Misplaced Pages

#698301

23-447: The 2003 concept vehicle was a three-door hatchback with 2+2 seating . The later R1 Japanese-market micro shared the styling and chassis with the R1e and was exhibited as a prototype at the 2004 Tokyo Motor Show , one year after the R1e concept. The R1 adopted a "one-motion form" with "a flowing eggshell shape" that "effectively absorb[ed] crash impact". It was styled with the same grille as

46-509: A battery life goal of retaining at least 80% of initial capacity after seven years or 70,000 kilometres (43,000 mi). Measured performance of the battery pack included a recharge capability to 80% capacity in eight minutes with a special rapid charger using 200 V, or to 100% charge in eight hours on a standard 100 V plug. Battery life is at least 10 years or 209,000 kilometres (130,000 mi). TEPCO planned on producing 150 fast- charge stations . Subaru R1 The Subaru R1

69-579: A naturally aspirated model with a carburetor, and the EMPi equipped with a supercharger. Cylinder dimensions are slightly oversquare . Common to all EN05 variants: The EN05 had its stroke lengthened to reach the new 660 cc limit set for kei cars by the Japanese government for March 1990, making it a decidedly long-stroked unit. Common to all EN07 variants: Installed in the Vivio Van . The engine

92-547: A plug-in Stella prototype exhibited in June 2008, and FHI announced plans to test-market electric Stella vehicles during the upcoming 2009 fiscal year. The R1e used a laminated lithium-ion battery which was developed by NLE, a joint venture established by FHI with NEC . The design goal was for 80 kilometres (50 mi) of city driving range using a designed capacity of 8 kW-hr with a top speed of 100 km/h (62 mph), and

115-612: Is a kei car manufactured by the Japanese carmaker Subaru from 2005 to 2010. Entering production on January 4, 2005, the R1 is a two-door version of the Subaru R2 , but with a shorter body and wheelbase. The R1 is unusual in that it does not use up the maximum length allowed for by the kei car regulations—the only other kei cars to have done this since the 1989 Autozam Carol were the Suzuki Twin , Daihatsu Midget , Toyota C+pod , and

138-453: Is being marketed as a personal car and as a middle-aged couple's second car; a combination of leather and Alcantara seating is available. All R1s are equipped with a CVT , and all trim levels are available with front-wheel drive as well as four-wheel drive . In its promotional materials, the R1 was frequently compared to the Subaru 360 , the first production Subaru automobile. The R1 is

161-464: The 1st generation B9 Tribeca , which had been introduced earlier in 2003 as a signature corporate look on the B11S concept vehicle. The R1e would go on to be exhibited at Geneva in early 2004 before Subaru announced the R1 micro would enter regular production for 2005 as a conventionally-powered gasoline vehicle. In 2005, FHI and TEPCO announced a joint project to develop ten prototype vehicles based on

184-736: The EN07 powered three of the five most fuel efficient kei passenger cars in 2009 (heading the list for the third year in a row), when the EN engine was its peak of development. There was a turbocharged version of the predecessor, the EK23, used in the Subaru Rex, which competed with the Daihatsu Mira and Suzuki Alto. This was replaced with a supercharger for the EN-series. The four-cylinder EN engine

207-671: The European Smart Fortwo . The R1 was only available in one spec level up to the end of 2005, using a 658 cc Subaru EN engine . The engine is available in three versions: the I with the EN07U SOHC 34  kW (46 horsepower ) engine, the R with the EN07D DOHC engine rated at 40 kW (54 horsepower) and the STi with an EN07X supercharged and intercooled engine rated at 47 kW (63 horsepower). The R1

230-431: The R1e concept. Under the agreement, FHI was responsible for vehicle production and monitoring performance under daily use to optimize cost, battery capacity, and vehicle weight. TEPCO was responsible for developing a rapid electric charger. The performance goals were for a daily driving range of 80 km (50 mi) and a charger capable of restoring the battery to 80% of full capacity within fifteen minutes. Compared with

253-603: The base car for the following vehicles: Tomica manufactured a diecast 1/56 R1 in 2005 as No. 111, and Takara made a Choro-Q plastic pull-back R1. There's also a Norev model at scale 1:43. Subaru EN engine The EN series engine is a four-cylinder, four-stroke engine used in kei cars sold by Subaru in Japan, succeeding the EK family of two-cylinder engines previously used in Subaru kei cars from 1958 to 1989. The EN family

SECTION 10

#1732790410699

276-567: The concept, the prototypes had their seats reduced to 2. Prototypes were manufactured at the Subaru Technical Research Center in Mitaka, Tokyo , and were scheduled to be delivered to TEPCO between October 2005 and March 2006. The delivered prototypes received intense interest from electric vehicle fans owing to their modern lithium-ion battery technology, appropriate size, and potential performance attributes. The R1e

