TSR Automotive

[Aaron.W]

Once a partnership with Keika…

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TSR co-founder, Ryo Eishi, was a best friend of Daniel Chase. Well, they had a partnership. The purpose is for cost-cutting and to increase reliability. After that, they created another Ultra. Not just any Ultra, the GTX. The car was eqquiped with revised suspension, a more powerful engine, a double-layered wing, a new body-kit and Watanabe RS rims. This version is only available for the US as the Ultra will leave the US market in January 1974. Even then, this car is still kinda well-known.

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A perfect example of a 1973 TSR Ultra GTX.

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If you want to take a test-drive of this car, please PM us…

[Aaron.W]

TSR will be opening a vote for the engine in the 5th generation TSR Kansai. Please vote below…

• Turbocharged V6
• Turbocharged I6
• NA V8
• Turbocharged V8

Show results

[Aaron.W]

#TURBO4LIFE!

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1979
Turbos, turbos, turbos in the fuel crisis. TSR still tries to sell their turbocharged cars. Again, TSR asked Keika for help in terms of price and reliability. And, this is the result, the TSR Kansai GTR.

The 1979 TSR Kansai GTR circa 1979

Although there is a slight increase on power over the GTS Phase 2, there are way more mechanical changes. For example, the carburetor was changed to a mechanical fuel injection, it now uses a 91 RON regular unleaded fuel, a new body kit, a Porsche 911 Turbo (964) inspired rims made of magnesium, sports interior, 2 seats, improved fuel economy and improved reliability. Suspension tuning was also made. With insane amout of camber on the front and very stiff sway-bars at the back, this puppy can do 1.07g on a 20m radius skidpad and 1.09g on a 200m radius skidpad. The GTS Phase 2 rides very harsh, mostly due to the insanely stiff suspension, TSR soften the GTR’s rear suspension which also helps a lot with comfort. People named this the Japanese muscle car, but loves cornering. Although it is not as reliable as the Ultra, the Kansai GTR is still considered a very reliable early turbo cars at its time. Only 300 were ever made…

[Aaron.W]

Another vote for the 5th generation Kansai…

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Should we stay hydraulic variable steering or change to electric variable steering?

• Hydraulic Variable Steering
• Electric Variable Steering

Show results

[Aaron.W]

From Road to Rally to Road…

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1982
From 1980 (the end of the 2nd generation Kansai’s production) to 1981, TSR had nothing to sell. No cars, no anything… Instead, TSR took a hiatus for those 2 years. At 1982, TSR rose again, but only for rallying. More specifically, Group B. They took the chance to design a car. The result, the TSR Omega… An AWD rally hatchback.

1982 TSR Omega RS

They used a brand-new turbocharged inline 4. The motor was very unreliable even back then… And then, it was longitudinal-mounted, in a hatchback?! Pretty weird… It was one of the underrated Group B cars. It was never competitive. The rules said that if you want to update your rally cars, you need to make an evolution version and so they did! So in 1984, when the Omega got an update, the RS evolution.

1984 TSR Omega RS Evolution

It was more powerful, sportier and more importantly, it made more power in the rally-spec. More specifically, 546HP. It was quite competitive at first but soon, competition was on another level. TSR was now consistently getting 4th and 5th and soon faded away. And so, the spirit of the Omega was gone. But the spirit of rallying was not gone.

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1985
TSR took the spirit of rallying and lighten it up to a new car. It was called the project RX (Rally Experiment) or more specifically, the TSR Angel. The first generation was known as the wobbles as it looks very wobbly and round, maybe… This time, they took the engine from the Omega and tweaked it even more. More power and more fuel economy. The result, was this, the Angel S.

1985 TSR Angel S

It was a very good and fun car. It was very appealing to the market. A turbocharged engine and AWD as standard made it very tempting for buyers. TSR lost a lot of money for making the Omega, but gained some money from the sales of the Angel. As the name suggest, it was the Angel who saved TSR from getting bankrupt. Even with its low reliability, people seemed to enjoy it. It was a massive. A sportier option was this, the RS. It was fitted with 17 inch alloy wheels, a new body kit, sport compoud tires and a more powerful, but thirstier engine. It was a big hit.

