The new Jimny was released in 1998, and now bears the same name in all markets. The series from SJ410 to SJ413 was known as the Sierra in Australia, and remained the Jimny in some markets. An updated version of the SJ413 became known as the Samurai and was the first Suzuki officially marketed in the US. The Jimny8/LJ80 was an updated version of the LJ50 with an 800 cc, four-stroke, in-line four-cylinder engine, followed by the Jimny 1000/SJ410 and Jimny 1300/SJ413. This was originally targeted at the Australian market, but more exports soon followed. In 1975, Suzuki complemented the LJ20 with the LJ50, which had a larger 539 cc, two-stroke, in-line three-cylinder engine and bigger differentials. The liquid-cooled LJ20 was introduced in 1972 with the cooling changed due to newly enacted emission regulations, and it gained 3 hp. The LJ10 had a 359-cc, air-cooled, two-stroke, in-line two-cylinder engine. The first Suzuki-branded four-wheel drive, the LJ10 (Light Jeep 10), was introduced in 1970. The tiny Hope company had been unable to enter series production, and only about 45 were manufactured. A better opportunity presented itself in 1968, when Suzuki was able to buy bankrupt Japanese automaker Hope Motor Company, which had introduced a small off-road vehicle called the HopeStar ON360. Studying its design, I found that it really wouldn't be that hard to modify for a body lift, for those of you who might also be interested in one of these bumpers.The history of Suzuki four-wheel drive cars began in the latter half of the 1960s, when Suzuki bought a Steyr-Puch Haflinger to study with the intent of building a kei-class off-road vehicle. It is an incredibly strong design that is truly second to none. The Bull Bar for this particular vehicle has a big subframe that first mounts to the chassis, to which the bumper then mounts. Just like on my Toyota, it's incredible how much R&D has gone into making sure any loads on the bumper are distributed across the frame and crossmembers. Speaking of which, I really like how the Bull Bar mounts to the chassis. I'm now thinking that I might want to go ahead and get a Warn M6000 winch for the bumper. My next purchase will be Aftermarket4x4's gas tank skidplate, since I've already punished my stock one pretty significantly, and a set of Shrockworks' rock sliders, since it's pretty clear I'm 4-wheeling this a lot more than I originally intended. Notice also how well the Bull Bar integrates with the IFS skid plate from Aftermarket4x4. Here you can see that even under full droop, the CV angles aren't unacceptable. So far, I couldn't be happier with how it performs! This combination of springs and struts seems to be the best solution for obtaining 3 inches of suspension lift. He's actually using the OME struts without the Calmini strut spacers so his downtravel is no greater than mine, still limited by the extension of the strut, which is a good thing since any more would be too much for the CVs.īelow you'll find some pictures of my suspension at work, along with the new Bull Bar. I forgot to take pics, but I compared it to my friend's 97 2-door Tracker with the Calmini 3" kit, which he had to install spacers with once he added his front bumper and winch to bring it back to approximately it's original height without the weight of the Calmini bumper and Warn XD9000i winch, and my CVs are at less of an angle at normal flat ride height. There's no room to spare for any bigger tire than what I have now, but it's set up absolutely perfectly just how it is. Yes I have now checked for tire rub with full articulation, and there is none.
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