The Mizuiro Tozansha (登山者; mountaineer), first introduced in 2017, was a small three-door SUV with its sights set on the subcompact off-roader market. It was the product of Mizuiro's sports-car expertise distilled into a form engineered to shrug off difficult terrain. The Tozansha's styling—particularly its simple front fascia—exuded confidence, defying trends of excessive aggression that had defined the automotive industry in the 2010s. Its L-shaped taillights extended inwards and downwards simultaneously, improving visibility while maintaining visual integrity.
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.
N
SPECS Layout F4 Engine Name MB2-4D Aspiration NA Displacement 2497 cc Peak Power 99 kW (133 hp) @ 5500 RPM Peak Torque 215 Nm (159 ft-lb) @ 3600 RPM Weight 1201 kg (2648 lb) Weight Distribution Front/Rear 54/46 STARTING PRICE
¥3,450,400 JDM
$32,200 USDM COLOURS Ardour Red Serene Blue Metallic Pacific Blue Steel Blue Sandy Khaki Steel Gold Katsuobushi Ethereal White Cloud Grey Metallic Tungsten Grey Sumi Black
X
SPECS Layout F4 Engine Name MB2-4D Aspiration NA Displacement 2497 cc Peak Power 138 kW (184 hp) @ 6400 RPM Peak Torque 246 Nm (181 ft-lb) @ 3600 RPM Weight 1222 kg (2694 lb) Weight Distribution Front/Rear 53/47 STARTING PRICE
¥5,070,150 JDM
$47,350 USDM COLOURS Ardour Red Hornet Yellow Electric Blue Serene Blue Metallic Pacific Blue Steel Blue Sandy Khaki Steel Gold Katsuobushi Ethereal White Cloud Grey Metallic Tungsten Grey Sumi Black
Following a bevy of victories in the All Japan Road Race Championship, Shimizu decided to try its hand at auto racing. Using a British-made chassis and bodywork reminiscent of 1960s endurance racers, the GP70 was built for the Japanese Grand Prix.
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.
GP70
SPECS Layout MR Engine Name S-25R Aspiration NA Displacement 2496 cc Peak Power 165 kW (221 hp) @ 7100 RPM Peak Torque 252 Nm (186 ft-lb) @ 5700 RPM Weight 848 kg (1870 lb) Weight Distribution Front/Rear 36/64 STARTING PRICE
N/A (development and production cost approx. ¥619,488/unit) COLOURS Yellow
The Mizuiro Aspect was created to fill a gap in Mizuiro's lineup, that being for a car with a little bit more power. Weighing in at 1233 kg (2718 lb), it was heavier than even the rugged Tozansha mini-SUV, but minimizing curb weight wasn't a priority for the Aspect. Instead, it had a longitudinally-mounted turbocharged inline-four engine producing 192 kW (258 hp) coupled to a six-speed dual-clutch transmission, allowing it to reach 100 kph from a standstill in five seconds and giving it more of an edge on straightaways. Nevertheless, it was a Mizuiro, and what it sacrificed in raw handling dynamics, it made up for in spirit.
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.
S
SPECS Layout FR Engine Name MI1-4D Aspiration TB Displacement 1997 cc Peak Power 192 kW (258 hp) @ 7700 RPM Peak Torque 260 Nm (191 ft-lb) @ 4700 RPM Weight 1233 kg (2718 lb) Weight Distribution Front/Rear 56/44 STARTING PRICE
¥3,740,000 JDM
$35,100 USDM COLOURS Blazing Red Metallic Ardour Red Tangerine Legacy Sunset Orange Candy Burnt Orange Biwa Blue Metallic Legacy Coastal Blue Ethereal White Cloud Grey Metallic Pewter Grey Sumi Black
R
SPECS Layout FR Engine Name MI1-4D Aspiration TB Displacement 1997 cc Peak Power 239 kW (321 hp) @ 8300 RPM Peak Torque 307 Nm (227 ft-lb) @ 6900 RPM Weight 1145 kg (2524 lb) Weight Distribution Front/Rear 56/44 STARTING PRICE
¥4,167,600 JDM
$39,050 USDM COLOURS Blazing Red Metallic Ardour Red Tangerine Legacy Sunset Orange Candy Burnt Orange Biwa Blue Metallic Legacy Coastal Blue Ethereal White Cloud Grey Metallic Pewter Grey Sumi Black
Why not offer a manual on the Aspect, to satisfy the enthusiasts even more? At any rate, it’s a formidable entry into the affordable sports car market.
