Daihatsu Charade
| Daihatsu Charade | |
|---|---|
| File:1991 Daihatsu Charade SG Sedan cropped.JPG
1991–1993 Daihatsu Charade (G102) sedan
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| Overview | |
| Manufacturer | Daihatsu |
| Production | 1977–2000 |
| Body and chassis | |
| Class | Supermini |
| Layout | Front-engine, front-wheel-drive |
| Chronology | |
| Predecessor | Daihatsu Consorte |
| Successor | Daihatsu Storia |
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" car, to differentiate it from the smaller compacts in its line-up, such as the Daihatsu Mira. It replaced the Daihatsu Consorte, although the Charmant took over from the bigger-engined Consortes.
In China, the Daihatsu Charade is called Xiali and is produced by FAW Tianjin, under the registered mark of "China FAW". From September 1986 to 2009, it sold over 1.5 million units in that country.
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First generation (G10, G20; 1977–1983)
| First generation (G10/G20) | |
|---|---|
| File:Daihatsu Charade buying brandy improved.jpg | |
| Overview | |
| Production | 1977–1983 |
| Assembly | Japan: Ikeda, Osaka Greece: Thebes (Automeccanica) |
| Body and chassis | |
| Body style | 3/5-door hatchback |
| Powertrain | |
| Engine | 843 cc CD I3 (petrol) 993 cc CB I3 (petrol) |
| Transmission | 4-speed manual 5-speed manual 2-speed automatic |
| Dimensions | |
| Wheelbase | 2,300 mm (90.6 in) |
| Length | 3,460–3,530 mm (136.2–139.0 in) |
| Width | 1,520 mm (59.8 in) |
| Height | 1,360 mm (53.5 in) |
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 993 cc three-cylinder, all-aluminum engine (CB20) with 50 PS (37 kW). Japanese market cars claimed 55 PS (40 kW) JIS at 5,500 rpm.[1] The three-door hatchback version ("Runabout"), introduced in the fall of 1978, received two little round opera windows in the C-pillars.[2] 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.[3]
The early G10 (Series 1) had round headlights and the later G10 (Series 2) had square headlights. The Series 2 was introduced for 1981. Between the introduction in 1977, and December 1982, Daihatsu built 89,792 G10/G20 type Charades.[4]
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 843 cc version (CD) of Daihatsu's three-cylinder engine. This engine produced 41 PS (30 kW) at 5,500 rpm and has also appeared in export versions of the Daihatsu Hijet.[5] 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 850 cc.[6] The G20 was also able to run on low-octane fuel or even ethanol.[6] 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 1,000 cc CB20 engine, and also received a five-speed manual transmission and a tachometer.
- 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 "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.[7] 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.[7]
Second generation (G11; 1983–1987)
| Second generation (G11) | |
|---|---|
| File:Daihatsu Charade CX G11.jpg
1983–1985 Daihatsu Charade CS 5-door (Australia; with honeycomb grille)
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| Overview | |
| Production | 1983–1987 |
| Assembly | Japan: Ikeda, Osaka South Africa: Sandton, Johannesburg |
| Body and chassis | |
| Body style | 3/5-door hatchback |
| Powertrain | |
| Engine | |
| Transmission | 4-speed manual 5-speed manual 2-speed Daimatic automatic |
| Dimensions | |
| Wheelbase | 2,320 mm (91.3 in) |
| Length | 3,550 mm (139.8 in) |
| Width | 1,550 mm (61.0 in) |
| Daihatsu Charade model codes | |||
|---|---|---|---|
| Code | Engine | Note | |
| G11 | CB, 993 cc | passenger car | petrol |
| G11V | commercial | ||
| G21[a] | CD, 843 cc | passenger car | |
| G26 | CE, 926 cc | 926 Turbo/926R | |
| G30 | CL, 993 cc | passenger car | diesel |
| G30V | commercial | ||
| a Latin America only | |||
The second generation (G11) was released in March 1983, again as a three- or a five-door hatchback.[8] It featured several variations of the three-cylinder 1.0-litre engine, including a turbocharged version with 68 PS (50 kW) JIS and diesel and turbo-diesel versions. The turbo diesel first appeared in the fall of 1984.[9] The base Charades received the naturally aspirated, three cylinder, 993 cc CB23 engine with 50–55 PS (37–40 kW). 0–60 mph takes around 12–13 seconds. Japanese market models had twin carburettors as standard, while most export versions received a single unit which made marginally less power.[8]
The Charade Turbo and Charade DeTomaso models had the upgraded CB23 engine, called the CB60. The CB60 was also a 993 cc engine, but was fitted with a very small IHI turbocharger, which increased its power to 80 PS (59 kW) in Japanese market cars, 68 PS (50 kW) in 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.[10] The turbo version was available in both bodystyles.
There were also high roofed versions available in some markets, either with the three- or five-door bodywork. The Japanese market "van" version also received the higher roof. In Chile (and some other Latin American countries) this generation was called the G21 (although the labels on the trunk read "G20"), and like the G20 before it, it was equipped with the smaller CD-series 41 PS (30 kW) 843 cc three-cylinder engine.[11] The G21 was sold between 1985 and 1990 approximately.
