The Daihatsu Charade is a supermini car produced by the Japanese manufacturer Daihatsu from 1977 to 2000. It is considered by Daihatsu as a "large compact" or "supermini" car, to differentiate it from the smaller kei car compacts in its line-up, such as the Daihatsu Mira. In Japan, it offers buyers more interior space and a larger engine that allows for the car to also be used outside of urban areas. It replaced the Daihatsu Consorte, although the Charmant took over from the bigger-engined Consortes, and didn't share a platform with a Toyota product.
In China, the Daihatsu Charade was called Xiali and was produced by Tianjin FAW, under the registered mark of "China FAW". From September 1986 to 2009, it sold over 1.5 million units in that country. It also provided the basis for countless unlicensed Chinese copies, often depending on fibreglass moldings taken from the second generation Charade. Production ended in 2012.
The first generation (G10) appeared in October 1977. It was a front-engined front-wheel drive car, originally available only as a five-door hatchback, powered by a 993cc three-cylinder, all-aluminum engine (CB20) with 50PS (37kW). Japanese market cars claimed 55PS (40kW)JIS at 5,500rpm.[4] The three-door hatchback version ("Runabout"), introduced in the fall of 1978, received two small circular opera windows in the C-pillars.[5] The Charade was a surprise best-seller in Japan, where ever tighter emissions standards had made many observers consider the one-litre car dead in the marketplace. The Charade became an overnight success and also became the Japanese "Car of the Year" for 1979.[6]
The early G10 (Series 1) had round headlights and the later G10 (Series 2) had square headlights. The Series 2 was introduced in October 1980. Between the introduction in November 1977 and the end of production in December 1982, Daihatsu built 89,792 G10/G20 type Charades.[7]
The Daihatsu Charade was very popular in Chile and some other Latin American countries during the 1970s and 1980s. Originally the same as in the rest of the world, later Chilean Charades (called G20s) came equipped with a downsleeved 843cc version (CD) of Daihatsu's three-cylinder engine. This engine produced 41PS (30kW) at 5,500rpm and has also appeared in export versions of the Daihatsu Hijet.[8] The G20 appeared in 1980 and was developed as a result of a Chilean decision to lower import tariffs on cars with engines of less than 850cc in May 1979.[9][10]
The G20 was able to run on low-octane fuel or even ethanol.[9] The first G20 version (1978–1981) had round headlights, while the second generation G20 (sold from 1981 to 1984) received the same facelift as did the G10, meaning square headlights and slightly different rear lights. The three-door "Runabout" retained the larger 1-liter CB20 engine, and also received a five-speed manual transmission and a tachometer.
At 1981 Tokyo Motor Show, Daihatsu displayed a 1-liter turbo car concept in collaboration with Italian exotic sport car maker De Tomaso Automobili. This car was based on the 3-door Charade XTE and known as the Charade De Tomaso.[11][12] This idea was later applied for mass production on the second generation.
Greece
The Greek Automeccanica company, founded in 1979, developed an off-road style torpedo design version of the Charade à la the Citroën Méhari. With a metal body, the "Daihatsu Zebra" used Daihatsu mechanicals, grille and headlights, and many other Daihatsu parts. Production began in 1981 and continued until 1985, by which point changing Greek tax laws meant that this "fun car" could no longer be registered as a commercial vehicle and the market evaporated.[13] The very first cars used the Series 1 round headlights; these were changed to the square Series 2 units before the first year of production had ended. Automeccanica also assembled regular Charades.[13]
Competition
1982 Daihatsu Charade XT rally car
In 1979, two G10 Charades competed in the 2400-kilometre Tour of Malaysia Rally and finished first and second.[14][15] The G10 continued its competitiveness by winning the 2/1 class at 1981 Monte Carlo Rally while finishing 28th overall (out of 263 participants).[16] They also won their class at the 1982 Safari Rally, where they finished 17th out of 72 starting cars.[17]
Viera brothers' Daihatsu Charade
Uruguayan driver Guillermo Viera driving his Daihatsu Charade G10 with his brother Agustín Viera as copilot, had competed several times in the 19 Capitals Historic Rally of Uruguay. In 2011 they finished 41st in the overall rank,[18] in 2012 they finished 18th,[19] in 2014 they finished 9th,[20] and in 2016 they finished second overall with a tight final difference with the winners of only two hundredths of a second after nearly 50 hours of competition.[21][22] They were ranked seventh overall and first in its class at the 500 miles rally of Entre Ríos in 2011.[23] They went on to win Category A in the Uruguayan Championship of Historical Tourism in 2013.[24]
