Brief Samurai/SJ-413/SJ-410 Chronology: what to look for when buying a SJ Suzuki

I’ll try to include Canada/US specific differences because these seem to creep in and confuse a lot of people you will talk with on the web.

Some of this might be slightly incorrect (from memory, dates in particular). If anyone knows better feel free to comment below.

• 1982: SJ-410 arrives in Canada. This is basically the Samurai style vehicle that we have the love/hate relationship with. These vehicles have the narrow track frame (front springs inset under frame rails in front), a 1.0 liter 4 cylinder engine (aluminum head, iron block), 4 speed manual trans with first gear ratio of about 3.15:1, 4th gear is 1:1. The transfer case is similar is design to a Samurai case but has a different casing. It is more squared off with no 4×4 switch and small flanges. Body styles are hard top (413V), Pick-up (413K), long wheel base and normal soft top. Axles (4.10:1) are narrow to match the frame and the differentials are the same as LJ-80. Quick ratio upgrade is to get 4.56:1 ratio differentials from an LJ and install them into the new axle housings. No other parts interchange between these axles and the Samurai. T-case ratios are 1.58:1 in high, 2.56:1 in low.

• 1982 – 1983: Same as above but a newer style transfer case housing starts to appear. It is very similar to a Samurai transfer case with exception of a 4×4 switch. It has the same ratios.

• 1984: Same as above except the transfer case uses the same types of gear clusters as a Samurai case but with lower ratios (1.58, 2.5x). These gears are the ones used to make a “rocklobster” transfer case (combination of these gears and Samurai gears to make a 1.58 high, 4.16 low t-case – web search for instructions). This may be the first “sanctioned” appearance of the SJ-410 in the U.S.

• 1985: SJ-413 is introduced in Canada. Differences from a SJ-410: Samurai all aluminum 1300cc engine with Aisin carb and 5 speed transmission (3.652:1 first). Axles are changed to Samurai style differentials but with SJ-410 front brakes and 3.90:1 axle ratios. These differentials are intercahngable between Samurai and SJ-413). New Samurai style dash with no central console (the original style). Transfer case ratios change to Samurai ratios (1.409:1, 2.2x:1). This is the last year of the pick-up in Canada. U.S. still recieves some SJ-410s, but not the SJ-413.

• 1986: First year of what we commonly call a Samurai in U.S. and Canada. Canadian specification version kept the Aisin carb (allowed due to more lenient emissions regulations) while the the U.S. got the Hitachi carburetor. Front spring spacing moved outboard of the frame approximately 2-1/8″ per side and axles grew also to widen the track. U.S. recieves soft top and hard top but not the pick-up or LWB versions.

• 1987-1988: Last years of LWB in Canada.

• 1988.5: First restyle of the Samurai in North American market. New dash with a more car like center to house radio, heater controls, little cubbies, etc. Suspension spring rates soften. Canada gets the Hitachi carburetor. The only reason for the existence of the ’88.5 Samurai is to placate the demands of the Consumer Reports fiasco in the United States that labeled the Samurai an evil handling vehicle.

• 1990: EFI on the 1300cc engine starts to appear (late 1990?).

• 1991: Last year for hard top, grille is restyled to two long horzontal slots.

• 1992: Last year of Samurai in Canada.

• 1993: Samurai is sold in U.S. only without rear bench to get around tightening passenger car safety regulations so it can be classed as a pick-up truck.

• 1995: Last year of Samurai in US.

There’s probably more nitty gritty details I’m forgetting but that is essentially it in North America.

To build a Sam, I’ll recommend based upon keeping a real body on the machine and keeping it street legal. The tube frame guys don’t care about any of this anyway.

Pick whatever year has the features you want (grille, EFI, dash). From 1986 on they are all pretty much the same machine except for cosmetic preferences. Lots of components can be swapped back and forth between years as well.

What to look for: rust! Around the fender openings, the e-brake handle, rear door behind the fender opening, front foor wells. Rust is the number one killer of Samurais. The engine’s condition may or may not be important if you plan to upgrade to a Suzuki “big block” (1600cc) right away (recommended for the EFI and extra torque). Otherwise look for something that is complete and in good shape. You may not care much about the condition of the seats as you’ll likely replace them. The stockers are cheap things that don’t seem to last and typically need to be replaced.

The basic boiler plate build up is SPOA, t-case gears (1.58, 4.1), real bumpers and lockers front and rear, 31″ tires and cross-over steering. This will go pretty much anywhere most people would want to drive a machine off-road and it’ll spank lots of bigger machines too.

“Foo foo” stuff you may want to add: power steering (Sidekick/Tracker or Toyota mini-truck donor), a 1600cc engine (either 8V or 16V). I don’t see the 1300cc EFI as being a big draw. Some like it; I hear it doesn’t respond well to cam or intake/exhaust changes.

My opinion is going much larger than a 33″ tire on a Samurai that is going to be street driven regularly is more trouble than it is worth. Breakage and lack of power starts to become an issue. Then you start getting into talking about Toy or Dana axles, V-6 engine swaps, etc., etc. These changes really change the character of a Samurai. It may or may not be what you want at the end and you won’t know till you drive it.

This entry was posted on February 13, 2003 at 12:00 am and is filed under Suzuki. You can follow any responses to this entry through the RSS 2.0 feed.