The Daihatsu Mira (also known as the Cuore, Domino, and more recently Charade), is a kei car-type vehicle built by the Japanese car maker Daihatsu. It comes with a variety of options and chassis variations, with the latest variant having four models: "Mira", "Mira AVY", "Mira Gino" and "Mira VAN". The Mira is the latest successor to the line of cars begun with the Daihatsu Fellow of 1966 and was originally introduced as the commercial version of the Cuore. Outside Japan, the Mira has also been offered with an 850 cc or 1000 cc engine. In Australia, the two-seater version was marketed as the Daihatsu Handivan and later as the Daihatsu Handi. The name "mira" is Latin meaning "goal" or "purpose."
The Daihatsu Mira and Cuore replaced the Daihatsu Max Cuore in July 1980. This was replaced by the second generation (L70) of the Mira/Cuore which was introduced in 1985. For most generations there were two engine sizes available: one smaller version, to suit Japanese domestic regulations, of either 550 or 660 cc, and a bigger-engined version for export markets. The L200 variant (1990–94), for instance, came with a three-cylinder 660 cc engine with 40–64 PS (29–47 kW) in Japan, while other parts of the world received a bigger-hearted variant with an 847 cc or 1000 cc. The L500 Mira is the first kei car from Daihatsu to offer a four-cylinder (660 cc) engine.
In July 1980, the Daihatsu Mira and Cuore arrived to replace the Daihatsu Max Cuore. A certain amount of confusion arises from the fact that this, the L55-series, was the first generation Daihatsu Mira but is usually considered the second generation of the Cuore – and that the Mira was originally marketed as the "Mira Cuore". The range was facelifted lightly in May 1982, when the Mira dropped the "Cuore" portion of its name. Also new was the sporty five-speed MGX (three doors only), fitted with radial tires. The autoclutch "Daimatic" transmission was replaced by a fully automatic two-speed unit at the same time. In October 1983, turbocharged and four-wheel drive versions of the Mira van were made available (not in conjunction, however).
The L55 series was sold with two main engines: the two-cylinder AB10 unit of 547 cc, and the slightly larger 617 cc AD unit which was installed in the export-only L60 Cuore. They both featured twin balancing shafts, producing a smoothness and silent operations on par with a traditional four-cylinder engine. In tests, the 617 cc version of the car received plaudits for its refinement as well as its "lively" character and "enthusiastic" performance when compared to European competitors such as the Fiat Panda 30 and the Citroën Visa Club, both also with two-cylinder engines. The main issue was cost: the balance-shaft equipped bicyclinder supposedly cost as much to build as a conventional four-cylinder engine. The car was also commended by Quattroruote for its agile city driving characteristics – although it could hardly be considered fully fit for the autostrada. The 30 PS (22 kW) "big" version has a top speed of 120 km/h (75 mph).
The bigger engine was introduced in the second half of 1982, as part of a push by Daihatsu to push its European exports. In some markets, the two engines were both available. In Belgium, for instance, they were sold as the Cuore 550 for the small version and as the Cuore 623/625, depending on which bodywork was fitted. The Cuore sold well in both Argentina and Chile in 1980 (4,300 cars shipped), but economic hardship there led to a cancellation of exports by 1982.
In 1983 the Mira Turbo appeared. Only available in the Japanese market, and only as a commercial vehicle, it had a carburetted and turbocharged version of the little two-cylinder engine. This was enough for 41 PS (30 kW) and a resulting top speed of 130 km/h (81 mph). In February 1985 the first Mira Parco special edition arrived, heralding a long relationship between Daihatsu and the Parco clothing chain. It received 10-inch allowy wheels, front disc brakes, air conditioning, radial tires, and a special Parco interior, and were sold directly through eleven Parco stores nationwide. Parco also advertised the car through their own publications.
Giovanni Michelotti used this generation Cuore as the basis for the "Michelotti PAC" prototype (Personal Automotive Commuter) shown at Geneva in 1985.
The second generation (L70) Mira/Cuore was released in August 1985. It had a longer wheelbase and a new generation of three-cylinder engines replacing the previous two-cylinder (AB) versions. Displacement of the new EB engines remained exactly the same, at 547 cc. For the L80 export versions an 847 cc three-cylinder was developed, called ED-10. In September 1986 a special version for the Swiss market appeared, with a narrower bore version displacing 796 cc (called ED-10A). Unlike the fractionally larger standard version, this one suited the four tax horsepower category in certain cantons, while other cantons had prominent tax limits at 800 cc.
As for the domestic Japanese market versions, there were commercial versions (Mira) sold alongside passenger car versions (Cuore). The commercials had temporary rear seats which fold completely flat, and are easily recognized by luggage rails in the rear side windows. As for the previous generation, a version with switchable four-wheel drive was available for the "Van" version (chassis code L71V). The engines were originally carburetted, and either naturally aspirated or turbocharged (with intercooler). These offered 38 PS (28 kW) and 52 PS (38 kW) respectively. The turbo version was originally only available as a Mira (three-door commercial), and was introduced two months after the regular version. Transmissions were either four- or five-speed manuals, with a two-speed automatic also available for the atmospheric versions.