Second generation (G11/21/26/30; 1983–1988)
Motor vehicle
Second generation (G11/21/26/30)
1983–1985 Daihatsu Charade CS 5-door (Australia; with honeycomb grille)
The second generation (G11) was released in March 1983, again as a three- or a five-door hatchback.[25] It featured several new variations of the three-cylinder 1.0-litre engines, including a turbocharged version and naturally aspirated diesel or turbodiesel engines. The new 1.0-litre diesel engine "CL" was tested on 1 September 1983. To demonstrate the reliability of the new diesel engine, a Charade thus equipped was taken for 10 non-stop laps around the Japanese archipelago; the run lasted 117 days.[26]
The turbo diesel first appeared in the fall of 1984.[27] The base Charades received the naturally aspirated, three cylinder, 993cc CB-series[nb 2] engines with 52–60PS (38–44kW; 51–59bhp). 0–62mph (0–100km/h) takes around 15–17 seconds. Japanese market models had twin carburettors as standard, while most export versions received a single unit which made marginally less power.[25] This generation has drag coefficient of Cd=0.36.[28]
In Chile (and some other Latin American countries) this generation was called the G21, and like the G20 before it, it was equipped with the smaller 41PS (30kW; 40bhp) 843cc three-cylinder "CD" engine.[29] The G21 was sold between 1985 and 1990 approximately.
The Charade Turbo and Charade De Tomaso models had the upgraded 1.0-litre "CB" series engine, called the CB50 and CB60. The CB50 was fitted with a very small IHI turbocharger, which increased its power to 80PS (59kW; 79bhp) (JIS) in Japanese market cars or CB60 producing 68PS (50kW; 67bhp) (DIN) in European export models. The tiny turbocharger meant that an intercooler was not necessary. The suspension was lightly upgraded, with thicker anti-roll bars and slightly stiffer suspension, and the car also received alloy wheels rather than the standard steel items.[30]
The turbo version was available in both bodystyles. Singaporean-market Charades received the same 60 and 80PS (44 and 59kW; 59 and 79bhp) (JIS) engines as used in Japan.[31] The Indonesian-built 5-door Charades (CKD and still labelled with Japanese "J" code on the VIN instead of Indonesian "MF-MK" VIN code) also received the same engines as its neighbor, the turbo model appeared in July 1986 and also the first turbo car to go on sale in the country.[32]
There were high roofed versions available in some markets, either with the three- or five-door bodywork. This was called the "Dolphin Roof" in Japan. The three-door model was also available in a Van model for commercial use, offered with the naturally aspirated diesel or petrol engines and fitted with the higher roof. Depending on market requirements, the Charade Van was also available with blanked rear windows.[33] To escape quotas and some of the ADR strictures, the high-roof van version was sold in Australia as the Daihatsu Charade Duet in parallel with the passenger models.[34]
The G11 was produced with two front end treatments: with square headlights (Series 1) and with rectangular "cat's eye" shaped headlights (Series 2). The facelift was first presented in the summer of 1985.[27] In Europe, the G11 underbody and various engines and transmissions also formed the basis for the Innocenti Minitre after Innocenti's contract with British Leyland expired. The G11 underpinnings continued to be used by the Italian automaker until 1992. Aside from four- and five-speed manuals a two-speed automatic option called the "Daimatic" was also available.
In Australia the range began with the high roofed two-seater, three-door CC model, while the rest of the range (CS, CX, CX-A, and turbo CX-T) had five-door bodywork.[35]
Taiwanese assembly began in 1983 or 1984. In 1987 they also presented a locally developed longer notchback version of the five-door, similar to the Subaru Tutto and Nissan March Cubic, sold as the Daihatsu Skywing. Developing a model locally also gained the assembler a three percent tax subsidy.[36] In New Zealand, the naturally aspirated petrol model was assembled locally at General Motors' plant in Trentham.[37] The Turbo was also sold there, imported fully built-up.[38]
In October 1985, at the 26th Tokyo Motor Show, Daihatsu introduced the 926R, a prototype of a mid engine Charade, developed together with De Tomaso and designed to take part in the World Rally Championship for cars under 1,300cc. With a 1.4 equivalence factor for forced induction engines, this meant that the downsized engine was classified as being of 1296.4cc. The 926R had a mid-mounted 926cc twelve valve, twin-cam, turbocharged three-cylinder "CE" engine, moving the rear wheels through a five-speed manual transmission and delivering 120PS (88kW; 118bhp).