1985 TSR Angel RS

Some say the 3rd generation Kansai exterior was inspired by the 1st generation Angel. But one things for sure, both names (Kansai and Angel) were very important cars in TSR’s history.

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1987
A new mid-engine car was in the works. Everyone expected it to be the Ultra. But it turns out to be the TSR Tora. Built for the Group S rally, unfortunately it was cancelled. Despite that, TSR still sold the Tora. They sold 60 of them total. 50 of them are the Touring and 10 of them are the RS. Both incredible vehicle. They also developed an all-new turbocharged inline 4 engine that had more fuel economy and more durability. The Touring was affordable, the RS was more expensive, but better. You see, the Touring has a basic radio, basic safety, hydraulic power steering and rear-wheel drive only. The RS has a standard radio taken from the Angel, standard safety, variable hydraulic power steering and all-wheel drive. That’s right, mid-engine AWD sports car. It was very advanced at its time.

1987 TSR Tora Touring

1987 TSR Tora RS

But they weren’t sold in the US because it didn’t pass regulations all though that would be easily changed. TSR certified importers actually made the Tora US legal. Only 15 Tora Touring were imported to the US. The TSR Import Certification were needed because somebody tried to import a Tora into the US and the car was illegal. They crushed it. The TSRIC (TSR Import Certification) allowed the importers to be given specialized parts to make it legal in both Europe and the US. The cars need to go through the TSR Importing Station like all other usual models. The Tora was given special caring. They gave it a special bumper and lights and increase the safety of the car. They’ve also added ABS. This was the result…

One of the 15 TSR Touring in the US. Also, pay attention to the changes in the bumper and the lights!

Then it was double checked. Then, when given the green light, the car was put to a ship and arrive at the TSR port in California where they dismantled the cars and brought it to either the TSR dealership or the importer’s dealership. The Touring was allowed for importing but the RS was not. TSR did not allow it as it is extremely rare and can’t be guaranteed to be legal if there are many mistakes.

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Fun fact!: TSR made 50 TSR Tora’s as kit cars for schools that teach mechanical engineering. Students have their own extra-curriculum (if they want) of making the TSR Tora Kit Car. The chassis was a space-frame chassis with all the hardware, tools and mountings ready. And also, the US-legal parts.
TSR Tora (TRMK1) - RS.car (28.1 KB)

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Please PM us if you want to test drive one of these cars. Thank you…

[Aaron.W]

AWD 2nd Generation Kansai?!

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You may not expect it, but here we are. After the introduction of the Tora, one of the engineer thought of the Kansai and we quote: “Why not have an AWD Kansai?” TSR haven’t have a new chassis to work on. But, some people still demand the 2nd generation Kansai. So, they revive the 2nd generation Kansai. Originally the Kansai was only made for RWD. They haven’t thought of putting AWD on it. If they want to put a front-differential, they need to put the engine forward. So, they instead put the turbocharged 2.5 litre inline-4 from the Tora and put it to the Kansai. Therefore, the front-diff fits. They gave it 17-inch steelies from the Angel. The result was this, the Kansai RS.

A 1987 TSR Kansai RS

Gone were the 60s taillights and enter in a new era where the back looks so much more modern and aggressive.

Modern and blends in well in the 60s body.

This was just a limited model and only 100 were made. It was the only 2nd generation Kansai on sale in 1987.

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Please PM us if you want to test drive it

[Aaron.W]

TSR to cancel all their SUV and crossover models

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Sales for the Raider and XCross have gone horribly wrong. Sales go as low as 2 sold per month. 2019 model years are cancelled. Orders are getting cancelled. TSR’s founder, Tomoyaki Takashiro said that it’ll ruin their brand image if they continue to sell cars like these. If they’re continuing building cars like these, the future of TSR might be threatening. Buyers are even encouraged to buy other models instead of the Raider and XCross like the Itakara and Kogarashi and more.