In January 1986, a five-door "Van" (Mira) version was added. A "Walk-Through Van" version, using the regular bonnet combined with near square rear bodywork, appeared two months later. Folding doors (optional at the rear) made access possible even in the tightest streets. In August 1987, the Mira/Cuore received a minor facelift with a new grille and bonnet, as well as some other detail changes all making for a smoother appearance overall. Two months later a permanent four-wheel-drive version was made available in the turbocharged version. In February 1988 another Mira Parco special edition arrived. The Mira Parco was only available in black and with a bright, pop-colored interior, and was aimed at twentysomething buyers. This model sold out rapidly and for the summer a second Parco edition (now with a bright-blue interior) arrived, followed by the third Mira Parco in February 1989. This version received a turbocharged engine and four-wheel-drive.
After having undergone another minor change in October 1988, a 50 PS turbocharged Mira Sedan TR/CR series for passenger use was also made available – as a five-door version as well. A limited edition of 500 Mira Sedan TR-XX Limited were also sold. Japanese production of the L70 series ended when the new 660 cc L200 version was introduced in March 1990 in response to new regulations for the kei class. This also marked the end of the division of the line into Mira and Cuore, as the Cuore nameplate was retired in Japan with the introduction of the new model.
Daihatsu's Thai arm carried on producing the L70 series after it was replaced in Japan. In addition to the regular version, they also developed a ute version for the pickup-hungry Thai domestic market from 1990 to 1995, called the Mira P1. This was built with a pickup bed, tail gate and redesigned taillights. The Mira pickup was extremely popular, with Daihatsu's Thai sales jumping by 50 percent as a result. Coming full circle, and mirroring the development of the SUV, Daihatsu also developed the Mira P4: a roofed four-seater wagon version of this micro-ute. Some P4s retained the pickup's fold down tailgate, adding a top-hinged glass, while some had a top-hinged one-piece tailgate. Later, there was an extended cab 2+2-seater ute ("Daihatsu Miracab") and also a hatchback with an enlarged rear end, called the "Mint".
While originally using the smaller engines as per the original Japanese specifications, these were too long to be classified as true kei cars. Later cars have the 850 cc engine as used in many other export markets. Nonetheless, the 1997 Asian financial crisis marked the end for Daihatsu in Thailand as sales plummeted from 4,000 in 1995 to 160 in 1997. Production ended in February 1998 and by March 1998 Daihatsu no longer offered cars in the Thai market.
In 2004 a Philippine company revived the Mira Pickup, built locally and sold as the Norkis Legacy. A panel van version is also available, as is a four-door double cab with a very short bed. Unlike the original L70 Mira, they have the later 659 cc EF engine which is also available to run on LPG. It is longer and heavier than the original, with the original two-seat pickup weighing in at 900 kg (1,984 lb) and 3,630 mm (143 in) long.
The L200/201 was the third and thus far most popular generation of the vehicle, offered in a large number of variants. In the Japanese domestic market the "Cuore" name was dropped, as the differences between passenger and commercial versions were narrowed. The L200 (front-wheel drive) was produced with the Mira badge from the spring of 1990 until at least 1998, but the platform has lived on under other names. L201 was the chassis code used on export market cars, usually labelled "Cuore".
As with most Kei cars, the 200-series came in two primary variants: The "V" Series is a windowed van style intended for light commercial use. This variant featured a fold down rear bench seat without seat belts. The "S" series, intended for private use, is largely similar but the larger, more comfortable rear seats are equipped with belts and are further to the rear of the vehicle with more leg room. While the seats still fold down, unlike the "V", the "S" does not offer a flat loading floor. These characteristics are due to Japanese tax preferences for commercial vehicles, which only allow for temporary accommodation in the rear and demand a flat loading floor. The range received a very subtle facelift of a more rounded overall appearance for 1993, it included altered front and rear lights, bumpers, and a new bonnet and front seats. This version was available to Japanese customers from August 1992 and also incorporated some changes to the lineup. Turbocharged automatics now received a four-speed transmission. Shortly thereafter the new RV-4 model appeared. This version, with its crossover pretensions, latched onto the wave of so-called "RVs" (recreational vehicles) that became popular in Japan in the early 1990s. The RV-4 received distinct cladding, somewhat raised suspension, a roofrack and bullbar, as well as a protective plate for the engine.
The Mira could either be equipped with a three-speed automatic, or four- or five-speed manual transmission. A four-wheel drive variant known as the L210 was also available in V or S models, only with the five-speed manual. An electronically fuel-injected 12-valve (four per cylinder) turbo was the range topper, whereas the normally aspirated base versions made do with a one barrel carburetor. There was also a version with mechanical four-wheel steering (L220), so far the only Kei car to feature this option. To break the stranglehold of the Suzuki Alto Works on the All-Japan Rally Championship, the Mira X4R was developed in 1991. It had a strengthened engine with a forged crankshaft and flywheel and other detail improvements, a close-ratio gearbox and various chassis improvements. Equipment was stripped, with a minimal interior and diagonal tires since everything would be altered by competitors. The Group A X4R was sold at a rate of about ten units per month at a price about twenty percent higher than the regular X4. Noriyuki Hotta won the class championship in 1992.
A taller, highly customizable two-seat step-van variant ("Walk-Through Van") with folding side doors was also produced, solely for the Japanese market. This reached the maximum height allowed for kei cars, two metres.
The L201 was sold outside Japan primarily in Europe, Australia and New Zealand. The three or five-door 201 retained the larger displacement engine of 847 cc (ED10K) and a choice of four- or five-speed manual transmissions, or a three-speed automatic option. This carburetted engine produced 41 PS (30 kW) (ECE) at 5500 rpm. Van versions were also available in Australia, called Handivan (later shortened to Handi). The Van, sometimes with filled in rear windows, was also marketed in certain other markets (such as the Benelux countries) where the tax structure favoured it.
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