The 926R weighed 800kg (1,764lb) and had wider fenders to cover the 205/225 15" wheels. However, following significant crashes in the 1985 championship, Group B was banned and the 926R project was called off. There was also a limited homologation series of 200 units Charade 926 Turbo launched in November, equipped with the SOHC 6-valve version of the 926cc engine and producing 73PS (54kW; 72bhp) (JIS).
For China, the G11 Charade was known as the Tianjin TJ730 as a CKD from 1986 to 1988.[39] It was then replaced by the popular G100 Charade.
In South Africa, Alfa Romeo's local subsidiary assembled Daihatsu Charades beginning in March 1983. The only model available was the naturally aspirated petrol 1.0, with five doors and the high roof. Power is 60PS (44kW; 59bhp), and either a four- or five-speed manual transmission was available.[40] These Charades were also exported to Italy to circumvent Italian laws hindering the import of Japanese cars.[41] South African assembly ended in late 1985, when Alfa Romeo closed down their South African subsidiary. The Charade represented nearly half of Alfa Romeo's South African production in 1985.[42]
1983–1985 Daihatsu Charade CS 5-door (Europe; with slat grille)
The second generation Daihatsu Charade did see some rally usage. Charades (both Turbos and normally aspirated cars) were entered in the 1984 through 1988 Safari Rallys. They won the A5 class and runner-up in A6 class in 1984.[43] In 1985 they won both A3 and B5 categories. The Charades were finished at 13th, 14th and 19th overall out of 71 contestants, impressive for the little car.[44] In 1986 and 1987 the Charades won the A5 class.[45][46] The Swiss Daihatsu importer campaigned a Charade Turbo in their national GroupA rally championship in 1985, with Florence L'Huillier as a driver.[47]
The third generation of the Daihatsu Charade (G100) debuted in January 1987.[51] With styling by Daihatsu chief stylist Hiroshi Aoki and colleague Hideyuki Ueda,[52] the more rounded design was able to reach a drag coefficient of Cd=0.32.[53]
It originally shipped with a carbureted or fuel injected naturally aspirated (CB23/36/37/90) and turbocharged (CB51/61) SOHC 6-valve 1.0-litre three-cylinder engines, also available as a diesel and turbodiesel (CL series). In New Zealand, this generation was available with a 32kW (44PS; 43hp) 846cc ED10 three-cylinder engine.[54] The little 1.0-litre diesel engine continued to be one of the most fuel efficient cars in the world at the time. At a steady 60km/h (37mph), a Charade turbodiesel fitted with the five-speed manual transmission was capable of a claimed 2.74L/100km (85.9mpg‑US).[55]
The turbocharged SOHC 6-valve 1.0-litre three-cylinder engine was discontinued in February 1988 (until mid 1989 for several export markets) and replaced with a 1.3-litre four-cylinder with single carburetor or fuel injection (HC-E/F).[51][56] The four-cylinder was built with lightness in mind, featuring a hollow crankshaft and camshaft, and the weight of a four-cylinder car was no higher than a similarly equipped three-cylinder model.[57]
Featuring fully independent suspension front and rear, either three-door or five-door hatchback body styles were originally offered. There was also a version with permanent four-wheel drive and the fuel injected 1.3-litre engine, called the TXF/CXF/Will (3/5-door, G112 chassis code).[57] This version was also exported to a few countries, for example in Scandinavia and Switzerland.
A 1.0-litre twin-cam fuel injected intercooled turbo (CB70/80), named GTti and delivering 105PS (104hp; 77kW) was later added, only available as a three-door hatch. There were two different sport models available (both with G100S-FMVZ model codes), the GTti and the GT-XX. Both versions are mechanically identical, but the GT-XX features many added luxury items. These include full bodykit, lightweight 14-inch speedline alloys, air-conditioning, power steering, one-touch electric window down, and electric sunroof. Some of these options were also available to buy as optional extras on the GTti. Side-skirts were also fitted to many GTtis, but in some countries they were only sold as a dealer optional extra.
Daihatsu Charade GTti
The GT-XX is much rarer than the GTti, mainly being sold in Japan, although some were exported and sold in other countries in small numbers. All GT-XXs have engine code CB70, whereas GTtis can have CB70 or CB80, depending on the country and region sold. There are no known differences with the actual engine internals, all CB70s feature catalyst emissions control systems.
Even some CB80s for Europe featured the catalyst, although UK cars did not. There are more than likely slight differences between the CB70 and CB80ECU mapping, with CB70 cars quoted as producing 105PS (104hp; 77kW) compared to the CB80's 101PS (100hp; 74kW). This is probably down to the CB70 having the ignition timing mapped more advanced to suit the higher octane fuel used in Japan.
