103-539: The Daihatsu Mira (also known as the Cuore , Domino , and more recently Charade ) is a kei car and city car built by Japanese car maker Daihatsu . It has a variety of options and chassis variations, with the latest variant having four models: Mira, Mira AVY, Mira Gino, and Mira VAN. The Mira is the latest successor to the line of cars begun with the Daihatsu Fellow of 1966, and was originally introduced as
206-445: A displacement of just 150 cc (or just 100 cc for two-stroke engines ) in 1949, dimensions and engine size limitations were gradually expanded in 1950, 1951, and 1955, to make kei cars more attractive to buyers, and production more viable to manufacturers. In 1955, the displacement limit was increased to 360 cc for both two-stroke and four-stroke engines , resulting in several new kei car models beginning production in
309-472: A " Hello Kitty " version of the Mira Moderno appeared. This was available in pastel colors and received various Hello Kitty details throughout the car, such as a Hello Kitty ignition key. The L500 was Daihatsu's first kei-class vehicle to feature a four-cylinder engine, with the option of the new JB-series engine. When equipped with this engine, the model code became L502. The range of models available in
412-458: A continued market existed for the kei car. As sales improved, these engines only lasted for a model year or so until manufacturers had the time to develop maximum-sized engines. Only Daihatsu had a 550 cc engine ready and thus avoided developing transitional engines that did not immediately take full advantage of the new regulations. Kei car sales remained stagnant, however; while combined passenger and commercial kei car sales reached 700,000 for
515-450: A displacement increase of 110 cc (6.7 cu in), or twenty percent, while the maximum length was increased by 100 mm (3.9 in). These changes occurred during the 1990s Japanese economic bubble , and all manufacturers quickly developed new models to suit. Within five months, all major kei models had switched from 550 cc to 660 cc engines. For the first time, a power limit of 64 PS (47 kW; 63 hp)
618-611: A five-door version as well. A limited edition of 500 examples of the Mira Sedan TR-XX Limited was also sold. In the Japanese kei car market, "sedan" refers to the car's intended usage as a passenger car rather than as a commercial vehicle; these have a proper rear seat and generally more comfortable equipment. This was introduced in April 1989, which also marked the end of the division of the line into Mira and Cuore – as
721-707: A fog lamp on the left side. When sold in the United Kingdom (where Japan-specification Miras were also available), they had a rear fog lamp mounted on the right side. L200 Miras produced for Japan had no rear fog lamps. Later models of the Mira had fog lamps on both sides. The L201 also had two license-plate lamps, while the L200 had only one. This generation of the Mira was chosen by Malaysia's Perodua to be rebadged as its first product. The L200 went on sale in Malaysia as
824-493: A governmental backlash. This power limit matched the highest output reached by any kei manufacturer at the time and was a gentlemen's agreement amongst the manufacturers in an effort to avoid a kei-class horsepower war. The only kei car to have exceeded this limit is the Caterham 7 160, a lightweight British sports car that was not expected to qualify as a kei car, though it is small enough (in dimensions and displacement) to fit
927-631: A hatchback with an enlarged rear end, called the "Mint", were offered. While originally using the smaller engines as per the original Japanese specifications, these were too long to be classified as true kei cars. Later cars have the 850-cc engine as used in many other export markets. Nonetheless, the 1997 Asian financial crisis marked the end for Daihatsu in Thailand, as sales plummeted from 4,000 in 1995 to 160 in 1997. Production ended in February 1998, and by March 1998, Daihatsu no longer offered cars in
1030-618: A kei car in Japan, a kei version of the Smart Fortwo (called the Smart K ) was sold in Japan by Yanase from 2001 to 2004. The Smart K used revised rear fenders and reduced tire dimensions and track width to conform to kei regulations. The model was not a success, and sold the fewest examples of a kei car when it was marketed. The Suzuki Wagon R was the best-selling kei car in Japan between calendar years 1996 and 2011, except in 2003, when
1133-817: A later model on the Onassis' private island Skorpios . Around 1980, the Fiat 127 -based "Every" appeared, a light buggy-styled vehicle. Michelotti also marketed a luxurious version of the Daihatsu Taft . In 1985 the Michelotti PAC was presented, a one-off citycar prototype (PAC = "Project Automotive Commuter") based on the Daihatsu Cuore . In the 1960s, Michelotti designed a glass-reinforced plastic (GRP) cab for certain lorries made by Scammell , who had become part of Leyland Motors in 1955. The cab
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#17327733716821236-480: A new engine: the 989-cc EJ-DE was a 12-valve, DOHC , three-cylinder producing 56 PS (41 kW) at 5200 rpm. Also new for export models was the availability of a three-speed automatic. After a facelift in 2001, the car was equipped with a new, more powerful engine code EJ-VE engine with 58 PS (43 kW) and VVT-i. For some markets the previous, 850 cc ED-DE engine was retained. The Japanese market Mira received fuel injected 659 cc engines from
1339-880: A number of prototypes which did not go into production, such as the Triumph Fury . The only Triumphs after 1960 that were not his work were the TR6 and the TR7 , plus the Honda -based Acclaim . After Triumph's parent company Leyland Motors became a part of British Leyland , Michelotti undertook a facelift of the BMC 1100 – which became the Spanish-built Austin Victoria and also the South African-built Austin Apache . He also designed