At the 2009 Tokyo Motor Show, the surprise revival of the Shimizu luxury brand had many excited for the possibilities of a modern Shimizu lineup. At the forefront of this reveal was the seminal Mont Blanc, reborn as a luxury MPV with styling ahead of its time.
With production beginning in 2010, the new Mont Blanc became renowned for its wealth of interior space, benefiting from a high ceiling and more than plenty of legroom for its two rear seats. Cargo space was also abundant, given the two-box design carried over from the first Mont Blanc. Under the hood was a transversely-mounted 5.2-litre V12 providing smooth power to all four wheels via an electronically-controlled 7-speed automatic gearbox.
Despite having a 13-million-yen price tag and being almost a full metre longer than its predecessor, its spacious interior helped it once again set a standard—this time for Japanese luxury cars.
Mont Blanc
SPECS Layout F4 Engine Name MV2-12D Aspiration NA Displacement5194 cc Peak Power 264 kW (354 hp) @ 5900 RPM Peak Torque 461 Nm (340 ft-lb) @ 3900 RPM Weight 1962 kg (4325 lb) Weight Distribution Front/Rear 57/43 STARTING PRICE
¥13,100,000 JDM
$125,000 USDM COLOURS Deep Red Space Blue Metallic Titanium Bronze Dusk Bronze Brilliant White Peak Grey Metallic Piano Black
As part of fabled Japanese luxury marque Shimizu's return, another familiar nameplate returned to the forefront. The second-generation Shimizu Matterhorn was a svelte four-door limousine with a sumptuous, high-tech interior and its own version of Shimizu's new 5.2-litre V12 engine.
Many distinctive design features were inherited from the previous-generation car; these included the four round headlights (now housed within a sleek cluster alongside an L-shaped DRL strip and turn signal), as well as the bar across the trunk that bore the car’s name. A number of cutting-edge design elements were thrown into the mix, such as crescent-shaped LED taillights and retractable door handles. The engine, carried over from the Mont Blanc, was given a boost in power and now sat longitudinally, powering the rear wheels.
The new Matterhorn was developed with its sights set on similar European luxury offerings, and thus easily surpassed the standards set by its predecessor. While it wasn’t held in as high a regard as its competitors, Shimizu’s manufacturing mettle produced a well-built car that rewarded those who knew where to look.
Matterhorn
SPECS Layout FR Engine Name MV2-12D Aspiration NA Displacement5194 cc Peak Power 279 kW (354 hp) @ 6400 RPM Peak Torque 490 Nm (361 ft-lb) @ 3900 RPM Weight 2213 kg (4879 lb) Weight Distribution Front/Rear 55/45 STARTING PRICE
¥21,150,000 JDM
$201,000 USDM COLOURS Deep Red Deep Laver Metallic Space Blue Metallic Titanium Bronze Dusk Bronze Brilliant White Peak Grey Metallic Piano Black
I agree. The front is more than a little odd to me, but at least the rear is much better - and as its name suggests, it represents the peak of its manufacturer’s ambitions.
Created as an inexpensive, utilitarian car for sale in various global markets, the Tsuji (辻; junction) was Rinkai's response to the Japanese recession in the 1990s. Despite its two-liter engine designed with versatility in mind, the engine displacement tax bracket in which it sat made it less accessible to Japanese customers. To remedy this problem, the Tsuji was offered with a 660 cc kei-spec engine for the 1994 model year. However, there was still a market for sporty cars, and Rinkai decided to cater to this market with a kei sports car, making it an economically-minded option as Japan prepared to recover from the so-called "Lost Decade".
The Rinkai Magari (曲がり; curve) was a traditional front-engine, rear-drive roadster with a manually operated canvas top and few creature comforts besides the standard air conditioning, radio, and cassette player, with a CD player offered as optional equipment. Under the hood, the Magari used the same engine as the kei Tsuji: a turbocharged 660 cc inline-3 with a 4-valve SOHC valvetrain and variable valve timing. Weighing in at 69 kg (152 lb), the diminutive engine was one of multiple factors that kept the Magari’s weight at just 899 kg (1761 lb). With such a low weight and decent weight distribution to boot, it’s no wonder the two-seater was able to coast through corners with ease.
