Celica & MR2: New Entry Level Sports Cars in the Works at Toyota

Toyota MR-S V-edition Final Version

With production of Toyota's seventh generation Celica having ended in 2006, and with its stable-mate the MR-S (MR2) currently coming to the end of its tenure in Japan with a limited run of 1000 "V-edition Final Version" models, Toyota's vehicle line-up is currently void of any entry level sports cars, with the notable exception of the Scion tC in the North American market.

However, this paucity of sports-orientated product, which seemingly runs counter to the image Toyota is trying to promote with its strong presence in Formula 1, is rumoured to be in the process of being rectified, with plans currently afoot to introduce successors to both of Toyota's legendary entry-level sports cars, the Celica and the MR2, both of which are scheduled to debut in 2009 at the very earliest. However, while the new Celica is expected to be a natural evolution of earlier models, duly adhering to the sporting philosophy of its predecessors, the MR2, although maintaining its guise as an open-top vehicle, will move away from its origins as a driver-focused, mid-engined sports car, to become a slightly softer introductory open-top sports car, aimed at a much wider target audience.

The 7th Generation Celica

The new Celica, at 4420mm in length, 1785mm in width, 1415mm in height, and with a wheelbase of 2700mm, is dimensionally very similar to Scion's current tC, making the probability of the new Celica sharing its platform with the next generation of the tC relatively high. Meanwhile, it is expected that the new Celica will be offered with a choice of two petrol engines: a normally aspirated 2.4litre (2AZ-FE), and a newly developed 2.5litre 4 cylinder DOHC Turbo unit equipped with valvetronic, and producing 300bhp. These engines are likely to be coupled to the next generation of Toyota's SMT, sequential manual transmission, although it is also anticipated that a standard six-speed manual transmission will also be on offer.

With the current third generation MR2 (MR-S) approaching the end of its life after eight years of service, it appears that plans are already progressing at Toyota with regards to a replacement. However, with a change in approach for the new model duly seeing the MR2 shift from enthusiast-orientated mid-engined roadster to more populist, user-friendly open-top sports car, mating a four-seater layout with a retractable metal roof, it seems more than likely that the new model will be released under a new moniker to reflect this shift. Indeed, with MR2 denoting "Mid-ship Runabout 2 Seater" and the new model lacking both a mid-ship engine layout and a two-seater configuration, further scrutiny thus suggests that the MR2 nomenclature stands only the slimmest of chances of finding its way onto the rear of the new model. This new entry-level open-top sports car will be aimed primarily at the North American market, and it is currently anticipated that the new vehicle will share its underpinnings with the Japanese market Mark X sports saloon, duly placing the new car's dimensions at somewhere in the region of: 4450mm(length), 1780mm(width), 1380mm(height), and 2730mm (wheelbase). The new four-seater open-top sports car is also expected to share its 2.5litre V6 powerplant with the base model Mark X, which should endow Toyota's entry level sports car with approximately 230bhp. Prices are anticipated to be somewhere in the region of 2,800,000 to 3,000,000 Yen ($23,500 - 25,000).

Toyota's Mark X Sports Saloon - The Basis for Toyota's Entry Level Open-top Sports Car?

With both of these new Toyota sports cars not scheduled for release until at least 2009, fans of Toyota's more reasonably priced sporty offerings may be in for something of a wait, while Toyota must bide its time before reaping the benefits of the sporting kudos bestowed upon it through its involvement in F1.

Nissan GT-R: Godzilla - The Return

With a 330bhp version of Nissan's new 3.7 litre V6 (VQ37HR) engine seemingly confirmed for the new Fairlady/350Z-based Infiniti G37 coupe, prior to that vehicles official release at April's New York Motor Show, it appears increasingly likely that the same engine will be nestling under the bonnet of the new Nissan GT-R when it struts onto the world stage at October's Tokyo Motor Show. However, a mere 330 horses will surely not suffice for this, the most megalomaniacal of Nissan's sports car offerings? Indeed, it has been surmised that, as with Skyline GT-Rs of yore, the 3.7-litre V6 from the G37 will see service alongside twin turbochargers, duly boosting power output to somewhere in the region of 450bhp. It should however be noted that throughout the most recent stages of the GT-Rs development it has consistently been benchmarked against Porsche's indomitable 997 model 911 Turbo, a car showboating a not inconsiderable 480bhp of firepower. Thus, if the 911 Turbo's performance statistics are taken into account, it seems feasible that the GT-Rs power output could even rise to be in the same ballpark as the Porsche's 480bhp, further placating GT-R fans and their ever vociferous calls for more power.

