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82-459: The first generation Mira Gino was introduced in 1999 and was available in either three or five-door versions. The car is based on the L700 series Mira , which was produced between 1998 and 2002. The car was originally only available with the 658 cc EF series inline-three petrol engine , in naturally aspirated or turbocharged . Either front- or four-wheel drive is available. It features

164-723: A retro styling, which evokes the design of the Compagno and the classic Mini . An unusual development was the installation of the European market 989 cc EJ-VE inline-three petrol engine in the Mira Gino 1000 , presented in August 2002. This version no longer fit into the "kei" class because of its larger engine and was also marginally longer and wider due to the installation of bumper overriders and fender trim. The bigger engine produced 64 PS (47 kW) at 6,000 rpm,

246-400: A secondary imbalance . This is caused by the acceleration/deceleration of the pistons during the top half of the crankshaft rotation being greater than that of the pistons in the bottom half of the crankshaft rotation (because the connecting rods are not infinitely long). As a result, two pistons are always accelerating faster in one direction, while the other two are accelerating more slowly in

328-472: 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

410-451: A cylinder on its power stroke, unlike engines with fewer cylinders where there is no power stroke occurring at certain times. Compared with a V4 engine or a flat-four engine , a straight-four engine only has one cylinder head , which reduces complexity and production cost. Petrol straight-four engines used in modern production cars typically have a displacement of 1.3–2.5 L (79–153 cu in), but larger engines have been used in

492-600: A displacement of 1.5–2.5 L (92–153 cu in). The smallest automotive straight-four engine was used in the 1963–1967 Honda T360 kei truck and has a displacement of 356 cc (21.7 cu in), while the largest mass-produced straight-four car engine is the 1999–2019 Mitsubishi 4M41 diesel engine which was used in the Mitsubishi Pajero and has a displacement of 3.2 L (195 cu in). Significant straight-four car engines include: Many early racing cars used straight-four engines, however

574-612: 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

656-707: 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

738-632: 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

820-481: 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

902-538: A resulting top speed of 130 km/h (81 mph). In February 1985, 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

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984-524: 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

1066-469: A straight-four engine is installed at an inclined angle (instead of with the cylinders oriented vertically), it is sometimes called a slant-four . Between 2005 and 2008, the proportion of new vehicles sold in the United States with four-cylinder engines rose from 30% to 47%. By the 2020 model year, the share for light-duty vehicles had risen to 59%. A four-stroke straight-four engine always has

1148-516: A stripped version at a lower price, called the Trevis Junior. Daihatsu Mira#L700 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

1230-401: A time when regulations dictated a maximum displacement of 550 cc; the maximum size is currently at 660 cc. Straight-four engines with the preferred crankshaft configuration have perfect primary balance . This is because the pistons are moving in pairs, and one pair of pistons is always moving up at the same time as the other pair is moving down. However, straight-four engines have

1312-852: 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

1394-429: Is a four-cylinder piston engine where cylinders are arranged in a line along a common crankshaft. The majority of automotive four-cylinder engines use a straight-four layout (with the exceptions of the flat-four engines produced by Subaru and Porsche) and the layout is also very common in motorcycles and other machinery. Therefore the term "four-cylinder engine" is usually synonymous with straight-four engines. When

1476-477: 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)

1558-659: 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

1640-463: 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

1722-517: Is particularly beneficial in the higher rpm range, and " big-bang firing order " theory says the irregular delivery of torque to the rear tire makes sliding in the corners at racing speeds easier to control. Inline-four engines are also used in MotoGP by the Suzuki (since 2015 ) and Yamaha (since 2002 ) teams. In 2010 , when the four-stroke Moto2 class was introduced, the engines for the class were

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1804-696: Is the latest successor to the line of cars begun with the Daihatsu Fellow of 1966, and was originally introduced as 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

1886-422: 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

1968-470: The Maserati 4CL and various English Racing Automobiles (ERA) models. These were resurrected after the war, and formed the foundation of what was later to become Formula One , although the straight-eight supercharged Alfettas would dominate the early years of F1. Another engine that played an important role in racing history is the straight-four Ferrari engine designed by Aurelio Lampredi . This engine

