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<title><![CDATA[Yahoo! rss_cars : Daihatsu]]></title>
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<title><![CDATA[Daihatsu Sirion 1.5 SX : LEFT FIELD, RIGHT ON THE MONEY]]></title>
<description><![CDATA[Car And Driving - The Daihatsu Sirion probably isnt the most obvious supermini choice, but in 1.5-litre guise it has a lot going for it. Andy Enright reportsSometimes the obvious choices arent always the most rewarding. Yes, there is an element of meritocracy that makes a best selling car, but is it outweighed by the depressing feeling that youre following an extremely well-worn tyre track? If that is indeed the case, the next option is to search for an alternative thats a bit different but which wont punish you financially nor be obviously off the pace. The Daihatsu Sirion is just that car and in 1.5-litre SX guise, its punchier than the class average too. The Sirion has had quite a big job to do, having been given the task of replacing two car ranges. Not only did it pension off the old Sirion, but the latest car also had to cover for the YRV which bit the bullet. Marketed in Japan as both the Daihatsu Boon and the Toyota Passo, the Sirion has already got off to a sharp start. Since Daihatsu is part owned by Toyota, it has access to a huge amount of know-how when it comes to small cars. Not that the marque lacks anything in pedigree itself having been selling cars in the UK since 1964 longer than any other Japanese manufacturer. Driving a Sirion feels as if youve stumbled onto a secret that other supermini buyers arent privy to. While its resolutely modern in all the regards that matter, there remains an effervescent liveliness to it that seems to have been engineered out of many of its rivals, buried beneath layers of sound deadening and heavyweight materials. That lack of inertia gives the Sirion real get up and go and although the 1. 5-litre engine only generates 102bhp, itll still sling the Sirion SX to 60mph in 9.8 seconds and on to a top speed of 109mph. Peak power arrives at 6,000rpm, so youll need to give the throttle pedal some aggro to extract the best of the Sirions performance but there is some low down torque thanks to Daihattsus Dynamic Variable Valve Timing system. Handling is sharp with quick steering helping the Sirion to an almost neurotic ability to change direction. Roll resistance is better than the class average although the brakes and gearchange can be bettered elsewhere. The fitment of stability control adds a welcome safety net to the cars handling repertoire, braking each wheel individually to prevent a loss of traction and to help correct an incipient skid."Driving a Sirion feels as if youve stumbled onto a secret that other supermini buyers arent privy to."The truncated nose and nicely contoured rear wheelarch and rear wing combination are redolent of the sharply-styled Mitsubishi, although the front grille is a little anonymous. The front end of the car has been designed to do well in pedestrian safety tests, the deformable bumper and nose cone section and ample space below the domed bonnet being a whole lot friendlier than many rivals. Front, side and curtain airbags are standard on all models, as are ISOFIX child seat fixings in the outer rear seats and a trio of three-point seat belts in the rear. Anti-lock brakes with electronic brakeforce distribution are also included. Theres certainly no shortage of headroom inside the Sirion. Six footers should find no issues in either the front or the rear and legroom is also surprisingly good. Its even possible to adjust the rake of the rear backrest. Naturally this abundance of cabin space comes at a price and rear luggage space isnt the best. Like most modern superminis, the Sirion features a multitude of cup holders, stowage spaces, trays and cubbies and it also includes a split level glove box, neither compartment yielding much in the way of useable space. Rather surprisingly, the seats are firmer than youd expect and give good support, even to broad-shouldered drivers. To date, the Sirion has campaigned with either an 87bhp 1.3-litre, developed from a unit shared by the previous Sirion and indeed, the Toyota Yaris - or the entry-level engine which is a 1. 0-litre three-cylinder unit that punches above its 69bhp weight. The addition of the 1.5-litre powerplant in SX trim moves the range a little further upmarket but Daihatsu has been realistic about the limits of this cars badge equity and kept the price sensible at £9,495 on the road. This means it undercuts cars like the 86bhp Mazda2 1. 3, the 1.2-litre Vauxhall Corsa and the 1.2-litre Renault Clio. Although these cars are bigger, the Sirion counters with more engine. Its also very well equipped, a consequence of buying a range-topping car rather than one at the foot of its line up. Expect to find stability control, alloy wheels, air conditioning, electric windows all round, twin front and side airbags, a CD stereo and remote central locking. Theres also a rev counter, an LCD info panel on the speedometer that shows current and average fuel consumption plus an auxiliary input for your iPod. Add to that a deep front spoiler, front fog lights, side skirts and a tail spoiler and the package looks very competitive, Fuel economy is strong with the Sirion 1. 5 SX able to return 54.3mpg on the extra urban cycle, which is manufacturer jargon for typical A-road driving. Specify the car with an automatic gearbox and that figure drops to 51.4mpg which is still hardly ruinous. The auto box tacks another £800 onto the price and is really only worth it if much of your driving involves schlepping along through city snarl ups. You should see around 36 per cent of your initial investment back three years down the road if you choose to resell the car. This is the one area where Daihatsus poor product recognition will hurt the buyer, this figure being far worse than a Mazda2 or even a Mitsubishi Colt. Insurance is unlikely to be too steep, with the Sirion being rated a very safe bet and unlikely to draw the wrong sort of attention. Security is also well rated. Going determinedly against the flow has to have a caveat somewhere but in the case of the Daihatsu Sirion 1.5 SX its easy to argue that the benefits outweigh the costs. Its important to go into buying any car with your eyes open and factoring in the Sirions modest residual value will enable you to compare it with rather more boring rivals that will nevertheless cling onto their value a bit better. As with anything else, weighing the cost of this transaction will enable you to come to a decision as to whether the Sirion represents a decent value proposition. Much will depend on how much you actually enjoy driving. If a car is little other than a motorised shopping trolley, look elsewhere. If youd rather have something that will paint a grin on your face as soon as you turn the key, the Daihatsu Sirion 1. 5SX is money very well spent.FACTS AT A GLANCE CAR: Daihatsu Sirion 1.5 SX PRICES: £9,495 - on the road INSURANCE GROUP: 7 [est] CO2 EMISSIONS: 142g/km [est] PERFORMANCE: Max Speed 109mph / 0-60mph 9.8s FUEL CONSUMPTION:(extra urban) 54.3mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS, EBD, stability control WILL IT FIT IN YOUR GARAGE ?: Length 3600mm/Width1665mm/Height1550mm]]></description>
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<pubDate>Fri, 23 Nov 2007 16:57:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Sirion Range : SUITS YOU, SIR]]></title>