Magari
SPECS Layout FR Engine Name RIK2-3S Aspiration TB Displacement 660 cc Peak Power 47 kW (63 hp) @ 6400 RPM Peak Torque 80 Nm (59 ft-lb) @ 4800 RPM Weight 899 kg (1761 lb) Weight Distribution Front/Rear 53/47 STARTING PRICE
¥470,000 JDM COLOURS Ardour Red Tamago Yellow Marsh Green Sky Blue Coastal Blue Ash White Snow Grey Pewter Grey Sumi Black
This is definitely one of the better-looking kei sports cars I’ve seen on these forums. True to its name, despite its meager power output, it relishes spirited driving through twisty roads, thanks to its tiny footprint and low kerb weight.
With a name that translates to "firework", the first-generation Mizuiro Hanabi (花火) served as the sedan counterpart to the Hikyaku wagon, with some trim levels offering explosive performance that lived up to the car's namesake. Adhering to its credo of balancing practicality and fun, Mizuiro sold the Hanabi in three trim levels: the budget E (for "economy"), the all-rounder P (for "premium"), and the special R (for "rally").
The E and P models had Mizuiro’s trademark two-litre SOHC inline-four under the hood, while the R used a 242 kW (325 hp) two-litre DOHC flat-four engine coupled to an all-wheel drive system to keep it planted on or off road. The car also used aluminum body panels and a performance-oriented six-speed manual gearbox, distinguishing it from its front-wheel drive counterparts, while visual elements such as a large wing and hood vent for the top-mounted intercooler solidified it as the car upon which Mizuiro’s works entry into the World Rally Series was based.
While, on average, one million E and P models were sold every year during the Hanabi’s production run, only 2,800 R models were produced for the 2001 model year. As such, despite not quite having entered collectible territory, the Mizuiro Hanabi R is rare in its own right.
E
SPECS Layout FF Engine Name RI1-4S Aspiration NA Displacement 1999 cc Peak Power 86 kw (116 hp) @ 6200 RPM Peak Torque 170 Nm (125 ft-lb) @ 3200 RPM Weight 1305 kg (2877 lb) Weight Distribution Front/Rear 58/42 STARTING PRICE
¥1,270,000 JDM
$11,950 USDM COLOURS Ardour Red Pacific Blue Steel Blue Sandy Khaki Steel Grey Pewter Grey Sumi Black
P
SPECS Layout FF Engine Name RI1-4S Aspiration TB Displacement 1999 cc Peak Power 143 kw (191 hp) @ 6700 RPM Peak Torque 238 Nm (176 ft-lb) @ 3600 RPM Weight 1418 kg (3126 lb) Weight Distribution Front/Rear 59/41 STARTING PRICE
¥1,720,000 JDM
$16,200 USDM COLOURS Ardour Red Pacific Blue Steel Blue Sandy Khaki Ethereal White Cloud Grey Metallic Pewter Grey Sumi Black
R
SPECS Layout F4 Engine Name MB1-4D Aspiration TB Displacement 1997 cc Peak Power 242 kw (325 hp) @ 7100 RPM Peak Torque 343 Nm (253 ft-lb) @ 6200 RPM Weight 1370 kg (3020 lb) Weight Distribution Front/Rear 55/45 STARTING PRICE
¥2,330,000 JDM
$22,000 USDM COLOURS Ardour Red Pacific Blue Steel Blue Sandy Khaki Ethereal White Cloud Grey Metallic Pewter Grey Sumi Black
Serving as Mizuiro's debut in the World Rally Series, the 2001 Mizuiro Hanabi WR was adapted from the company's Hanabi sedan. Due to regulations stipulating that rally cars be based on production cars to a certain degree, the standard Hanabi was turned into a bona fide sports sedan, with its transversely-mounted inline-four engine swapped for a longitudinal flat-four, and the resulting car was sold as the Hanabi R.
Using the Hanabi R as a foundation, engineers from the Mizuiro-Dunlap Rally Team (MDRT) team began the final stage of the Hanabi’s transformation into a true rally car. The interior was stripped and a roll cage and two bucket seats were installed in its place, while the six-speed manual gearbox was swapped for a six-speed sequential. Skidplates at both the front and rear were installed to improve aerodynamics and protect against underbody damage, and the turbocharged engine’s output was increased to 260 kw (349 hp).