1989–1993 Daihatsu Charade 3-door (Australia)
1989–1993 Daihatsu Charade 5-door (Australia)
1989–1994 Daihatsu Charade sedan (Australia)
A slight facelift in February 1989 gave the cars smoother style rear lights and reflector panel, a slightly longer tailgate top spoiler, increased 70 mm length for hatchback (except for GTti/GT-XX), longer front blinkers (except for GTti/GT-XX) and a revised interior trim with fabric also on the door trim panels. A four-door sedan later expanded the range in April 1989, sold as the Charade Social in Japan.[51] This generation was discontinued in 1993 for most markets, but the sedan version continued to be available in Japan until May 1994.[58]
North America
The third-generation car was sold in the United States for just five years, from 1988 through 1992. The car sold poorly, despite construction "as tight as a frozen head bolt"[52] and attractive styling for the market segment,[52] perhaps because of its high price, few dealerships, rough-running three-cylinder, and low performance (0-60mph or 97km/h in 15 seconds).[52] Toyota, which had recently procured a controlling interest in Daihatsu, retired the Daihatsu brand in the US market after an abbreviated 1992 model year, but continued to provide existing Daihatsu customers after-sales support through to at least 2002. Only the three-door hatchbacks and four-door sedans were available.
The North American Charade appeared in three different trim levels until 1989; the CES (base model), CLS, and CLX. For 1988, only a 53bhp (54PS; 40kW), 1.0-litre three-cylinder, fuel injected engine called the CB90 was available. For 1989, the CLS and CLX also became available with the more powerful 1.3-litre four-cylinder SOHC16-valvefuel injected, all-aluminum HC-E engine. This, along with the new availability of an automatic transmission and an expansion of dealerships, provided a useful boost to sales for the year.[59]
For 1990, the trim levels were reduced to just two, the SE (base) and top trim package SX. The four-door sedan model was new for 1990.[59] Four-cylinder models were available with a five-speed manual gearbox or a three-speed automatic transmission, while three-cylinder models were offered with the manual transmission only. From 1988 to 1991, only 43,590 Charades were sold in the US.[60]
Australia
In the Australian market, the GTti was unavailable and the turbocharged petrol Charade used the lower powered carbureted engine (CB61) from the previous generation.[30] Quite a few GTtis and GT-XXs have been imported from Japan and have a good following. In Australia, the third generation was assessed in the Used Car Safety Ratings as providing "worse than average" protection for its occupants in the event of a crash and the second generation was assessed as "significantly worse than average".[61]
Taiwanese assembly
Daihatsu Social (facelift; Taiwan)Daihatsu Social Mi-16 (Taiwan)
Taiwanese assembly of the G100 began in 1989, although the Skywing liftback version of the G11 continued to be sold into 1990. It continued until local assembler Yu Tian went bankrupt in 1996 in the midst of a financial scandal.[62]
Indonesian assembly
Daihatsu Charade Classy Royal (facelift, Indonesia)
Daihatsu's subsidiary in Indonesia, Astra Daihatsu Motor, that was also producing the G10 and G11 Charades for local market also producing the G100 Charade starting in 1987.[63] Initially, it was only available as a 5-door hatchback with 60PS (59hp; 44kW) carbureted 1.0-litre three-cylinder CB23 petrol engine from the previous generation with a single CX trim. This model did not have power windows, power steering, rear wiper, nor alloy wheels. In 1990, the 76PS (75hp; 56kW) 1.3-litre four-cylinder engined Winner 5-door hatchback and Classy SG Saloon sedan appeared.[64] Unlike the basic CX, both Winner and Classy has better equipments such as power windows, power steering, electric mirrors, rear wiper for hatchback and alloy wheels. The facelifted hatchback model appeared in 1991 and the sales were stopped in 1993.[63]
Due the high popularity of sedan segment in Indonesia before the 2000s, the Classy sedan continued to be produced with the same carbureted 76PS (75hp; 56kW) 1.3-litre HC-C four-cylinder engine. It was strange because the neighboring countries, such as Malaysia and Australia, received the more modern G200 Charade. In 1994, the Classy sedan received minor changes with the new honeycomb grill and small rear spoiler, sold as Classy Pro.[64] In 1996, another minor changes with new dual tone colours and leather seats became available as Classy Royal until the production was stopped in 1998.[64]
Competition
1992–1993 Daihatsu Charade GTti rally car
The G100 Charade had a limited albeit fairly successful rally career. Continuing its competitiveness in Safari Rally, it finished 2nd on its class or 12th overall behind Nissan March Turbo in 1988.[65] It competed in the 1989 Lombard RAC Rally and finished at 4th place on its class or 32nd overall.[66] In the 1990 Safari Rally, two Charade 1.3i models finished 1st and 2nd on its class, also 9th and 10th overall out of 59 contestants.[67][68]
The GTti won another class honours in 1991 and 1992 Safari Rally[69][70] and was able to mix it with some of the 2.0-litre cars and on occasion troubling some of the considerably more powerful 4WD cars. With the "turbo factor" increased to 1.7, the one-litre Charade was later forced into the same category as the 2.0-litre cars. The best result was in the 1993 Safari Rally, where Charade GT-XX models finished 5th, 6th, and 7th overall.[71]
The fourth generation was introduced in January 1993, again with hatchback and (later) sedan bodies. The design was more conservative than that of the third generation model.[72] Being somewhat larger than the predecessor, in spite of a marginally longer wheelbase, it was still very compact. Although the 1.0-litre engines were no longer offered in most markets, the 1.0L remained available in Australia and also in Brazil, where a lower tax rate for vehicles equipped with engines displacing less than 1.0litres was in effect at the time, in the G202 Charade.