1442-457: A quarter of its overall sales. In April 2014, the Japanese government significantly reduced advantages for kei car owners, imposing a higher sales tax, a higher gasoline tax, and a higher kei car tax, the last of which was raised by 50 percent—greatly reducing tax benefits compared to regular-sized cars. Daihatsu, Honda, Suzuki and Nissan-Mitsubishi (through the NMKV joint venture) are currently
1545-428: A quarter of the exported kei vehicles. Due to the difficult economic environment, low-priced cars sold well at the turn of the decade; 1981 marked another successful year as Japanese kei car sales reached their highest since 1970 (at 1,229,809 units for cars and trucks). This was also thanks to a new phenomenon: To help boost their sales, Suzuki developed a new car which could be sold as a commercial vehicle although it
1648-401: A regular car. A 24-month insurance contract typically costs ¥18,980 at the time of registration versus ¥22,470 for a larger car. An automobile weight tax also is levied: The amount is ¥13,200 and ¥8,800 for a three- and two-year period, respectively, as compared to the ¥18,900 and ¥12,600 charged for larger-sized passenger cars. The savings are thus more than 30% in both cases. This weight tax
1751-545: A single electric motor with a maximum output of 47 kW (63 hp; 64 PS). The eK X EV is a battery-electric version of the Mitsubishi eK X, and the Sakura is an update to Nissan's Dayz line. The two are eligible for EV purchase incentives in Japan, and as of June 2022, are also the cheapest new BEVs from a major Japanese manufacturer. The vehicle excise tax levy is 2% of the purchase price, compared to 3% for
1854-472: A stand-alone lineup with its own model code of L650/L660) with a 1.0-L engine was sold as the Daihatsu Trevis in export markets. The L250/L260 Mira, unrelated to the earlier 200-series, is the sixth generation of the car. It is produced as the Mira in Japan. The L250 was labeled Daihatsu Charade in the United Kingdom, South Africa, Australia and Gulf States . Elsewhere, this was badged and sold as
1957-592: A stronger variant with an 847- or 1000-cc engine. The L500 Mira was the first kei car from Daihatsu to offer a four-cylinder (660-cc) engine. In July 1980, the Daihatsu Mira and Cuore arrived to replace the Daihatsu Max Cuore . A certain amount of confusion arises from the fact that this, the L55-series, was the first-generation Daihatsu Mira, but is usually considered the second generation of
2060-851: A twin-cam, 12-valve version of the 847 cc three-cylinder was also made available. This, the ED-DE, produced 50 PS (37 kW) at 5,500 rpm. In Australia, the L500 Mira was sold as the Daihatsu Charade Centro. The model remained in production in Pakistan, as the Daihatsu Cuore. The L500 was produced by Toyota Indus Motor Company between March 2000 and 2012, with the 847-cc, carburetted engine (ED-10), which has been used in export models since 1986. The Pakistani Cuores have 41 PS (30 kW) and were only built with
2163-730: A version of the German-made Smart Fortwo was briefly imported and officially classified as a kei car. In addition, the British Caterham 7 160 and the Polish Polski Fiat 126p (Maluch) also received such classification. Japanese government regulations limit the outer physical size, and ( combustion ) engine displacement and power output of kei cars, see detailed table below. Kei cars have also been subject to other restrictions, chiefly lower speed limits than bigger vehicles; older Kei-cars also had
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#17327733716822266-544: A warning chime that sounded when being driven too fast. Kei cars are issued special license plates , with black numbers on a yellow background for private use, and yellow numbers on a black background for commercial use, earning them the name "yellow-plate cars" in English-speaking circles. Modern Kei cars are often available with turbocharged engines, automatic and continuously variable transmissions, and choice of front-wheel or all-wheel drive . After
2369-477: Is also available to run on LPG. It is longer and heavier than the original, with the original two-seat pickup weighing in at 900 kg (1,984 lb) and 3,630 mm (143 in) long. The L200/201 was the third and thus far most popular generation of the vehicle, offered in a large number of variants. The Cuore name was dropped in the Japanese domestic market, as the differences between passenger and commercial versions were narrowed. The L200 (front-wheel drive)
2472-712: Is available. The range underwent a very minor facelift in August 2005. A special needs-friendly (Mira Friend-Matic) version appeared in November 2005. This car could be driven directly from a special self-powered wheelchair (the Mira Self-Matic), with a driver's door that could open at 90° and a fully automated entry and exit system. Buyers of the Self-Matic would receive government assistance. The Friend-Matic version continued to be available until August 2009, long after
2575-515: Is in possession of the DAF museum in Eindhoven . Michelotti did present a few cars under his own name. The Shellette was a beach car with wicker seats and dashboard in the spirit of Ghia's , Fiat 500 and 600 Jollys. The Shellette was designed in collaboration with yacht designer Philip Schell . Originally constructed with DAF underpinnings, this was later changed to Fiat 850 mechanicals. Unlike
2678-463: Is largely similar, but the larger, more comfortable rear seats are equipped with belts and are further to the rear of the vehicle with more leg room. While the seats still fold down, unlike the "V", the "S" does not offer a flat loading floor. These characteristics are due to Japanese tax preferences for commercial vehicles, which only allow for temporary accommodation in the rear and demand a flat loading floor. The top-of-the-line, turbocharged TR-XX model