While the Hanabi WR did not achieve any victories throughout the 2001 season, consistency on the part of its drivers earned it fourth place in the manufacturers’ championship. With improvement after improvement every season, it would eventually net the Mizuiro-Dunlap Rally Team first place overall in 2007 before the team withdrew from competition.
WR
SPECS Layout F4 Engine Name MB1-4D Aspiration TB Displacement 1997 cc Peak Power 260 kw (349 hp) @ 7600 RPM Peak Torque 376 Nm (278 ft-lb) @ 6300 RPM Weight 1231 kg (2714 lb) Weight Distribution Front/Rear 54/46 STARTING PRICE
N/A (development and production cost approx. ¥2,206,544/unit) COLOURS #7 Ethereal White/Tangerine
The Hanabi P would have been a formidable choice among front-drive cars in Gran Turismo 3: A-Spec - but I must admit that the all-wheel-drive, WRC-inspired R made it seem tame in comparison, especially with 325 bhp pushing around just 1370 kg. In fact, it seems as if there’s a Hanabi for every event in that game, from the Sunday Cup (for which a lightly tuned E could suffice) to the Dream Car Championship (in which a WR could be highly competitive).
The 2006 Mizuiro Hizoku (匪賊; bandit) roadster was renowned for its midship layout, compact size, and low price, but was rapidly showing its age by the 2010s in no small part due to its decades-old engine design. Furthermore, its size brought it near the realm of kei cars, something Mizuiro sought to capitalize on with the release of the second-generation Hizoku.
With an all-new partial-aluminum design and a slightly tweaked version of the Kaizoe’s (介添え; helper) 660 cc inline-three engine coupled to a five-speed manual transmission, the Hizoku K combined the affordability of the previous generation with the lower road taxes offered by kei cars. The K’s eager handling and weight of 836 kg (1844 lb) made its peak output of 47 kW (63 hp) a non-issue. To reduce complexity, the Hizoku’s roof was now a removable single-piece unit that could be stored under the hood when not in use, and owing to the car’s lower speeds, it lacked a spoiler. McPherson struts were also used in the front and rear, just like with the first-generation Hizoku.
A higher-tier model, the Hizoku S, was equipped with a 1.3-litre inline-four, a six-speed electronically-controlled automatic transmission with paddle shifters, wider wheels, and an active rear spoiler. As the K was only sold in Japan, the S also served as an export model that attracted overseas customers with its 118 kW (158 hp) output and increased safety measures, serving as the true successor to the 2006 car.
K
SPECS Layout MR Engine Name MIK2-3D Aspiration TB Displacement 659 cc Peak Power 47 kW (63 hp) @ 6500 RPM Peak Torque 88 Nm (65 ft-lb) @ 3300 RPM Weight 836 kg (1844 lb) Weight Distribution Front/Rear 45/55 STARTING PRICE
¥1,465,000 JDM COLOURS Ardour Red Tangerine Candy Burnt Orange Hornet Yellow Vivid Green Electric Blue Serene Blue Metallic Katsuobushi Ethereal White Cloud Grey Metallic Sumi Black
S
SPECS Layout MR Engine Name MI2-4D Aspiration TB Displacement 1300 cc Peak Power 118 kW (158 hp) @ 7100 RPM Peak Torque 184 Nm (136 ft-lb) @ 4400 RPM Weight 920 kg (1844 lb) Weight Distribution Front/Rear 43/57 STARTING PRICE
¥2,700,000 JDM
$25,800 USDM COLOURS Ardour Red Tangerine Candy Burnt Orange Hornet Yellow Vivid Green Electric Blue Serene Blue Metallic Katsuobushi Ethereal White Cloud Grey Metallic Sumi Black
While the luxury car division of Shimizu Heavy Industries languished for over a decade after the collapse of the Japanese asset price bubble, its bike manufacturing division in turn saw an uptick in sales as a result of increased demand for more affordable personal transportation. After ten years of mostly producing small-displacement motorcycles and older models, Shimizu stepped up its game with the Eight-Four in 2006.
Hot on the heels of the litrebike craze of the early 2000s, the Eight-Four was a modern take on the classic “Universal Japanese Motorcycle” (UJM), a type of inexpensive, dependable, and mostly-unfaired general-purpose motorcycle with an engine displacement of between 400 and 750 cc. Nestled within its tube frame was a 797 cc liquid-cooled, fuel-injected DOHC inline-four that produced both plenty of low-end torque and smooth power at higher revs. Intakes on either side of the fuel tank fed the engine and contributed to the bike’s muscular character, while an antilock braking system made stopping easier and faster. The seating position was engineered for both rideability and performance—useful, given that the Eight-Four was more agile and better-handling than its displacement would suggest.