[Knugcab]

I’m sorry if my somewhat appalling review of the XCross did hurt your sales that much…

[Aaron.W]

No not really. The XCross was something I built without passion. It was ugly sure. But It’s there to fill the crossover market. But then again, I don’t like crossovers…

[thecarlover]

Crossovers are the biggest market and growing. Better put some passion into it for the sale

[Aaron.W]

The Forgotten Predecessor before the 2nd Generation Ultra

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The 2nd Generation Ultra was quite successful. But what made it so good? Well, all the technological marvel comes from the first TSR to use a carbon-fibre monocoque chassis with all pushrod suspension was the 2nd generation TSR Tora. The 90s is when TSR are experimenting. The first experiment was this, the 2nd generation TSR Tora. It uses fibreglass panels, carbon-fibre chassis and pushrod suspension in the front and back. It was revealled in 1992.

The 1992 TSR Tora Touring

The Touring only produces 310HP using a 3.2 litre V6. But then the Touring got cancelled and was changed to the RS which was released at the same year. The RS produces 501HP which was a massive jump from the 310HP from the Touring. It was fitted with a new body-kit and a wing.

The 1992 TSR Tora RS

In 1993, the most powerful TSR Tora was born, the RSR. It produces 657HP. It can do 1.20g of lateral grip making it a track monster. Everything technical about this car shouts “Track Car!”. And, it still uses a 3.2 litre V6.

The 1993 TSR Tora RSR

It would set the benchmark of what would be the 2nd generation Ultra. If the Tora can do it, why can’t the Ultra do it?

[Aaron.W]

TSR trying luxury in 80s…

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In the late 1985, the 1st generation Fallwing was born. Because they lost all their money from the project Omega, they used a semi trailing arm suspension to save money. They also used the same engine that was in the 2nd generation Kansai, the LE6 series (Inline-6). They converted it to a fuel injection system.

The base model of the 1st generation Fallwing.

At 1987, there was a facelift. They replaced the old LE6 with a brand new Inline 6 called the BE6. It also gave birth to two trims, the Turbo and the Turbo S. Both of those were rear wheel drive. Suprisingly, they have a lot of grip.

TSR Fallwing Facelift Turbo S
You can differentiate the facelift model with the pre-facelift model by it’s headlight and front bumper. Of course, other Fallwings except the Turbo and Turbo S didn’t come with a lip.

[Aaron.W]

Running in the 90s…

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In 1990, the Angel got a facelift. This time, they changed the engine from the old project Omega’s engine (The X4 Series) to the new engine from the 1st generation Tora (The LG4 Series). That means that the Angel is more powerful and has better fuel economy. The S is replaced with the S2 They also introduced a new trim at that time called the CS “ComSport”(Com for Comfort). It featured an automatic gearbox, chrome trimming, the removal of the wing that is replaced by a lip, new alloy wheels and a more comfortable suspension.

The 1990 TSR Angel CS

And at that time, the RS was replaced with the RS2. The RS2 featured a magnesium BBS rims, a new front bumper, a more powerful version of the LG4 series engine, and a better tuned suspension. The RS2 is the most well-known version of the Angel.

The 1990 TSR Angel RS2

[Aaron.W]

Early 2000s!

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In 2000, the 1st generation Kishita was released. It came in 4 different trims, the Smart, Style, Sport and Sport R. The Smart and Style uses the WS3 series engine (Inline 3). The most fuel efficient model, the Smart, can get 43.2 mpg.

A normal 1st gen TSR Kishita

The Sport and the Sport R version uses a tuned version of the E4 series engines. The Sport model has FWD as standard and AWD as an option. The Sport R has AWD as standard. Both of those are also equipped with 8 spokes magnesium rims. The Sport R has a big wing in the back making it look a bit edgy…

A 1st gen TSR Kishita Sport R

These 1st gen Kishitas are very fun and also very cheap as well. Here’s the download link if you want to try to drive it. You can try to modify it if you want to…
TSR Kishita (KSF1) - Smart.car (22.8 KB)
TSR Kishita (KSF1) - Style.car (23.8 KB)
TSR Kishita (KSF1) - Sport.car (27.5 KB)
TSR Kishita (KSF1) - Sport AWD.car (27.5 KB)
TSR Kishita (KSF1) - Sport R.car (38.0 KB)

