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.
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.
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…
The Forgotten Predecessor before the 2nd Generation Ultra
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 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.
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.
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.
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.
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.
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.
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.
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…
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.
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.
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!
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)
NOTES:
Downloads are on the OP under the Country-specific Models Range.
Let us know whether or not you like the new design language.
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.
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.
1975, still in the fuel crisis. TSR started using turbocharging technology to their Kansai in the form of the GTS Phase 2. They decided that they want to use that on a mid-engined car. But, the 1st generation Ultra was discontinued in 1973. Instead of bringing the Ultra nameplate back alive, they created a new one called the Comet. They created a turbocharged 3.2 litre flat-six with it. It was meant to be affordable (although how can a turbocharged sports car in the mid 70s fuel crisis be affordable?). Normal people wouldn’t buy these because of the fuel crisis. But, it’s way more affordable than the Kansai. So, some people would buy these…
The Turbo 2 was introduced in 1981. It has better tires, more camber on the front and rear, different rims, a mechanical LSD, 3 piston brake calipers, a standard 8 track radio, variable hydraulic power steering, advanced 80s safety, new ball bearing turbos, single point EFI, and a three-way catalytic converter to improve airflow. It is now lighter thanks to a full aluminium body as opposed to the corrosion-resistant steel of the turbo.
MPV dari TSR pertama di Indonesia! (The first MPV from TSR in Indonesia)
When TSR entered the Indonesian market in 2000, they sold the 1st generation Kishita for the first time. They were compared with similar cars such as the Toyota Yaris and Honda Jazz. Then, they sold the Itakara and soon he Kogarashi. Fast forward to 2018, they still sell those three cars. Right now, the demand for MPV is high and TSR needed a car for it. The Kazoku MPV (will be revealed later…) was too large. The solution is making a new compact MPV. They took the chassis from the Itakara and design an MPV body. The result was this, the TSR C-MPV. They built the car in Indonesia to avoid the import taxes.
This is the base model of the C-MPV. Equipped with the 2 litre turbocharged inline 4 that will be used in almost every single model (except for the Taikan, Ultra, Kansai, Fallwing and Tora). It can do 46.5 mpg. With mark-up, this car cost Rp 321,380,964 ($21578)
This is the top-of-the-line model of the C-MPV. Equipped with a more powerful version of the inline 4. It can do 42.5 mpg. With mark-up, this car cost Rp 347,787,880 ($23351).
It’s main competitor is the Saminda Randis, Suzuki Ertiga, and more.
If you want to try it, the car file is in the OP. Thanks…