2050-602: 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

2132-823: 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

2214-567: 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

2296-533: The 1920s and early 1930s. The Miller engine evolved into the Offenhauser engine which had a highly successful spanning from the 1933 until 1981, including five straight victories at the Indianapolis 500 from 1971 to 1976. Many cars produced for the pre-WWII voiturette Grand Prix motor racing category used inline-four engine designs. 1.5 L supercharged engines found their way into cars such as

2378-441: The 1970s. Since then, the inline-four has become one of the most common engine configurations in street bikes. Outside of the cruiser category, the inline-four is the most common configuration because of its relatively high performance-to-cost ratio. All major Japanese motorcycle manufacturers offer motorcycles with inline-four engines, as do MV Agusta and BMW . BMW's earlier inline-four motorcycles were mounted horizontally along

2460-469: The 2.4 litre Citroën DS engine, the 2.6 litre Austin-Healey 100 engine, the 3.3 L Ford Model A (1927) engine and the 2.5 L GM Iron Duke engine . Soviet/Russian GAZ Volga and UAZ engines with displacements of up to 2.9 litres were produced without balance shafts from the 1950s to the 1990s, however these were relatively low-revving engines which reduces the need for a balance shaft system. Most modern straight-four engines used in cars have

2542-479: 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

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2624-682: 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,

2706-532: 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

2788-477: 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

2870-485: 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

2952-606: The Daihatsu Max Cuore in July 1980. This was replaced by the second generation (L70) of 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

3034-483: 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,

3116-477: The European-market Cuore's 1-litre engine with 58 PS (43 kW) at 6,000 rpm and also available with a five-speed manual transmission. While maximum power was the same as for the one-third smaller engine used in Japan, torque was considerably higher at 91 N⋅m (67 lb⋅ft). The regular Trevis was well equipped, with climate control and a leather, Momo steering wheel. There was also

3198-469: 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,

3280-461: 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

3362-630: 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

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3444-473: 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 ,

3526-475: 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

3608-418: 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

3690-515: The Peugeot engine which won the 1913 Indianapolis 500 was a highly influential engine. Designed by Ernest Henry , this engine had double overhead camshafts (DOHC) with four valves per cylinder, a layout that would become the standard until today for racing inline-four engines. Amongst the engines inspired by the Peugeot design was the Miller engine , which was a successful racing engine through

3772-530: The United States, Nimbus in Denmark, Windhoff in Germany, and Wilkinson in the United Kingdom. The first across-the-frame 4-cylinder motorcycle was the 1939 racer Gilera 500 Rondine , it also had double-over-head camshafts, forced-inducting supercharger and was liquid-cooled . Modern inline-four motorcycle engines first became popular with Honda 's SOHC CB750 introduced in 1969, and others followed in

3854-480: 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

3936-644: 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

4018-424: 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

4100-471: The frame, but all current four-cylinder BMW motorcycles have transverse engines . The modern Triumph company has offered inline-four-powered motorcycles, though they were discontinued in favour of triples . The 2009 Yamaha R1 has an inline-four engine that does not fire at even intervals of 180°. Instead, it uses a crossplane crankshaft that prevents the pistons from simultaneously reaching top dead centre. This results in better secondary balance , which

4182-524: 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

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4264-639: 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. Inline-four engine A straight-four engine (also referred to as an inline-four engine )

4346-567: The large 2,495 cc FPF that won the Formula One championship in Cooper 's chassis in 1959 and 1960. In Formula One, the 1980s were dominated by the 1,500 cc turbocharged cars. The BMW M12/13 engine was notable for the era for its high boost pressures and performance. The cast iron block was based on a standard road car block and powered the F1 cars of Brabham, Arrows and Benetton and won

4428-477: 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

4510-732: 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

4592-488: 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

4674-420: The other direction, which leads to a secondary dynamic imbalance that causes an up-and-down vibration at twice crankshaft speed. This imbalance is common among all piston engines, but the effect is particularly strong on four-stroke inline-four because of the two pistons always moving together. The strength of this imbalance is determined by the reciprocating mass, the ratio of connecting rod length to stroke, and