Horsepower is not the only area in which the specs of the new GT-R correlate with those of the current 911 Turbo, as the Porsche is also expected to set a precedent in providing a blueprint for the type of turbochargers employed on the new GT-R. The 997-model 911 Turbo was the first petrol-engined vehicle to utilize turbochargers with variable turbine geometry, and it is currently anticipated that the new GT-R will follow suit in this regard. Variable turbine geometry, a technology usually associated with turbo-diesel engines, enables the angle of a turbocharger's turbine blades to be changed according to engine conditions, increasing the efficacy of the turbocharger across a wider rev-range, and working to reduce that bête noire of certain forced-induction engines, turbo lag.

However, while the 911 turbo may have provided the yardstick against which the new GT-Rs performance has been measured, the Nissan is set to provide the same bang as its German rival for significantly less buck, even in its top trim level. While on the subject of trim levels, it is worth noting that recent rumblings in Japan have mooted three different spec levels for the new GT-R: base-model (6,600,000 Yen/$55,500), V-spec (8,000,000/$67,225), and Evolution (12,000,000/$100,800). It is thought that all three models will be fitted with the same powerplant, however, putting the entry-level GT-R on the market at such a competitive price naturally means that certain sacrifices have to be made, and hence cost-cutting measures are likely to result in fewer high-tech adornments in comparison to the upper echelons of the GT-R model spectrum. While both the V-Spec and Evolution models are likely to be fitted with a semi-automatic dual clutch DSG (Direct Shift Gearbox), boasting six-speeds, and similar in nature to the R-Tronic system found on the new Audi R8, the prohibitively high cost of this piece of state-of-the-art gadgetry means that such a gearbox will not be finding its way onto the base model, which will duly have to make do with a cheaper, and, no doubt, slower six-speed manual transmission. The base model also makes do with four-pot calliper brakes, while both the V-spec and Evolution are expected to come complete with six-pot calliper systems. Although, Skyline GT-Rs, from the nascent R32 onward, have customarily been equipped with Brembo brake systems, it appears that Japanese firm Akebono, with their recent foray into Formula 1 in partnership with McLaren, may also be in contention to supply brakes for the new GT-R.

While the V-spec GT-R gains a two-pedal DSG transmission and six-pot callipers over the standard car, it will also differ cosmetically, with a more prominent rear wing and rakish front bumper. The V-spec will also sport lighter alloy wheels. Meanwhile, the GT-R Evolution, currently pencilled in for release a year after the standard car, in Autumn 2008, will be to the GT-R what the GT3 is to the Porsche 911: a stripped-out, lightweight road-racer, set to form the basis for the NISMO machines participating in the Japanese Super GT Championship. As with the 911 GT3, the GT-R Evolution will do away with its rear seats and make extensive use of high-tech materials in the pursuit of lightness: the bonnet, rear wing and diffusers will be hewn from carbon fibre, while the standard steel doors will be replaced by aluminium items. It has also been postulated that the Evolution will be home to a hand-built, hand-fettled version of the standard car's engine however, power output and performance are not expected to differ overtly from the standard powerplant. Cosmetically, the Evolution will gain an even more agressive rear wing, while certain pieces of carbon fibre trim are expected to remain unpainted.

While such details and comparatively reasonable pricing certainly whet the appetite, only time will tell whether the GT-R proves to be an adequate, cut-price alternative to the omnipotent 997-model Porsche 911 Turbo.

