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| ISBN-13: | 9781466941311 |
|---|---|
| Publisher: | Trafford Publishing |
| Publication date: | 07/12/2012 |
| Pages: | 72 |
| Sales rank: | 967,580 |
| Product dimensions: | 8.50(w) x 11.00(h) x 0.19(d) |
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JAPANESE MINI TRUCK
An Introduction to all Things Kei TruckBy MARK ROEHRIG
Trafford Publishing
Copyright © 2012 Mark RoehrigAll right reserved.
ISBN: 978-1-4669-4131-1
Chapter One
History of the Kei Truck
Picture 1949 Japan, the devastation of WWII had desolated the country, after all not one, but two atomic bombs found their mark in Hiroshima and Nagasaki. There is little left to indicate this horrific event, but an interesting note: There are marks on the walls which are actually vaporized humans, vaporized in the attack!
Alas the Japanese people are some of the most resilient on the planet. The following transcript describes their rapid economic recovery in post war Japan, leading to their victory in the world of automotive dominance, and crowning Japan the king of mini truck dominance. But the genesis really was spawned from desperation in the beginning, as building materials and fuel was in scarcity after the war.
The distinguishing characteristics of the Japanese economy during the "economic miracle" years included: the cooperation of manufacturers, suppliers, distributors, and banks in closely knit groups called keiretsu; the powerful enterprise unions and shunt ; good relations with government bureaucrats, and the guarantee of lifetime employment (Shushin koyo) in big corporations and highly unionized blue-collar factories. This economic miracle was spurred mainly by Japanese economic policy, in particular through the Ministry of International Trade and Industry.
In the mid-to late-1940s, wartime expenses threatened economic ruin in Japan. Post-WW2 inflation, unemployment and shortages in all areas seemed overwhelming. Japan's immediate economic improvement was not achieved on its own. The American government, under the auspices of the Supreme Commander of the Allied Powers (SCAP), played a crucial role in Japan's initial economic recovery, although Japanese government measures fostered rapid postwar growth.
The Japanese financial recovery continued even after SCAP departed and the economic boom propelled by the Korean War abated. Japan's economy survived the deep recession caused by a loss of the U.S. payments for military procurement and continued to make gains. By the late 1960s, Japan had risen from the ashes of World War II to achieve an astoundingly rapid and complete economic recovery. The period leading up to the late 1960s saw "the greatest years of prosperity Japan had seen.
The 60's that is where the Kei truck tale begins. Kei, pronounced "K" means lightweight in Japanese. Although there are earlier examples, this is the era where we see the behemoths of the Japanese auto industry taking root, and mini trucks marketed in significant numbers. Japanese automotive manufacturers producing Kei trucks are Honda, Daihatsu, Suzuki, Mazda, Mitsubishi and Subaru.
Today the Japanese automotive industry is one of the most prominent industries in the world. Japan was the world's largest vehicle manufacturer in 2008 but lost one rank in 2009 to current leader China (although the automotive industry in Japan still remains unrivalled by quality standards) Now that you understand just how resilient the Japanese have been, it only follows that they've strived tirelessly to build some of the best products on the planet, as so it is with the Kei truck, as millions can testify. In fact used and new mini trucks have been exported to every corner of the world; to conquer every job imaginable. We'll explore some of these duties mini trucks perform on a daily basis in the next chapter. But now let's explore the progression of mini truck production that led to their world dominance today.
The following testify to the long and lustrous history of mini trucks and vans.
The following models were the beginning of the Kei truck industy, leading to many inovations to date, called "Generations" Major manufactures are listed in bold at first mention of make.
In May, 1965 the Cony 360 Wide truck was introduced with a wheelbase of 168 cm, a rear rigid axle with leaf springs and a 354cc engine, located under the center floor. A van was added by June 1966. The styling was quite modern though uninspiring, and the vehicle remained available until the seventies.
To bad these trucks didn't make it, I love its plain honesty
DAIHATSU
In April, 1964 came the Daihatsu Hi-Jet Cab with a wheelbase of 178 cm, a 356 cc engine under the front seat and available as a (low deck) pickup, accompanied by a truck in October, 1965 and a van in November, 1965. There was a rigid axle with leaf springs at the rear. In van form this vehicle looked rather dumb with its grille-less front with round headlamps and its high waist line. There was also the Daihatsu New-Line Cab as a pickup or truck with the wheelbase extended with 5 cm, and a length of 321.5 cm and a width of 134.5 cm; the engine was 797 cc.
