Дайхацу Мира: История и Модели Kei-автомобиля

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 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". TOC

The Daihatsu Mira and Cuore replaced 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 in Japan, while other parts of 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 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 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 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 the autostrada. The "big" version has a top speed of 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 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. Parco also advertised the car through their own publications. Giovanni Michelotti used this generation Cuore as 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 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 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 and , respectively. The turbo version was originally only available as a Mira (three door commercial), and 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 nonturbo 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 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 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. 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. 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 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 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 the Thai market. 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 is also available to run on LPG. It is longer and heavier than the original, with the original two seat pickup weighing in at and long.

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 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, the Mira Classic was added, a retro look version. The Classic was available with naturally aspirated engines ( as a front wheel drive, with 4WD) or a turbocharged option with 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, 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 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 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 a twin cam, 12 valve version of the 847 cc three cylinder was also made available. This, the ED DE, produced 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 and were only built with 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 a new engine: the 989 cc EJ DE was a 12 valve, DOHC, three cylinder producing 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 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 the EF family. Base models received an SOHC 6 valve engine with , upscale models had a 12 valve DOHC variant with DVVT and , and the sporty TR version received a turbocharged and intercooled derivative with double overhead cams and four valves per cylinder. Claimed power was ; the maximum allowed for kei cars because of a gentlemen's agreement. In December 1998, the fuel economy oriented TV model was introduced, fitted with CVT and a high compression version of the EF VE engine producing and allowing a fuel mileage of 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 the low end EF SE engine was upgraded and now produced .

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 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 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 and South Africa. Elsewhere, this was badged and sold as 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 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 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 , and the KF DET turbo engine of same displacement that produces The naturally aspirated engine is available with five speed manual transmission, three or four speed automatic transmission or continuously variable transmission. Inside, 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. An L200 Mira TR XX was used in their film Kei To The City. In season 9, they imported the Mira as a "halfcut", due to Australian import regulations preventing it being brought into the country as a working car. Using an Australian bought Mira as a base car, and as much of the Japanese halfcut Mira as possible, the duo were aiming to recreate the TR XX in Australia. The car was finally finished and revealed on September 8, 2019. The car was also reviewed by Jeremy Clarkson on Top Gear.