The Alto was a "micro sensation" when introduced, largely due to its rock bottom price of ¥470,000 (circa $1,900 in 1979, at a time when the cheapest Ford Pinto cost $4,999 in the US).

[7] This low price was made possible by a number of Japanese special concessions for commercial vehicles: most notably, the engine was subject to less stringent emissions rules and did not require expensive twin catalysts.

[8] The Alto's success changed the kei-car market, and other producers such as Subaru (with the "Family Rex") quickly followed suit with cut-price "commercial" vehicles that were really intended for private use.

In January 1981, the F5A four-stroke 543 cc (33.1 cu in) from the Fronte was also made available for the Alto; although it only had a single-barrel carburettor, it too put out 28 PS (21 kW) but at 6,000 rpm.

[13] Most export Altos were passenger car versions (which used the "Fronte" badge in the Japanese domestic markets), and usually received the 796 cc (48.6 cu in) F8B engine and the SS80 chassis code.

[4] While Suzuki held on to the two-stroke engine concept for a half decade longer than any of its Japanese competitors, eventually market pressures and ever tightening emissions regulations spelled its end in the Alto by September 1981.

[6] The Hatch was by far the cheapest new car sold in Australia at the time, although equipment was limited: the buyer received standard vinyl seats and mats and cross ply tires, with the only concession to luxury being a push-button AM radio.

[6] The pack also added steel-belt radial tyres, 12-inch wheels (up from 10-inch), front-wheel disc brakes and bolder bumpers front and rear.

[14] Performance versions of the Alto family first appeared in September 1985, when a fuel injected and turbocharged engine with 44 PS (32 kW) was made available; this could also be had in combination with four-wheel-drive.

The CB model code was not used on the Alto in Japan, as it signifies the passenger car version which was still sold as a Fronte in the home market.

New wraparound headlights, a new dash and interior heralded the new available ITL rear suspension (Isolated Trailing Link), a three-link rigid setup.

Most export markets received the passenger car version, which would have been badged "Suzuki Fronte" in Japan, but were usually sold as Altos abroad.

[17] This model remained in production (latterly by Maruti Udyog) for the European market until 1993, when it was replaced by an also Maruti-built 1-litre version of the Cervo Mode, which was sold as the Alto until 2002.

Around 1990, the China Ordnance Industries Corporation (COIC, a predecessor company to Norinco) purchased the complete rights and all machinery for manufacturing the SB308 Alto from Suzuki.

Citing lower sales and stating that upgrading the design to meet new regulations would not be cost effective, Chang'an ended production of the old Alto on 28 July 2008.

Turbo (introduced in July) received a 6-valve SOHC-engine producing 61 PS (45 kW) and 9.2 kg⋅m (67 lb⋅ft) of torque (slightly more than the high-revving, twin cam RS).

[25] Reflecting decreased tax benefits for commercial Kei cars, the Works series were now classified as passenger vehicles, allowing for a real back seat.

[29] Unlike the Japanese models, however, this low spec was coupled to the (carbureted) 12-valve engine with 38.2 kW (52 PS; 51 hp) and a standard five-speed transmission.

[29] A very limited production version for competition purposes arrived in 1992, called the Alto Works R. This was a lightened, strict two-seater with four-wheel-drive, a close-ratio five-speed transmission, and a tuned engine - although official output remained 64 PS (47 kW), as required by the Kei regulations.

This model, without a backseat and with racing bucket seats in front, was classified as a van and accordingly received the CM22V chassis code, unlike the usual Alto Works.

There was also an Alto Van model intended for commercial use, although this section of the market was disappearing as various tax advantages had been gradually whittled away since the beginning of the decade.

[31] The "Alto With", a limited sporty edition based on the well-equipped Sf model (also with four-wheel drive) with a front and rear spoiler, appeared in June 1995.

In July 1995, a version of the Works Turbo ie/s called the Limited appeared; this had special stereo equipment and keyless entry and power locks.

In April 1997, the range received a facelift with side door impact beams and a new front design, with new marker lights beneath the headlights and a redesigned trunklid.

[33] All 12-valve models fitted with four-wheel drive and automatic transmission received a 55 PS (40 kW) fuel injected version, as was the case since the third generation Alto.

This is .2 km/L higher than the Daihatsu Mira e:S.[43] In 2013, the Alto Eco was updated with the addition of Suzuki's ENE-CHARGE system, first applied on the fifth generation Wagon R. With this technology, fuel economy has now improved to 33.0 km/L based on Japan's JC08 Mode test cycle.

The review became a Top Gear challenge where Jeremy Clarkson and Richard Hammond bought cars on the second hand market for the same price as a new Pixo.

[57] These high performance models are powered with the turbocharged variant of K06A engine, producing 64 PS (47 kW) and 98 N⋅m (72 lb⋅ft) - ("Works" has two Nm more than the Turbo RS).

"Turbo RS" and "Works" trims has black with red accents interior colour, leather wrapped steering wheel, paddle shift for AGS models and tachometer.

[58] In term of exterior, all naturally aspirated models are using halogen headlights as standard and 13 inches steel wheels with hubcaps (except "VP") and "X" with special two tone colours.