I love this photo, it has Japanese script and is a real seen out of Japan, being staged or not. By the way Daihatsu has gone on to be one of the most successful stories in mini truck production, still available today and especially sought out for its extended cab,
In May, 1968 arrived the second generation Daihatsu Hijet (without the Cab suffix, as the bonnet type Hi-Jet was succeeded by the Daihatsu Fellow in the meantime) with the wheelbase now only 168 cm, body styles were the same as before, with the addition of a pickup available with 2 seats on the deck and a hood with windows. There was also a pickup with a slightly higher even deck. Surprisingly, the van now had an independent rear suspension with coil springs, quite unique for this type of vehicle. The front of this generation looked rather noisy with its encadred oblong headlights and the van had an un-solid and quite depressing look with its heavy front and rear wheel overhang. The export models were called Daihatsu 360 Cab.
By September, 1971 already came the third generation Daihatsu Hijet pick-up and truck with the same dimensions as before. The van was added by February, 1972 and now had sliding side rear doors, a first in the Kei industry; the rigid axle with leaf springs returned. The vehicles looked much brighter than before with rounded lines, also round headlamps again. In April, 1976 a 547 cc engine became available and the length of these vehicles was 304/309 cm. In the export the models were called Daihatsu 360 Cab and Daihatsu 550 Cab, with a panel van and a minibus available.
In April, 1977 arrived the 4th generation, called Daihatsu Hijet 55 Wide with enlarged dimensions (length 319.5 cm, width 139.5 cm, wheelbase 178 cm, engine 547 cc), the pickup (integral body styling) was deleted. The body looked more solid now. In the export the vehicle was called Daihatsu 55 Wide Cab. The previous generation models remained available.
April 1981 saw the introduction of the 5th generation Daihatsu Hijet which finally received a matured appearance. The wheelbase was now 182 cm, the body styles initially the same as before with a high-roof van version (also available as panel van) added, and by 1983 an interesting extended (30 cm) cab (high-roof) truck, called Jumbo, the first and only in the Kei vehicle industry; this vehicle looked very balanced with a 164 cm deck (roughly half of the length of the vehicle). By 1982 arrived a four-wheel-drive version (wheelbase 181.5 cm), the high-pro le tire versions were called Climber (such versions with 2WD and a non-slip diff adapted this name later). In September 1981 arrived the Daihatsu Hijet Atrai van, later in 1983 simply called Daihatsu Atrai, destined for the buyers who wanted a passenger vehicle, rather than a commercial vehicle; a turbo engine became also available for this vehicle. In the export (now also available in Europe) the vehicles were called Daihatsu 55 Wide Cab and Daihatsu 850 Cab (3-cylinder 843 cc engine); by 1984 arrived the Daihatsu 1000 Cab with a 3-cylinder 993 cc engine, which, rather uniquely, was also available as a diesel; panel van and minibus available as usual. This same vehicle is also built in China under a different name.
In May 1986 came the 6th generation Daihatsu Hijet and Atrai with the 3rd side window extended downwards. The wheelbase was now 181 cm. Engines and body styles remained the same with a supercharger available in the truck, and the edition of a 4-door (sliding door) double cab (high-roof) pickup, called Deck Van (deck 89 cm long, 127 cm wide); this vehicle was also available as Atrai Deck. The Jumbo cab was now extended with 28 cm, resulting in a deck length of 166 cm, grown to 170 cm by 1990 with the implementation of the new Kei vehicle regulations. At this time the engine became 659 cc and the length 329.5 cm. In the export, the vehicles were now called Hijet as well (993 cc). From 1992 the vehicle was also built in Italy (also with a 1.2 diesel engine), as well as Innocenti Porter, and Piaggio Porter with a 1269 cc 4-valve engine and a 1371 cc diesel engine.
By 1992 arrived in Korea the Asia Towner (van, truck and minibus, 659 cc), later called Kia Towner. By 1999, in Japan the cab of the truck was widened to 147.5 cm with a new door panel crease and given a small front extension (new safety regulations), total length now 339.5 cm.