2781-496: Is paid after the vehicle has passed its safety inspection . The required road tax is based on the engine's displacement. Giovanni Michelotti Giovanni Michelotti (6 October 1921 – 23 January 1980 ) was one of the most prolific designers of sports cars in the 20th century. His notable contributions were for Ferrari , Lancia , Maserati and Triumph marques. He was also associated with truck designs for Leyland Motors , and with designs for British Leyland (including
2884-438: Is the smallest category of Japanese expressway -legal motor vehicles. The term 'Kei' is a shortening of kei-jidōsha , ( kanji : 軽自動車 ), which translates to English as "light automobile" ( pronounced [keːdʑidoːɕa] ). With restricted dimensions and engine specifications, owners enjoy lower tax and insurance rates which lead to a lower overall ownership cost. In most rural areas they are also exempt from
2987-472: The autostrada . The 30 PS (22 kW) "big" version has a top speed of 120 km/h (75 mph). The bigger engine was introduced in the second half of 1982, as part of a push by Daihatsu to push its European exports. In some markets, the two engines were both available. In Belgium, for instance, they were sold as the Cuore 550 for the small version and as the Cuore 623/625, depending on which bodywork
3090-789: The Daihatsu Move outsold the Wagon R. Starting in 2011, Toyota entered the kei car market for the first time. The resulting Toyota Pixis Space, a rebadged Daihatsu Move Conte , was expected to increase competition in that market. Nissan and Mitsubishi began to jointly produce the Mitsubishi eK (also sold as the Nissan Dayz and formerly the Nissan Otti). Honda's kei car lineup—the N-one , N-Box , and N-WGN —accounts for around
3193-723: The Dutch firm DAF , starting in 1963 with redesigning the ageing Daffodil 31 model into the Daffodil 32 and DAF 33 . The Shellette beach car was also originally developed to use DAF underpinnings. The DAF 44 (1966) was a completely new design from his hand and he also helped form its derivatives 46 , 55 and 66 , which culminated in the Volvo 66 (1975). In 1968, Michelotti built a concept car based on his DAF 55 design, called Siluro ( Italian for torpedo ), which remained in his possession until his death. The car has since been restored and
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3296-561: The Honda Z GS of January 1970. Power outputs also kept climbing, reaching a peak with the 40 PS (29 kW; 39 hp) Daihatsu Fellow Max SS of July 1970. Sales increased steadily, reaching a peak of 750,000 in 1970. Until 31 December 1974, kei cars used smaller license plates than regular cars, at 230 mm × 125 mm (9.1 in × 4.9 in). From 1975, they received medium-sized standard plates, which are 330 mm × 165 mm (13.0 in × 6.5 in). To set them apart from regular passenger cars,
3399-648: The Leyland National bus and the Australian-made Leyland P76 . Giovanni Michelotti's BMW association started with the BMW 700 (1959) and later the successful BMW New Class series of designs of which the most notable is the BMW 2002. His sport sedan designs later became the BMW design language, that was continued and refined by Ercole Spada well into the 1980s. Michelotti also worked with
3502-651: The Leyland National bus) after the merger of Leyland and BMC . Born in Turin , Italy, Michelotti worked for coachbuilders, including Stabilimenti Farina , Vignale , Allemano , Bertone , Ghia , Ghia-Aigle , Scioneri, Monterosa, Viotti , Fissore and OSI , before opening his own design studio in 1959. He also cooperated with manufacturers producing their own cars based on Fiat or other mechanicals, like Siata , Moretti , Francis Lombardi and Nardi . From 1962, Michelotti concluded cooperation with Carrozzeria Vignale and began his own coachbuilding activities. Towards
3605-602: The Netherlands , where the tax structure favoured it. The L200/L201 had a myriad of market and model differences. Most European-bound models were badged as Cuore, but the name Domino was retained in Belgium and Luxembourg. And despite the Mira badge mostly being used in right-hand drive markets, left-hand drive Mira-badged L201s were sold in the Dominican Republic . Left-hand drive European-spec L201s received
3708-823: The Perodua Kancil in 1994. After several facelifts (around 1997, 2000 and 2002), production of the Kancil finally came to an end in July 2009. The Malaysian-built Kancil was marketed as the Daihatsu Ceria in Indonesia between 2001 and 2006. Production of the L500 Miras started in September 1994. The design of the car was slightly altered throughout, but retained a look similar to that of the L200. The L500 Mira
3811-565: The Thai market . In 2004, Norkis, a Philippine company (known as the former assembler and distributor of Yamaha motorcycles in the country), revived the Mira Pickup, locally reconditioned from used imports and sold as the Legacy. A panel van version is also available, as is a four-door double cab with a very short bed. Unlike the original L70 Mira, they have the later 659-cc EF engine , which
3914-471: The 'A' market-segment of motor vehicles. Although some Kei models are successfully exported or licensed, the great majority are designed and built for the Japanese domestic market only, as they are entirely optimized to offer the most appealing vehicles within the very specific to Japan Kei-car rules, in addition to mainly being built with the steering on the right. Contrary to popular belief, according to
