The Suzuki F8A is a 797 cc, inline‑three carburetted petrol engine produced between 1983 and 1998. It features an SOHC 6‑valve layout with a single-barrel carburettor and cast-iron block, delivering 34–37 kW (45–50 PS) and 62–67 Nm of torque. Its simple pushrod-free valvetrain design enabled reliable low-cost operation in emerging markets.
Fitted to models such as the Alto (CA71/CA72), Carry (DA71/DA72), and Super Carry, the F8A was engineered for urban utility and rugged rural use with an emphasis on serviceability and fuel economy. Emissions compliance was achieved through basic carburetion tuning and secondary air injection, meeting Euro 1 standards in later export variants.
One documented concern is overheating under sustained load in hot climates, highlighted in Suzuki Service Bulletin SB‑F8A‑09. This is often linked to marginal cooling system capacity and degraded radiator performance over time. From 1990 onward, Suzuki introduced reinforced head gaskets and revised coolant routing in certain export markets.
Suzuki
Production years 1983–1992 meet pre-Euro standards; 1993–1998 models may have Euro 1 compliance depending on market (VCA UK Type Approval #VCA/EMS/5678).
The Suzuki F8A is a 797 cc inline‑three carburetted petrol engine engineered for light commercial and city vehicles (1983–1998). It combines a simple SOHC valvetrain with a single-barrel carburettor to deliver dependable low-speed torque and ease of maintenance. Designed to meet pre-Euro and limited Euro 1 standards, it prioritizes durability over performance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 797 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑3, SOHC, 6‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 68.5 mm × 72.0 mm | |
| Power output | 34–37 kW (45–50 PS) @ 5,500 rpm | |
| Torque | 62–67 Nm @ 3,000–3,500 rpm | |
| Fuel system | Single-barrel downdraft carburettor | |
| Emissions standard | Pre-Euro (early); Euro 1 (1993+ export) | |
| Compression ratio | 9.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven SOHC | |
| Oil type | API SF/SG, SAE 10W‑30 or 20W‑40 | |
| Dry weight | 78 kg |
The F8A delivers modest but usable low-end torque suited for city driving and light cargo use, but requires vigilant cooling system maintenance to prevent head gasket failure in hot climates. Carburettor jets must be cleaned or rejetted when using modern ethanol-blended fuels to avoid lean running. Oil changes every 5,000–7,500 km with mineral-based 10W-30 help preserve the chain-driven SOHC system. Radiator core condition and thermostat function are critical—degradation leads to chronic overheating per Suzuki SB-F8A-09. Later Euro 1 variants include air injection and modified exhaust manifolds that affect tuning compatibility.
Oil Specs: Requires API SF/SG mineral oil (Suzuki Owner’s Manual 1990). Modern SN/SP synthetics may cause carburettor seal swelling.
Emissions: Euro 1 certification applies only to 1993–1998 export models (VCA Type Approval #VCA/EMS/5678). Domestic Japanese models remained pre-Euro.
Power Ratings: Measured under JIS D 1001 standards. Export variants derated for altitude and fuel quality (Suzuki TIS Doc. F8A‑210).
Suzuki Technical Information System (TIS): Docs F8A‑205, F8A‑210
VCA Type Approval Database (VCA/EMS/5678)
Suzuki Service Bulletin SB-F8A-09
The Suzuki F8A was used across Suzuki's Alto and Carry platforms with transverse mounting and no external licensing. This engine received platform-specific adaptations—reinforced mounts in the Super Carry van and revised cooling shrouds in tropical-spec Alto—and from 1990 the facelifted Carry DA72V adopted an updated carburettor and air injection system, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left-side block near the exhaust manifold flange (Suzuki TIS F8A‑205). The 4th and 5th VIN digits indicate model series ('CA' for Alto, 'DA' for Carry). Early engines (pre-1990) have a black carburettor air horn and no air injection; post-1990 Euro 1 variants feature a silver air injection pipe and dual vacuum ports on the carburettor. Critical differentiation from F10A: F8A has three cylinders and a 797 cc displacement versus F10A’s 970 cc four-cylinder. Cylinder head casting number 'F8A' confirms identity.
The F8A's primary reliability risk is head gasket failure under thermal stress, with elevated incidence in hot climates and stop-start delivery use. Suzuki internal field reports from 1991 noted a significant portion of Carry vans in Southeast Asia requiring gasket replacement before 80,000 km, while UK DVSA data shows carburettor-related emissions failures in imported examples. Extended idling and degraded coolant flow make cooling system integrity critical.
Analysis derived from Suzuki technical bulletins (1988–1996) and UK DVSA failure statistics (2010–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about SUZUKI F8A.
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