In January, 1999 came the 8th generation Daihatsu Hijet Cargo and Daihatsu Atrai and Atrai Custom, with an arguable exterior though designed by Giorgetto Giugiaro, vans only, high-roof available. The design is now semi-front due to the new safety regulations, the wheelbase is a long 242 cm, the length 339.5 cm. Engine still under the front seat. Rigid rear axle with leaf springs for the Hijet Cargo, live rear axle with coil springs for the Atrai. By June, 1999 arrived a so-called wagon version of the Atrai, regarded as a passenger car rather than a commercial vehicle. Also in June, 1999 came the 3rd generation 4-door double cab Deck Van (deck now only 67 cm long, 129.5 cm wide). In May, 2000 arrived the 7-passenger Daihatsu Atrai 7 (high-roof van only) with the wheelbase extended to 243 cm, the length to 376.5 cm (mainly by a longer rear end), and the width to 151.5 cm (extended wheel arches), the engine is a 4-cylinder 1297 cc DOHC 4-valve; this vehicle became also available as Toyota Sparky in September, 2000.
Note: In 1995 in Indonesia came the larger Daihatsu Zebra Espass minibus with a wheelbase of 208 cm, a length of 387.5 cm and a width of 156 cm. Engines: 1295 cc and 1589 cc. In Malaysia this vehicle is built since March 1996 as Perodua Rusa, also as a panel van. In China there is the Wuling LZW 6370.
In about 1961 arrived the drolly looking Gasuden Minivan M36 with a wheelbase of 188 cm and a rigid rear axle with leaf springs. The under floor engine was 356 cc. It was not built for long.
HONDA
The first Honda 4-wheel vehicle was introduced in August, 1963 as Honda T360, a semi-front truck or pickup with a wheelbase of 200 cm and a rear rigid axle with leaf springs. The under floor engine was 354 cc. In September, 1964 the Honda T500 was added with a 531 cc engine and a length of 319 cm.
In October, 1967 came the cab over Honda TN360 with a wheelbase of 178 cm as a pickup or truck, the 354 cc engine was now placed further to the rear and a DeDion rear axle with leaf springs was adopted. This vehicle was renamed several times: Honda TNIII by January, 1970, Honda TN-V by August, 1973, adopting double vertical headlights, and Honda TN-7 by August, 1975. In the export the name remained Honda TN360.
In November, 1970 arrived the funny Honda Vamos open doorless cabover truck, with various seat and canvas top variations. It was based on the TN360 and 2,500 were built.
September, 1972 saw the introduction of the Honda Life Step Van, based on the Honda Life, a semi-front design with a rear rigid axle with leaf springs. A Honda Life Pickup was added in August, 1973. This is the only front-wheel-drive Kei class minivan/pickup ever made in Japan! The van remained available through 1975, the pickup was already deleted in October, 1974 with less than 1,500 made.
So came in September, 1977 the 3rd generation mini truck, now called Honda TN Acty, with a wheelbase of 185 cm, length 319.5 cm, width 139.5 cm, engine 545 cc, same technical layout and bodies as before. In June, 1980 the first Honda full-front minivan was added with a rather angular styling. A high-roof version was added in February, 1981, as well as a less commercial version, the Acty Street. Later models were also known as Honda Acty. By March, 1983 four-wheel-drive became available.
By May, 1988 arrived the 4th generation Honda Acty and Honda Street, now with a wheelbase of 190 cm, truck and high-roof van only, a panel van was available, mediocre albeit neat styling. By 1990 (new regulations) the length became 325.5 cm for the truck and 329.5 cm for the van and the engine, still placed before the rear axle, grew to 656 cc. There was also an extra high-roof van with side windows in the roof and suited for carrying a disabled person in a wheelchair, called Honda Acty Almas and Honda Street Almas.
Then, in June, 1999 arrived the 5th generation Honda Acty semi-front, wheelbase 242 cm, length 339.5 cm, width 147.5 cm, engine still 656 cc, styling quite neat, technical layout remained the same, high-roof van and truck, panel van available. A passenger car classified version (with normal roof) is also available, which adopted the old Honda Vamos name.
