The Suzuki F8B is a 796 cc, inline‑three petrol engine produced between 1985 and 1998. It features a single overhead camshaft (SOHC), 6‑valve layout, and carburetted fuel delivery. In standard form it produced 34–38 kW (45–52 PS) and 62–67 Nm of torque, offering compact packaging and lightweight design for city vehicles.
Fitted to models such as the Alto (CL/CA71), Carry (DA71), and Cervo (CN21), the F8B was engineered for urban mobility, fuel economy, and ease of maintenance. Emissions compliance was achieved through basic carburettor tuning and secondary air injection, meeting Japanese and early EU standards (Euro 1) in export variants.
One documented concern is premature crankshaft bearing wear under sustained high loads, highlighted in Suzuki Service Bulletin SB‑F8B‑09. This issue is often linked to marginal oil flow at high rpm in hot climates or when used in commercial applications. From 1990, Suzuki revised bearing clearances and oil gallery routing.
Suzuki
Production years 1985–1992 meet Japanese 1983 emissions standards; 1993–1998 export models may meet Euro 1 depending on market (VCA UK Type Approval #VCA/EMS/F8B85).
The Suzuki F8B is a 796 cc inline‑three petrol engine engineered for kei-class city cars and light commercial vehicles (1985–1998). It combines a simple SOHC valvetrain with carburetted induction to deliver responsive low-end torque and minimal weight. Designed to meet Japanese 1983 standards and select Euro 1 markets, it prioritizes reliability and serviceability over performance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 796 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑3, SOHC, 6‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 68.5 mm × 72.0 mm | |
| Power output | 34–38 kW (45–52 PS) @ 5,500–6,000 rpm | |
| Torque | 62–67 Nm @ 3,000–4,000 rpm | |
| Fuel system | Single-barrel downdraft carburettor | |
| Emissions standard | Japanese 1983; Euro 1 (export, 1993+) | |
| Compression ratio | 9.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven SOHC | |
| Oil type | API SG/SH, SAE 10W‑30 or 10W‑40 | |
| Dry weight | 72 kg |
The F8B’s lightweight three-cylinder design delivers adequate urban performance but requires regular valve clearance checks every 20,000 km due to mechanical tappets. Use of correct 10W‑30/40 oil is essential to maintain bearing life, especially in hot climates or under load. Carburettor jets may require seasonal adjustment in extreme temperatures. Engines used in commercial Carry vans should have oil changed every 5,000 km to mitigate crankshaft bearing wear per Suzuki SB‑F8B‑09. No catalytic converter on early models; Euro 1 variants include secondary air injection and a three-way catalyst.
Oil Specs: Requires API SG/SH mineral or semi-synthetic oil (Suzuki Manual 1990 Carry). ACEA specs not applicable.
Emissions: Japanese 1983 standard applies to domestic models (1985–1992). Euro 1 compliance limited to post-1993 export variants (VCA Type Approval #VCA/EMS/F8B85).
Power Ratings: Measured under JIS D1001. Export power reduced slightly due to emissions equipment (Suzuki PT‑1995).
Suzuki Technical Information System (TIS): Docs ENG-F8B-01, FUEL-F8B-03, SB-F8B-09
VCA Type Approval Database (VCA/EMS/F8B85)
Japanese Ministry of Land, Infrastructure, Transport and Tourism (MLIT) Emissions Regulation 1983
The Suzuki F8B was used across Suzuki's kei-class platforms with transverse mounting and no external licensing. This engine received platform-specific adaptations—reinforced mounts in the Carry DA71 van and revised cooling in the Alto CL71—and from 1990 the Cervo CN21 received a higher-compression variant, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left side of the block near the exhaust manifold (Suzuki TIS ENG-F8B-02). The code 'F8B' is followed by a serial number. Pre-1990 units have a single-barrel Aisan carburettor with manual choke; post-1990 export models feature automatic choke and air injection port on the exhaust manifold. Critical differentiation from F5A/F6A: F8B has three cylinders and 796 cc displacement—verify bore/stroke if uncertain. Oil filler cap on valve cover; timing chain cover on front.
The F8B's primary reliability risk is crankshaft main bearing wear under sustained load or high ambient temperatures, with elevated incidence in commercial Carry vans. Suzuki internal field reports from 1991 noted bearing failure in 8% of high-mileage (100,000 km+) Carry units used for delivery, while UK DVLA data shows low MOT failure rates due to simple emissions systems. Extended oil change intervals and use of incorrect viscosity make bearing protection critical.
Analysis derived from Suzuki technical bulletins (1989–1996) and UK DVLA/DVSA failure statistics (1995–2005). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about SUZUKI F8B.
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