<description><![CDATA[Car And Driving - Though cheap to buy and to run, Daihatsus Sirion may need more to convince British buyers. Andy Enright reportsDriving a Daihatsu Sirion gives a firm two-finger salute to the supermini establishment. After all, heres a car with virtually no image whatsoever. For a brief period in the late nineties, luridly coloured green and orange Sirions were trendy in big metropolitan areas, beloved by those with a yen for Japanese esoterica, but otherwise the car has stayed firmly under the mainstream radar.Two engines are offered and one of them, the 87bhp 1.3-litre, has been developed from a unit shared by the previous Sirion and indeed, the Toyota Yaris. The entry-level engine is a 1.0-litre three-cylinder unit that punches above its 69bhp weight. There are a number of technical highlights including an innovative catalytic converter fitted to the 1.3-litre car that self-regenerates, redepositing rather than eroding its palladium molecules. Prices start at £7,455 and there are three trim levels on offer S, SE and SX. All models have ABS with EBD, air-conditioning, driver, passenger and side airbags, radio/CD player, four electric windows, remote central-locking and electric power-steering tuned for feel. The Sirion has quite a big job to do, replacing as it does two car ranges. Not only does it pension off the old Sirion, but the latest car has to cover for the YRV which bites the bullet. Marketed in Japan as both the Daihatsu Boon and the Toyota Passo, the Sirion has already got off to a sharp start. Since Daihatsu are part owned by Toyota, they have access to a huge amount of know-how when it comes to small cars. Not that they lack anything in pedigree having been selling cars in the UK since 1964 longer than any other Japanese manufacturer."The latest Sirion is markedly less left field than its quirky predecessor"Obvious rivals include the Honda Jazz, the Fiat Panda and the Mitsubishi Colt, the latter of which the Sirion most closely appears. The truncated nose and nicely contoured rear wheelarch and rear wing combination are redolent of the sharply-styled Mitsubishi, although the front grille is a little anonymous. Prices look competitive, with the new model undercutting the old car by a couple of hundred pounds. Unlike the old Sirion, we dont get exotic all-wheel drive models just yet. There is some evidence of cost cutting in the materials used inside the Sirion and if youre used to, say, a SEAT Ibiza, some of the plastics used will seem a little low rent. The counterpoint to this is that the dash is far more adventurously styled with a silver centre console and a quirky cowled fascia pod. If you opt for a model with a rev counter, this clips to the outside of the binnacle rather like the aftermarket turbo boost gauges seen on Japanese evo cars. This funkiness; gives the Sirion a fun feel, even if its no great shakes when it comes to handling. If you can operate a payphone, you should have no difficulty with the Sirion. No, scrub that. Ive been into some payphones that are a whole lot trickier to figure out than a Sirion. All the controls are legibly marked, the steering is light and the ride is surprisingly supple for a small car. The manual gearbox probably isnt as direct as it could be and the windscreen pillars can be intrusive when negotiating tight roundabouts but other than that this is an extremely easy car to drive. Performance from the 1.0-litre engine is best described as unhurried, the 69bhp unit getting the Sirion to 60mph in 13.6 seconds and on to a top speed of 99mph. The off-beat three-cylinder thrum is deeper and more characterful than the rather anodyne engine note of the 1.3-litre model and for that reason alone, it would be my pick. The fuel consumption is not to be sniffed at either, the 1.0-litre managing a combined total off 56. 5 miles per gallon. Carbon dioxide emissions are pegged at a lowly 118g/km. Trade up to the 1.3-litre model and you also get the option of a four-speed automatic. Unless 90 per cent of your driving is in stop/start city traffic, wed stick to the manual car. The automatic tends to hang onto gears in a manner that could well set your teeth on edge and doesnt make for a very relaxing experience. Performance of the manual car is respectable, getting to 60mph in 11 seconds and on to a top speed of 106mph, but this car isnt about speed. Its a little bit better acclimatised to open road driving than the three-cylinder model and the fuel consumption of 48. 7mpg and the emissions of 137g/km arent too far behind either. The front end of the car has been designed to do well in pedestrian safety tests, the deformable bumper and nose cone section and ample space below the domed bonnet being a whole lot friendlier than many rivals. Front, side and curtain airbags are standard on all models, ISOFIX child seat fixings in the outer rear seats and a trio of three-point seat belts in the rear. Anti-lock brakes with electronic brakeforce distribution are also included,. Theres certainly no shortage of headroom inside the Sirion. Six footers should find no issues in either the front or the rear and legroom is also surprisingly good. Its even possible to adjust the rake of the rear backrest. Naturally this abundance of cabin space comes at a price and rear luggage space isnt the best. Like most modern superminis, the Sirion features a multitude of cup holders, stowage spaces, trays and cubbies and it also includes a split level glovebox, neither compartment yielding much in the way of useable space. Rather surprisingly, the seats are firmer than youd expect and give good support, even to broad shouldered drivers. It wont take too much to make the latest Sirion more successful than its predecessor. Eclipsing sales of both the old Sirion and the YRV should be easily within this cars compass although squaring up to big hitters like the Honda Jazz and the Fiat Panda is an altogether tougher task. By most objective measures the Sirion will struggle, but there are those who appreciate its individuality, its fresh design and its willing engines.FACTS AT A GLANCE CAR: Daihatsu Sirion range PRICES: £7,455-£9,305 - on the road INSURANCE GROUPS: 4-6 CO2 EMISSIONS: 118-137g/km PERFORMANCE: [1.3] Max Speed 106mph / 0-60mph 10.9s FUEL CONSUMPTION: [1.0](combined) 56.5mpg STANDARD SAFETY FEATURES: Twin front, side airbags, ABS, EBD WILL IT FIT IN YOUR GARAGE ?: Length 3600mm/Width1665mm/Height1550mm]]></description>
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<pubDate>Fri, 07 Sep 2007 18:44:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Sirion Centenary Limited Edition : A CELEBRATION WORTH HAVING]]></title>
<description><![CDATA[Car And Driving - Daihatsus Sirion Centenary Limited Edition offers a lot of car for less than £7,500, thinks Jonathan CrouchIf youre thinking of buying a new supermini, then youre probably not thinking about buying a Daihatsu Sirion. But then again, youre also probably not thinking of spending £7,395.If you did budget that kind of amount and, by some chance, found a dealer prepared to sell you a new supermini (rather than a tiny Ford Ka-sized citycar) for around that price, then you wouldnt expect it to come with much kit. Certainly not things like ABS, alloy wheels, electric mirrors, drivers seat height adjustment, a CD player, all-round electric windows, twin front and side airbags and remote central locking. If that little list tied into the sub-£7,500 price I mentioned earlier has got your attention, then you need to know about Daihatsus Sirion Centenary limited edition which, as youve probably guessed by now, includes all the aforementioned features for the aforementioned price. Thats £60 less than the car on which this variant is based, the 1. 0S, which comes without the metallic paint, alloy wheels, electric mirrors and drivers seat height adjustment. Appropriately, given the Centenary theme, 100 Sirion Centenary models will be offered for sale in the UK, alongside a further 100 Centenary versions of the marques Terios compact 4x4 which benefits from similar equipment upgrades. The Centenary designation refers to the fact that Daihatsu is, this year, 100 years old. Actually, strictly speaking, it isnt. It was this marques forerunner, the Hatsudoki Seizo Company Limited, that was founded in 1907 to manufacture internal combustion engines. Still, lets not split hairs. The Hatsudoki organisations first truck was produced in 1919 and a range of three-wheeled vehicles introduced in 1930, followed by the mid-sized four-wheeled car the FA in 1937. In May 1965 Daihatsu became the first Japanese manufacturer to export to Britain with the 797 cc Compagno Berlina. This exact car is now owned by Daihatsu Vehicle Distributors Limited and regularly takes part in classic car rallies and dealer events."For urban-based buyers, its well worth adding this model to your shopping list"Under the bonnet of this Sirion beats a 1.0-litre three-cylinder unit that punches above its 69bhp weight. That said, performance is still best described as unhurried, the 69bhp unit getting the car to 60mph in 13.6 seconds and on to a top speed of 99mph. The off-beat three-cylinder thrum is deeper and more characterful than the rather anodyne engine note of pricier 1.3-litre Sirion models and for that reason alone, it would be my pick, even though the volume of the engine note can get annoying on longer runs. The fuel consumption is not to be sniffed at, the 1.0-litre managing a combined total off 56. 