In about 1963 the Hopestar OV was introduced as a pickup or truck with a wheelbase of 173 cm, and an underfloor engine of 356 cc, length 299 cm, width 128 cm, rigid rear axle with leaf springs. It was deleted in about 1968.
If you locate one of these in America, it'll probably be in a museum.
In about 1959 arrived the Kurogane KB-360 pickup (hooded version with 2 seats on the deck available) and van with a wheelbase of 175 cm, a length of 299 cm and a width of 127.8 cm. The rather highly built engine was placed at the rear (coil springs) and had 356 cc.
Most adorable and peculiar van I've ever seen depicted
MAZDA
In April, 1969 Toyo Kogyo introduced the Mazda Porter Cab with a wheelbase of 183.5 cm as a pickup or truck only, a rigid rear axle with leaf springs and a 359 cc engine, placed under the front seats. It featured a quite funny styling with round headlamps with round cadres, giving kind of a spectacles look. By March, 1977 the vehicle was widened to 139.5 cm, and the length grew with 20 cm (to 319.5 cm), nearly all of which benefited to the deck length, as the wheelbase, quite unusual, was not changed. The engine grew to 546 cc, the (integral) pickup was deleted and the 'spectacles' were more rectangular now. The vehicle remained available until the late eighties. In the export it was known as Mazda E360.
Then, in June, 1989 arrived the Autozam Scrum, a clone of the Suzuki Carry/Every as a truck and a van, the 543 cc engine became a 657 cc in March 1990.
The second generation Autozam Scrum became available in October 1991, again a Carry/Every clone. A less commercial version was called Scrum Stand Off. The vehicle was renamed Mazda Scrum in the autumn of 1997.
By January 1999 arrived the 3rd generation Mazda Scrum, again as a truck and a van, joined in December, 1999.
MITSUBISHI
In August, 1966 Mitsubishi joined the Kei class minivan/truck market by introducing the Mitsubishi Minicab with a wheelbase of 179 cm as a pickup (by December, 1967 also available with 2 seats on the deck and a hood with windows), truck (December, 1966), and, by February, 1968 a van. The engine, placed under the front seats was 359 cc and the rear axle rigid with leaf springs. The styling was immature as usual in those days. By May, 1971 the van was renamed Mitsubishi Minicab EL.
Then, in June, 1971 the second generation arrived as a truck only, initially called Mitsubishi Minicab EL, the following year it was renamed Mitsubishi Minicab W. The wheelbase was now 174 cm and the boxy cab looked rather neat. Photo below
By April, 1976 arrived the third generation, now called Mitsubishi Minicab 5 (471 cc) with a wheelbase of 170 cm; the length was 305 cm for the truck and 306 cm for the van (this second van looked rather busy, it now had sliding side doors), the width remained 129.5 cm, rather strange so shortly before the new standards to come. So, in March, 1977 the vehicle, now called Mitsubishi Minicab Wide 55 (546 cc) was widened to 139.5 cm, the wheelbase extended to 176 cm and the length for the truck became 319.5 cm, for the van 315.5 cm, extra 6 cm length after the front doors, a high-roof van became available in 1980, and four-wheel-drive in 1982. By 1981 the vehicle was renamed simply Mitsubishi Minicab again. In the export the vehicle was called Mitsubishi L100, the engine grew from 546 cc to 644 cc in 1981 and 783 cc in 1984. photos next page
(Continues...)
Excerpted from JAPANESE MINI TRUCK by MARK ROEHRIG Copyright © 2012 by Mark Roehrig. Excerpted by permission of Trafford Publishing. All rights reserved. No part of this excerpt may be reproduced or reprinted without permission in writing from the publisher.
Excerpts are provided by Dial-A-Book Inc. solely for the personal use of visitors to this web site.
Table of Contents
Contents
Chapter 1 History of the Kei Truck....................1Chapter 2 What A Japanese Mini Truck can do for you?....................15
Chapter 3 Mini Truck Configurations, Specifications, Comparisons and Makes....................22
Chapter 4 Parts and Accessories....................31
Chapter 5 Electrified Minis....................37
Chapter 6 Purchasing Your First Mini Truck....................43
Chapter 7 The DMV....................52
Chapter 8 The Amphibious Mini Truck....................59
Dealer Reference Page....................64