The G11 was produced with two frontends, with square headlights (Series 1) and rectangular "cat's eye" shaped headlights (Series 2). The facelift was first presented in the summer of 1985.[9] 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.[12]
In 1985, at the Tokyo show, Daihatsu introduced the 926R, a prototype of a mid engine Charade, developed together with DeTomaso and designed to take part in the World Rally Championship for cars under 1,300 cc. With a 1.4 equivalence factor for forced induction engines, this meant that the downsized engine was classified as being of 1,296.4 cc. The 926R had a mid-mounted 926 cc twelve valve, twin-cam, turbocharged three-cylinder engine ("CE") – moving the rear wheels through a five-speed manual transmission and delivering 120 PS (88 kW). The 926R weighed 800 kg 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 Charade 926 Turbos built, with the same 926 cc engine producing 73 PS (54 kW).
Nonetheless, the second generation Daihatsu Charade did see some rally usage. The Swiss Daihatsu importer campaigned a Charade Turbo in their national Group A rally championship in 1985, with Florence L'Huillier as a driver.[13]
- South Africa
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 60 PS (44 kW), and either a four- or five-speed manual transmission was available.[14] These Charades were also exported to Italy to circumvent Italian laws hindering the import of Japanese cars.[15] South African assembly ended in 1985.
Third generation (G100,G102; 1987–1993)
| Third generation (G100,G102) | |
|---|---|
| File:1988-1991 Daihatsu Charade (G100) TS 3-door hatchback (2011-05-25) 01.jpg
1988–1991 Daihatsu Charade (G100) TS 3-door (Australia)
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| Overview | |
| Also called | Tianjin Xiali (China) |
| Production | 1987–1993 1988–2007 (China) |
| Assembly | Japan: Ikeda, Osaka China: Tianjin |
| Body and chassis | |
| Body style | 5-door hatchback 3-door hatchback 4-door sedan |
| Powertrain | |
| Engine | |
| Transmission | 4-speed manual 5-speed manual 3-speed automatic |
| Dimensions | |
| Wheelbase | 2,339.3 mm (92.1 in) |
| Length | Hatchback: 3,680.5 mm (144.9 in) Sedan: 4,053.8 mm (159.6 in) |
| Width | 1,615.4 mm (63.6 in) |
| Height | 1,384.3 mm (54.5 in) |
| Curb weight | 740–760 kg (1,630–1,680 lb) |
The third generation of the Daihatsu Charade (G100) debuted in 1987. With styling by Daihatsu chief stylist Hiroshi Aoki and colleague Hideyuki Ueda,[16] it originally shipped with a carburetted 1.0-litre three-cylinder engine (CB23), also available as a diesel and turbodiesel, or with a 1.3-litre four-cylinder with single carburetor (HC-C). Featuring fully independent suspension front and rear, either three-door or five-door hatchback body styles were originally offered. A 1.0-litre twin-cam fuel injected intercooled turbo (CB70/CB80), named GTti and delivering 105 PS (77 kW) JIS was later added, only available as a three-door hatch. Fuel injected versions of the 1.3-litre four-cylinder (HC-E) and three-cylinder (CB90) were later added. A four-door sedan was released with the 1.3-litre EFI engine in 1988. There were two different sport models available (both with G100S-FMVZ model codes), the GTti and the GTxx. Both versions are mechanically identical, but the GTxx 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.
The GTxx is much rarer than the GTti, mainly being sold in Japan, although some were exported and sold in other countries in small numbers. All GTxxs 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 CB80 ECU mapping, with CB70 cars quoted as producing 105 PS (77 kW) compared to the CB80's 101 PS (74 kW). This is probably down to the CB70 having the ignition timing mapped more advanced to suit the higher octane fuel used in Japan.
A slight facelift in 1991 gave the cars smoother style rear lights and reflector panel, a slightly longer tailgate top spoiler, and a revised interior trim with fabric also on the door trim panels. There was also a four-wheel drive version of the fuel injected 1.3-litre (90 PS or 66 kW HC-E engine, G112 chassis code) sold at home and also exported to a few countries, for example in Scandinavia and Switzerland.
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"[16] and attractive styling for the market segment,[16] perhaps because of its high price, few dealerships, rough-running three-cylinder, low performance (0-60 mph or 97 km/h in 15 seconds),[16] Toyota, which had recently procured a controlling interest in Daihatsu, withdrew all Daihatsu-badged cars from the US market. Sales for 1989 were 15,118. 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. The CES came with a 53 bhp (40 kW), 1.0-litre three-cylinder, fuel injected engine called the CB90. The other two variants were available with the standard CB90 or the more powerful 1.3-litre four-cylinder SOHC 16-valve fuel injected, all-aluminum HC-E engine. In 1990, the trim levels were reduced to just two, the SE (base) and more luxurious SX. 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.
