The is a kei car manufactured by Suzuki Motor Corporation. Introduced in 1976 as the successor to the Suzuki Fronte Coupé, the Cervo name was originally affixed to a kei sports coupe, and then to models derived from the Suzuki Alto. The nameplate was retired between 1998 and 2006, and again in December 2009.
Cervo SS20 (first generation)
Suzuki was the first company to offer a kei car in 1955. One interesting departure from other Kei cars was the Fronte Coupé introduced in September 1971. It was a 2+2 (or a strict 2-seater) Giugiaro-designed mini GT based on the rear-engine Suzuki Fronte, measuring a mere 2995 mm. It used a 359 cc two-stroke engine developing 31, 34 or 37 PS (35 in later models) depending on equipment level. The Fronte Coupé was discontinued in June, 1976, as it didn't suit the new Kei Jidosha limits, nor the stricter emissions regulations.
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 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. The Fronte Coupé's side panels, doors, and side glass were retained, with the car made wider and extended somewhat in the front and rear. 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 539 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; it also had an additional 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.
SC100
For export, Suzuki transformed the Cervo into the SC100, first introduced in April 1978. It had its European premiere in February 1979, at Amsterdam's AutoRAI. The SC100 was known in the UK by the nickname "Whizzkid". The three-cylinder engine was replaced by a rear-mounted 970 cc four-cylinder F10A engine (later used in the SJ410) developing . The top speed was in a contemporary test. The body differed from the Cervo's in that the windshield was not as steeply raked, necessitating a different doorframe and side window as well. Square headlights were used in European markets, with either round or square ones used elsewhere. In European markets the grille incorporated the chunky indicator lenses, which were normally positioned in a space underneath the bumper – these openings were blanked with plastic grilles.
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 £2,400 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) in the UK.howmanyleft.co.uk
engine F10A, 970 cc OHC I4 power at 5000 rpm torque at 2500 (or 3000) rpm transmission 4-speed manual length × width × height weight
Cervo SS40 (2nd generation)
In June 1982, an all-new Cervo was presented. Based on the underpinnings of the recently changed Alto/Fronte, the Cervo now sported front-wheel drive with a transversally mounted four-stroke engine. The F5A engine was the same as used in the SS40 Fronte. A twin-choke carb meant a whopping was available, rather than the in the everyday Alto/Mighty Boy. The Cervo offered a lower, much more sporty driving position than its Alto/Fronte sister cars. Anyone over 172 cm (5 ft 8 in) would certainly hit their head on the ceiling. Strangely, considering its supposedly sporty character, the Cervo was higher geared than its Fronte sister car. Top speed, however, either remained the same as the of the Fronte (according to one source), or a little bit higher, at , according to another.110 km/h according to World Cars 1984, p. 376, and World Cars 1985, p. 382. 115 km/h according to Auto Katalog 1984, pp. 122, 228. To distinguish the Cervo from the other SS40 versions, its model code was SS40C (Alto: SS40V, Fronte: SS40S, Mighty Boy: SS40T).
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 Gran Turismo" 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 cam profile, 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-inchwheels, 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 Turbo 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.