Source: Best Car Magazine (Japan, 10th April Edition)

Nissan Skyline R34 GT-R: End Of The Road For Most Powerful NISMO Version

Nissan's tuning and motorsport division, NISMO, today announced that production of the hand built Skyline NISMO R34GT-R Z-tune has ended, with 19 of the vehicles having been sold around the world. The NISMO R34 GT-R Z-tune, an encore performance for the R34 having been introduced two years after Nissan officially ceased production of the R34 Skyline GT-R, is based on well maintained, lightly used examples of the R34 Skyline GT-R which were hand-picked by NISMO engineers, before being stripped and fully rebuilt with a variety of new and highly modified parts. The R34 GT-R Z-tune was conceived in 2005 as being the ultimate, most powerful production version of the R34 Skyline GT-R and was marketed as a stop-gap, limited-edition vehicle aimed at whetting the appetite of the GT-R faithful prior to the release of the next generation model (currently due to be released at the Tokyo Motor Show in November 2007). The Z-tune achieved its "most powerful production Skyline GT-R" status thanks to a bored out 2.8 litre version of the standard GT-R's power plant equipped with two industrial, race-strength turbochargers, which duly furnished the car with 500 hp and 398 lb-ft of torque. Although initially envisioned as being a strictly limited run of only 20 vehicles, a lack of suitable donor R34 GT-Rs led to production being halted after the completion of the 19th vehicle. Of the 19 cars that found a home, 13 were delivered to Japanese customers, with the rest being purchased by foreign enthusiasts.

While NISMO continues to produce tuning parts for a wide range of Nissans, both past and present, the demise of the GT-R Z-tune means that the company currently has no custom built, complete vehicle packages on its books. This paucity of product should however soon be rectified with the planned summer release of the Fairlady Z Version NISMO Type 380RS, based upon the standard Nissan Fairlady Z (350Z).

Japanese Market Civic Type R

Following the launch of the Euro-spec Civic Type R, Honda is set to introduce the Japanese market Type R at the end of March. In contrast to the European 3-door version, in Japan, where the current Civic is not available in hatchback format, the range-topping Type-R will be made available solely as a 4-door saloon. However, if various Japanese motoring periodicals are to be believed, body shape is not the only area in which the Japanese and Euro-spec Type Rs will differ. While the Japanese market Type R is expected to share the 2.0-litre DOHC i-VTEC from the European model, power output in Japan is estimated to be 225ps, which exceeds both the 203ps of the current European Type R, and the 215ps (vs. 201ps for the previous generation of the Euro Type R) of the previous generation Japanese Type R. Just as the previous generation JDM Type R gained a power advantage over the equivalent Euro Type R thanks to a reprogrammed ECU and modified camshafts, the soon to be released JDM version of the new Type R may gain its power advantage by employing similar tactics. Similarly, just as the previous Type-R was a more potent, track-orientated vehicle in Japanese market guise, the same it seems will hold true for the new model.

Meanwhile, although the new Euro Type R gained 134kg of excess weight over its predecessor, somewhat surprisingly, certain Japanese rags cite the new Japanese Type R as being 10kg lighter than its forebear. This weight loss has not however been verified, and a 10kg loss certainly seems somewhat dubious considering the larger dimensions associated with the Civic saloon. All will however be revealed in a matter of weeks.

Suzuki Unveils New SX4 Saloon At Geneva & Reveals Further Details Of Its WRC Programme

The New SX4 Saloon

Suzuki, as part of its European expansion strategy, today revealed a saloon version of its highly regarded sports-crossover, the SX4. The SX-4 saloon, manufactured in Japan and targeted, at least for the time being, solely at the European market, mates the tall, spacious cabin of the standard SX4 with the practicality of a capacious saloon car boot. In response to demand from European consumers, Suzuki will also be introducing a 1.6-litre diesel engined model to the SX4 line-up. With these two new introductions to the SX4 range, Suzuki hopes to see total European sales of 340,000 vehicles in 2007.

Suzuki's SX4 World Rally Car Set to Debut October 2007 on the French Round of the WRC

In a further effort to raise its international profile and further augment sales, Suzuki has, for the last few years, been aspiring to increase its motorsport presence, and during the marque's press conference on the opening day of the Geneva Motor Show, further details were made available regarding the firm's future motorsport activities. During this press conference Suzuki declared that Japan-based preliminary testing of its new SX4 World Rally Car has been successfully completed, and that the SX4 WRC will embark upon further testing in Europe from April. It was also revealed that the SX4 WRC will be entered into the French (October) and British (November) rounds of this year's WRC, so that the car can undergo final shakedown tests before being entered for a full season of competition in the 2008 WRC.

Suzuki Swift Sport Group N Rally Car

Suzuki also revealed a Group N rally machine, based on the European spec Swift Sport, and designed for use in the Suzuki Swift Sport Rally Cup. The Swift Sport Rally Cup, promoted by Suzuki in Europe, is aimed at increasing the number of people participating in grassroots motorsport, and the championship will see competitors participating in a variety of events at locations throughout Europe from Spring 2007.

