With looks like that and performance to match, the Jiko would have been a shoo-in for Gran Turismo 2 - especially the GT500 version, which would either have been listed as a Special Model in the dealership or made available as a prize.
On top of that, its light weight and tunability would have made it a firm favorite among members of the infamous Midnight Club, and given it a strong chance of dominating the street racing scene.
With a specific dispacement of 312 cc per cylinder, the relatively small SOHC V8 was equipped with mechanical fuel injection—a technology that, despite being used in numerous American and European cars in the 1950s, was new to the Japanese market. It offered better and more consistent performance versus carbureted designs and was far more resistant to engine knock.
Compared to the majority of American cars, the Mont Blanc was just over 4 metres (around 13’) long with a wheelbase of 2.42 metres (roughly 8’), helping it maneuver more effectively through city streets. The car’s long roof also allowed the seats to be positioned further back, to preserve comfort without compromising cargo space. At a decent price, the Mont Blanc helped set a new standard for premium cars in Japan.
Between the passenger compartment and the rear axle was a retooled version of the fuel-injected 2.5-litre V8 engine used in the Mont Blanc. It had new intake and exhaust manifolds and better internals, for a peak output of 121 kW (163 hp) over the Mont Blanc’s 79 kW (106 hp).
The Gran Paradiso had a top speed of 220 kph (137 mph) and could reach 100 kph (62 mph) from a standstill in 5.8 seconds. Even if such numbers were easily surpassed by the Italians, they were sufficient in establishing a car for the driver who didn’t have it all, nor needed it.
The Matterhorn came standard with such features as double-wishbone suspension in both the front and rear, a 4-speed automatic transmission, adjustable full-grain leather seats, a microsuede-wrapped steering wheel, and plenty of sound-deadening insulation.
Adorned with just the right amount of chrome, the stately Matterhorn—in a similar manner as its namesake—rose to fame as one of the most prominent ultra-luxury cars of its time.
The minimalistic designs of the Gran Paradiso and Matterhorn would have been quite futuristic at the time of their respective debuts, but they would have been more easily accepted by the public in later years.
Integral to the Shimizu Lyskamm was a twin-turbocharged 4-litre DOHC V8 producing a massive 370 kW (496 hp) and 559 Nm (412 ft-lb) of power and torque, respectively. As was the standard for top-tier performance cars at the time, the engine was positioned between the cockpit and rear axle in a rear-midship layout. Most cars with this configuration, however, were strictly performance vehicles, with little attention paid towards comfort. The Lyskamm, however, was quite different.
Described by some as half supercar and half grand tourer, the Lyskamm incorporated extensive use of acoustic measures, including a thicker firewall, as well as generously padded seats and all-wheel drive. To offset the increase in weight, a fibreglass body was used, resulting in a total weight of 1390 kg (3064 lb).
With a top speed of 315 kph (196 mph) and a 0-100 time of 4.1 seconds, the futuristic Lyskamm could be considered a forerunner of the modern hypercar. Having spent four years in development, it first entered the market in 1987, but quickly became a hit and outshone its European competitors.
The base E model was powered by an 80 kW (108 hp) two-litre V6 and weighed 1346 kg (2967 lb), making it less of a performance vehicle than a practical, no-nonsense daily driver. The luxury-oriented L model used the same engine as the E, but was outfitted with an electronically controlled automatic transmission, all-wheel drive, electronic stability control, and a comfortable luxury interior.
The crown jewel of the Hikyaku trim levels, however, came in the form of the S. This performance-oriented variant was equipped with a 168 kw (226 hp) version of the standard 2.0 V6 mated to a five-speed sequential gearbox sending power to the rear wheels, as well as upgraded suspension and 71 kg (157 lb) of weight lost.
With the Hikyaku, Mizuiro served as an adequate successor to Rinkai and Shimizu, but their new car was only the beginning of a diverse series of vehicles designed to cater to many different markets.
Under the hood of the Tenet was a 2.5-litre V6 engine paired to a five-speed automatic transmission. Unusually for a minivan, it also had double-wishbone suspension in both the front and rear for smooth cornering.
For those in the market for a premium car with a low floor and a tall roof, the Tenet L trim level came standard with such amenities as a premium audio system with MP3 player support, electronic stability control, and tables that folded down from the backs of the front seats. The interior of the L was also changed in a crucial way; the third row was removed and the second row was moved far back for legroom surpassing even that of top-end luxury sedans.
Despite it having plenty of tricks up its sleeve, the Tenet failed to catch on amongst potential customers, mainly due to being a relatively dull, mundane offering from a company that had prided itself on fun, sporty vehicles.
That would have made the Tenet more expensive to build than rivals - combined with the fact that it was out of character for the company, it would have been a guaranteed loss-maker in the day! Today, however, it would be seen as a curious, intriguing choice for those wanting a modern classic people mover.
Mated to a six-speed manual transmission was another refresh of Rinkai’s classic two-litre SOHC inline-four engine, this time with multi-point fuel injection and a turbocharger for a total output of 158 kW (212 hp). The base RS model’s low weight of 944 kg (2082 lb) gave it a top speed of 241 kph (150 mph) and cornering forces in excess of 0.94 g.