4017-552: The 1 January 1990 regulations, there is no official power limit for Kei cars. The limit is dictated by a Gentleman's Agreement between Japanese auto manufacturers as the most powerful Kei car at the time was rated at 64 PS (47 kW; 63 hp). This agreement was reached to prevent a horsepower race, and to remain true to the modest spirit of the Kei class, to charge lower tax on small vehicles that are just enough to meet basic transportation needs. The kei legal class originated in
4120-516: The 1960s, consisting of over one-third of domestic new-car sales in fiscal year 2016, after dropping from a record 40 percent market share in 2013. To lower the market share of kei cars, Japan increased taxes on the category by 50% in 2014. In 2018, seven of the 10 top-selling models were nonetheless kei cars, including the top four, all boxy passenger vans : the Honda N-Box , Suzuki Spacia , Nissan Dayz , and Daihatsu Tanto . For exports,
4223-445: The 1980s progressed, kei cars became increasingly refined, losing their utilitarian origins, as Japanese customers became ever better off. Features such as electric windows , turbochargers, four-wheel drive , and air conditioning became available on kei-car models. Conversely, van versions of kei hatchbacks were now marketed to non-business customers to take advantage of even lower taxation and more lenient emissions rules; this move in
Daihatsu Mira - Misplaced Pages Continue
4326-668: The 1980s, Kei cars had matured so much in power, speed, and passive (crash) safety, that they were no longer bound to lower maximum speeds than other cars. Japan's carmakers since agreed on a self-imposed maximum 140 km/h (87 mph) speed, mostly because of their narrow width. Kei cars are often considered the Japanese equivalent of the European Union 's A-segment "city cars". However, contrary to Japan's special Kei cars' legal status and limitations, there are no EU- or pan-European legal restrictions, exceptions or benefits for what European auto journalism or market analysts call
4429-478: The 200 platform more or less carried over to the 500 series. One change was that the export versions received fuel injection as standard, which brought the output of the 847 cc engine up by one, to 42 PS (31 kW). This engine was called the ED-20. The four-speed manual was no longer available, but a four-speed automatic joined the existing three-speed version in the domestic Japanese market. In November 1996
4532-681: The August 1992 facelift, the X-4 was incorporated into the TR-XX series, while the TR-XX van was discontinued, reflecting changing tax conditions. The TR-XX's electronically fuel-injected, SOHC, 12-valve (four per cylinder) turbo was the range topper, whereas the normally aspirated base versions made do with a single-barrel carburetor. To break the stranglehold of the Suzuki Alto Works on the All-Japan Rally Championship,
4635-531: The Cuore nameplate was retired in Japan with the abolition of commodity tax; from now on the commercial and passenger models were simply called Mira Van and Mira Sedan. Japanese production of the L70 series ended when the new 660-cc L200 version was introduced in March 1990 in response to new regulations for the kei class . Daihatsu's Thai arm carried on producing the L70 series after it was replaced in Japan, beginning in
4738-477: The Cuore – and that the Mira was originally marketed as the "Mira Cuore". The range was facelifted lightly in May 1982, when the Mira dropped the "Cuore" portion of its name. Also new was the sporty five-speed MGX (three-door only), fitted with radial tires. The autoclutch "Daimatic" transmission was replaced by a fully automatic two-speed unit at the same time. In October 1983, turbocharged and four-wheel drive versions of
4841-485: The Cuore. Export versions, equipped with the 1.0-L EJ engine as first seen in the previous generation, are L251, while L260 is used on four-wheel drive versions (for the Japanese domestic market only). After the sixth-generation Mira was replaced in late 2006, the production line was shifted to Malaysia, where production of this car as the Perodua Viva commenced in May 2007. In Japan, a sportier Mira Avy version also
4944-483: The EF family. Base models received an SOHC 6-valve engine with 45 PS (33 kW), upscale models had a 12-valve DOHC variant with DVVT and 58 PS (43 kW), and the sporty TR version received a turbocharged and intercooled derivative with double overhead cams and four valves per cylinder. Claimed power was 64 PS (47 kW); the maximum allowed for kei cars because of a gentlemen's agreement. In December 1998,
5047-635: The Ghia Jolly, the more powerful 47 hp (35 kW) Shellette was a reasonably useful car having a heater and various other creature comforts. It was also capable of a 60 mph (97 km/h) cruising speed. Only about 80 were built, with around ten still in existence. Famous buyers included the Dutch Royal Family , who used an early DAF-based Shellette at their summer property in Porto Ercole , and Jacqueline Onassis , who employed
5150-468: The Japanese 10–15 test cycle, fuel economy varies from 21 km/L (59 mpg ‑imp ; 49 mpg ‑US ) for three-speed automatic transmissions to 25.5 km/L (72 mpg ‑imp ; 60 mpg ‑US ) for continuously variable transmissions. For cars with the "Smart Drive package", which come with a new idle start-stop system , fuel economy increases to 27 km/L (76 mpg ‑imp ; 64 mpg ‑US ). Inside,
5253-726: The Japanese Transport Ministry. It was the world's first mass-produced electric car, and the first electric car to sell more than 10,000 units. Rebadged and slightly updated variants of the i-MiEV were also sold in Europe as the Peugeot iOn and Citroën C-Zero . In 2011, Mitsubishi launched the MINICAB-MiEV; a battery electric version of the Minicab microvan, borrowing the drivetrain and key components from
