For the June 1965 debut of a modernized Carry, the LC10 engine received a version of the Selmix automatic injection system which acted at the crank.

For the cabover L30 Carry of 1966, a horizontally-mounted version of the engine was developed on which the starter and generator are combined and mounted directly to the front of the crankshaft.

Power increased to 25 PS (18.4 kW) at 6000 rpm,[2] with a Solex-style horizontal draught Mikuni 30 PHD carburettor.

A 27 PS (19.9 kW) (still at 6000 rpm) version of the FB engine, now featuring Suzuki's improved "CCIS" (Cylinder Crank Injection System) lubrication system,[4] appeared in the Jimny in January 1971 and subsequently in the Carry in April of the same year.

This added oil at the inlet and eliminated the need for pre-mixed gasoline, improving convenience, economy, and reliability.

[9] Power was 21 PS (15.4 kW), as for the FB, and this engine also equipped the Suzulight Fronte FEA passenger car.

A 22 PS (16.2 kW) version appeared in the FE/FEA from April 1965 with an improved Selmix system which acted at the crank.

With new rules for Kei cars, allowing for engines of up to 550 cc, the L50 gained a cylinder and a new name in April 1976.

The two-cylinder version was finally discontinued in July, when the Suzuki Fronte Hatch was also updated with the new three-cylinder engine.

Appearing only in the L60 Carry, it was fitted to provide more power and torque to export markets not having regulations regarding engine size.

[18] The LJ50 engine gained a cylinder to meet new kei car regulations regarding maximum displacement.

It first appeared for the home market in June 1976 as the Jimny 55, subsequent to the changing of Kei car rules while also addressing stricter emission standards.

Passenger car engines were required to pass stricter emissions regulations than the LJ50, which was for commercial vehicles.