A limited-edition rally version called the RX was produced in 2007, receiving upgrades in the form of an offroad undertray, all-wheel drive with limited-slip differentials, lower fog lights, rally wheels, and lifted suspension. The engine and transmission were carried over from the RS model.
The Hizoku was no grand tourer, but it didn’t aim to be. Although sacrifices were made in terms of comfort, it proved to be a popular little car with an acceptable price tag.
While its road-going RS counterpart was built with driving pleasure in mind, the Hizoku TC was a machine focused on numbers, and as such, it was definitely not for the faint of heart.
The design of Mizuiro’s two-litre inline-four, dating back to 1974, was given a modern-day refresh and built from the ground up with an aluminum-alloy block and head as well as a DOHC valvetrain. Combined with an electric motor, the resulting hybrid powerplant was capable of 83 kW (111 hp) and 21 km/L (49 mpg US).
The Kasui, being a hybrid geared towards everyday use, was styled in a simple manner, with a faux lower grille to preserve aerodynamics, as well as an inconspicuous exhaust disguised as a vent on the bottom edge of the rear bumper. It was a premium car, with LED units in the headlights and taillights and electric power steering, among other amenities. The Kasui effectively projected an eco-friendly image through its understated appearance, but the way it handled—especially in spite of its relative lack of power—demonstrated that Mizuiro hadn’t lost its touch when it came to green cars.
The Kasui’s hybrid system was removed and the engine was modified to make 137 kW (183 hp) over the standard car’s 83 kW (111 hp). Connected to the engine was a six-speed sequential transmission that replaced the six-speed automatic, routing power to the rear wheels through a limited-slip differential. New wheels, brakes, and shock absorbers were installed, the interior was stripped, and an undertray was added to improve aerodynamics. The car’s weight was brought down to 1030 kg (2271 lb), completing the package.
These rare, specialized cars were only sold in Japan by Mizuiro, as Splash had the company’s full support.
The Karai was instantly recognizable thanks in no small part to its swooping, rounded-off body and small, efficient LED headlights. It also differed significantly from other kei cars in that it had a kei-sized flat-4 engine as opposed to the de facto standard inline-3. Power from said engine was also transferred to the rear wheels to help harness its limited maximum output.
The Karai, as Mizuiro’s new flagship kei car, sported a unique badge in the shape of a flower bud. While it did not have as much cargo space as its competitors due to the unusual body shape, they were in turn somewhat over-optimized for practicality and lacked the finesse of the Karai, which served as Mizuiro’s return to form.
The most unique feature of the Inuwashi was its engine; sourced from the company’s Washiza (鷲座; Aquila) superbike, the punchy 1.3-litre naturally-aspirated inline-four revved quickly, propelling the sub-1,000 kg (2205 lb) car to 100 kph (62 mph) in six seconds. Connected to the engine was a six-speed sequential transmission similar to that on the Washiza, but overhauled for automotive use.
With an aluminum frame and aluminum bodywork, the Inuwashi possessed incredible agility and lacked sway bars due to its incredibly low weight. Its handling performance was impressive on its own, but the power provided by its engine made it into a true bird of prey among sportscars.
While the 660 cc flat-four engine used in the Karai was novel and helped lower the car’s centre of gravity, a three-cylinder of comparable displacement would ultimately be less complex, more reliable, and capable of a higher torque output. The Kaizoe’s inline-three, in particular, made 89 Nm (66 ft-lb) of torque over the 77 Nm (57 ft-lb) of the Karai’s flat-four, supplementing the maximum of 47 kW (63 hp) allotted to kei cars and allowing for a lower redline. Once again, the standard model (designated “T” for “turbocharged”) was offered alongside the S model, which lost 49 kg (108 lb) of weight and came with alloy wheels and a stiffer suspension tune.
While the more agile Karai was somewhat lacking in practicality, the Kaizoe easily solved such issues while retaining the charm of its predecessor.
engineering wise it’s very good, but the design lacks a lot
Due to the car’s stature, a flat-4 engine layout and offroad undertray were used to more effectively lower the centre of gravity. With a displacement of 2.5 litres and natural aspiration, it provided decent power quickly, crucial for tackling steep grades.
Alongside the standard N model was the X model, with upgraded suspension, a bull bar, and a more powerful engine as standard features. The N lent itself well to both off-road and on-road conditions, but the X was a thoroughbred adventurer that punched above its weight when taken off the beaten path.
Behind the driver’s seat sat the same 2.5-litre SOHC V8 used in the Mont Blanc, having had everything except the engine block either upgraded or replaced with race-ready components that included DCOE carburetors and a racing exhaust system. It produced 165 kW (221 hp) of power—a figure that ultimately contributed to a top speed of 294 kph (183 mph) and a 0-100 time of 5.34 seconds.
While some design elements were carried over, the somewhat dated body shape was ultimately scrapped in favour of a more angular design for Shimizu’s first road-going midship sports car: the Gran Paradiso.
A more track-oriented version was also available. Called the Aspect R, it shed 88 kg (194 lb) and boasted a power output of 239 kW (321 hp), making it Mizuiro’s most powerful mass-produced car yet and resulting in a 0-100 time of 4.2 seconds. It was also appropriately equipped, with a rear wing, rain light, magnesium wheels, and most importantly, a more planted suspension setup for tackling corners head-on.