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#17327733716825356-407: The KF-DET turbo engine of same displacement that produces 47 kilowatts (63 hp). The naturally aspirated engine is available with five-speed manual transmission, three- or four-speed automatic transmission or continuously variable transmission . Export models (L276) first appeared in September 2007 and receive the very light Toyota KR engine , an inline-three of 1.0-litre displacement. Under
5459-526: The L210 was also available in V or S models, only with the five-speed manual. Also, a version with mechanical four-wheel steering (the L220), so far was the only kei car to feature this option. In November 1990, a version with all-wheel drive (permanent four-wheel drive) appeared, called the X-4. This had the same 64 PS (47 kW) fuel-injected, turbocharged engine as the front-wheel drive-only TR-XX, and shared much of that car's equipment. Sales targets were about 700 cars per month for this version. Along with
5562-412: The Mira Classic was added, a retro-look version. The Classic was available with naturally aspirated engines (40 PS or 29 kW as a front-wheel drive, 55 PS or 40 kW with 4WD) or a turbocharged option with 64 PS (47 kW). The Classic was succeeded by the equally retro-designed Mira Gino , which was based on the fifth generation (L700). In January 1998, in cooperation with Sanrio ,
5665-419: The Mira X4R was developed in 1991. It had a strengthened engine with a forged crankshaft and flywheel and other detail improvements, a close-ratio gearbox, and various chassis improvements. Equipment was stripped, with a minimal interior and diagonal tires since all such parts would be replaced by competitors. The Group A X4R was sold at a rate of about 10 units per month at a price about twenty percent higher than
5768-417: The Mira van were made available (not in conjunction, however). The L55 series was sold with two main engines - the two-cylinder AB10 unit of 547 cc, and the slightly larger 617-cc AD unit, which was installed in the export-only L60 Cuore. They both featured twin balancing shafts, producing a smoothness and silent operations on par with a traditional four-cylinder engine. In tests, the 617-cc version of
5871-408: The Mira/Cuore, which was introduced in 1985. For most generations, two engine sizes were available, one smaller version, to suit Japanese domestic regulations of either 550 or 660 cc, and a bigger-engined version for export markets. The L200 variant (1990–94), for instance, came with a three-cylinder 660-cc engine with 40–64 PS (29–47 kW) in Japan, while other parts of the world received
5974-430: The basis for the "Michelotti PAC" prototype (Personal Automotive Commuter) shown at Geneva in 1985. The second-generation (L70) Mira/Cuore was released in August 1985. It had a longer wheelbase and a new generation of three-cylinder engines replacing the previous two-cylinder (AB) versions. Displacement of the new EB engines remained exactly the same, at 547 cc. For the L80 export versions, an 847-cc three-cylinder
6077-518: The car received plaudits for its refinement and its "lively" character and "enthusiastic" performance when compared to European competitors such as the Fiat Panda 30 and the Citroën Visa Club , both also with two-cylinder engines . The main issue was cost; the balance shaft-equipped two-cylinder supposedly cost as much to build as a conventional four-cylinder engine. The car was also commended by Quattroruote for its agile city driving characteristics, although it could hardly be considered fully fit for
6180-417: The commercial version of the Cuore. Outside of Japan, the Mira has also been offered with larger 850 or 1000-cc engines. In Australia , the two-seater version was marketed as the Daihatsu Handivan and later as the Daihatsu Handi. The term mira is Latin meaning "goal" or "purpose". The Daihatsu Mira and Cuore replaced the Daihatsu Max Cuore in July 1980. This was replaced by the second generation (L70) of
6283-499: The end of his life, asked whether he had ever designed anything other than cars, Michelotti acknowledged that virtually all of his design work had involved cars, but he admitted to having designed a coffee making machine shortly after the war . From the late 1950s Michelotti was responsible for all new models produced by the British company Standard Triumph , starting with a facelift of the Standard Vanguard and going on to design other models for Triumph such as: He also created
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#17327733716826386-455: The era following the end of World War II , when most Japanese citizens could not afford a full-sized car, though many had enough money to buy a light motorcycle . To stimulate growth of the car industry, as well as offer alternative commuting means, and small delivery vehicles for shops and businesses, the kei-car category, reduced tax-burden, and accompanying legal maximums for "essential transportation" vehicles were created. At first limited to
6489-413: The first Mira Parco special edition arrived, heralding a long relationship between Daihatsu and the Parco clothing chain. It received 10-inch alloy wheels, front disc brakes, air conditioning, radial tires, and a special Parco interior, and was sold directly through 11 Parco stores nationwide. Parco also advertised the car through their own publications. Giovanni Michelotti used this generation Cuore as
6592-657: The first time since 1974, the small cars still lost market share in a quickly growing market. As the kei cars became larger and more powerful, another benefit appeared as exports increased considerably. In particular, export sales of kei trucks increased, while kei passenger car exports increased at a lower rate. In 1976, the number of exported kei cars and trucks combined was 74,633 (up 171% year-on-year), despite exports of passenger kei cars decreasing. In 1980, another record year occurred as exports grew by 80.3% (to 94,301 units), of which 77.6% were microtrucks. Nearly 17% of exports went to Europe, dwarfed by Chile , which took nearly