[Aaron.W]

The new 2019 TSR Ute-tility only for Australia

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TSR Ute-tility Style

This is TSR’s take on the ute market in Australia. This is a new chassis that will be used for passenger cars (not sports cars) that uses a longitudinal layout. It also uses TSR’s new design language that will be used in future cars and even sports cars (after current generations such as the new 5th generation Kansai, the 3rd generation Taikan, the 3rd generation Ultra and the outgoing 2nd generation Angel). It makes the car look way more modern that the other models that uses the old design language. Of course since utes are not desired in any other countries, the Ute-tility will be only in Australia by TSR Australia in their factory.

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Trims:

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TSR Ute-tility Smart

This is the base model equipped with a 3 litre V6 (NV6 Series)

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TSR Ute-tility Style

This is the mid-trim V6 model uses the slightly tuned V6. It also has all-wheel drive as an option.

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TSR Ute-tility Sport

This is the top-of-the-line V6 model with the V6 now making 287HP and all-wheel drive as standard. Although the suspension is tuned more to sportiness, it can still can be used as a utility vehicle.

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TSR Ute-tility NR5

This is the sportiest and the fastest version of the Ute-tility and it uses a 5 litre V8 producing 383HP. The suspension is lowered and tuned even more for better sportiness. Even though it is not a cornering machine, it can still handle well on twisty roads. Unlike the other NR5 models which will be released a year after the base car is released, this NR5 will will be available now!

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Price list:
A: Trims
B: Power (measured in HP)
C: Torque (measured in lb-ft)
E: Engine type
F: Price (in Australian Dollars after mark-up)

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NOTES:

1. Downloads are on the OP under the Country-specific Models Range.
2. Let us know whether or not you like the new design language.
3. Thank you!

[stm316]

@Aaron.W

since utes are not desired in any other countries

You see, I just can’t wrap my head around that. They’re “practically perfect, in every way”

[Fayeding_Spray]

Ah yes, the Utility-tility. What a wonderful name.

[Aaron.W]

Sorry, I can’t come up with any Australian names…

[Radster]

I like how the new fascias are looking! However, I think these headlights are way too wide. Appart from that, you’re on the right track

[Aaron.W]

The most popular TSR model in the 90s…

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Just when you thought that the Ultra was the most popular, it isn’t. There was this coupe called the Mont Blanc. Many enthusiast said that this is how the Kansai should be. And for those who said that, it might be true. Switching to a transverse layout was not a good idea at the first place. The weight distribution is mostly in the front and who doesn’t like that RWD fun. Designed before the Ultra, the Mont Blanc has an all-aluminium V8. The Standard making 284 HP and the top of the line Turbo S and SE making 406 HP with a turbo. They are only available in Canada, USA and Europe.

This is the base model, the Standard.

The turbo is the most popular one as it gives the V8 a turbo and still keep it factory-looking. It can also get the same fuel economy as the Standard, which is 21.4 mpg.

This is the Turbo version. You can also see what the rear looks like.

The Turbo SE are mostly bought by elites as it was over $40000, $43542 (without mark-up) to be exact. These are the ones that you don’t see in the racing scene often.

The Turbo SE, the most expensive version of the Mont Blanc

These days, you can see most of them in the racing and drifting scene. The Turbo SE holds its value well while the others are relatively cheap in the used-car market. Although it was never made for the Asian markets, some people import them to Asia.

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I’ll be sharing the car files. Have fun! Thank you…
TSR Mont Blanc (MBF1) - Standard.car (25.3 KB)
TSR Mont Blanc (MBF1) - Sport.car (26.6 KB)
TSR Mont Blanc (MBF1) - Turbo.car (29.2 KB)
TSR Mont Blanc (MBF1) - Turbo S.car (30.0 KB)
TSR Mont Blanc (MBF1) - Turbo SE.car (30.7 KB)