringent import agreements of the time.

The SJ410 surpassed all sales expectations, appealing to many different users. (Courtesy Suzuki GB)

In 1986 the Samurai was launched in the US into a huge market just waiting for a small, rugged and cheap, four-wheel drive vehicle. The initial reaction of the motoring press was greatly encouraging and its popularity grew rapidly, until 1988 when the Consumers Union launched a campaign against the little vehicle; a campaign which was only just resolved in 2004. Basically, the Consumers Union suggested that its tests had shown the little 4x4 had an alarming tendency to roll over. In the UK, following several nasty accidents where ex-hot hatch drivers had attempted to drive SJs in a similar manner to their previous vehicles, the Consumer’s Association quickly jumped on the bandwagon, claiming that the vehicle should be banned.

It has since been proven in court, following action to obtain footage taken at the time, that these tests were, to be polite, seriously flawed. In the UK the Department of Transport undertook its own tests to resolve the issue and, sure enough, managed to roll over one of the test vehicles. It was not a Suzuki, however, and a statement was issued that basically said they were no more unstable than any other off-road vehicle, but advised all manufacturers of multi-purpose vehicles to issue advisory notes to draw drivers’ attention to their different handling characteristics. Unfortunately, though, the damage had been done and the press, not wishing to sully its pages with good news, hardly mentioned the exoneration of the little Suzuki, and even today the general public still view them with scepticism.

The Samurai was given wider track and bigger tyres, making it the ultimate leaf sprung Suzuki. (Courtesy Suzuki GB)

It’s amazing, however, that during all this, although sales were seriously hit, the vehicle was still selling, and today’s off-roaders can be grateful it was.

The stylish little off-roaders continued to sell, despite the negative press. (Courtesy Suzuki GB)

The SJ410 was the first of the new body shape, and formed the basis for the SJ413 and Samurai. The basic ladder chassis design was not unlike a small version of several other old style 4x4s, but where the Suzuki scored was on its size. Although having a similar wheelbase to, say, a SWB Land Rover, its smaller and lighter engine and components gave it the edge over its competitors by being economical, easy to handle in traffic, and so light it would ‘float’ over conditions that had more illustrious models struggling.

The ladder frame chassis and transfer box transmission are a well proven combination. (Courtesy Suzuki GB)

1987 saw the introduction of the Santana. Although not hugely different from the SJ410, the numerous little changes to power, handling, ride, gearbox and, probably most importantly, accessories, meant that Suzuki had a hit on its hands from the start.

Despite its success with lifestyle vehicles Suzuki never forgot its commercial roots. (Courtesy Suzuki GB)

The SJ410 was soon followed by the SJ413. Virtually indistinguishable from its smaller counterpart, except for the new grille and the bulge in the bonnet to accommodate the longer stroked engine, it was basically an upgraded SJ410 with a 1324cc detuned Swift engine. The 40% increase in power, however, meant that the new machine could just about cruise at the legal limit on a motorway, and its off-road performance was greatly improved, making it particularly popular with early modifiers.

The SJ413 was a big improvement on the SJ410, if only for the extra power.

In 1988 Suzuki introduced the far more civilised, coil sprung, 1600cc-engined Vitara. With much of the appeal of its predecessor and few of the drawbacks, it had an altogether more ‘small car’ feel. Indeed, in 1989 What Car Magazine named it Best All-Terrain Car of the Year, and the unfortunate reputation of the SJ was finally laid to rest.

The Vitara was a whole new concept, with a 1.6-litre engine and coil sprung suspension.

The relative sophistication of the Vitara, with its responsive 1.6-litre engine and coil sprung suspension took Suzuki into completely new territory in the 4x4 market. This was no tarted-up commercial vehicle, this was a road going car first and foremost, but underneath its pretty exterior lurked the separate chassis and low range transfer box of a real off-roader. There is much to support the claim that this was the first of the ‘lifestyle’ off-road vehicles.

The early, 75bhp, 8-valve carburettored models soon received a small hike in power thanks to throttle body fuel injection, but the real shot in the arm came in the guise of the 16-valve engine, which boosted the power to 95bhp. No hot hatch, but ample performance for the type of vehicle, albeit still a little lacking in torque for a true off-roader.

The original 75bhp, 8-valve Vitara power plant.

Throttle body injection gave the 8-valve engine a power boost prior to the development of the 16-valve unit.

There have been several revamps of the range, including the 4u, a very basic model with an engine and two seats and not much else, but it came with a long list of additional parts (such as the rear seats) that you could mix and match to build your own personalised vehicle.

During the mid-nineties the X-90 appeared, to all intents and purposes a two-seater Vitara with a boot, and this was available in two- and four-wheel drive.

The X-90 was a much berated but very capable model that, sadly, never really took off.

In 1998 came the Grand Vitara, a much larger and more stylish vehicle than its predecessors. Over the last few years this has developed into the latest seven-seat, 2.7-litre V6, XL-7, which is a serious contender in the large SUV market.

The Vitara range took a step up with the launch of the Grand Vitara. (Courtesy Suzuki GB)

The Suzuki line-up would not be complete without the model I have deliberately left for last; the Jimny; a car which will in time become the Samurai of the 21st century. It is, in essence, the ultimate SJ, with a 1298cc engine delivering 79bhp and coil sprung suspension it comes somewhere between the SJ and the Vitara in design and ability.

The Jimny could be regarded as the ultimate SJ.

There are even some serious competition Jimnys about. (Courtesy KAP Suzuki)

Whilst it has serious competition from the likes of the Daihatsu Terios, the Jimny’s superior styling and off-road prowess should see it through, and many have already been modified into superb off-roaders. So for anyone out there still mourning the demise of the Samurai, take heart, the Jimny will become a worthy replacement in time, and a common sight off-road, and will provide many a future modifier with a superb base machine on which to vent their imagination. We can only wait to see what Suzuki offers in the future, but if it stays with its past philosophy, it won’t go far wrong.

Several people are already modifying Jimnys, and the model’s future looks bright. (Courtesy KAP Suzuki)

Chapter 2

The basics

Principles of Modification

All vehicle design is a compromise, and any modifications undertaken merely bias the compromise towards a particular aspect. For example, if you wish to race a saloon car you would have to significantly lower and increase the stiffness of the suspension to allow the vehicle to cope with cornering at high speed. However, this would have the effect of introducing harshness into the ride. Therefore, you have shifted the ratio from comfort towards handling for speed.

All vehicle modification involves compromise relative to use.

Off-road modification is no exception. Whether you wish to just potter about on easy green lanes with the family at weekends, immerse yourself in gallons of mud, or roar up Pike’s Peak at breakneck speed, will determine the type and severity of the modifications you need to undertake.

Suzuki 4x4s were designed originally to provide a cheap, go-anywhere vehicle for Japan and the developing countries in Asia. The fact that they caught on in the West as an iconic lifestyle vehicle meant the designers had to rethink elements of the design to accommodate its new usage. These were mostly cosmetic initially, but eventually a wider stance, more power, softer suspension, and fashionable paintwork would all be included to boost sales in the West.

This book is primarily designed to allow you to determine what level of modification you need to achieve the performance you want. It will then help to decide whether to undertake these modifications yourself, by manufacturing and fitting your own parts, or source a supplier for the parts or to do the whole build for you, depending on your level of ability. For ease of reference there follows a description of the general principles of modification together with sections covering the usual usages to help you decide which is right for you.

For off-road vehicles modifications should