6695-423: The five-door hatchback bodywork. In all, 2440 cars were built in 2001, although annual capacity was about four times higher. The fifth-generation Cuore received the chassis code L700, with L710 being used for four-wheel drive versions. The new model appeared in the fall of 1998. While the engines of cars sold in the domestic Japanese market had to stay beneath the 659-cc threshold, export versions (L701/711) received
6798-424: The following years. These included the 1955 Suzuki Suzulight and the 1958 Subaru 360 (considered the first truly mass-produced kei cars), which were finally able to fill people's need for basic transportation without being too severely compromised. In 1955, the Japanese Ministry of International Trade and Industry (MITI) also set forth goals to develop a " national car " that was larger than kei cars produced at
6901-415: The fuel-economy oriented TV model was introduced, fitted with CVT and a high compression version of the EF-VE engine producing 52 PS (38 kW) and allowing a fuel mileage of 27.0 km/L (3.7 L/100 km; 64 mpg ‑US ) in the standard Japanese test cycle. In October 2000, the turbocharged Mira TR was discontinued (leaving only the Mira Gino to be fitted with the turbo engine), while
7004-446: The gear shift has been moved from between the front seats to centre dash. An optional sliding rear seat, with a range of 255 mm, allows for more luggage room or extra knee room. Sales of the export 1.0 litre model in South Africa (as Daihatsu Charade) ended in 2011, followed by the European version (Daihatsu Cuore) in 2013. The Mira, alongside the Mira Cocoa , was discontinued in Japan on 30 March 2018. Kei car Kei car
7107-486: The general Japanese shako shōmeisho ( 車庫証明書 ) parking-space ownership requirement to legally buy a motor vehicle at all, as street parking is generally restricted in Japan. Japan's carmakers also make microvans and kei trucks within this legal category. The kei category was created by the Japanese government in 1949, to stimulate both car ownership and growth of Japan's car industry. The regulations were revised multiple times until 1998, but since October 1998,
7210-462: The i-MiEV. As of March 2015, over 50,000 units across all variants (including the two minicab versions sold in Japan) have been sold worldwide since 2009. Production of the i-MiEV was discontinued in 2021. In May 2022, NMKV launched the Nissan-badged Sakura and the Mitsubishi-badged eK X EV in the Japanese domestic market . These models have a 20 kWh lithium-ion battery pack with an estimated WLTC range of 180 km (110 mi). Both use
7313-418: The larger-displacement engine of 847 cc (ED10K) and a choice of four- or five-speed manual transmissions, or a three-speed automatic option. This carburetted engine produced 41 PS (30 kW) (ECE) at 5500 rpm. Van versions were also available in Australia, called Handivan (later shortened to Handi). The van, sometimes with filled-in rear windows, was also marketed in certain other markets, such as
7416-438: The law consistently specifies a maximum vehicle length, width and height under 3.4 m (11.2 ft), 1.48 m (4.9 ft) and 2.0 m (6.6 ft), respectively, and engine displacement under 660 cc (40.3 cu in). A ' gentleman's agreement ' for a maximum power of 64 PS (63 hp; 47 kW) was reached between Japanese automakers and lawmakers. Kei cars have been very successful in Japan since
7519-669: The low-end EF-SE engine was upgraded and now produced 48 PS (35 kW). Production of the L700 Mira was picked up in Malaysia in 2001, where it was sold alongside the Perodua Kancil as the Perodua Kelisa with the familiar Daihatsu E-series engines of 850 and 1,000 cc. Perodua ended production of the model in 2007. A retro version of the Daihatsu Mira based on the L700 platform began production in 1999, replacing
7622-555: The market was spearheaded by Suzuki with their 1979 Alto , and competitors soon followed suit, with the Subaru Family Rex and the Daihatsu Mira appearing within a year's time. In the 1980s, the speed limit for kei cars was 80 km/h (50 mph). Government rules also mandated a warning chime to alert the driver if this speed was exceeded. The kei car regulations were revised in March 1990, allowing engines
7725-524: The mid-1960s, when the kei speed limit was increased to 60 km/h (37.3 mph). The early vehicles were comparable to the European 'bubble-cars' of the era. The class then went through a period of ever increasing sophistication, with an automatic transmission appearing in the Honda N360 in August 1968, and front disc brakes becoming available on a number of sporting kei cars, beginning with
7828-486: The new RV-4 model appeared. This version, with its crossover pretensions, latched onto the wave of so-called "RVs" ( recreational vehicles ) that became popular in Japan in the early 1990s. The RV-4 received distinct cladding, somewhat raised suspension, a roof rack and bullbar , as well as a protective plate for the engine. The Mira could either be equipped with a three-speed automatic, or four- or five-speed manual transmission. A part-time four-wheel drive variant known as
7931-399: The new requirements. All manufacturers of kei cars were clamoring for increased engine displacement and vehicle size limits, claiming that the emissions standards could not be met with a functional 360-cc engine. In the end, the Japanese legislature relented, increasing the overall length and width restrictions by 200 mm (7.9 in) and 100 mm (3.9 in), respectively. Engine size