The G202 came equipped with the CB24 1.0-litre engine. The heads and emission hose layout differ from those of the earlier CB23. The SOHC 1.3-litre became the base motor instead for most markets. The sedan, introduced in 1994, featured a 1.5-litre engine with optional 4WD. The bigger engines were available with hatchback bodywork. The four-wheel drive models received the G213 chassis code, while front-wheel-drive models had codes in the G200 range.
The diesel models were dropped in all markets where they had previously been available. In Australia, the fourth generation was assessed in the Used Car Safety Ratings as providing "worse than average" protection for its occupants in the event of a crash and the second generation was assessed as "significantly worse than average".[61]
The turbocharged GTti version was replaced by a more conventional GTi with an SOHC 16-valve 1.6-litre engine. In the Japanese domestic market this version was named in honour of an Argentinian ex-racing driver Alejandro de Tomaso (the previous owner of Innocenti, who had worked closely with Daihatsu), including a racing-derived camshaft, and was capable of 124PS (91kW)JIS in the Japanese market.
The export version, simply called "GTi", was detuned to 105PS (77kW) DIN. De Tomaso added their own bodykit, Recaro seats, a Nardi Torino steering wheel, and Pirelli sports tires. A total of 120,000 Charade GTis were produced following this joint effort.
The Charade was restyled in 1996, only two years after release. It now had a "smiley face" grille and changed headlights, looking more like its Toyota sibling, the Starlet. It was produced until 2000, when it was replaced by the Sirion and Storia.
1993–1996 Daihatsu Charade TX 3-door (Germany)
1993–1996 Daihatsu Charade CS 5-door (Australia)
1994–1996 Daihatsu Charade GLXi saloon (UK)
1996–2000 Daihatsu Charade 3-door (Netherlands)
Daihatsu Charade GTi
Daihatsu Charade De Tomaso (front)
Daihatsu Charade De Tomaso (rear)
Nameplate use with other vehicles
In Australia, the name had previously been used for the L500 series of the Daihatsu Mira, which was sold there as the Daihatsu Charade Centro between March 1995 and 1998.
In 2003, the Charade name was resurrected in Europe, Australia, and South Africa, on a rebadged version of the Daihatsu Mira (L250). It was positioned one market segment below its previous generations and was available as a three- or five-door hatchback with a 1.0-litre inline-four engine. It has since been discontinued in Australia in 2006, due to Toyota retiring the Daihatsu nameplate there. The L250 series of the Daihatsu Mira was produced for other markets until 2007.
From 2007, Daihatsu in South Africa offered the Daihatsu Mira (L275) as the Charade in that market.[73] Production ended around 2011.
Between 2011 and 2013, Daihatsu Europe brought the Thai-built Toyota Yaris (XP90) on the market as the Daihatsu Charade.[74] This was the last Charade model introduced under the Daihatsu nameplate in Europe.