[Source: Suzuki Japan - www.suzuki.co.jp]

The Return of the King - New Galant VR-4 To Appear in 2009?

Despite plying its trade in the rally world throughout the 70s and early 80s with the likes of the Colt, Lancer and Pajero, it was perhaps the Group A Galant VR-4 of the late 80s as piloted by monosyllabic 'Flying Finns' such as Pentii Airikkala and current European Parliamentarian Ari Vatanen, which truly established Mitsubishi as a rallying tour de force. Although the first of the VR-4s (1988-1992), a turbocharged two-litre version of Mitsubishi's 6th generation Galant with a not inconsiderable power output of between 200 and 240ps, was arguably less highly coveted than other road-going Group A machines of the day such as Lancia's Delta Integrale and even Toyota's Celica GT-Four, the VR-4, equipped as it was with speed-sensitive four-wheel steering and full-time all-wheel-drive, did however introduce Mitsubishi to the world as a manufacturer of highly advanced turbocharged performance saloons. Indeed, the VR-4 pipped the Subaru Legacy Turbo/GT to the post in furnishing Japanese manufacturers with a reputation for producing frantic Q-cars with rallying pedigrees.

The VR-4 was also instrumental in bringing that other infamous rally-bred Mitsubishi, the Lancer Evolution, to fruition. In the early 90s, as manufacturers began to utilise smaller, more agile vehicles as the foundations for their rally machines, Mitsubishi too began to phase out the oversized Galant from international competition, instead installing its turbocharged 2-litre powerplant and 4WD drivetrain into the more compact Lancer. Thus, in 1992, the first generation Lancer Evolution entered the fray as the spearhead for Mitsubishi and Ralliart's WRC campaign.

However, despite being retired from international rallying and being usurped by the Lancer Evolution as the flagship of Mitsubishi's motorsporting activities, the VR-4 continued to evolve as a unique performance model as the Galant entered its seventh and eighth generations, only ceasing to exist after production of the Japanese market Galant was halted in 2002, in the wake of Daimler Chrysler gaining a controlling stake in MMC. Although VR-4 versions of the 7th and 8th generation Galants were solely for the Japanese market (with the exception of 200 VR-4s based on the 8th and final generation Galant that were officially imported into the UK by Ralliart), at the time of its demise, the VR-4 was every bit the high-performance technological showcase the Lancer Evolution was, boasting a 280bhp, 2.4 litre twin-turbo power unit and AYC (Active Yaw Control) from the Lancer Evolution IV. Indeed, as a result of the grey import market, the 8th generation Galant, in VR-4 spec, still enjoys a cult following in New Zealand and the UK.

Although, Mitsubishi still markets a large sedan in America as the Galant, even offering a Ralliart version powered by a normally aspirated 3.8-litre MIVEC V6 emitting 258 horsepower, the Japanese and European market Galants have now been extinct for close to five years, and it has been widely assumed that the JDM Galant and VR-4 will not be resurrected due to Mitsubishi's restructuring efforts.

However, this may not be the case, as speculation is rife in various Japanese car magazines that plans to revive the Galant for the Japanese market are a current top priority for Mitsubishi Japan, following a raft of successful new model launches over the last year. Allegedly, according to Best Car Magazine, these plans to revive the Galant include blueprints for a new VR-4, set to launch in 2009. Although details are somewhat sketchy, it is thought that the new VR-4 may employ a 4WD system with an electronicallycontrolled LSD, however it is not certain whether this will be carried over directly from the Lancer Evolution X. It seems that Mitsubishi may be planning to market the new VR-4 as a luxury sports saloon, as opposed to a technical showpiece, in which case it may well do without AYC, ACD (Active Centre Differential) and other electronic frippery.

In addition, various engine options have been mooted, including a 250-300ps unit based on the 2-litre 4B11 turbo unit from the Lancer Evolution X, and a 300ps incarnation of the 2.4-litre 4B12 turbo engine found in the Outlander SUV. Meanwhile, aesthetically, computer generated images of the 2009 Galant VR-4 show a vehicle which bears more than a passing resemblance to the current American market Galant, albeit with the addition of an oversized rear wing and an obtrusive bonnet bulge, complemented by front grille treatment similar to that seen on the Lancer Evolution X. Despite stylistic similarities with the American Galant, current speculation places the Japanese market Galant's dimensions as being marginally smaller than those of its US counterpart.