8034-424: The only mass-production manufacturers of kei cars. Mazda sells rebadged Suzuki models, Toyota and Subaru sell badge-engineered Daihatsu models, and Nissan-Mitsubishi sources their commercial kei models from Suzuki. The electric version of the Mitsubishi i , the Mitsubishi i-MiEV was the first electric kei car. This was launched for fleet purchasers in 2009 in the Japanese domestic market . It became available to
8137-423: The passenger version's three-way catalyst . The range received a very subtle facelift of a more rounded overall appearance for 1993; it included altered front and rear lights, bumpers, and a new bonnet and front seats. This version was available to Japanese customers from August 1992, and also incorporated some changes to the lineup. Turbocharged automatics now received a four-speed transmission. Shortly thereafter,
8240-439: The plates were now yellow and black rather than white and green. Throughout the 1970s, the government kept whittling away at the benefits offered to kei vehicles, which combined with ever stricter emissions standards to lower sales drastically through the first half of the decade. Previously exempt, mandatory annual inspections for kei cars were added in 1973 and put an additional damper on sales. Honda and Mazda withdrew from
8343-457: The preceding Mira Classic. The Mira Gino received features and options similar to those of the regular variant, but was styled with a retro look. The Mira Gino was originally only offered with a 659-cc engine in Japan, but the 1-litre EJ-VE engine (as for the export market L700s) was briefly available in Japan as the Mira Gino 1000. A car based on the succeeding, second-generation Gino (which was
8446-415: The rear side windows. For the previous generation, a version with switchable four-wheel drive was available for the "Van" version (chassis code L71V). The engines were originally carburetted, and either naturally aspirated or turbocharged (with intercooler). These offered 38 and 52 PS (28 and 38 kW), respectively. The turbo version was originally only available as a Mira (three-door commercial), and
8549-484: The regular X-4. Noriyuki Hotta won the class championship in 1992. A taller, highly customizable, two-seat step-van variant (Walk-through Van) with folding side doors on the passenger side and a regular driver's side door was also produced, solely for the Japanese market. This reached the maximum height allowed for kei cars, 2.0 m (6 ft 7 in). The L201 was sold outside Japan, primarily in Europe, Australia and New Zealand. The three- or five-door L201 retained
8652-417: The regulations. Its engine is rated at 80 hp (60 kW; 81 PS)—since that is how the car is homologated in the United Kingdom, Japanese authorities told the importer that its power should remain unchanged. The Japan Automobile Manufacturers Association also self-imposes a speed limit of 140 km/h (87 mph) for kei cars. In a rare example of an overseas mass-produced model being sold as
8755-517: The rest of the L250 range had been replaced. In December 2006, the L275, the seventh-generation Mira, was presented. Initially only available as a passenger version, the van derivative appeared in early 2007. As usual four-wheel drive versions received a different model code (L285). Two Topaz Neo KF engines are available: a 658-cc KF-VE twin-cam, DVVT , three-cylinder engine of 43 kilowatts (58 hp), and
8858-482: The second half of 1990. These were built by Daihatsu Phra Nakhon Motor, a joint venture between Daihatsu, Phra Nakhon Automobile, and the C. Itoh trading company. In addition to assembling the regular version, they also developed a ute version for the pickup-hungry Thai domestic market called the Mira P1, which was built from 1990 to 1995. This featured a pickup bed, tailgate, and redesigned taillights. The Mira pickup
8961-422: The shrinking passenger kei car market in 1974 and 1976, respectively, although they both maintained a limited offering of commercial vehicles. Sales had been steadily declining, reaching a low of 150,000 passenger cars in 1975, 80% less than 1970 sales. Emissions laws were another problem for the kei car industry in the mid-1970s. From 1973 to 1978, emissions standards were to be tightened in four steps. Meeting
9064-435: The stricter standards, which were to be introduced in 1975, would be problematic for manufacturers of kei cars. This was particularly hard for Daihatsu and Suzuki , which focused on two-stroke engines, and especially Suzuki, a relatively small company whose entire lineup consisted of two-stroke kei cars. Daihatsu, though, had both the engineering backing and powerful connections of their owner, Toyota , to aid them in meeting
9167-481: The tightest streets. In August 1987, the Mira/Cuore received a minor facelift with a new grille and bonnet, as well as some other detail changes, all making for a smoother appearance overall. Two months later, a all-wheel drive version was made available in the turbocharged version. In February 1988, another Mira Parco special edition arrived. It was only available in black and with a bright, pop-colored interior, and
9270-447: The time. This goal influenced Japanese automobile manufacturers to determine how best to focus their product development efforts for kei cars or the larger "national" cars. The small exterior dimensions and engine displacement reflected the driving environment in Japan, with speed limits in Japan realistically not exceeding 40 km/h (24.9 mph) in urban areas. Kei cars were not allowed to be driven any faster than 40 km/h until
9373-628: The vehicles are generally too small and specialized to be profitable. Notable exceptions exist, for instance the Suzuki Alto and Daihatsu Cuore , which have been exported consistently from around 1980. The export version of the Suzuki Jimny has become very popular, both in and outside of Japan. Kei cars are both popular with the elderly, but also with youths and younger families because of their affordability and ease of use. Nearly all kei cars have been designed and manufactured in Japan, but