5 miles per gallon. Carbon dioxide emissions are pegged at a lowly 118g/km. Obvious rivals, nearly all of which cost more, include the Honda Jazz, the Fiat Panda and the Mitsubishi Colt, the latter of which the Sirion most closely appears. The truncated nose and nicely contoured rear wheelarch and rear wing combination are redolent of the sharply-styled Mitsubishi, although the front grille is a little anonymous. It is worth pointing out however, that you can also buy the Sirions design in the UK badged as the Perodua Myvi for £500 less and equipped with the larger 1.3-litre petrol engine used in pricier Sirions. However, you wont match the Sirion Centenarys equipment tally, model for model, and youll have to put up with a much smaller dealer network. There is some evidence of cost cutting in the materials used inside the Sirion and if youre used to, say, a SEAT Ibiza, some of the plastics used will seem a little low rent. The counterpoint to this is that the dash is far more adventurously styled with a silver centre console and a quirky cowled fascia pod. If you can operate a payphone, you should have no difficulty with the Sirion. No, scrub that. Ive been into some payphones that are a whole lot trickier to figure out than a Sirion. All the controls are legibly marked, the steering is light and the ride is surprisingly supple for a small car. The manual gearbox probably isnt as direct as it could be and the windscreen pillars can be intrusive when negotiating tight roundabouts but other than that this is an extremely easy car to drive. The front end of the car has been designed to do well in pedestrian safety tests, the deformable bumper and nose cone section and ample space below the domed bonnet being a whole lot friendlier than many rivals. Theres certainly no shortage of headroom inside the Sirion. Six footers should find no issues in either the front or the rear and legroom is also surprisingly good. Its even possible to adjust the rake of the rear backrest. Naturally this abundance of cabin space comes at a price and rear luggage space isnt the best. Like most modern superminis, the Sirion features a multitude of cup holders, stowage spaces, trays and cubbies and it also includes a split level glovebox, neither compartment yielding much in the way of useable space. Rather surprisingly, the seats are firmer than youd expect and give good support, even to broad shouldered drivers. Cars like the Sirion Centenary show just how much value there is to be found if you opt not to go for a typical supermini and take the time to widen your search. For urban-based buyers, its well worth adding this to your shopping list.FACTS AT A GLANCE CAR: Daihatsu Sirion Centenary PRICE: £7,395 - on the road INSURANCE GROUP: 4 CO2 EMISSIONS: 118g/km PERFORMANCE: Max Speed 99mph / 0-60mph 13.6s FUEL CONSUMPTION: (combined) 56.5mpg STANDARD SAFETY FEATURES: Twin front, side airbags, ABS, EBD WILL IT FIT IN YOUR GARAGE ?: Length 3600mm/Width1665mm/Height1550mm]]></description>
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<pubDate>Fri, 07 Sep 2007 18:05:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Sirion1.3 SX : SX SELLS]]></title>
<description><![CDATA[Car And Driving - Its Not The Quickest Little Runabout You Can Buy But Daihatsus Sirion 1.3 SX Still Delivers Affordable Fun Behind The Wheel. Steve Walker ReportsYou dont have to cast your mind back to the lunatic and less than succinctly titled Cuore Avanzato TR-XX R4 to name a Daihatsu that could entertain its driver. The diminutive citycar diverted power from its fizzing 0.7-litre turbocharged and intercooled engine to all four wheels for a driving experience that certainly blew the cobwebs away but more recent Daihatsus have also proved great fun. The Copen roadster and the Charade citycar may be small but theyre well capable of putting a big grin on your face, as is the Sirion 1. 3 SX - a supermini endowed with more of the Japanese marques trademark effervescence.Straight line speed is not the point here and its a good thing too. Daihatsu builds small cars with small engines and there isnt one available that can get you to 60mph from a standing start in much less than 11 seconds. The Cuore Avanzatos 8.5-second 0-60mph showing is light-years away from the current crop of models, many of which feel like they would be roundly trounced in a race to motorway speed by an LDV Maxus panel van. No, the fun factor in Daihatsu products comes from the nippiness of the free-revving engines up to 20 or 30mph facilitated by the cars lightweight construction. Then theres the nimble handling, often accompanied by a little too much body-roll and a lack of front end grip which make it all feel considerably quicker than it actually is. The Sirion conforms broadly to this formula and in SX form, it plays the sporting card more vigorously thanks to a range of additional features. The Sirion was already a distinctive and pleasantly-styled small car but one thats a little out of the ordinary and a less obvious choice than some rivals. The SX model gives an extra edge to the exterior appearance with a body kit including a deep front spoiler, side skirts and a rear spoiler mounted above the tailgate. Front fog lights also feature and special SX side decals in front of the rear wheel arches round things off. Paint options range from plain old Red, through Black Mica to Silver Mist."The SX special edition adds a younger, sportier dimension to the range"Equipment levels look strong for a sub £9,500 supermini. They run to alloy wheels, air-conditioning, electric windows, four airbags, a CD stereo and remote central locking. Quality around the cabin is generally good, the fixtures and fittings putting many people in mind of the Aygo citycar from Daihatsus parent company Toyota. Indeed they should: the Sirion shares quite a bit with the Aygo, which itself is broadly identical to Citroens C1 and Peugeots 107. Its bigger than all three of these cars, however, with a more spacious interior and superior practicality. The SX uses the larger of the Sirions two engines, the 86bhp 1.3-litre powerplant. It would be wrong to expect fireworks at the merest press of the throttle but the unit delivers feisty, free-revving performance and, more importantly, impressively low running costs. The 0-60mph sprint is dispatched in 10.9 seconds and theres a 106mph top speed, both of which should be more than adequate for buyers who do the lions share of their driving around town. Fuel economy of 49mpg on the combined cycle and 59mpg out on the open road are outstanding and the 137g/km emissions figure means the taxation burden is a small one. Its crucial for a cheap, sporty-looking supermini to have a low insurance grouping so that the kind of younger driver who will be attracted to the car can afford to insure it. With a group 6 rating, the Sirion SX wont break the bank. There is some evidence of cost cutting in the materials used inside the Sirion and if youre used to, say, a SEAT Ibiza, some of the plastics will seem a little low rent. The counterpoint to this is that the dash is far more adventurously styled with a silver centre console and a quirky cowled fascia pod. The rev counter on the SX clips to the outside of the binnacle rather like the aftermarket turbo boost gauges seen on Japanese evo cars. This funkiness gives the Sirion a fun feel, even if its no great shakes when it comes to handling. If you can operate a payphone, you should have no difficulty with the Sirion. No, scrub that. Ive been into some payphones that are a whole lot trickier to figure out than a Sirion. All the controls are legibly marked, the steering is light and the ride is surprisingly supple for a small car. The manual gearbox probably isnt as direct as it could be and the windscreen pillars can be intrusive when negotiating tight roundabouts but other than that this is an extremely easy car to drive. The front end of the car has been designed to do well in pedestrian safety tests, the deformable bumper and nose cone section and ample space below the domed bonnet being a whole lot friendlier than many rivals. Front, side and curtain airbags are standard on all models, ISOFIX child