The Suzuki Fronte Coupe is a legend, and became one in its time already. It was a bold effort by Suzuki to make a truly distinctive (and hot-performing) kei-car sporty coupe with styling by Giugiaro. It’s not an easy task to design such a thing on the rigid limitations of the kei-class specifications. But the Fronte pulled it off, and then some.
The Fronte Coupe was built from 1971-1976, and was replaced by the Cervo (SC100 in Europe, as pictured here). It still used mostly the same body, but there were some fairly subtle differences that slightly spoiled the original’s lines. But not enough to keep us from appreciating a design classic.
What Corey Behrens has found here in the Netherlands is technically a Suzuki SC100 “Whizzkid”, a special variant for European export, where it became an instant cult classic.
Suzuki was the pioneer of the kei car, building the first one back in 1955. And with the Fronte Coupe in 1971, it once again was a pioneer, making the diminutive and boxy kei car sedans and vans into something quite desirable. It featured a water-cooled 356cc two-stroke triple mounted in the rear.
I was curious as to what these little buzz-bomb engines looked like, so here it is. Base versions had some 23 hp, but soon a sizzling-hot 37 hp version arrived, which really made this the GTO of kei cars.
The kei car regulations changed in about 1975-1976, hence the transition to the somewhat larger Cervo. As is all-too obvious, one of the biggest changes was the bulge in the front grille, where the radiator for the rear water cooled engine resided. Just why it was pushed out is a bit of a mystery. I assume it was to take advantage of the somewhat longer maximum length allowed under the new regs, and by pushing the radiator forward, that facilitated a roomier front trunk. The Cervo also got larger bumpers front and rear.
The big change in the new regulations was to allow larger engines (550cc), and Suzuki wasted no time building a 539cc two-stroke triple. But just like it had been in the US, emission controls and more weight conspired to make the Cervo slower than its predecessor. Power was down to 28hp @5000 rpm. Top speed was in the 70-75 mph range.
Suzuki was well aware that the Cervo was no longer the pocket-rocket it had been, and now targeted its advertising more towards young women, as the Cervo was now more of a cute fashion accessory.
The pictured example is an SC100, nicknamed “Whizzkid”. And in the rear, a much larger 970cc four-stroke four-cylinder engine was mounted, making some 47 hp.
Square headlights distinguish the SC100, among other changes. The late LJK Setright was an enthusiastic owner, which certainly helped its reputation. Demand always outstripped supply, at least in the UK, and it became a serious cult classic.
The Cervo Coupe was built in Japan from 1977-1982, and the SC100 sold in Europe from 1979-1982.
Wow, I really like the proportions of this. Doubt I’d fit in one, though.
LJK Setright was 6’2″. I don’t know his inseam 🙂
I know you’re taller than that but if a 6’2″er fits then maybe…
I had one for a while when I lived in England (1980s.) I’m 6’2″. Mine had a pop-up sunroof and if it wasn’t raining I kept it open for extra headroom. I also replaced the steering wheel with a smaller one because my thighs would be jammed up against the original.
I once carried five adult passengers in it, for a short journey. (If I recall correctly I am the tallest of that group, but only one was shorter than average height and none were fat – we were young soldiers.) There were legs or arms sticking out of every window.
What a cool find. And I thought the ’84 Swift I had was small. Just enough car for a one-person city runabout.
Isn’t that 360cc two-stroke triple tiny! That must be a packaging engineer’s dream.
Love the style of these things. I see it’s a rear-engined hatchback too, like the Hillman Imp. Loading the rear must be a bit more awkward though.
With that pushed-forward radiator, maybe this is where AMC designers got the inspiration for the coffin-nose Matador?
There is a very good reason these sold faster they could get them in to Britain. For one, they weren’t stripped for equipment, you got front discs and full independent suspension. Two, upon debut these sold for £2,400, crazy cheap. Three, the Alto (although larger) in the same showroom started at £3,375. 7539 in total made it to Britain, but if it weren’t for capacity restraints back in Japan (over the coupe’s 1971-82 run nearly 900,000 were made), undoubtedly more would have sold.
Setright liked it. All you need to know.
That was first thought upon seeing Whizz Kid. I think I’d still prefer a Honda Z600 over this
I was waiting for a Z600 mention. I think they look better, and if the engine revs like the other Honda engines at the time did, I’d like that more.
I’ve had both. The z600 would be in the same class as the 3 cylinder Fronte coupe. I only had a Z for a short time, and liked it, but it was buzzy and only came on 10″ wheels. The SC-100 is the only classic minicar I’ve owned that doesn’t frighten me in traffic (I’ve had a Cinquecento and started with a Goggomobil TS-250 in 2005. The SC is as sophisticated as any full sized car of its era, and more fun to drive than any tiny car I know. IMHO, it’s the perfect vision of what it represents: 4cyl., SOHC, rear drive, liquid cooling, 12″ wheels (better for potholed roads), terrific fit and finish, very comfortable and will cruise all day at 60 mph. I’m 5’7″, but the guy I bought it from was over 6′, and he fit just fine. One more thing: The original Fronte coupe was designed by Giugiaro, and the styling spawned the box-edged theme of GM cars like the ’77 Chevy, and the X-cars. The cherry on top is that for the continental Euro market, over 3500 SCs were made with left hand drive, like mine.
Has there ever been a car with a shorter front overhang?
it’s this close to being a underhang.
I havent seen a Fronte for a while there cant be too many left in regular use, Suziki was good at really small cars my mother had a Alto which apparently was fun to drive too fast though she probably didnt but my dad and BIL certainly explored its limits.