The Tianjin Xiali TJ730, based on the G11 Charade was built by FAW Tianjin from knock-down kits from 1986 to 1988. It was then replaced by the Xiali TJ7100 and TJ7100U, which were both based on the G100 and G102, respectively. The hatchback commenced production in 1988, while the sedan arrived in October 1990 for the 1991 model year. Both variants were produced up to 1997 and 1999 respectively where facelifted versions with more modern Toyota engines were put into production. The Xiali N3 commenced production in 2004, was given a minor facelift for 2008, and was facelifted again in 2012, with production ending soon after. It, however, is still displayed on the Tianjin FAW website as of 2018.[75]
Production for most versions ended in 2006. The TJ7101AU and TJ7141AU continued production and were also known as the Junya (Junior) (from 2005) and Shenya (Senior) (from 2003) and came equipped with the 1-litre Daihatsu-based TJ376QE three cylinder or a 1.4-litre engine known as the 4GB1 with four cylinders (from 2005 onwards). The Shenya and Junya were both given a facelift for 2006 and continued until production ended in 2011.
All Xiali-based Charades had a 4-speed manual on early models and later models with a 5-speed manual gearbox as standard. The Xiali brand was defunct in 2015.
The Xiali was also used a taxicab in Beijing throughout the 1980s and 1990s coloured in a red livery with Chinese characters in white, and the fare was 1.2 yuan per kilometer, lower than Citroën Fukang whose fare was 1.6 yuan per kilometer.[76] The Xiali taxi was retired from the taxi market in February 2006 in an effort to cut down pollution where the Hyundai Elantra replaced it. It was also available as a taxicab in its home city, Tianjin and Shanxi.
1999–2007 Xiali TJ7101
2001–2006 Tianjin Xiali TJ7101U
2005–2006 Tianjin Junya TJ7131A
2005–2011 Tianjin Xiali A+ hatch
2004–2012 Tianjin Xiali N3 sedan
Chinese brand Ling Kong made a series of cars based on the Tianjin Xiali in exterior design and was known as the KJ6380. Available as a sedan, notchback and hatchback, the KJ6380 was available with three one litre four-cylinder engines known as the JL462, DA462 and 377Q-L. All variants were equipped with a 4-speed manual gearbox as standard. For the sedan, it has a 3800 millimetre length, 1510 millimetre width, 1480 millimetre height and sits on a 2460 millimetre wheelbase. Production started in 1988 and ended in 1995 after the company merged with Sanjiu Auto.[77]
Another manufacturer based in Anhui called Anda'er made an MPV variant of the Xiali in 1996 known as the Anda'er AAQ 6370 along with other cars. The 1-litre TJ376QE engine came standard paired with a 4 speed manual gearbox. The MPV is 3750 millimetres long, 1580 millimetres wide, 1770 millimetres high and runs on a 2300 millimetre wheelbase. Kerb weight is 950 kilograms. The MPV was given a facelift in 2001 featuring a new set of lights and dashboard then ended production in 2003.[77]
Chinese car brand China Motor Corporation, based in Beijing, made a car known as the Zhonghua with the codename CHB6401TA and was designed by Chinese designer Tang Jinsheng, with the body shape of made entirely out of plastic and was a licensed-built Tianjin Xiali derivative. An 800 cc three cylinder engine came standard producing 55 horsepower and 76 newton metres of torque paired to a 5 speed manual gearbox. Production for the Zhonghua started in 1996 and ended in 1999.[78][79]
Geely also made a series cars based on the Xiali which were licensed by FAW Tianjin known as the Liangjing JL6360E1 for the hatchback, sold from 1998 to 2004, the Haoqing SRV and Pride station wagon, sold from 2002 to 2005[80] and 2002 to 2007 respectively,[81] the Merrie (吉利美日)/MR303 notchback, sold from 2003 to 2006 and the Uliou (优利欧) sedan sold from 2003 to 2005. A pickup variant was introduced in 2001 and was known as JL1010N sold up to 2005. A panel van variant known as the JL5010X was sold from 2001 to 2004 which was replaced by the JL1010E1 and was sold from 2005 to 2007.
↑ CB10 55PS 77–80, CB11 55PS 80–83, CB20 50-52PS for worldwide market, CB31 60PS 79–80 and CB32 (available with automatic transmission) 60PS 80–83.[3]
↑ CB12/33/34/35 for Japanese market, CB22 for Japanese and Taiwanese markets and CB20 for export markets.[3]
↑ CB23 with carburetor for export markets, CB36/37 with electronic carburetor for Japanese market[3] and CB90 with fuel injection for European/North American market.[49][50]
↑ CL30 for Japanese market and CL11 for export markets.
↑ CL51 for automatic transmission, CL70 for manual transmission[3] and CL61 for export markets.
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The Daihatsu Mira 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 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 Nissan Pulsar is a line of automobiles produced by the Japanese automaker Nissan from 1978 until 2000, when it was replaced by the Nissan Bluebird Sylphy in the Japanese market.