The Current American Market Galant In 260ps Ralliart Spec

Fingers crossed that current speculation regarding the revival of the Japanese market Galant is founded on something more concrete than mere rumour, so that the village elder of turbocharged Japanese Q-cars can once again see active service.

Further Snaps of Interesting New Demio

Mazda has released additional images of its new Demio (known as the Mazda 2 outside of Japan), ahead of the car's official launch tomorrow, on the opening day of the 77th Geneva Motor Show. While official images of the standard car have been circulating for a few weeks, the newly distributed images show the car in a more sporting guise, complete with an aggressive front bumper and grill package, coupled with side skirts and a subtle roof spoiler.

Although the new Demio has echoes of Yaris about it, with its rakish stance and the sloping lower line of its side windows, the Demio is doubtless more radical in its approach. Indeed, the Demio's well-defined front wings, clearly reminiscent of its stablemate the CX-7, and the two distinct angular creases along the cars flanks, which compliment rather than clutter, bestow the diminutive Mazda with a purposeful and athletic demeanour. The interior shots also reveal further promises of sporting intent, with a steering wheel seemingly lifted straight from the MX-5 (Roadster), brushed aluminium-look trim and black and white dials all giving off intimations of underlying performance. Certainly, in comparison with its forebear, which awkwardly attempted to mate small MPV with supermini, resulting in an ill-proportioned box, the new Demio looks set, at least stylistically, to become an attractive and somewhat avant-garde player in the supermini sector.

The Demio is purported, in Europe, to be launching with three petrol engine options: 75 and 84 horsepower 1.3 litre units, and a 103hp 1.5 litre powerplant. More detailed specifications are likely to be made available following Mazda's official press conference, scheduled to take place in Geneva at 2.15pm local time tomorrow.

Suzuki Releases Swift Sport Limited in Japan

Suzuki has launched a limited edition of its highly acclaimed Swift Sport, the Swift Sport Limited, of which 1000 will be made available for the Japanese market. Externally, the Sport Limited is distinguished from the standard Swift Sport by full body coloured front bumpers and additional body coloured side skirts. The exterior is also equipped with silver metal-look fog lamp bezles and door handles. Gunmetal coloured 16 inch alloy wheels and a gold 'Sport' badge complete the package.

Internally, the Sport Limited is endowed with front Recaro seats, developed jointly by Recaro and Suzuki, and upholstered in Alcantara. Meanwhile, the door inserts are trimmed in soft leather accented with red stitching, which, in combination with the Recaros, lend the interior a more upmarket air.

Although sold solely as a three-door in Europe, the Japanese version of the Swift Sport is conversely only available as a five-door hatchback, and the Sport Limited is no exception. Prices for the Sport Limited start at 1,774,500 Yen, while the standard Swift Sport retails for 1,564,500 Yen.

Scion xB and xD Coming to Japan as Deka bB and New ist

The Scion xD(foreground) and xB(background)

Newly introduced at last month's Chicago Auto Show, the second generation xB and the all new xD, two models from Toyota's youth orientated US brand Scion, are due for release in Japan in the summer. However, the Scion brand itself, together with the frankly nonsensical xB/xD nomenclature, will not be making the move East, despite Toyota's recent success in establishing the Lexus brand in Japan. Both vehicles will thus be released in Japan as Toyotas; the xB being renamed as the Deka (meaning 'big') bB, and the xD becoming the successor to the current ist.