9476-485: The wider public as well as the global market in 2010. The i-MiEV uses a 47 kW (63 hp) permanent-magnet synchronous motor powered by a 16 kWh lithium-ion battery pack. It can charge overnight in 14 hours from home 100-volt mains, or in 30 minutes from quick-charging stations installed at fleet locations. Its range is 100 km (62 mi) as tested by the US EPA , and 160 km (99 mi) as tested by
9579-469: Was aimed at 20-something buyers. This model sold out rapidly, and for the summer, a second Parco edition (now with a bright-blue interior) arrived, followed by the third Mira Parco in February 1989. This version received a turbocharged engine and four-wheel drive. After having undergone another minor change in October 1988, a 50-PS turbocharged Cuore TR/CR series for passenger use was also made available, in
9682-436: Was also applied in addition to the limit on engine size, in response to the ever-increasing power outputs available with turbocharging and multivalve technologies popularized in the late 1980s. Engine technology was also shared with sports bikes , which are designed more for rider enjoyment and less so for fuel economy, going against the idea of small people's cars and putting the kei cars' tax and structural advantages at risk of
9785-455: Was available both as a passenger car version and as a van, with slightly higher equipment levels for the passenger version, which was fitted with a fuel-injected, 12-valve, turbocharged, and intercooled engine (EF-JL) producing 64 PS (47 kW). The TR-XX van, meanwhile, had less stringent emissions requirements and received a carburetted, six-valve version of the same intercooled turbo engine (EF-XL), producing 61 PS (45 kW) without
9888-495: Was badged outside Japan primarily as the L501 Cuore. The 200 series Mira ceased sales in Japan, but continued in some other markets, where it received the same engine updates as did the export L500. In the Japanese market, the Mira Moderno, a separate range of cars (noncommercials), was added in October 1995. This range received a minor facelift in May 1996, which was extended to the rest of the range in May 1997. In August 1997,
9991-641: Was developed, called ED-10 . In September 1986, a special version for the Swiss market appeared, with a narrower bore version displacing 796 cc (called ED-10A). Unlike the fractionally larger standard version, this one suited the four tax horsepower category in certain cantons, while other cantons had prominent tax limits at 800 cc. For the domestic Japanese market versions, commercial versions (Mira) were sold alongside passenger-car versions (Cuore). The commercials had temporary rear seats that fold completely flat, and are easily recognized by luggage rails in
10094-538: Was extremely popular, with Daihatsu's Thai sales jumping by 50% as a result. Coming full circle, and mirroring the development of the SUV , Daihatsu Phra Nakhon also developed the Mira P4 - a roofed four-seater wagon version of this micro-ute. Some P4s retained the pickup's fold-down tailgate, adding a top-hinged glass, while some had a top-hinged one-piece tailgate. Later, an extended-cab 2+2-seater ute ("Daihatsu Miracab") and
10197-528: Was fitted. The Cuore sold well in both Argentina and Chile in 1980 (4,300 cars shipped), but economic hardship there led to a cancellation of exports by 1982. In 1983, the Mira Turbo appeared. Only available in the Japanese market, and only as a commercial vehicle, it had a carburetted and turbocharged version of the little two-cylinder engine. This was enough for 41 PS (30 kW) and a resulting top speed of 130 km/h (81 mph). In February 1985,
10300-627: Was increased to 550 cc, taking effect from 1 January 1976. The new standards were announced on 26 August 1975, leaving very little time for manufacturers to revise their designs to take advantage of the new limits. Most manufacturers were somewhat surprised by the decision; having expected a 500 cc (30.5 cu in) limit, they had already developed new engines to fit such restrictions. These new engines were quickly introduced, usually mounted within widened bodies of existing models. These interim versions, with displacements ranging between 443 and 490 cc, were "feelers", developed to see if
10403-431: Was introduced two months after the regular version. Transmissions were either four- or five-speed manuals, with a two-speed automatic also available for the non-turbo versions. In January 1986, a five-door "Van" (Mira) version was added. A "Walk-through Van" version, using the regular bonnet combined with near square rear bodywork, appeared two months later. Folding doors (optional at the rear) made access possible even in
10506-465: Was produced with the Mira badge from the spring of 1990 until at least 1998, but the platform has lived on under other names. L201 was the chassis code used on export market cars, usually labelled Cuore. As with most kei cars, the 200-series was built in two primary variants: The "V" Series is a windowed van style intended for light commercial use. This variant featured a fold-down rear bench seat without seat belts. The "S" series, intended for private use,
10609-461: Was really intended for private use, thus avoiding the 15.5% excise tax . Efficient, bare bones design meant that the resulting Suzuki Alto was considerably cheaper than any of its competitors, and it set the tone for kei cars for the entire 1980s. Until the excise tax was abolished in 1989, light commercials like the Alto and its competitors nearly completely supplanted the passenger car versions. As
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