299-548: The delivery service version also had a crimson ceramic coating. The Rear engine/Rear drive version initially installed in the Sambar used a distributor, but a distributorless ignition was used from 1996 on. Like the EN07F, the high durability version used in the delivery-service version has a rocker cover decorated with a crimson ceramic coating. Equipped with a CVT for Pleo; previously called "mild charge". For power and fuel economy

322-660: The electric concept G4e at the Tokyo Motor Show in late 2007 as a follow-up to the R1e with an improved battery, range, and bolder styling. By February 2008, TEPCO was using 40 R1e electric vehicles commercially, and Subaru announced that 100 R1e vehicles would be test marketed in Japan during 2009. Two R1e electric vehicles were adopted into the New York Power Authority fleet in March 2008. The R1e's propulsion design and experience were incorporated into

345-433: The engine has both SPI and a low-pressure supercharger without intercooling. Subaru Pleo L (CVT transmission) The EN07W engine became EN07U when fitted with EMPi and a small intercooler. The L-type Subaru Pleo late in the generation. Subaru Pleo L (CVT transmission) The EN variant for Rex's hot model and for Pleo RM. The MPFI fuel injection (EMPi) was reset to make power at lower engine speeds. Used in: The Subaru R2

368-446: The lack of low-speed torque, a weakness of the other four-cylinder 660 cc engines. While four-cylinder engines are not typical in kei class cars, Subaru kept using this layout until they stopped manufacturing their own kei vehicles in 2012. Three-cylinder engines have proved to be on par with Subaru's four-cylinder designs; while not as smooth running they tend to be lighter and more economical due to lower friction losses. Nonetheless,

391-461: The valve angle slightly aiming for a compact combustion chamber. The first-launched and latest versions take regular gasoline, but there is also a high-octane gasoline version. Cylinder head channel was changed for Subaru Pleo when heat damage appeared in the cylinder farthest away from the radiator. Used in: Export models were often equipped with a larger version of the EN engine, Subaru's 758 cc carburetted four-cylinder EN08 powerplant. Sold as

414-554: Was based on the smaller EK23) was not modernized at the same time. The following year, 1989, the Japanese Ministry of Transport revised the standards for kei cars . This resulted in the new 660 cc class series of four-cylinder engines, and the EN05 had its stroke increased to produce the EN07. The bore pitch remained 62.5 mm (2.46 in) to help keep the changes to a minimum. The increased stroke helped make up for

437-677: Was exhibited at Detroit in January 2006, billed as "the ideal ecology car" and touting its use of a lithium-ion battery pack, featuring rapid charging and low maintenance. FHI, TEPCO, and NEC Lamilion Energy (NLE) jointly received an award from the Ministry of the Environment in November 2006 for the development of the R1e. In February 2007, Subaru announced its intent to market the R1e as a city commuting car. Subaru would go on to release

460-451: Was fitted with this version from its debut. It has a variable valve timing DOHC head and direct ignition. Used in: The Vivio RX-R was developed at the time that the DOHC head design appeared. It adopted direct push and a high lift cam like Toyota, but the timing belt drives only the exhaust camshaft; the method of driving the intake cam is synchronous from there. This 660 cc DOHC narrows

483-576: Was installed in the early Sambar van and truck. Compression ratio dropped slightly, and tuning emphasized low-rpm torque. Used in: The EN07A engine (with a carburetor) became EN07E with EMPi. Used in: The EN07C engine (with a carburetor) became EN07F with EMPi. The rocker cover on the delivery service version had a crimson ceramic coating. Was installed in the Pleo Van EGI SPI (single point injection) engine design. Used in: The EN07F with EMPi became an EN07V with SPI. The rocker cover on

SECTION 20

#1732790410699

506-687: Was introduced in 1989 (as the EN05) and discontinued in 2012. It was a replacement for the two-cylinder EK23 that was used in the Subaru Rex . While other manufacturers adopted a three-cylinder engine, the Subaru EN is a four-cylinder of only 547 cc. Subaru also did make a three-cylinder engine, called the Subaru EF engine which was used in the Subaru Justy , but the larger EF engine (which

529-523: Was originally marketed as the Clover 4 , and Subaru cast the head with a clover-leaf mark, to set it apart from its three-cylinder version. Subaru remained faithful to the EN-series until they stopped building kei car engines. Subaru uses Daihatsu three-cylinder units for the Sambar truck (now a rebadged Daihatsu Hijet ) since 28 February 2012. The EN05 was the first engine in the EN series. Variants include

#698301