Although the first generation Scion xB was based on the Japanese market first-gen Toyota bB, the second generation of the Toyota bB, released early 2006 in Japan and forming the basis of the Daihatsu Coo/Materia, will not be finding its way stateside. Instead the longer, wider Toyota Deka bB will form the basis for the new Scion xB in the US. Meanwhile, in Japan, the Deka bB slots in above the regular bB in the Toyota range, and will be marketed as a successor to the Corolla Spacio MPV. Although exact specifications for the Japanese market Deka bB are yet to be finalised, it seems unlikely that the vehicle will be offered with the 158 horsepower 2.4l engine that has been promised for the American version. Indeed, inline with the rest of the Japanese market, 1.5l and 1.8l engines seem to be more probable options for power units. It also appears that the Deka bB, due to go on sale in Japan in August, may do away with the third row of seats found in the current Corolla Spacio, duly limiting its seating capacity to five.
The MK1 Toyota ist
The MK2 Toyota ist


The second generation Toyota ist (Scion xD), is due to replace the current model in June, and is based on underpinnings from the new Toyota Yaris/Vitz. The current ist is marketed as Toyota's sophisticated small car, with increased sporting pretensions, and this trend looks set to continue with the new model, if the semi-bucket seats of the Scion xD shown at Chicago are anything to go by. While the new ist retains virtually the same dimensions as the outgoing model, engine capacities is expected to increase, with a 128 bhp 1.8l powerplant joining the 103bhp 1.5l unit from the current model. It is however anticipated that the 85bhp 1.3l from the current model will not see service in the new ist.

With the new ist posing as a bloated, squared-off Yaris, and the Deka bB taking on the guise of a heavy-set Japanese market bB, the styling of both cars can hardly be seen to be a harbinger for a new Japanese car design direction. Instead, the design of the two vehicles seems to merely reaffirm the prevalence of utilitarian cubism - the design philosophy of choice in Japan over the last few years. However, with the addition of bulging curvature, the Deka bB and new ist do bring something new to the cubism party, yet these bulbous curves seem merely to dilute the bold and unadulterated cubism of the mk1 bB, and Toyota's attempts at curvaceous cubism don't seem to be as well executed as those of the now somewhat venerable mk2 Nissan Cube. Stylistically then, Toyota's two new offerings seem to be something of a retrograde step, especially considering how well Toyota matched cubist architecture with taut convex surfaces on the Japanese market mk2 bB launched last year.
The Japanese Market Second Generation Toyota bB

Wonderfully Small Innovation For Tomorrow - Daihatsu Celebrates Its 100th Anniversary

Daihatsu, a company instrumental in popularizing small vehicles in Japan through diminutive offerings such as the Midget (1959) and Hijet (1960), yesterday celebrated its 100th anniversary with a raft of minor announcements.

Rather distressingly, the first of these admittedly rather dull proclamations announced the demise of Daihatsu's endearing catchphrase, 'wonderful small', the yelling of which, in an unfeasibly spirited voice, had been a regular fixture during Daihatsu commercials here in Japan for the last few years. In embarking on their next hundred years in the automotive business, Daihatsu have however, in their wisdom, decided to ditch this catchy little epithet in favour of, 'Innovation For Tomorrow', which is allegedly more apposite in expressing the company's desire to become 'a global brand, loved by people around the world.' While 'Wonderful Small' remained solely a Japanese phenomenon, the new group slogan looks set to become the calling card for Daihatsu's activities across the globe.

On a more serious, and indeed charitable, note, the company also divulged that it is to donate 100 specially adapted vehicles to local authorities throughout Japan, to be utilized in assisting aged and handicapped members of society in their daily lives. Although undoubtedly this philanthropic gesture is in part a means of garnering publicity, it is good to see Daihatsu showing a genuine social conscience to back up the environmental credentials of its vehicles.

Rounding off this series of special anniversary announcements, was the news that Daihatsu plans to open a Museum adjacent to company headquarters in Ikeda City, Osaka. This facility, known as Humobility World, is due to open on the 7th May, and will house a variety of historical vehicles which chart Daihatsu's first hundred years of business.

The icing on the cake of Daihatsu's centenary celebrations however, came as the Japan Mini Vehicles Association released its monthly sales figures for kei mini vehicles during the month of February . The data from the JMVA showed that Daihatsu managed to shift 59,138 (an 8.7% increase over the same period in 2006) kei vehicles in the month of February, duly giving the company the largest share (32.4%) of the ever-expanding kei vehicle market, for the third consecutive month. Meanwhile, Suzuki, Daihatsu's main rival in this fiercely competitive market, saw sales down 3.2% on the same period in 2006, selling only 57,502 vehicles. If current trends continue, 2007 may well see Daihatsu usurp Suzuki as the king of annual kei vehicle sales, a title which Suzuki, often cited as the founder of the kei car niche, has held for some 34 successive years. However, certain industry analysts have put Daihatsu's recent run at the top of the sales tables down to the fact that Daihatsu renewed its core line-up of kei vehicles at the very end of 2006, with the introduction of brand new Move and Mira (Charade/Cuore) models, while Suzuki's latest offerings in the kei sector have been on the market a little longer. Another possible explanation for Daihatsu's sudden dominance, is the fact that Suzuki have been ramping down production of kei vehicles, allegedly to concentrate on the manufacture of slightly larger compact vehicles for the lucrative export market. Perhaps, however, Suzuki are just being chivalrous, and allowing rivals Daihatsu to have their cake and eat it during their centenary year.