The Subaru Justy is a subcompact hatchback manufactured and marketed by Subaru for model years 1984-1994. The company has marketed a rebadged variant Daihatsu Boon, at the 2007 Frankfurt Motor Show with a 1.0 or 1.2-litre straight-three engine, front/four wheel drive, electronically controlled continuously variable transaxle, or a 5-speed manual transaxle. For the 2010 model year, the Justy was replaced with the Subaru Trezia. The Justy nameplate was revived in November 2016 as a rebadged Toyota Tank and its twin counterpart the Toyota Roomy and Daihatsu Thor.
The Mitsubishi Mirage is a range of cars produced by the Japanese manufacturer Mitsubishi from 1978 until 2003 and again since 2012. The hatchback models produced between 1978 and 2003 were classified as subcompact cars, while the sedan and station wagon models, marketed prominently as the Mitsubishi Lancer, were the compact offerings. The liftback introduced in 1988 complemented the sedan as an additional compact offering, and the coupé of 1991 fitted in with the subcompact range. The current Mirage model is a subcompact hatchback and sedan and it replaces the Mitsubishi Colt sold between 2002 and 2012.
The Mitsubishi Minica is a model series of kei cars, produced by Mitsubishi Motors Corp. (MMC) over five generations, from 1962 to 2011, mainly for the Japanese domestic market.
The Suzuki Cultus is a supermini car produced by the Japanese manufacturer Suzuki from 1983 to 2016. The nameplate is currently used as a rebadged second-generation Suzuki Celerio in Pakistan since 2017. It was first presented at the 25th Tokyo Motor Show, formally introduced to Japan in 1983 and ultimately sold in seven countries and marketed worldwide as the Suzuki Swift. An alliance formed in 1981 between General Motors, Suzuki and Isuzu allowed GM to market the Cultus as a captive import internationally under more than a dozen nameplates including the Geo Metro, Chevrolet Sprint, Pontiac Firefly, Isuzu Geminett and Holden Barina. It was also known as the M-car within GM.
The Toyota Tercel is a subcompact car manufactured by Toyota from 1978 until 1999 across five generations, in five body configurations sized between the Corolla and the Starlet. Manufactured at the Takaoka plant in Toyota City, Japan, and sharing its platform with the Cynos and the Starlet, the Tercel was marketed variously as the Toyota Corolla II—sold at Toyota Japanese dealerships called Toyota Corolla Stores—and was replaced by the Platz in 1999. It was also known as the Toyota Corsa and sold at Toyopet Store locations. Starting with the second generation, the Tercel dealership network was changed to Vista Store, as its badge engineered sibling, the Corolla II, was exclusive to Corolla Store locations.
Tianjin FAW was an automobile company based in Tianjin, China and a subsidiary of FAW Group. Its principal activity was the design, development, manufacture and distribution of automobiles sold under the Xiali, Vita and Junpai marques. It was listed on the Shenzhen Stock Exchange.
The Geely Merrie is a subcompact car produced by Chinese automaker Geely Automobile from 2003 to 2006. The MR is produced in five-door hatchback and four-door sedan body styles.
The Volkswagen Polo Mk5 is the fifth generation of the Polo, a supermini-class car manufactured by Volkswagen since 2009. The vehicle unveiled at the 2009 Geneva Motor Show in March 2009, while the three-door version was unveiled at the 2009 Frankfurt Motor Show in September 2009. A four-door long-wheelbase sedan version has been produced and sold outside Europe in several emerging markets since 2010 either as the Volkswagen Vento or the Volkswagen Polo sedan. A short-wheelbase sedan version was sold in India between 2016 and 2020 as the Volkswagen Ameo.
The Mitsubishi Lancer (A70) is the first generation version of Mitsubishi's long-running Lancer nameplate. When introduced in 1973, it filled the gap between the Minica kei car and the considerably larger Galant. It was a replacement for the Colt 1200, last sold in 1970. Although sedan production ended in 1979, vans continued on until 1985. This Lancer also formed the basis for the Lancer Celeste sports coupé of 1975 through to 1981. These Lancers were sold under a multitude of names in different markets.
References
↑ Supporting this claim, is the 1987 japanese commercial for the Charade, in which the Charade G100 has a french liscence plate. 1987 Japanese commercial (registered in Paris, as the 75 implies, estimated at summer 1965, another reference to the first ever F1 race held at Charade. datation)
↑ Salamun, Untung (March 1984). "MPU larisnya seperti pisang goreng" [MPUs are selling like fried bananas]. MOB: Mekanik Populer & Mobil (in Indonesian). Jakarta, Indonesia: P.T. Dinamika Dharma: 46. ISSN0125-9520.
