The nameplate remained in use for Suzuki's Kei car sedans as well as some commercial-use derivatives until it was replaced by the Alto (originally only used for commercial vehicles) in September 1988.

[1] Power was 25 PS (18 kW) at 6000 rpm, from a unique engine (also called "TLA") with its cylinders cast separately rather than in a single block.

[12] The car sprang from the 1961 "FC" project, also with a rear-engine but with rear-hinged doors, a reverse-angle rear window (à la the Ford Anglia) and an overall rakish profile.

[13] This earlier stillborn project, called the "Suzulight Sports 360", was a reaction to the success of the rear-engined Subaru 360 and had a unique 360 cc two-cylinder engine.

[14] In the Japanese domestic market, the Fronte competed directly with the Mitsubishi Minica, Honda N360, Daihatsu Fellow, and the Subaru 360.

Its overall shape is of a roundish profile, soon nicknamed "Daruma" for a Japanese roly-poly doll - this is the smallest (and arguably the only Kei Jidosha) car to use the "coke bottle styling" which became popular in the United States for the 1965 model year.

The wheelbase was 1,960 mm (77.2 in), the suspension independent with coil springs and the engine was an all new 356 cc three-cylinder air-cooled two-cycle unit which was also called the LC10.

In a break with Fronte's front-wheel drive traditions, the powertrain was placed transversely in the rear, as was becoming the norm for kei cars of the period.

[13] It was introduced with an unusual marketing stunt: racing driver Stirling Moss and TT-winning motorcycle racer Mitsuo Itoh were engaged to drive two SS Frontes (one red, one pale yellow) on a high-speed demonstration journey along Italy's 750 km (466 mi) Autostrada del Sole leading from Milan to Napoli.

By July 1969 a three-door wagon version intended for private use arrived, the LS11 Suzuki Fronte Estate, to give passenger car buyers a model with more luggage room without the indignity of having to buy a commercial vehicle.

[31] While it received a new grille it came with a downwards opening trunk lid only, possibly to please the private customer who found the luggage room in the rear-engined Fronte too small by disguising the fact that a wagon (not popular in Japan in those days) was involved.

Thus, the Fronte Custom became one of only two wagons ever without a bottom to top back opening, the other being the 1941-42 Chrysler Town and Country (The Austin A40 Farina had a similar layout but was marketed as a sedan in that form).

Other minor chassis differences were the addition of a front anti-roll bar and the change to a semi-trailing arm rear suspension layout.

[33] Model changes: The Fronte Coupé was simply referred to as the Suzuki LC10W in export markets, where it received a 35 PS (26 kW) 356 cc engine.

The Fronte Coupé was resurrected in a revised and larger form as the Suzuki Cervo in October 1977, after Kei car regulations were changed in January 1976.

A strange and sour-looking front gave way to an ovoid rear end, culminating in an engine cover perforated by at least 50 vent openings.

Indonesia motor Company and then in 1976 the production of CKD units began with Suzuki's local partner PT Indomobil Group.

[37] As for the earlier LS20 Fronte Van, the Hatch's spare tire was mounted in the engine compartment to allow for more cargo space in the rear.

The first cosmetic change the 360 series Hatch underwent was a modification of the trunklid to accept the larger license plates (330 × 165 mm) legislated for January 1, 1975.

For the 1976 model year another horsepower was lost, as emissions rules were gradually tightened, and the Hatch received a new grille, the taillights were held in place by two rather than three screws, and the C-pillar logo was altered.

[42] "7-S" was meant to stand for Space, Safety, Sense, Save money, Silent, Stamina, and Suzuki TC, not necessarily always in the same order.

Beginning in May 1977 Daihatsu's catalysed 28 PS (21 kW) four-stroke AB10 engine was installed in the SS11, selling in parallel[44] with the two-stroke at a slightly higher (by ¥18,000) price.

[47] The interim SS12 was replaced by the "full scale" 550 cc SS20 version presented on 27 October 1977, with a slight facelift consisting of a new grille, redesigned cladding around the C-pillars, and a new dashboard.

The Alto light commercials received the SS30V/SS40V designation, and considerably lower gearing since it was mainly intended for short distance inner-city use.

In Europe, the Fronte (usually labelled Alto) was also sold with a 796 cc four-stroke three (SS80) from July 1981 and was 100 mm longer, thanks to bigger bumpers.

The valve timing was adjusted and transistor ignition was introduced, the compression ratio nudged up to 9.7:1 (from 9.5), and the EGR and catalytic converter were improved.

The most expensive model, the FG, received front disc brakes (the lesser versions making do with drums all around) and a 5-speed manual transmission or 3-speed automatic.

In August 1987 a three-speed automatic transmission became available, and lastly there was also a part-time four-wheel drive version of the five-door CB72 Fronte (the CD72S, from January 1988).

A slightly longer and wider version (bigger bumpered), equipped with the same 796 cc engine as the SS80, producing 40 PS (29 kW) was the export model.

However, South Korea's Daewoo built the car under license as the Tico, and this model saw a great deal of sales particularly in Eastern Europe.