In the Australian market, the GTti was unavailable and the turbocharged petrol Charade used the lower powered carbureted engine (CB60/61) from the previous generation.[10] However, quite a few GTtis and GTxxs have been imported from Japan and so do 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".[17]
The G100 Charade has been built by FAW Tianjin as the Tianjin Xiali from 1988 to 2007, replacing brief CKD production of the previous generation model there. Heavily facelifted versions with more modern Toyota engines are still available, as well as copied versions like the Huali and various Geely products such as the Haoqing and its derivatives.
Competition
In the UK, the GTti had a fairly successful rally career competing in the RAC Lombard Rally in 1989 and 1990 and was highly competitive in the Safari Rally. The GTti won class honours many times 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 forced into the same category as the 2.0-litre cars. The best result was in the 1993 Safari Rally, where Charade GTxx models finished fifth, sixth, and seventh overall.[18]
Fourth generation (G200; 1993–2000)
| Fourth generation (G200) | |
|---|---|
| File:Daihatsu Charade 4-door notchback sedan registered November 1995 1499cc.JPG
1994–1996 Daihatsu Charade GLXi sedan (UK)
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|
| Overview | |
| Also called | Daihatsu Valera (The Netherlands) |
| Production | 1993–2000 |
| Body and chassis | |
| Body style | 3/5-door hatchback 4-door sedan |
| Layout | Front-engine, front-wheel-drive / four-wheel drive |
| Powertrain | |
| Engine | 993 cc CB24 I3 (G202, Australia) 1.3 L I4 (G200) 1.5 L I4 (G203/213) 1.6 L I4 (G201) |
| Transmission | 5-speed manual 3-speed automatic 4-speed automatic |
| Dimensions | |
| Wheelbase | 2,339.3 mm (92.1 in) |
| Length | Hatchback: 3,680.5 mm (144.9 in) Sedan: 4,053.8 mm (159.6 in) |
| Width | 1,615.4 mm (63.6 in) |
| Height | 1,384.3 mm (54.5 in) |
The fourth generation was introduced in January 1993, again with hatchback and (later) sedan bodies. Being somewhat larger than the predecessor, the 1.0-litre engines were no longer offered in most markets, although the 1.0 remained available in Australia in the G202 Charade and also in Brazil due to a lower tax incidence for vehicles equipped with engines displacing less than 1.0-litre. 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 also available with hatchback bodywork. The diesel received the G213 chassis code, while all other models had codes in the G200 range. The diesel models were dropped in all markets where they had previously been available. An unusual version is the Australian market G202, which came equipped with the CB24 1.0-litre engine. The heads and emission hose layout are completely different from the earlier CB23. 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".[17]
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 Italian ex-racing driver Alessandro deTomaso (the previous owner of Innocenti, who had worked closely with Daihatsu), including a racing-derived camshaft, and was capable of 124 PS (91 kW) JIS in the Japanese market. The export version, simply called "GTi", was detuned to 105 PS (77 kW) DIN. De Tomaso also 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.
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.[19] Production ended in c. 2011.
Between 2011 and 2013, Daihatsu Europe brought the Thai- built Toyota Yaris (XP90) on the market as the Daihatsu Charade. This was the last Charade model introduced under the Daihatsu nameplate in Europe.
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1995-1998 Daihatsu Charade Centro (L500) MS 3-door hatchback 01.jpg1995–1998 Daihatsu Charade Centro <templatestyles src="Module:Hatnote/styles.css"></templatestyles>
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Daihatsu Charade EL - Flickr - mick - Lumix.jpg2003–2007 Daihatsu Charade <templatestyles src="Module:Hatnote/styles.css"></templatestyles>
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2007–2011 Daihatsu Charade <templatestyles src="Module:Hatnote/styles.css"></templatestyles> -
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References
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- ↑ 6.0 6.1 Lua error in package.lua at line 80: module 'strict' not found.
- ↑ 7.0 7.1 Lua error in package.lua at line 80: module 'strict' not found.
- ↑ 8.0 8.1 Lua error in package.lua at line 80: module 'strict' not found.
- ↑ 9.0 9.1 Lua error in package.lua at line 80: module 'strict' not found.
- ↑ 10.0 10.1 Lua error in package.lua at line 80: module 'strict' not found.
- ↑ W. Varela R., p. 7
- ↑ Lua error in package.lua at line 80: module 'strict' not found.
- ↑ Lua error in package.lua at line 80: module 'strict' not found.
- ↑ Tutte le Auto del Mondo 1985, pp. 30–31
- ↑ Lua error in package.lua at line 80: module 'strict' not found.
- ↑ 16.0 16.1 16.2 16.3 Lua error in package.lua at line 80: module 'strict' not found.
- ↑ 17.0 17.1 Lua error in package.lua at line 80: module 'strict' not found.
- ↑ Lua error in package.lua at line 80: module 'strict' not found.
- ↑ Lua error in package.lua at line 80: module 'strict' not found.
External links
Media related to Lua error in package.lua at line 80: module 'strict' not found. at Wikimedia Commons
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