↑ Car Graphic: Car Archives Vol. 5, '70s Japanese Cars (in Japanese). Tokyo: Nigensha. 2007. p.137. ISBN978-4-544-09175-5.
↑ Costa, André & Georges-Michel Fraichard, ed. (September 1979). "Salon 1979: Toutes les Voitures du Monde" (in French) (14 & 15). Paris: l'Auto Journal: 175.{{cite journal}}: Cite journal requires |journal= (help)
↑ Yamaguchi, Jack K. (1979), Lösch, Annamaria (ed.), "The Year of Uncertainty?", World Cars 1979, Pelham, NY: The Automobile Club of Italy/Herald Books: 62, ISBN0-910714-11-8
↑ Adam, Rainer. "Facts". Charade-G10.net. Archived from the original on 28 April 2009. Retrieved 22 May 2011.
↑ Varela Romero, Wenceslao (1987), Manual de Automoviles: Daihatsu, Suzuki y Utilitarios[Car Manual: Daihatsu, Suzuki, and Minitrucks] (in Spanish), Santiago, Chile: Ediciones Mar del Plata, p.14
↑ "Ley N° 2.629, de 1979 Modifica el decreto ley 1.239, de 1975"[Law 2.629 of 1979, modifying decree 1.239 of 1975], Diario Oficial (Legal Decree) (in Spanish), 30 (359), Santiago, Chile: The Republic of Chile, 10 May 1979, Cars of less than 850cc paid a 10% tariff, while larger cars suffered a 90% tariff. This was to be gradually aligned, so that all vehicles would be subject to a 10% tariff by 1986.
1 2 Mastrostefano, Raffaele, ed. (1985). Quattroruote: Tutte le Auto del Mondo 1985 (in Italian). Milano: Editoriale Domus S.p.A. p.235. ISBN88-7212-012-8.
↑ "Turbo delights". Straits Times. Singapore: 10. 25 December 1983. Retrieved 9 April 2020.
↑ Susanto, Bernard, ed. (15 July 1986). "Persaingan 1.000 cc" [1000cc competition]. Mobil & Motor (in Indonesian). Vol.16, no.1. PT Informedia Indonesia. pp.10–12. ISSN0047-7591.
↑ Verhelle, Tony (7 February 1985). "63e salon voor bedrijfsvoertuigen: Geen schokkende dingen" [The 63rd commercial vehicle exhibition: Nothing shocking]. De AutoGids (in Flemish). 6 (140). Brussels, Belgium: Uitgeverij Auto-Magazine: 16.
↑ McCarthy, Mike (June 1984). "Three for two". Wheels. Sydney, Australia: Murray Publishers: 100.
↑ Lever, R. (5 February 1986). "Little cars are big on economy". The Daily Telegraph. Sydney, Australia: Nationwide News Pty.
↑ Burford, Adrian, "A Sporting Heart Still Beats", Automotive Business Review (February 2009): 30, archived from the original on 25 February 2009, retrieved 19 February 2009
↑ Stark, Harry A., ed. (1987). Ward's Automotive Yearbook 1987. Vol.49. Detroit, MI: Ward's Communications, Inc. p.86. ISBN0910589007. 3,136 from a total of 6,435 cars.{{cite book}}: CS1 maint: ignored ISBN errors (link)
↑ 5-door Charade WILL Diesel Turbo (brochure) (in Japanese), Osaka, Japan: Daihatsu Motor Co., Ltd., April 1989, p.4
↑ "ダイハツ シャレード 1987年式モデルの価格・カタログ情報"[Daihatsu Charade 1987 model price / catalog information]. autoc-one.jp (in Japanese). Retrieved 14 May 2021.
1 2 Jongeneel, Jeroen (10 December 1988). "Auto test: Daihatsu Charade 1.3i TXF 4WD". Auto Visie (in Dutch) (25). Amsterdam: BV Uitgeversmaatschappij Bonaventura: 29.
↑ "ダイハツ シャレードソシアル 1989年式モデルの価格・カタログ情報"[Daihatsu Charade Social 1989 model price / catalog information]. autoc-one.jp (in Japanese). Retrieved 14 May 2021.
1 2 Stark, Harry A.; Bush, James W., eds. (1990). Ward's Automotive Yearbook 1990. Vol.52. Detroit, MI: Ward's Communications, Inc. p.115. ISBN0910589010.{{cite book}}: CS1 maint: ignored ISBN errors (link)
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