The Eight-Four’s retro styling, modern technology, and riding dynamics made it a hit amongst riders young and old. In addition, one doesn’t need to be an experienced rider to enjoy all that it had to offer.
Eight-Four
SPECS Displacement 797 cc Peak Power 67 kW (90 hp) @ 8800 RPM Peak Torque 82 Nm (61 ft-lb) @ 6700 RPM Weight 213 kg (470 lb) STARTING PRICE
¥1,030,000 JDM
$9,900 USDM COLOURS Space Blue Deep Red Titanium Bronze Brilliant White Piano Black
With its single round headlamp and lack of an aerodynamic fairing, the Shimizu Eight-Four street bike served as a modern take on classic Japanese motorcycles from the 1970s. This special racing version, itself taking after racing bikes from the same decade, has been turned into a pure competition machine through extensive modification and tuning.
While the aluminum block remains stock, the engine uses performance-spec internals, including a machined crankshaft and more aggressive cams. The pistons and conrods, despite being of the same forged construction as the stock pistons, use a specialized racing-oriented design, and the stock cylinder head has been modified for better flow. The radiator, airbox, and exhaust mufflers have also been replaced.
Numerous modifications have also been made to the bike itself. A total of 18 kg (40 lb) has been shed thanks to lightweight body panels and wheels, as well as the removal of unnecessary components, such as the lights and passenger seat. While the street manners of the Eight-Four have all but been abandoned, the resulting motorcycle is one that undoubtedly punches above its weight.
Eight-Four Racing-Modified
SPECS Displacement 797 cc Peak Power 76 kW (103 hp) @ 8600 RPM Peak Torque 91 Nm (67 ft-lb) @ 7300 RPM Weight 195 kg (430 lb) STARTING PRICE
N/A (modification cost approx. ¥838,497) COLOURS Fiery Red/Brilliant White
With the experience gained from tuning multiple Mizuiro models under their belts, the Splash tuning outfit began their most ambitious project to date—a silhouette car geared towards all-out performance in corners. Using the tiny Rinkai Magari (曲がり; curve) kei car as a base and a custom carbon fibre tub as a starting point, the car's body panels were painstakingly constructed from carbon fibre over the course of almost two weeks. Aluminum subframes made from scratch allowed the Splash team to use existing double-wishbone suspension from another car, and the convertible top on the original Magari was emulated by a fixed unpainted carbon top. A list of aerodynamic components, consisting of dive planes, an undertray with a rear diffuser, two wings, and other aerodynamic improvements completed the package. Only the lights were carried over from the stock Magari.
Since such downforce was likely to impact the car’s top speed, and excessive turbocharger lag would undoubtedly affect acceleration, the decision was made to use a custom 2.4-litre DOHC inline-six dubbed the “Splash Six”. Feeding it was a single turbocharger protruding from the hood, with a fine mesh screen directly in front of the compressor serving as a rudimentary filter; directly behind it was a short, upturned exhaust that all but negated any possible flow problems past the turbine. This unique powerplant, the majority of which was machined from aluminum and steel billets, produced in excess of 447 kW (600 hp), helping the car accelerate to 100 kph (62 mph) in a mere 2.2 seconds.
The custom Splash Magari would set a test track lap time of 1 minute and 42.86 seconds on Fujisaki semi-slick tires, and was capable of pulling 1.9 g in high-speed turns. It ultimately fulfilled Splash’s goal of creating a no-holds-barred cornering machine, one where few expenses were spared.
Magari Time Attack
SPECS Layout F4 Engine Name "Splash Six" Aspiration TB Displacement 2399 cc Peak Power 455 kW (611 hp) @ 7700 RPM Peak Torque 602 Nm (444 ft-lb) @ 6600 RPM Weight 702 kg (1548 lb) Weight Distribution Front/Rear 60/40 STARTING PRICE
N/A (development and production cost approx. ¥75,497,496/unit) COLOURS Splash Blue
I’ve updated the title post to announce my future plans for this thread. I do intend on leaving it around as a sort of archive, and may look into locking it when the time comes.
