As a result, kei cars could be 200mm longer and 100mm wider, although
with the government announcing the change in August 1975, carmakers had
little time to react.
As carmakers developed new and better kei cars, sales increased. Kei
cars were also a viable export proposition, with many heading for
Europe.
The modern kei car was born in 1990. By allowing an extra 110cc and a
100mm longer bodyshell, the kei car had come of age. Many 660cc heroes
were born.
The Japanese government introduced a 64hp limit, although the fitment of
superchargers and turbochargers meant that carmakers could achieve
startling performance figures and remarkable fuel economy.
Many people were introduced to the wild and wonderful kei cars via the
Gran Turismo PlayStation game, first introduced in at the end of 1997.
Crucially, the kei car regulations only restrict physical size and
engine displacement, leaving carmakers to play with rear-wheel drive,
four-wheel drive, turbochargers, superchargers, automatic transmissions
and CVTs.
In 2011, Subaru - one of the sector’s pioneers - ceased building kei
cars, bringing to an end 54 years of production. But Subaru didn’t leave
the sector altogether, as the current Stella is built by Daihatsu.
In 2013, The Japan Times reported that kei cars accounted for 30% of
sales in Japan, with the US claiming they provide an unfair barrier to
trade. In effect, a third of the customer base is unavailable to foreign
carmakers. By the end of 2014, kei cars accounted for a staggering 40% of sales in
Japan, with a record 2.3 million tiny cars finding new homes. Concerned that carmakers are focusing too much on the domestic market,
the Japanese government has introduced a higher tax on kei cars.
According to the Best Selling Cars Blog, the Honda N-Box is the most
popular kei car in Japan, topping the charts for the 10th consecutive
month. Total sales in October 2015: 12,277.
In second place is the Daihatsu Tanto, a rather cool kei car introduced
in 2003. On one side you’ll find a standard rear door, while the other
side features a sliding door. Neat. This photo was taken at the 2007
Tokyo Motor Show.
In third place, fresh from its recent facelift, is the Nissan Dayz. The
revamp has had an immediate effect, with sales up 13%. Happy Dayz for
Nissan. This is the Teatro for Dayz concept, shown at the 2015 Tokyo
Motor Show.
In its first full month on sale, the Daihatsu Cast found 8,895 new
homes. The funky looking Daihatsu brings to mind the Fiat 500L. Only
smaller. And prettier. And more appealing.
Love this thing! The Suzuki Hustler was the fifth best-selling kei car
in October. It’s little wonder kei cars are so popular. Look at it.
If the previous five cars offer a glimpse into kei cars of the present,
the Honda S660 is a tantalising glimpse into kei cars of the future. The
successor to the Beat might come to the UK.
In Japanese spec, the mid-engined, rear-wheel drive S660 features a
660cc engine, but there are rumours it might be sold in the UK with a
1.0-litre turbocharged engine. Honda, please make this happen.
But not all Japanese small cars are kei cars. The Toyota iQ is a good
case in point. It’s beautifully packaged, but too wide to be classed as a
kei car. The 1.0-litre engine is also too big.
The Bugatti Chiron will make its global debut at the Geneva motor show
in March 2016 as the replacement to the Bugatti Veyron, the manufacturer
has confirmed.
More than 100 orders have been placed for the supercar which takes its
name from Louis Chiron, a Bugatti Grand Prix racer in the 1920s and
1930s who won the 1931 French Grand Prix with the manufacturer.
The Chiron was previewed by Bugatti’s Vision GranTurismo concept
showcased at the Frankfurt motor show, and the new hypercar prototype
was spotted testing in California recently in minimal camouflage. The
Chiron is currently undergoing initial conceptual engineering tests in a
programme that will see the car make its debut in 2016 prior to planned
customer deliveries the following year.
A few probable customers were shown the car as part of the Pebble Beach Concours d'Elegance. The Chiron is believed to wear a more striking and sportier look, and
feature new active aerodynamic functions that aim to provide varying
levels of downforce depending on the driving mode chosen.
The Veyron replacement is set to adopt a heavily updated version of its
predecessor’s turbocharged 8.0-litre W16 engine which will channel power
to all four wheels via a seven-speed dual-clutch automatic gearbox and
multi-plate-clutch four-wheel-drive system. However, the big news
centres around plans to provide the new Bugatti with hybrid drive by way
of a disc-shaped electric motor mounted within the gearbox housing and a
lithium-ion battery.
The fuel efficiency will also be improved with new direct-injection
combustion process replacing the multi-point injection system. The
Chiron is believed to produce power in the region of 1479bhp, according
to officials. There are also rumours about Volkswagen engineers looking
at electric turbochargers for the Chiron which will further improve the
already colossal torque.
Major efforts are also being made to ensure that the weight of the new
car remains well below that of the 1,840kg Veyron Super Sport. The
Chiron aims to beat the Veyron Super Sport’s blistering 0-100 time of
2.5secs to 2.3secs and achieve a top speed of 460kph. However, proving
the top speed could be tricky due to the challenges in finding a test
site long enough, and for tyre technology to support such a high-speed
run.
As with the Veyron, production of the Chiron will be limited to about
450 units and it will challenge the Pagani Huayra and Koenigsegg One:1.
Audi has revealed that it is planning a new petrol-electric hybrid
powertrain for 2017. Company bosses have told our sister publication,
Autocar UK that Audi is betting on the electrification of its future
cars to improve real-world economy and reduce exhaust pollution.
The key to Audi’s move is the adoption of Integrated Starter Generators
(ISG) which are large electric motors that act as the starter motor and
alternator, but it can also assist the engine by sending torque through
the drive belt to the engine’s crankshaft. The system is also fitted
with a small lithium-ion battery.
The carmaker has also developed an ISG that works on an ordinary 12V
electrical system, so it could be fitted to the current A1 and A3
models. According to Audi, the system allows the stop-start system to
cut in below 14.48kph and also allows the engine to coast at high
speeds, both significant fuel-saving measures. The first production
version is expected in 2017.
The company is also planning to introduce a more powerful 48V ISG
system, the first of which will be revealed before the end of the year,
using a combined 12V and 48V set-up. The 48V system allows for a more
powerful ISG (up from 1.5bhp to 16bhp) and engine coasting of up to 30 seconds. However, the introduction of full-scale 48V
electronics will also allow Audi to introduce electrically driven engine
compressors, which will come in two forms. This 48V electrical system
has also allowed Audi to develop three new suspension concepts.
Audi’s drive towards hybrids and electrification is part of a big move towards autonomous powertrain management.
This shift towards ‘mild hybrid’ systems and more conventional plug-in
hybrids should result in Audi’s future line-up moving away from diesel
engines, especially across the company’s smaller models, including the A1, A3 and A4.
This move will also allow Audi to exploit its new ‘predictive
efficiency assistant’ technology which will be launched on the Q7
e-tron. The system uses mapping information and live traffic reports to
automatically switch between power sources, as well as taking advantage
of downhill roads to ‘coast’ the engine.
Moving to petrol hybrid engines will also allow the company to usher in
some highly advanced suspension innovations, as well as provide a degree
of autonomy that goes beyond simple driving assistance.