4756-424: 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,

4838-704: The past, for example the 1927–1931 Bentley 4½ Litre . Diesel engines have been produced in larger displacements, such as a 3.2 L turbocharged Mitsubishi engine (used the Pajero/Shogun/Montero SUV) and a 3.0 L Toyota engine. European and Asian trucks with a gross vehicle weight rating between 7.5 and 18 tonnes typically use inline four-cylinder diesel engines with displacements around 5 litres. Larger displacements are found in locomotive, marine and stationary engines. Displacement can also be very small, as found in kei cars sold in Japan. Several of these engines had four cylinders at

4920-405: The peak piston velocity. Therefore, small displacement engines with light pistons show little effect, and racing engines use long connecting rods. However, the effect grows quadratically with engine speed (rpm). Four-stroke engines with five or more cylinders are able to have at least one cylinder performing its power stroke at any given point in time. However, four-cylinder engines have gaps in

5002-399: The power delivery, since each cylinder completes its power stroke before the next piston starts a new power stroke. This pulsating delivery of power results in more vibrations than engines with more than four cylinders. A balance shaft system is sometimes used to reduce the vibrations created by a straight-four engine, most often in engines with larger displacements. The balance shaft system

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5084-400: 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

5166-416: 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

5248-538: 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

5330-517: 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

5412-579: The same peak power as the turbocharged 658 cc engine, but offered considerably more power at lower engine speeds. 1,292 units of the Gino 1000 had been built when production came to an end in June 2004. The only transmission option was a four-speed automatic, which was available with either front- or four-wheel drive. There was a base model and a better equipped "X" version. The Gino 1000 underwent no stylistic or mechanical changes during its production run. It

5494-483: 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

5576-423: 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

5658-484: The world championship in 1983. The 1986 version of the engine was said to produce about 1,300 hp (969 kW) in qualifying trim. Belgian arms manufacturer FN Herstal , which had been making motorcycles since 1901, began producing the first motorcycles with inline-fours in 1905. The FN Four had its engine mounted upright with the crankshaft longitudinal . Other manufacturers that used this layout included Pierce , Henderson , Ace , Cleveland , and Indian in

5740-549: The world received 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

5822-470: 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

5904-455: 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

5986-495: 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,

6068-504: Was cleaner than the earlier version, though, thanks to "intelligent catalysts". The Mira Gino was discontinued in March 2009 and replaced by the Mira Cocoa , also with retro styling, albeit more original. The styling was again inspired by the Mini, although this time the newer BMW -built Mini set the example. In Europe, this generation of the Mira Gino was sold as the Trevis (L651LS), using

6150-642: 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

6232-476: Was effectively replaced by the 1.0 L variant of the Boon . The kei class Mira Gino was kept in production until November 2004. For the second generation model, the three-door version was dropped and it was only available as a five-door hatchback. Only the naturally aspirated EF-VE engine was available, still producing 58 PS (43 kW) at 7,600 rpm and 64 N⋅m (47 lb⋅ft) at 4,000 rpm. It

6314-539: 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

6396-458: 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

6478-432: 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

6560-437: Was invented in 1911 and consists of two shafts carrying identical eccentric weights that rotate in opposite directions at twice the crankshaft's speed. This system was patented by Mitsubishi Motors in the 1970s and has since been used under licence by several other companies. Not all large displacement straight-four engines have used balance shafts, however. Examples of relatively large engines without balance shafts include

6642-570: Was originally designed as a 2 L Formula 2 engine for the Ferrari 500, but evolved to 2.5 L to compete in Formula One in the Ferrari 625. For sports car racing, capacity was increased up to 3.4 L for the Ferrari 860 Monza. The Coventry Climax straight-four engine was also a very successful racing engine, which began life as a 1.5 litre Formula 2 engine. Enlarged to 2.0 litres for Formula One in 1958, it evolved into

6724-465: 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,

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