Daihatsu Copen | CARkeys

27 Mar 2015 | Author: | Comments Off on Daihatsu Copen | CARkeys
Daihatsu Copen

review

My looked between his shoes at the Copen and expressed some . Like me, he was constructed during a period in the motoring journalist supply industry. The Copen, in was one of the smallest cars we had seen, and the of physics seemed to be against us. of us could probably have a Copen in our jacket pocket, but in was another matter.

Especially and intimate was the description of the cockpit in the release, and it certainly looked it.

I be able to drive this? my asked anxiously. I had just got out of the and was confident that there be no problem. Sure enough, he himself in half, slid unfolded himself again and that there was far more than initial impressions had led his to

One of the few similarities between the Copen and the city car is that both to have been constructed from interior space. is very little ahead of feet or behind your but most people up to about six in height should be able to get comfortable (at six foot three possibly slightly too tall, it’s not a great problem).

Forget about carrying with you. The boot is tiny even when the roof is in the up position. The roof can be away (a semi-automatic process Daihatsu says takes 25 seconds – weather persuaded me not to investigate this) but uses up pretty much all the capacity and the glove box becomes the luggage area.

Copen like a word that Lear would have if he had been stuck for a rhyme in one of his poems. There are various of how it was devised, the most convincing based on the fact that in its days the car was actually called the The derivation of this was K Open, the K to a motor industry sector is almost unknown in the UK but is hugely in Japan.

K cars are tiny and must by law an engine capacity of no more 660cc. The four-cylinder, 16-valve, Copen unit scrapes this at 659cc, and there’s a to help it perform as if it were larger than it actually is.

a specification like that you imagine that this is a revvy little blighter, and it is. It revs and revs and revs and then it revs some then it revs again, and it stop revving until the cut-out brings the action to a at just short of 9000rpm, by time it’s sounding the pit straight in a MotoGP race.

But it be easy to misunderstand the Copen by it at high revs all the time. The produces its maximum power of (the official limit for K at just 6000rpm, and although I seen a power curve I it must start plummeting not after that. By 7000rpm of the fire has died out, and there to the revlimiter all you’re is producing noise.

The best way of making progress in the – I can hardly believe saying this about a car a 659cc engine – is to use of the mid-range torque. With a amount of throttle, the turbo into action from below 2000rpm, and it’s the of the boost it gives and the lack of weight that makes the a very decent little car.

I even spent a few driving with a self-imposed rev of 3000rpm, and was quite happy the performance. The only trouble was it gave the car a maximum speed of You’ll gather from that the gearing is very though Daihatsu is talking of it for UK production to make the motorway less frenetic.

Daihatsu Copen

On country roads the Copen quite nippily, though the suspension doesn’t have the to let you use as much power as you would like. If you do want to push it’s advisable to use the highest possible on every corner the front end reacts sharply to any in throttle input, and the more you use the more this effect to dominate what you’re with the steering wheel.

partly a balance thing. The drive layout means there is too much weight at one end of too a car. Ideally there be a longitudinally-mounted engine up front and a at the rear, but then there be no luggage space at all and you’d to leave the roof at home if you to enjoy some open-top

I suspect most people buy the Copen as a fun car and not worry too much ultimate roadholding, so there are to be many complaints.

CARkeys was given a Japan-spec to test for the simple reason there are no European ones The engine doesn’t meet our regulations, so the ECU will have to be for the UK market. Daihatsu may also fit a larger turbo, though this is for emission rather power purposes.

Performance is to be affected.

Not that it really to be. The Copen is already pretty with a 0-60mph time of ten seconds and top speed of around (according to Daihatsu guesswork there are no official figures More power would not make it a better car, and in would probably require a re-think of the suspension.

UK sales, were confirmed on the day we drove the car, will start in though the specification has not yet been In Japan it’s possible to buy a basic Copen (as well as an transmission one, which be coming here). There’s a long list of options, and of them were fitted to the car we including a limited slip ABS, heated leather Momo steering wheel, electric windows and door central locking and a radio/cassette/CD

Standard UK spec will include all of these, but until the has been finalised Daihatsu confirm a price. The range of goes from £12,000 to so the Copen may end up being either expensive than the basic Streetka or more so than the version.

The Streetka is the Copen’s obvious rival. The concept Audi TT, as it were) and the performance are similar, even though the two are apart technically. The battle for the toy car market is hotting up.

Daihatsu Copen
Daihatsu Copen
Daihatsu Copen
Daihatsu Copen
Daihatsu Copen
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