seat fixings in the outer rear seats and a trio of three-point seat belts in the rear. Anti-lock brakes with electronic brakeforce distribution are also included,. Theres certainly no shortage of headroom inside the Sirion. Six footers should find no issues in either the front or the rear and legroom is also surprisingly good. Its even possible to adjust the rake of the rear backrest. Naturally this abundance of cabin space comes at a price and rear luggage space isnt the best. Like most modern superminis, the Sirion features a multitude of cup holders, stowage spaces, trays and cubbies and it also includes a split level glovebox, neither compartment yielding much in the way of useable space. Rather surprisingly, the seats are firmer than youd expect and give good support, even to broad shouldered drivers. The Sirion is a great little car, well-built, practical and affordable. The 1.3 SX adds a younger, sportier dimension to the range and has the potential to open up the little Daihatsu to a whole new group of buyers. Heres living proof that when it comes to driving, fun doesnt have to be fast. FACTS AT A GLANCE CAR: Daihatsu Sirion 1.3 SX PRICE: £9,305 - on the road INSURANCE GROUP: 6 CO2 EMISSIONS: 137g/km PERFORMANCE: Max Speed 106mph / 0-60mph 10.9s FUEL CONSUMPTION: (combined) 49mpg STANDARD SAFETY FEATURES: Twin front, side airbags, ABS, EBD WILL IT FIT IN YOUR GARAGE ?: Length 3600mm/Width1665mm/Height1550mm]]></description>
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<pubDate>Fri, 07 Sep 2007 17:34:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Charade : NO MORE GAMES]]></title>
<description><![CDATA[Car And Driving - Daihatsu Have Gone For The City Car Sectors Jugular With Their Latest Charade. Vanessa Hinkley Comes Away ImpressedI suppose it betrays my age and suburban television habits somewhat, but whenever I see a Daihatsu Charade, I cant help but think of Lionel Blair frantically mugging, gurning and prancing about in Give Us A Clue, the televised charades game of yore. While this may have been a successful formula for cheap television, for many years Daihatsu couldnt buy a clue when it came to cracking the UK cheap car market. Their wares were just too weird, too frumpy and just too Japanese. Their latest range of cars is a good deal more dynamic and the latest Charade looks set to be the most successful to date. Many have raved over its value proposition, its competitive equipment levels and the fact that it is genuinely good fun to drive. When I first took a good walk around the car I was greeted with an unobtrusively styled city tot that looked very much like a shrunken Honda Jazz. If youre looking to make a definitive fashion statement, the Charade isnt going to appeal, but as a neat, modern city car it looks the part. I certainly wouldnt object. Recent enhancements include air-conditioning as standard equipment, new interior trim and front seats that have been lengthened by 30 mm for improved support. Also included is the front grille and bumper, while the suspension has been thoroughly revised with a front anti-roll bar and retuned dampers to reduce body roll and sharpen handling. To further improve the Charades strong braking performance, the front discs are now ventilated. Safety features include twin airbags (with side bags on the SL), height adjustable seat belts that feature force limiters and pretensioners, side impact bars and Daihatsus impact-sensing release system. During a collision, this unlocks the doors, illuminates the interior lights and activates the hazard warning lights. Pedestrian safety hasnt been ignored either, and the engine compartment has been designed to allow it to absorb energy, the windscreen wiper pivots and bonnet hinges both being designed with shock absorbing spaces behind them. The Charade must also be applauded for upholding the tradition of wacky Japanese translations. Its a car that really does go that extra mile to please. Every time you turn the ignition on, the instrument display reads "HELLO, HAPPY" which brings to mind the film Happy Gilmore which features a golfer prone to fits of irrational violence. When you switch off, the display flashes up "SEE YOU GOODBYE." How sweet. A great deal of thought has gone into making the Charade as user-friendly as possible. The front seat height of 480mm is said to closely match most peoples hip height to ease entry and exit although whether these people were Japanese or British is not clear. The doors open at right angles to the car, making entry and exit easy for those laden down with shopping or those who arent as agile as they once were. The height adjustable steering wheel and front seatbelts also ensure a comfortable driving position.Anybody who drove the old sporty Daihatsu Sirion Rally cant fail to have been impressed by the meaty feel of the gearchange, and the Charade adopts the same materials used in the bushings and the same springs to give a similarly substantial feel to the manual shifter. Likewise, the speed-sensitive power steering also offers plenty of feel once the cars rolling, being feather light for parking manoeuvres. The firm feel to the steering and gearbox, the surprising refinement and the abundance of room in the cabin all serve to give the impression that the Charade is operating in a class above its citycar station. The 58 horsepower available can punt the Charade to 60mph in 12 seconds and on to a top speed that knocks on the door of 100mph. An automatic version is available, but can only really be recommended if you plan to use it as a second urban scoot. Fuel economy is a beneficiary of the low weight/low drag approach. An outstanding fuel return of 58.9mpg makes the Charade amongst the most economical cars its possible to buy in the UK and the 114g/km emissions figure also takes some beating. Urban handling is very well resolved, especially as power steering is standard across the range. Parking is a cinch though you wonder if you should bother, or just stow the car away in your bag until needed again later!This is where the Charade really scores. The 3-door model costs a scarcely believable £6,460 and the 5-door only will only command £6,960 of your folding.At these prices, I expect Id quite happily be able to live with two or three. There arent that many bargains in the UK car market but this is one of them. Buy now before Daihatsu realise theyve committed a howler with their pricing policy.]]></description>
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<pubDate>Fri, 22 Jun 2007 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Materia : MATERIA WITNESS]]></title>
<description><![CDATA[Car And Driving - Taking design inspiration from the package your new dishwasher came in is always a risk but the people behind Daihatsus Materia might be on to something. Steve Walker thinks inside the boxThe Daihatsu Materia uses its square styling to the max in offering a spacious interior with plenty of practicality. Theres some nice detailing as well and although youre in no danger of being blown away by the performance or the economy, its a fun and highly individual choice.For some time now, the people who design our small cars have been embroiled in an ongoing quest for the most space-efficient shape possible. Of course, we already know what that shape is. Nothing maximises roominess on the inside while keeping dimensions manageable on the outside quite like our old friend the box. The only snag is that nobody really wants to drive around in one. Over recent years, weve seen overhangs shrink and rooflines rise as citycars and small MPVs gradually evolve in boxy directions but with its Materia, Daihatsu may have gone further towards the inevitable than any marque before it. Is it really hip to be square? The Materia arrives on these shores with some history behind it. Its the second generation of a vehicle that had been on sale in Japan badged as a Toyota and in the United States under Toyotas youth-orientated Scion brand. Daihatsu is a Toyota-owned company these days and the Japanese also have a Daihatsu-badged version but where we know ours as the Materia, they call theirs the Coo. Whatever you want to call it, theres no doubt that the Materia is an unusual sight for UK eyes with nothing looking quite like it having made it over here through official channels as yet. Nissan threatened to import their aptly-named Cube which follows similar visual themes and if the Materia strikes a chord with buyers, who knows? They certainly fit neatly into the shipping containers."Is it really hip to be square?"Daihatsus links to Toyota loom large yet again in the Materias engine bay where youll find the 1.5-litre variable valve timing petrol engine thats also seen service in the Toyota Yaris as well as Daihatsus own Terios. The unit develops its maximum 102bhp at 6,000rpm and peak torque of 131Nm at 4,400rpm. It all means that, in common with most variable valve timing petrol engines, the Materias installation gives its best in the upper reaches of the rev-range. At lower engine speeds, expect good refinement and a smooth delivery of what power there is but no fireworks. The 0-60mph sprint will take 10.8s in the five-speed manual car or 13.7s if you opt for the four-speed automatic. Theres also a 106mph top speed. The Materias handling characteristics have been tweaked for European tastes with the addition of a front anti-roll bar that the Japanese market manages without and firmer suspension. At the rear, theres a semi-independent torsion beam set-up and the steering is through a rack and pinion system with hydraulic assistance. The stubby nose helps deliver a tight 9. 8m turning circle. Daihatsu claims that the vehicle has established a cultfollowing in the markets where its offered for sale and its easy to see how it might. The squared-off lines and dramatically flared wheelarches are extremely distinctive with the car maintaining a low, ground-hugging stance despite being taller than supermini MPV rivals like Vauxhalls Meriva and Renaults Modus. The squat look is further enhanced by the narrow glasshouse and the high window line that rises up towards the rear of the car. Recent Daihatsu products have ditched the traditional wafer thin plastics and cheap detailing of a budget Asian brand in favour of Toyota-sourced switchgear and sturdy build quality. The Materia continues the theme with a classy look and feel to its cabin which, incidentally, is as spacious as the boxy exterior would suggest. The rear bench slides fore or aft adjusting the ratio of rear legroom to boot space and at the back, the load floor is flush with the tailgate so hefty objects can be easily slid inside. Entries and exits are made simple by the deep door openings and there are some impressive detail touches about the cabin including the liquid black finish of the plastic stereo surround and the spooky blue illumination of the armrests in the front doors. With one engine and one trim level, choosing your Materia should present few problems. The Car retails at £10,995 with the manual gearbox or £800 more with the automatic that might find favour amongst city drivers. In its other markets, the car has been marketed at younger buyers looking for the extra practicality and space that a supermini MPV yields over a standard supermini but without the frumpy image. The Materia seems to fill the role well and although it may be destined to live out its life as a niche market product over here, it definitely brings something fresh to this rather staid market sector. Theres only one factory option on the Materia (metallic paint for £325) but standard equipment levels leave very little to the imagination when you remember that were talking about an £11,000 car. Theres air-conditioning, a CD stereo with MP3 compatibility, remote central locking, a split folding rear seat, alloy wheels and front fog lamps. Safety kit includes twin front and side airbags as well as ABS with EBD. The combined cycle fuel economy of the Materia is nothing to write home about, the 1. 5-litre petrol engine recording just over 39mpg when mated to the manual gearbox and just under 38mpg when specified in conjunction with the auto box. Weve been conditioned to expect headline grabbing economy figures from small diesel engines in the supermini-MPV sector and the Materias lack of a diesel option may put some buyers off. CO2 emissions of 169g/km are also fairly average. The Materias unorthodox styling and relative exclusivity should stop it from depreciating too violently as should Toyotas influence on the build quality and reliability fronts. All models come with Daihatsus standard three-year unlimited mileage warranty. The supermini MPV sector doesnt usually give us much to get excited about, populated as it is by supermini-based vehicles boasting a smidgeon of extra practicality. Vauxhalls faintly ridiculous Meriva VXR performance model or Peugeots 1007 with its sliding doors were about as lively as this category of vehicles got before the Materia came along. Theres no doubt that the way it looks will repel as many punters as it entices but if youre one of those who rather likes the box-based styling, youll find a well-built, spacious and good value small car lurking beneath. A diesel engine would have been nice for the improved economy and extra muscle but the petrol keeps the upfront cost down and it will do an adequate job for families in our congested urban areas. The cult following that Daihatsu says the vehicle achieved in America and its home market is probably the best that the Materia can hope for here but thats better than no following at all and whos to say that it wont catch on more forcefully, encouraging other manufacturers to consider the undoubted merits of the box.FACTS AT A GLANCE CAR: Daihatsu Materia PRICE: £10,995 on the road INSURANCE GROUP: 3 [est] CO2 EMISSIONS: 169g/km PERFORMANCE: 0-60mph 10.8s / Max Speed 106mph FUEL CONSUMPTION: (combined) 39.2mpg STANDARD SAFETY FEATURES: Twin front, side airbags, ABS, EBD WILL IT FIT IN YOUR GARAGE ?: Length/Width/Heightmm 3800/1690/1635]]></description>
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<pubDate>Tue, 19 Jun 2007 10:59:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Copen : COPEN SEASON]]></title>
<description><![CDATA[Car And Driving - Now packing 1.3-litre power, Daihatsus Copen roadster offers great value and a unique personality but is it your cup of tea? Steve Walker reportsIts rare for a mass-produced car to come along and offer something genuinely unique in the marketplace and those that do dont generally stay unique for very long. Rival marques are always quick to jump on any bandwagon that looks like it could be a goer and thats what makes Daihatsus Copen an interesting case study. There was nothing quite like the Copen when it arrived in 2003 and theres nothing quite like it now. Sales of the little roadster have never been spectacular but with 1. 3-litre power, the Copen looks better equipped to make an impact.The flat refusal by other manufacturers to follow Daihatsu down the trail they blazed with the Copen could be taken in a number of ways but the fact remains that if youre after a tiny sportscar with a folding hard-top roof and a small economical engine, your options are limited to one. The Copen was developed in Japan where the Kei-car regulations offer tax and insurance benefits to vehicles below a specific size and engine capacity but it was reengineered to meet European legislation and offered for sale in the UK. The Copen originally arrived on these shores with the 660cc turbocharged engine that it needed to creep under the Kei-car regulations in Daihatsus home market. It only had 63bhp but it revved all the way up to 8,500rpm and it made the Copen quite a hoot to drive. With a low-slung seating position and less than optimum chassis rigidity that was highlighted with the roof down, it was one of those cars that made it feel like you were going a lot faster than you actually were. Todays Copen has a 1.3-litre petrol engine which is less highly stressed for improved fuel economy and lower exhaust emissions. Its also more powerful with an 86bhp output at 6,000rpm and quicker, with 0-60mph taken care of in 9. 5 seconds instead of 11.7 seconds in old car."The 1.3-litre engine may not have the maniac zing of the original turbo unit but it makes more sense for the UK marketplace"As long as you dont lever yourself into the Copen expecting a veritable feast of finely honed driving dynamics, youll enjoy it. The power steering is direct and accurate while body roll is well contained through the corners, giving you the confidence to press on. The suspension is firm and can become tiresome over poorly surfaced roads but its adequate on the flat. The amount of flex in the cars chassis increases when you pop the hood down but wind in your hair and the engine buzzing in your ears is still the way to enjoy this car. Having said that, the Copens size, short overhangs and nimble handling make it a good companion for urban driving where a whole Range of creative parking opportunities open themselves up the car is less than 3.5m long after all. The roof is the Copens party piece and the car looks good with the hardtop folded or deployed. Fabricated from aluminium, its a lightweight structure and it flips neatly up and down, courtesy of a series of electric motors, in 25 seconds. There are two catches on the header rail to flip and then a dash-mounted button does the rest. Whats more, a proper metal roof makes a lot of sense in the city, proving a less tempting target for knife-wielding idiots. The interior is nicely, if a little unadventurously, styled and features a compartment behind the seats for odds and ends. Otherwise, the boot space is briefcase-sized, due to the fact that the roof cassette impinges into the luggage bay. If you commit to driving with the roof up, youll achieve more room. The curvy, retro styling of the Copen is always going to divide opinion. Lets just say that it isnt particularly macho and leave it at that. Owners absolutely love the way the Copen looks and thats despite them having to shoulder the odd Noddy jibe hurled in their direction. This Toytown factor should always be considered before you specify your Copen in Yellow or offer a lift to friends who could be considered over-endowed in the ear department. The Copens £10,995 price point immediately sets it apart from every other folding hard-top car on the market. Before the 1.3-litre engine was installed, the Copen was over £2,000 more expensive so now, for the sort of money that would get you a modestly specified supermini, it looks a significant bargain. Standard equipment includes air-conditioning, electric windows, electric mirrors, remote central locking, alloy wheels, front fog lamps, a CD stereo and a small boot spoiler. Sales are unlikely to go off the scale so the Copen will remain an unusual and exclusive sight on the road, just the way owners like it. Daihatsu has also made a big effort to endow the Copen with strong safety credentials. Despite its size, the car features seatbelts with pretensioners and force-limiters, twin front airbags, side impact protection and twin roll-over bars. Theres also ABS with EBD for safer stopping. The Copen is a cheap car to buy and to run. The 1.3-litre engine produces creditable economy figures of 47. 1mpg on the combined cycle and 56.5mpg under extra urban conditions. In the urban areas where many Copens spend much of their time, the car still manages 36.7mpg which is good for a citycar but great for a folding hard-top coupe even if this one has uniquely tiny dimensions. Emissions of 140g/km are reasonable and wont provoke the tax man too strongly while insurance grouping of 9 is hardly the stuff of sportscars. The appeal of the Copen is obvious. For the kind of money that would otherwise secure you some bog standard supermini or an econo-box citycar clone, you can get a car with real personality. Yes, the Copen is flawed and some buyers will be instantly repelled by the whole cutesy concept but those with whom the little Daihatsu strikes a chord will be convinced theyve met their motoring match. The 1.3-litre engine may not have the maniac zing of the original turbo unit but it makes more sense for the UK marketplace. Equipment levels are high and safety provision is surprisingly strong. Could it be that the reason nobody else has followed Daihatsu into the micro roadster sector is that they dont think they could do any better? Maybe not but in its own personal niche market of one, the Copen is the default choice. FACTS AT A GLANCE CAR: Daihatsu Copen PRICE: £10,595 - on the road INSURANCE GROUP: 9 CO2 EMISSIONS: 140g/km PERFORMANCE: Max Speed 112mph / 0-60mph 9.5s FUEL ECONOMY: (urban) 36.7mpg / (extra urban) 56.5mpg / (combined) 47.1mpg STANDARD SAFETY FEATURES: Twin Airbags / ABS with EBD / seatbelt pretensioners WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3440/1475/1245mm]]></description>
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<pubDate>Fri, 16 Mar 2007 17:22:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Terios Range [New] : OPPORTUNITY KNOCKS]]></title>
<description><![CDATA[Car And Driving - Andy Enright Wonders Whether The Time Has Finally Come For Daihatsus TeriosToyotas RAV4 may not seem like the optimum place to start a Daihatsu Terios review but the two cars have become inextricably linked. In 1999, Daihatsu became a subsidiary of Toyota and have benefited from all sorts of technological spin offs. Some might say cast offs but the latest Daihatsu Terios is none the worse for that. Underneath the handsome panelwork sits much of the previous generation Toyota RAV4. When it was first launched, the Terios was a slightly crude and simple thing, not too far removed from something like a Suzuki Jimny. The fitment of the 1.3-litre all-alloy engine purloined from the Toyota Yaris Range gave it a little more in the way of refinement, but the latest Terios is a huge step forward. How big? On the launch for the latest generation RAV4 a vehicle that wears its £22,000 retail price a little self consciously it has to be said we were given the opportunity to drive it back to back with the old model. Although the latest RAV4 is undoubtedly a very impressive undertaking, nobody who drove the old model had a bad word to say about it. As the latest RAV4 pushes ever further upmarket, it creates a gap beneath it that Daihatsu can exploit with their Terios. Nature abhors a vacuum and this car looks like it could do very well indeed. Its no longer the narrow, slightly odd-looking micro 4x4, instead looking like a proper grown up proposition. Walk round the car and there are no weird angles or clashing details. Itll go head to head with Suzukis Grand Vitara, another model that has developed into a very respectable contender, but the Daihatsu has the advantage of extremely tight pricing to draw the crowds in. Although its performance may be a little strained, the 104bhp 1.5-litre four-cylinder engine that provides the motive force will still see a three figure top speed and an average mpg in the middle thirties. With prices starting from £12,995, this is an awful lot of car for your money."A pragmatic piece of product development has resulted, in the case of the Daihatsu Terios, in a very attractive budget 4x4"To extract the maximum performance figures for the 0-60mph sprint and the 103mph top speed, gears need to be held longer as maximum power arrives at 6,000rpm. The engines high-revving characteristics mean you can drive in a sedate manner for improved fuel economy or press on a little harder when you feel like it. Fuel economy of 40.4mpg is possible on long motorway trips if youre reasonably prudent with the right pedal in the manual model, while the automatic gearbox is slightly thirstier with a 39. 8mpg extra urban average. This isnt bad considering the hefty 4x4 transmission the Terios is lugging around and the less than ideal aerodynamics produced by the slab-fronted offroader shape. The engine is quite flexible for stop start urban motoring with a smooth power delivery and maximum torque of 140Nm at 4,400rpm. Large 4x4s with real off road prowess tend to ride and corner like the QE2 on choppy seas but the bouncy suspension and high riding chassis enable them to cope with the big knocks that off road vehicles are required to take. The Terios is much smaller and nimbler on the road with ride and handling amongst the most car-like in the compact 4x4 sector. Body roll in the bends has been successfully curbed and on the flat, you shouldnt be reaching for the travel sickness pills. Its one of the few 4x4s that youd take for a drive on tarmac just for the fun of it, making the Terios notably better than its Suzuki rival in this regard and leagues better than anything from Kia or Hyundai. The penalty for all that nimble handling is off road ability thats decidedly modest. With a mere 17cm of ground clearance, the Terios isnt the ideal tool to take out into the wilds, but wheel articulation is surprisingly good and although the little Daihatsu will adopt some rather dramatic angles of lean through a gnarly off road test course, itll manage to keep its belly from scraping too badly. Compared to a big Volvo XC90, the Terios is a good deal more useful in the mud. If you can keep the Terios on smooth surfaces, itll do surprisingly well, although tyre choice is obviously very important, but without a dedicated low Range or hill descent system, really hilly terrain is beyond its scope. Compared to Hyundais Santa Fe, the short front and rear overhangs allow a little more manoeuvrability although the exhaust system is rather vulnerable when the modest ground clearance is exhausted. The Terios feels a little more composed and the steering is a good deal quicker when you need to flick it from lock to lock in a bid to help front wheel grip. Fully 142mm longer than the previous generation Terios and wider too, this model creates opportunities that Daihatsu were completely unable to pursue with the old car, offering space for young families and enough style to suit twenty and thirtysomethings looking for a leisure-oriented vehicle. The interior is clean and unfussy with materials quality thats a long way removed from the old Terios and the cowled instrument panel is a very nice touch. If youre familiar with the RAV4, youll have a sense of dÃ©jÃ  vu in here. Cynics may well snort that this is merely a case of Toyota recycling their old stock and its hard to deny that. The simple fact is the RAV4 still had plenty of life left and was selling extremely well starting at over £17,000. Knock a few thousand pounds off that price, style the vehicle as a Daihatsu and theres no reason why sales should dry up. If you want to get a very good compact 4x4 at a keen price with the peace off mind of a new warranty and dealer support, look no further than the Terios. Derivative maybe but its instantly desirable.FACTS AT A GLANCE CAR: Daihatsu Terios Range PRICES: £12,995-£14,995 - on the road INSURANCE GROUPS: 7-8 CO2 EMISSIONS: 186g/km PERFORMANCE: Max Speed 112mph FUEL CONSUMPTION: (Extra Urban) 40.4mpg STANDARD SAFETY FEATURES: Twin font, side and curtain airbags, ABS with EBD WILL IT FIT IN YOUR GARAGE?: (length/width/height) 4265/1785/1715mm]]></description>
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<pubDate>Fri, 26 Jan 2007 12:08:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Fourtrak (1984 - 2002) : 4x4 PLAY]]></title>
<description><![CDATA[Car And Driving - Models Covered: First generation Fourtrak - 1984-1991 2.0 three-door [EL, GX] / 2.2 three-door [GX] / 2.8 [Diesel, Diesel Sport, DX, DL Sport, LE Turbo Diesel, TDX]. Second generation Fourtrak 1991-1993 2.0 three-door [EL, GX] / 2.2 three-door [GX] / 2.8 three-door [TDS, EX, TD, TDL]. Third generation Fourtrak - 1993-to date 2.8 three-door [TDX Independent, TDL Independent, TDL-SE Independent, TDX-SE Independent]BY CLAIRE EVANSDrive along any country lane and youre bound to spot one: theres no doubt that the Daihatsu Fourtrak is the country-dweller's favourite 4x4. The reasons are simple. This unassuming mud-plugger is competitively priced, as tough as old boots and extremely competent in the rough. The rather basic original model was not endowed with the most appealing road manners. However, this problem was addressed in 1993 with the introduction of an independent suspension system, which did wonders for its road-going ability. At the same time, the whole range benefited from an extensive revamp and the appropriately named Independent trim level was introduced to help the Fourtrak appeal to a wider audience. The ruggedness, which was the biggest appeal of the original, is still there though. The Fourtrak will seat the family, carry the odd chest of drawers and sail through a ploughed field as well as whisk you down to the local wine bar on a Friday night. All the latest Fourtrak models come with power steering, selectable two or four-wheel drive and an immobiliser security system. Inside, the cars are fitted with a substantial rear roll-over bar which provides mountings for three-point inertia-reel seat belts for rear seat passengers. There are also two (rather uncomfortable) occasional seats in the rear in the long wheelbase models to increase the carrying capacity to seven. Higher up the range, the TDL-SE is another seven-seater with a healthy dose of equipment. This runs to electric windows, central locking, a four-speaker stereo, an adjustable steering column and additional instrumentation. If you want more, the Fourtrak TDX has colour-coded wheelarch extensions and unique alloy wheels. Gadgetry on the flagship TDX includes electronic 4WD engagement, electric mirrors, power headlamp washers and an RDS stereo system. If you choose a model thats fitted with the torquey 2. 8-litre intercooled turbo diesel unit, youll also get a hefty 3,500kg towing capacity.The best course of action, if you can afford it, is to stick with the post-1993 Independent machines, but you do have to pay more for their improved ride and specification. A 1993L TDX Independent 2.8 is likely to set you back around £1,800, while a slightly lower spec TDL Independent should start at about £1,500. Alternatively you could take the newer route after all, the Fourtrak is seen by many as a more affordable alternative to a Land Rover. A 2000X-reg TDL Independent should start at £6,600 and a TDX Independent will set you back around £8,800 on 2002 plates. For SE versions, add around £500-£1000 to these figures depending on age and condition.These capable workhorses are likely to be used for serious off-roading, so its advisable to check the bodywork, suspension and chassis for damage. Particular areas that need attention are differentials, gearbox and engine. Faulty or damaged turbos can be expensive to repair, so have the engine checked out by an expert if youre unsure.Parts prices are relatively low for an Oriental make. A brake master cylinder will be around £85, front shock absorbers will be roughly £25 and a clutch disc will be only just over £50. All these prices exclude VAT. As already mentioned, post 1993 cars are better on-road. That said, dont expect car-like manners: the ride is still rather bouncy on the tarmac. Off-road its a different matter though: the Fourtrak is one of the most capable small 4x4s around with good ground clearance. It will clamber up a rocky outcrop almost as well as a mountain goat, or even wade through a raging river. If all this sounds a little too extreme for your needs, dont worry: the Fourtrak is just as good at getting you safely off a waterlogged school playing field.The 2.8 turbo diesel versions are well equipped, sturdy and have even gained rather stylish looks in recent years. All in all, they provide a good, affordable alternative to a Land Rover.]]></description>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Sportrak (1989 - 1998) : AFFORDABLE 4X4 FUN]]></title>
<description><![CDATA[Car And Driving - Models Covered: First generation Sportrak - 1989-1990 1.6 three-door station wagon and soft top [EL, DX]. Second generation Sportrak 1990-19911.6 three-door station wagon and soft top [EFi]. Third generation Sportrak 1991-19931.6 three-door station wagon and soft top [EXi, ELXi]. Fourth generation Sportrak 1993-1998 1.6 three-door station wagon [Xi, Xi-SE, EXi, ELXi]BY CLAIRE EVANSIf you want to buy a well-built and capable used off-roader, but dont want to pay the premium necessary for vehicles with a Land Rover badge on their bonnet, then you might consider a Daihatsu Sportrak. Priced from £9.995 when new, Daihatsu claimed its Sportrak soft top and station wagon estate line-up represented the bank manager-friendly face of four-wheel drive motoring. On the second-hand market, prices of this obsolete model are very reasonable, thanks to the ever increasing competition from a wide range of car makers. The first Sportrak models were rather basic and utilitarian compared with todays lifestyle machines. But in recent years the 4x4 was freshened up with improved engines and suspension and trim upgrades making it a more appealing proposition.The final range included three models, all powered by identical 1.6-litre 16-valve engines. The flagship ELXi offered wider wheels and tyres under extended arches, as well as an RDS audio system, electric mirrors and luxury interior trim plus power steering and a removable sunroof. However, in its final form the price leader Xi had no rear seats, making it what the importers called a versatile load and people carrier. If you do want to carry more than two people, check youre getting the optional dealer-fit extra row of seats. In comparison, the Xi-SE came with split folding rear seats, central locking, electric windows, additional instrumentation and a Pioneer audio system. Thoughtful touches included interior releases for the fuel flap and tailgate, remote control door mirrors and an immobiliser security system. Popular options were metallic paint, multi-play CD system and leather upholstery. Post-1992 models with fuel injection are a good bet and start at around £500 (1.6 ELi Estate). The later the model, the better the specification, so wed advise buying as new as possible to gain the highest level of equipment. After all a 1996N EXi should only cost around £1,100, while a top spec ELXi of the same year pitches in at about £1,900. Alternatively you could take the late model route after all, the Sportrak only went out of production in 1998 and there are bound to be quite a few low mileage examples around. Expect to pay around £2,000 for a 1998/R Xi-SE or £2,700 for an ELXi.The Sportrak is not quite as tough as it looks and can suffer from body damage, as well as suspension and steering problems due to off-road use. The engine can be temperamental if it hasnt been properly cared for.Parts prices are relatively low for an Oriental make. A clutch assembly for a 1996 1.6 ELXi will cost around £165; shock absorbers (front and rear) should cost around £50; brake pads pitch in at £53 for the front pads and £42 for the rear shoes; a tail lamp costs £50 for the lower section and £68 for the upper part; a headlamp is £63 and a new alternator is around £290.The all-alloy, fuel-injected 94bhp 1.6-litre engine used in all versions certainly makes the Sportrak reasonably lively. Ultimately, it will reach 94mph, though if you choose not to drive it in that manner, the 13.2-gallon fuel tank should enable you to cruise for reasonably long distances between fill-ups. Around 37mpg is possible at a steady 56mph. Sportraks aren't really intended to be really serious off roaders, but having said that, they're a great deal more capable than their contemporary rivals from Toyota and Asia Motors. As usual in 4x4s of this size, the all-wheel drive is selectable, with a choice of high or low ratios. The ride of early cars was awful, though enhancements to the independent front suspension and the leaf-sprung rear beam axle improved on-road comfort without sacrificing off-road ability on the later models. That said, it still isn't a great tarmac car, but it's certainly a great deal more acceptable.Tagged as the affordable face of 4x4 motoring, the more recent versions of the Sportrak are just that. Dont expect car-like levels of refinement on the road, but what you can expect is a sturdy and well-equipped off-roader that even gained rakish good looks in its swansong years.]]></description>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Cuore (1997 - 2003) : MODELS COVERED: 3/5dr hatchback, 660cc, 850cc, 1.0 petrol [Base, +, Avanzato]]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Move (1997 - 2000) : A MOVE IN THE RIGHT DIRECTION?]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-move-2002703.html</link>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Terios (1997 - to 2006) : FOUR BY FOUR BY HALF]]></title>
<description><![CDATA[Car And Driving - ]]></description>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Applause (1990 - 1996) : APPLAUSE FOR THOUGHT?]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-applause-2003167.html</link>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Charade (1987 - 2000) : WELL-KEPT SECRET]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-charade-2002800.html</link>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Sirion (1998 - 2005) : SUITS YOU, SIR-ION]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-sirion-2002070.html</link>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<item>
<title><![CDATA[Daihatsu Charade (2003 - To Date) : SQUARE BUT SATISFYING]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-charade-2003784.html</link>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<item>
<title><![CDATA[Daihatsu YRV (2001 to 2005) : YOURE ONLY YOUNG TWICE]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-yrv-2002819.html</link>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<item>
<title><![CDATA[Daihatsu GrandMove (1997 - 2001) : ALL THE RIGHT MOVES]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-grandmove-2002068.html</link>
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<pubDate>Fri, 20 Oct 2006 01:00:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Charade]]></title>
<description><![CDATA[Five of the Best - Last, but not least in our group of five is the diminutive Daihatsu Charade. When we say diminutive, we really do mean very small.]]></description>
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<pubDate>Tue, 10 Oct 2006 11:28:43 GMT</pubDate>
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<title><![CDATA[Daihatsu Charade Range : THE SECOND COMING]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-charade-range-1003784.html</link>
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<pubDate>Tue, 20 Jun 2006 12:49:00 GMT</pubDate>
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<title><![CDATA[Daihatsu Extol Van Range : FOR WHOM THE EX-TOLS]]></title>
<description><![CDATA[Car And Driving - ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/car-reviews/car-and-driving/daihatsu-extol-van-range-1004345.html</link>
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<pubDate>Thu, 16 Mar 2006 11:12:00 GMT</pubDate>
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<title><![CDATA[Daihatsu mini-SUV grows up]]></title>
<description><![CDATA[Car Enthusiast - Daihatsu's best-selling Terios mini-SUV was superseded by an all-new car in Geneva.]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/060305/36/1zr4a.html</link>
<guid>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/060305/36/1zr4a.html</guid>
<pubDate>Sun, 05 Mar 2006 15:17:11 GMT</pubDate>
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<title><![CDATA[Daihatsu]]></title>
<description><![CDATA[Car Enthusiast - Daihatsu at the 2006 Geneva Motor Show]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/060303/36/1zq97.html</link>
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<pubDate>Fri, 03 Mar 2006 11:33:43 GMT</pubDate>
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<item>
<title><![CDATA[Daihatsu Copen]]></title>
<description><![CDATA[Five of the Best - If you can live with the curvy Noddy-car looks then the Copen could make a good alternative.]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/22022006/49/daihatsu-copen-45.html</link>
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<pubDate>Wed, 22 Feb 2006 11:50:58 GMT</pubDate>
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<title><![CDATA[Daihatsu creates a proper mini-sportscar]]></title>
<description><![CDATA[Car Enthusiast - The HVS concept car from Daihatsu was one of the unexpected stars of the Frankfurt Show. ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/050919/36/1ycu9.html</link>
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<pubDate>Thu, 22 Sep 2005 17:13:05 GMT</pubDate>
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<title><![CDATA[The D-Compact concept previews Daihatsu's small SUV plans]]></title>
<description><![CDATA[Car Enthusiast - The Daihatsu stand contained a confident display of new cars and concepts, such as the D-Compact mini-SUV. ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/050919/36/1ycu8.html</link>
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<pubDate>Thu, 22 Sep 2005 17:12:46 GMT</pubDate>
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<title><![CDATA[Daihatsu's latest contender could rock the establishment]]></title>
<description><![CDATA[Car Enthusiast - Daihatsu has big sales plans in Europe, and the new Sirion will play a large part. It debuted in Geneva. ]]></description>
<link>http://uk.rd.yahoo.com/cars/xml/?http://uk.cars.yahoo.com/050307/36/1xjem.html</link>
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<pubDate>Mon, 07 Mar 2005 12:32:55 GMT</pubDate>
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