The Village Bicycle

Suzuki's Promiscuous Alto

Don't let the soft pastel colours and sugar coated, butter-wouldn't-melt-in-its-mouth looks obfuscate your normally sound judgement, Suzuki's Alto kei mini-car is, in no uncertain terms, one of the most promiscuous members of Japanese automotive society, employing subtle shape-shifting techniques to disavow allegiance to its maker and jump into bed with other monoliths of the Japanese car industry.
Mazda's Near Identical Carol

The Alto's wanton behaviour has long been public knowledge after the pint-sized seductress underwent minor rhinoplasty and assumed the alias "Carol", before embarking upon an amorous and ongoing relationship with rival manufacture Mazda. However, on the 22nd January this year the Alto's web of deceit became ever more elaborate, after Suzuki's enfant terrible underwent further cosmetic chicanery, appropriating the pseudonym "Pino" as she surreptitiously cavorted with a third manufacturer - Nissan.
Nissan's Pino

The result of all this romantic skullduggery is that the Alto, at least in the Japanese marketplace, is now available from three distinct manufacturers, albeit it in rebadged and mildly tweaked forms. Thus, those consumers in the market for a slice of Alto, or at the very least a slice of something Alto-shaped, must now choose from either the Alto itself, or all but identical offerings in the form of the Nissan Pino or Mazda Carol. Most confusing. However, while each iteration of the Alto formula bears a slightly different countenance, with square air intakes here and curvy grilles there, what this seemingly complex love-triangle ultimately boils down to is a simple exercise in rebadging, whereby Mazda and Nissan (companies whose own line-ups are lacking unique offerings in the kei-car sector) make use of Suzuki's renowned mini-car expertise to circumvent development costs and establish themselves in the burgeoning kei-car sector. The two manufacturers duly hope that establishing themselves in the kei car sector - the traditional budget entry point for vehicle ownership in Japan - will help to instill further brand loyalty in customers, and have a knock-on effect, boosting sales further up the range as customers climb the automotive food chain.
Nissan's Otti

Mitsubishi's eZ Wagon

It is however unfair and somewhat prudish to single out Suzuki's Alto for bad behaviour. Indeed, as Subaru's recent announcement that it to sell rebadged Daihatsu Boons/Sirions in Europe as Subaru Justys undoubtedly proves, the sale of rebadged vehicles produced by another manufacturer is commonly practiced by companies attempting to fill gaping holes in their vehicle line-ups. As the example of the Suzuki Alto suggests, both Nissan and Mazda are key practitioners, selling rebadged versions of other manufacturers vehicles as their own, with all of Mazda's six-car strong kei-car lineup comprised of rebadged Suzukis. Similarly, Nissan, in addition to the aforementioned Pino, offers a rebadged Suzuki MR Wagon as the Nissan Moco, and sells the Mitsubishi eK Wagon as the Nissan Otti. Meanwhile Suzuki, traditionally a purveyor of kei and compact vehicles, has recently plugged an MPV sized gap in its range by introducing its first minivan, the Landy - a rebadged Nissan Serena, which has received a mild facelift.
The Nissan Serena

The Suzuki Landy

Although, such rebadging practices are understandable, allowing manufacturers to swiftly branch out into segments of the market in which they have formerly had no experience and thus widen their customer base, one can't help thinking that consumers must be able to see through such shallow rebranding exercises, and be left feeling more than a little duped at being offered mildly titivated versions of another company's products. Such rebranding exercises can only ever be a short-term stopgap, and to avoid dilution of the automotive gene pool (apologies for the eugenics) and incurring the ire of customers, long-term, more unique models must surely be developed to fill any gaps in a manufacturer's vehicle line-up.