Automologist KEVIN compiles a list of the most interesting Kei Cars ever built.
Did you ever want a small sporty machine? One that’s smaller, lighter and can fit into the smallest of parking spaces? Japan has been building cars like this for decades, many of which would fit into the country’s strict Kei car regulations, but these intriguing machines very rarely get exported—some have but most have not.
….So, what are Kei Cars? Kei Cars, also known as Kei Jidosha, which simply means light vehicles, was an idea conceived in 1949 by the Japanese government for small light vehicles suited for the very narrow streets of Japan at that time. Today, Kei Cars have become somewhat popular with car tuners and enthusiasts. Below we take a look at what we think are the more interesting Kei cars ever built: –
Subaru 360 (1958-1971)
We start with the Subaru 360, the first hugely successful Kei car in Japan. It was as important as the Mini was for the UK, the Model T for America and the VW Beetle for Germany. The story of the Subaru 360 begins in 1958, when it hit the market for the Japanese public. Post-war Japanese automotive offerings were either three-wheeled delivery trucks, knockdown kits of British cars or large expensive cars which were not necessarily suited for the average Japanese family. Due to its cute design, frugal fuel consumption and superb built thanks to Subaru’s former aircraft engineers, it became Japan’s first runaway automotive hit and kept up with its competition for nearly a decade until 1967, when Honda released their N360.
Honda N360 / N600 (1967-1972)
The original N360 was launched in 1967 to compete with the Subaru 360. This car was built as a showcase for Honda’s engineering talent. It was launched with a 360cc engine and featured advanced engine specs that allowed it to push well above its weight. The 354cc air-cooled OHC twin-cylinder engine pushed out 31bhp to a well-engineered FWD chassis. In 1968, the N600 was introduced specifically for the European markets; it was designed to give additional power to the N-Series, with an impressive 120/kmh top speed. However, it failed to sell in big numbers in Europe and in 1972 it was eventually replaced with the much more acceptable Civic.
Toyota Sports 800 (1965 – 1970)
The Toyota Sports 800 was Toyota’s first-ever sports car and right away it was evident that the company had been looking closely at the MG Midget and Austin Healey Sprite when designing the Sports 800. Its two-cylinder 800cc engine doesn’t sound like much, but surprisingly it was said to be relatively powerful, making the car capable of achieving nearly 160 km/h top speed. The Sports 800 had a relatively conventional technical make-up, with solid rear axle and drum brakes, but that lightweight, slippery body with useful Targa top ensured it went better than it should have. Between 1965 and 1969, approximately 3,131 units were built and only about 10% of those vehicles are known to have survived, most being in Japan.
Suzuki Cervo/Fronte (1971-1976)
Designed by Italian designer Giorgetto Giugiaro in 1971, this little Kei car was one of the few with a rear engine rear-wheel-drive set-up. Sized nearly as small as a Mini, making this very light and nimble indeed. Like the classic Porsche, its engine was mounted at the tail and drove the rear wheels. Its 42/58 weight distribution was actually better than the Porsche’s, thanks not only to the small engine but also by placing the radiator, battery and spare tire at the front compartment. The all-independent suspensions looked even classier than the original 911’s with double-wishbones up front and semi-trailing arms at the back. I suppose driving it will also make more like sports car rather than a Kei car.
Daihatsu Charade Turbo (1984-1985)
Anyone remembers this little beast? It was no wonder this became an instant hit with Malaysians when it was launched. With excellent fuel consumption, an 11-second 0 to 100 km/h time, a top speed of 155 km/h and with a light body, the Charade (G11) turbo became a very sought after car when it was launched. It was powered by a turbocharged inline 3-cylinder engine, which produced about 67 bhp and a maximum torque of 106 Nm, and with a 5-speed manual gearbox, it was nothing but pure fun. However, the Charade Turbo G11 was only sold new from 1984 to 1985 making it very rare. After that, enthusiasts who yearned for it would have to look for it on the secondhand market.
Honda City Turbo (1982-1986)
Manufactured between 1982 – 1986, the Honda City Turbo was the brainchild of Hirotoshi Honda, son of Honda founder Soichiro Honda. Mr. Hirotoshi was also the founder of Mugen, a company that specializes in making Hondas go fast. This is one particular example. The car was developed from the basic and unassuming Honda City AA, then beefed up to be this tiny little quick hatch. In 1983, this little pocket rocket was given a makeover with flared fenders, wings, side skirts and engine updates, giving it the nickname “The Bulldog”. The City Turbo’s updated engine produced 108 hp and 160 Nm of torque. The rev-happy little car will do a 0-100 km/h run in just over 8 seconds and will go all the way up to 160 km/h, making it a pretty impressive hatch in its time. These are rare gems these days with only a handful still on our roads. These days, the Honda Citys aren’t anything but just logical subcompact sedans.
Nissan Pao (1989-1991)
The Pao was part of Nissan’s retro look experiment and they did well, I must say. The Pao had a production run of 51,657 units and they were all sold out within 3 months. The Pao was introduced in 1987 at the Tokyo Motor Show. The public immediately became fans of the design and in 1989 the Pao went on sale. Built on Nissan Micra’s platform, the Pao was designed to be a fashionable retro city car. The hatchback was bold in its design and it took cues from various European cars of the 60’s. For a hatch, the Pao was not like most hatch its size: the Pao’s rear hatch utilized a two-piece clamshell setup to keep with its retro styling cues. Under the hood was a 51 bhp 1.0-litre Micra engine. Mated to a three-speed automatic or five-speed manual, the Pao wasn’t exactly fast or spirited.
