What to do? That is the difficult question facing Steve McMinn regarding his latest acquisition.

The vehicle is a NZ new, 3-cylinder, 2-stroke, 539cc, 1978 Suzuki LJ50 that is still in original condition after travelling only 56,000km in the hands of one previous owner.  Steve purchased the vehicle in the South Island during the latter half of last year and then drove the vehicle north.

While the vehicle is largely in excellent condition there are a couple of minor problems starting to raise their heads and now is a dilemma for Steve. If he fixes them and touches up the paint the LJ50 would no longer be original; it would then become a restored vehicle.

Suzuki Motor Company got into producing the mini 4WD in 1968 when they purchased the manufacturing rights for the On 360 from a small-time manufacturer called Hopestar.

It was completely re-designed and was then marketed in 1970 as the LJ10 complete with a 359cc, 2-stroke, 2-cylinder, air-cooled engine. Suzuki also came up with a great way to keep the points from fouling. Starting with the idea that the spinning clutch pressure-plate causes a vacuum, they put a small hose from the top of the transmission (bell housing) to the distributor cap and another hose from the distributor cap to just underneath the air cleaner so as to pull cooler air across the points keeping them cool and also to keep moisture out.

The size of the vehicle was determined by Japanese transport guidelines to fit within the domestic mini-car category, which restricted the length, width and engine size of the vehicle.

To keep within these regulations in Japan the spare tyre was mounted behind the drivers seat, otherwise it would have exceeded the maximum allowable length.

In 1972 the vehicle was upgraded to a water-cooled engine, developing a huge 28 hp @5500 rpm, and became known as the LJ20.

In 1976 more changes to the regulations saw another increase in engine size and overall dimensions and, with these, the introduction of the LJ50. Changes to the engine saw the introduction of the 539cc, 3-cylinder, 2-stroke, water-cooled engine developing 33 hp @5500 rpm.

It also has Suzukis own direct lubrication system, in which Pure undiluted lubricating oil is directly supplied to the crankshaft and big ends of connecting rods at the rates matching the power output of the engine, according to the brochure.

The LJ50 would be upgraded again in 1977-78 to become the LJ80 which looked similar (to the untrained eye) but it had a 797cc, 4-cylinder, 4-stroke, overhead-cam engine. The LJ80 eventually gave way to the SJ models in 1980-1981.

This particular LJ50 vehicle was purchased new in 1978 by John (Jock) Fawcett who lived at Nightcaps (near Winton) in the South Island.

John was originally a miner but eventually became head of the local Rabbit Board and was also a keen quail hunter and dog trialler.

Over the years, the little Suzuki became affectionately known in the area as Jocks Baby due to the care attention given to the vehicle. It was used to travel the Nevis and also did the long drive to Nelson on at least a couple of occasions.

By mid-2005 Jocks health was so poorly that he reluctantly put the vehicle onto the market. Sadly, he passed away early this year at the age of 74.

Steve McMinn, vehicle collector and an owner of many LJ Suzukis over the years eventually became the new owner and picked the little LJ50 up from Nelson before driving it north.

Driving the LJ50 on a long journey is not something youd embark upon lightly these days. It only has a top speed of around 75-80kph. At least its a very economical vehicle to run; using only 12 litres from Nelson through the scenic Marlborough Sounds and up to Paraparaumu.

The manufacturers build plate says built in Japan with body number 0472, but the fibreglass roof and doors were manufactured in NZ by Fleetline Canopies Limited.  We suspect that the vehicle was assembled in NZ using a percentage of NZ components including the tyres and windscreen.

Generally the LJ50 was available as a soft top or as a hard-bodied van (LJ50V) but the fibreglass hard-tops were developed locally, perhaps to introduce additional NZ componentary during assembly.

Mr Fawcett probably opted for the hardtop due to the colder climate of the South Island. The canopy and doors can be completely removed in about 4-5 minutes; quicker than the soft-tops of some modern day vehicles.

The vehicle has some very interesting features for its day, not least the vacuum air hoses into the distributor cap.

Security was obviously high in the minds of the designers, so the handbrake lever has its own keyed lock and inside the lockable glove-box is an internal bonnet release.

The bonnet can also be locked by sliding a catch across. 

Also found in the glove-box is the original tool kit, consisting of: 2 open-ended metric spanners, a screwdriver with flat and Phillips head options, a spark plug spanner and a pair of pliers.

Other basic features inside include the speedo, gauges and warning lights, a heater and minimal floor coverings.

In the rear there was no floor covering but Steve has fitted a rubber mat. In fact, the rear has very little in the way of marks or scratches after 28 years, so it may have had some sort of covering from new.

The paint of the original wheels is starting to deteriorate but they still have the little rubber bungs in the hubs that allow you to adjust the drum brakes all round without removing the road wheels or getting underneath the vehicle.

Under the bonnet there is a little paint loss around the battery tray that Steve has treated temporarily. The rear wheel carrier, which is a known weak point, has had an extra brace fitted at some point but, again, to the untrained it is not obvious.

The LJ is riding on brand new 600x16 tyres and, even after the journey north, they still have the little tits associated with new rubber. The spare is still the original Dunlop Triple Traction, fitted from new.

The transfer case is interesting in these vehicles. Instead of being attached to the back of the gearbox, as most tend to be, the LJ50 has it mounted further back and connected only by a solid drive-shaft.

Drive is then transferred to the axles via front and rear drive-shafts. Underneath, it is a little oily, especially around the remote transfer case, and the springs are sagging a little but thats to be expected after all these years.

The 2-stroke engine smokes just a little on start up but once warm it settles down to its own distinctive rhythm. The 1-inch exhaust pipe is tiny compared to the large drainpipes seen on many vehicles around town these days.

So, what is Steve to do with this little treasure; this piece of motoring history? Does he tend to the little imperfections and touch up the paint where necessary and basically restore the vehicle or should he leave it as is and keep it as an original 28 year old vehicle?

Steves dilemma is that once he touches up the paint, especially around the wheel carrier and battery tray, he cant undo it. Steve is really torn on this issue.

What do you think he should do? If you have an opinion, please e-mail or write to us at NZ4WD and tell us your thoughts and well pass them on to Steve. Well also let you know what he decides to do..: