2010 Daihatsu new models

The Daihatsu model range lies within the price bracket of £8,320 - £10,985. The Sirion has been awarded a four star NCAP Adult rating by the European New Car Assessment Programme out of a possible five stars. Based on this Euro NCAP rating the Sirion fairs fairly well in an accident having been given a high result. Daihatsu Sirion insurance groups start at group 4 and rise to group 6. Base models are fairly cheap to insure, whilst the higher specification cars are below average to insure. 

The new Daihatsu Sirion was launched back in 2005. At that time the 1.0-litre S, base model, was reasonably priced at £7,460. Incredibly, almost three years on, the same model has increased in price by just £35, which illustrates Daihatsu’s continuing commitment to ‘value-for-money’ motoring.

In 2005, there were only two engine choices; the 1.0, 3-cylinder and the 1.3, 4-cylinder petrol units. There were also just two trim levels; S and SE. This changed in 2006 with the advent of the sporty 1.3 SX, which went on sale as a ‘special edition’.

The Sirion proved popular, as did the SX. So much so, that the SX became a permanent part of the range, until November of last year (2007), when Daihatsu upped the ante by replacing the 1.3 unit, at this level, with a new 1.5 unit. 

2010 Daihatsu

Safety was a mixed bag with both versions getting dual front airbags, but no standard anti-lock brakes.

The other safety issue is physics. Hitting a light car like the Pyzar with a heavy vehicle is never going to end well for the Daihatsu.

Obviously, this applies to all smaller cars. We're not singling the Pyzar out but it's worth remembering if you will use a light car as family transport.

And like most Daihatsus, the Pyzar has proven itself to be a pretty robust piece of gear.

Its four-cylinder engine tends to run hot - not a problem in itself but it means that a steady supply of clean oil is important.

Skipped oil changes will see the engine develop internal sludge - which is to an engine what cholesterol is to arteries. And the inevitable result is usually just as final.

We'd also drive a Pyzar around slowly in tight circles with the steering at full lock. Any clunking or clicking noises suggest worn driveshafts.

Although they can be changed, it's not a cheap job and should be factored into the price.

But buy a Pyzar at the right price and use it for what it's best at and the little Daihatsu will probably do the job without complaint or fanfare.

That's really the point - designed as an urban load-carrier, the Pyzar makes no apologies, so it's unfair to criticise it for its inability to lap a race track at record speeds.

2010 Daihatsu History

Daihatsu Cars

Daihatsu is a Japanese car manufacturer that specializes in small cars, hybrid vehicles, and two-stroke diesel engines.

The company was originally founded in 1907 and the company’s headquarters are located in Osaka, Japan.

Daihatsu has supplied cars under various badges to a variety of automakers. Daihatsu also supplies engines and transmissions to Perdua, which produces cars in the UK. Some of the cars sold in the UK include the Daihatsu Charade, the Sirion, and the Terios.

The Daihatsu Charade is a supermini that Daihatsu classifies as a large compact car. Four generations of Charades have been sold The Daihatsu Charade was manufactured between 1977 and 2000. The Charade was then replaced by the Daihatsu Sirion.

The Daihatsu Sirion is a subcompact car. The five-door hatchback was upgraded in 2001 and again in 2005. The Sirion comes with either a 1.0-litre engine or a 1.3-litre engine. The first generation Sirion was produced from 1998 to 2004 and the second generation Sirion was produced from 2004 to the present.

The Daihatsu Terios is a mini SUV. The Terios comes with four-wheel drive and a 1.3-litre engine that is similar to the one found in the Daihatsu Charade. The Terios can be purchased with either a 5-speed manual transmission or a 4-speed automatic transmission. The Terios was produced from 1997 to the present.

2010 Daihatsu Cherade

The little Daihatsu Charade is a low-cost city car that is unlikely to leave you out of pocket.

It was launched in 2003 by Daihatsu, a Japanese firm in which Toyota has a major stake.

The Charade comes in three and five-door variants and is powered by a solitary 1.0-litre petrol engine.

Modest equipment levels compliment the car’s frugal approach to motoring.

Engines:

There’s only one option with the Charade and it’s the company’s eager little three-cylinder, 1.0-litre petrol unit. Its heady thrum and excellent fuel-sipping qualities are the highpoints, although refinement at speed could be better.

Exterior:

They say a picture paints a thousand words and from looking at the Charade it’s clear that function won the battle over style. That’s not a bad thing, as the little Daihatsu’s boxy stance ensures that the maximum has been extracted from the cabin.

Interior:

For once, describing the Charade’s cabin as basic should be viewed as a complement. The car’s simple controls, space efficient seating layout and tall stance all tick the right boxes - what more could you want from a budget small car?

Driving:

There’s little need to drive the Charade briskly - to do so is to miss the point regarding economy anyway.

What the little car excels at is not wasting fuel and getting you from A to B in comfort. All the controls are light and direct, the Charade copes easily with poorly surfaced urban roads and, despite its tall stance, doesn’t pitch or roll as much as you might think.

All in all, the Charade is a competent city car.

Ownership:

With its low price tag and even lower running costs, the Charade is unlikely to cause your credit rating to crash. It’s also an easy car to drive and park, thanks mainly to its compact dimensions.

There are very few creature comforts, although for short journeys you’ll barely notice the Charade’s basic cabin.

What To Look For:

Being a car designed largely for city use, expect to see at least a few parking dents and general scrapes. Kerbed wheels are another issue, with only you able to weigh up the extent of the damage against the asking price.

Remember that such damage could be hiding more expensive problems that you can’t see.

Of course, such issues - and more - should all be evident on the test drive and once completed you can then make your final decision

2010 Daihatsu Feroza

It’s the looks that separate the Materia from its rivals, the Vauxhall Meriva and Renault Modus. The roof is higher than both of the others and the deep side-skirts and doors means that the windows appear to be little more than a narrow strip. The flared wheel-arches go some way to mitigating the wide, boxy stance and the high, stubby nose looks squashed in, as if against a window.

The rear end is equally ‘slabby’ with a deep tailgate and heavy bumper separated by a curved, silver panel between the lights. Plenty of people offered an opinion on the appearance but I think that PT Cruiser meets Postman Pat’s van, about covers it.

That said, the Materia does grow on you. Somebody unkindly suggested that this was because from the driver’s seat, you can’t see the outside. Hopefully, the novelty value will entice people to take a closer look at the ‘practicals’.

The tall, boxy structure encloses a spacious interior. There’s masses of headroom despite the fact that the front passengers sit tall - imagine a dining chair on a rolling platform and you’ll get the idea. Sitting upright, of course, means that you take up less space and, at the same time, have a commanding view of the surrounding, traffic conditions. Only the driver has height adjustment for their seat, to go with the rake-adjustable steering column.

2010 Daihatsu Pyzar

As A company that has the concept of small cars licked, Daihatsu takes some beating. Under Toyota's stewardship, the brand is a player in Japan.

But even Toyota's marketing might and budget couldn't make the brand work in Australia and it disappeared a few years ago.

Its withdrawal was expected to plunge values for second-hand models. They fell but not as far as doomsayers predicted.

The brand was so well respected that even today Daihatsus are reckoned to be worth a punt by some buyers.

Later models are where most interest lies, with the Sirion and weird little Copen convertible still making waves in used-car yards.

But for sheer practicality on a tiny scale, the Daihatsu that is still worth a look is the Pyzar.

It's a little difficult to pigeonhole but think miniature people mover.

It's boxy, with slab sides and high, square roof but its tiny footprint conceals a surprisingly big passenger space.

Occupants sit high to make the most of the vehicle's length in terms of leg room. Although there's room for five, the rear seat is more suited to children. The Pyzar moves five adults over short distances but the width of the rear pew is an issue for longer journeys.

The other payload-limiting factor is its performance when laden.

The 1.5-litre engine is impressively smooth and relatively flexible but you can't stretch 66 kW too far.

It's fine in the suburbs but plan ahead on hills and overtaking at highway speeds.

The problem is worse if it has the optional four-speed automatic. It's better with the five-speed, manual gearbox.

And the suspension is tuned for the urban jungle rather than high-speed potholes. There's little feel through the steering wheel; the Pyzar is not for the enthusiast.

Ride is better than you might imagine, although big craters test its ability to keep all wheels on the ground.

Standard equipment was a bit sparse - this was a '90s car, remember - extending to central locking (no remote button until late '98) power mirrors and roof racks.

The upmarket versions, with the curious moniker of GRVX Xi, added alloy wheels and smart two-tone metallic paint.

Safety was a mixed bag with both versions getting dual front airbags, but no standard anti-lock brakes.

The other safety issue is physics. Hitting a light car like the Pyzar with a heavy vehicle is never going to end well for the Daihatsu.

Obviously, this applies to all smaller cars. We're not singling the Pyzar out but it's worth remembering if you will use a light car as family transport.

And like most Daihatsus, the Pyzar has proven itself to be a pretty robust piece of gear.

Its four-cylinder engine tends to run hot - not a problem in itself but it means that a steady supply of clean oil is important.

Skipped oil changes will see the engine develop internal sludge - which is to an engine what cholesterol is to arteries. And the inevitable result is usually just as final.

We'd also drive a Pyzar around slowly in tight circles with the steering at full lock. Any clunking or clicking noises suggest worn driveshafts.

Although they can be changed, it's not a cheap job and should be factored into the price.

But buy a Pyzar at the right price and use it for what it's best at and the little Daihatsu will probably do the job without complaint or fanfare.

That's really the point - designed as an urban load-carrier, the Pyzar makes no apologies, so it's unfair to criticise it for its inability to lap a race track at record speeds.

A Pyzar might not float your boat but it might just trundle your bundle.

---

What to pay

You can spend as much as $10,000 on a late-model Pyzar. But when clean, decent cars are closer to $6000, you'd really have to question the sense in spending more than that.

The Competition

Mazda's 121 Metro is cut from the same cloth and with Mazda's quality and reputation, it's a popular way to move gear across town. You could also look at the Daihatsu Terios which, for reasons known only to its maker, had four-wheel-drive, but the Pyzar is a much more sensible car and a vastly better drive. Beyond that, look at a Suzuki Ignis but, again, the Pyzar and the Mazda seem to comfortably outwit the rest of the field.

2010 Daihatsu Terios

The first thing you notice about Daihatsu’s new Terios SUV is that it is much bigger than its predecessor - and all the better for it.

How much bigger? Well, it’s 230mm longer and 190mm wider. It looks smarter too, with a new purposeful front end featuring a deep front bumper topped by a flat but curved bonnet. The rear end has a side opening door with a rear-mounted spare wheel and a window line that appears to wrap around into the main body of the car. It has a hint of RAV4 about it, which is not surprising considering Daihatsu’s parent company is Toyota.

The company is so confident in the Terios that they are already warning of restricted numbers worldwide because it is so popular at home.

The Terios looks fun and capable. It has a fairly long wheelbase coupled with a wide track and short overhangs at each end, making it suitable for off-road excursions. It has a full-time 4WD system, complete with an electronic differential-lock for sticky situations. Although the nearest most of them will get to going off-road is putting a wheel on the kerb and despite the fact that I didn’t get to test it in the wild, if the Terios is anything as good as the company’s old Fourtrak, then it is more capable than it looks. The new Terios comes in three forms: S, SX and SE. The latter has an automatic transmission, while the other two are fitted with a 5-speed manual box. Prices range from £12,995 for the S to £14,995 for the SE. I tested the SX at £14, 295 but, whichever one you choose; it will arrive with a 1.5-litre petrol engine under the bonnet. 

2010 Daihatsu Materia

The Daihatsu Materia has to be a very strong contender for the title, ‘Ugliest Car in the World’. However, it does hold a few surprises.

Pretty, it isn’t, but then Daihatsu, a company that has never shied away from confronting conformity head-on and daring to be different, prefers the word ‘funky’. Looking somewhat like a concept car that has sneaked onto the production line, the Materia has struck a chord in Japan and the USA, where, we’re told, they have a cult following by those who enjoy customising their cars and filling them with heavy-duty sound systems.

It’s the looks that separate the Materia from its rivals, the Vauxhall Meriva and Renault Modus. The roof is higher than both of the others and the deep side-skirts and doors means that the windows appear to be little more than a narrow strip. The flared wheel-arches go some way to mitigating the wide, boxy stance and the high, stubby nose looks squashed in, as if against a window.

The rear end is equally ‘slabby’ with a deep tailgate and heavy bumper separated by a curved, silver panel between the lights. Plenty of people offered an opinion on the appearance but I think that PT Cruiser meets Postman Pat’s van, about covers it.

That said, the Materia does grow on you. Somebody unkindly suggested that this was because from the driver’s seat, you can’t see the outside. Hopefully, the novelty value will entice people to take a closer look at the ‘practicals’.

The tall, boxy structure encloses a spacious interior. There’s masses of headroom despite the fact that the front passengers sit tall - imagine a dining chair on a rolling platform and you’ll get the idea. Sitting upright, of course, means that you take up less space and, at the same time, have a commanding view of the surrounding, traffic conditions. Only the driver has height adjustment for their seat, to go with the rake-adjustable steering column.

2010 Daihatsu Sirion

The Daihatsu Sirion model range lies within the price bracket of £8,320 - £10,985. The Sirion has been awarded a four star NCAP Adult rating by the European New Car Assessment Programme out of a possible five stars. Based on this Euro NCAP rating the Sirion fairs fairly well in an accident having been given a high result. Daihatsu Sirion insurance groups start at group 4 and rise to group 6. Base models are fairly cheap to insure, whilst the higher specification cars are below average to insure. 

The new Daihatsu Sirion was launched back in 2005. At that time the 1.0-litre S, base model, was reasonably priced at £7,460. Incredibly, almost three years on, the same model has increased in price by just £35, which illustrates Daihatsu’s continuing commitment to ‘value-for-money’ motoring.

In 2005, there were only two engine choices; the 1.0, 3-cylinder and the 1.3, 4-cylinder petrol units. There were also just two trim levels; S and SE. This changed in 2006 with the advent of the sporty 1.3 SX, which went on sale as a ‘special edition’.

The Sirion proved popular, as did the SX. So much so, that the SX became a permanent part of the range, until November of last year (2007), when Daihatsu upped the ante by replacing the 1.3 unit, at this level, with a new 1.5 unit. 

2010 Daihatsu Copen

And that makes the pricing of the new car something of a surprise. Originally, the Copen was powered by a 3-cylinder 660cc petrol engine, which is slightly bigger than my motorcycle. It had to be this way as part of the Japanese Kei-car or Keijidosha regulations, which limit physical as well as engine size. The latest (1998) regulations stipulate that the car can be no more than 3.4m in length and 1.48m wide because of restricted parking space, especially in Tokyo. Furthermore, the engine has to be less than 660cc and produce no more than 64PS

In the early days, Daihatsu Vehicle Distributors Ltd, the UK importer, managed to persuade Daihatsu to make the small, turbo-charged engine European Vehicle Type Approval compliant; the rest as they say, is history.

Small though the engine was, the Copen was fun, cute, responsive and with impressive performance. But not content to leave it at that, Daihatsu made some changes when it came to the second generation Copen, launched last year (2007). The main difference is that a new power unit has been shoe-horned into the tightly packed engine bay. It is a 4-cylinder, 1.3 petrol engine and the idea behind its introduction was to appeal to a broader spectrum of customers who might have been put off by the smaller engine.

For the technically minded, this unit is much the same as that used in the Daihatsu Sirion and features Dynamic Variable Valve Timing (DVVT) with a twin overhead camshaft and chain-driven cams, providing low speed pulling power and a high-rev response but the main benefit is that it lowers emissions and improves fuel economy.

It produces 87PS at 6,000rpm and 120Nm of torque at 4,400rpm, which is an improvement of 19PS and almost 20Nm. The top speed has increased to 112mph and the 0-62mph time is now 9.5 seconds rather than the previous 11.7seconds.