Specifications
Engine:
Alu 660cc I4, alu DOHC 5 valves/cylinder, VVT - all cams
1 turbocharger, 37mm compressor, 30.1mm turbine, 1.1 bar
Multi-point electronic fuel injection, ITB, standard mid intake
95 RON advertised (98 RON max performance)
7000rpm redline, internals capability 11 300rpm
Cast headers, three-way cat, single straight through muffler
60hp@6000rpm (82hp@6100rpm w/ 98 RON)
71lb-ft@3400rpm (88lb-ft@3500rpm w/ 98 RON)
Drivetrain:
Double wishbone front and rear
Mid-engine, rear-wheel drive
6-speed manual, 4.39:1 final drive
Geared limited-slip differential
P135/80R13 78U (front tire)
P175/60R13 84U (rear tire)
180mm vented disc, 4 pistons (f)
180mm vented disc, 2 pistons (r)
Progressive springs, gas mono-tube dampers
211.5mm ground clearance
Comforts and safety:
Basic interior, 2 seats
Basic cassette, AM/FM radio with 4 speakers
Hydraulic power steering
Standard 90s safety
1410L passenger volume
285L cargo volume
General:
7.2L/100km avg
45L tank (gasoline)
693.6kg dry weight (40% F/60% R)
1 262.1kg max weight (568.5kg load cap)
Max 195km/h
0-100km/h in 7.74s
1.06g (20m radius)
29 900$
History
The Shincha was co-developed by HAAI and Fokkusuōto from 1989-1998. The car made it’s debut on a motor show on the 17th of January 1991, getting the most interest shown towards it from all the kei cars on display. Following the good reception of the car, it was released to the public in October of 1991 with a price tag of approximately 18 400$. The economy and kei size made it quite affordable, but it was slightly difficult to work on due to the size limitations.
In 1997, the Shincha saw a minor facelift, getting turbos in the higher trim ranges which were boasted to improve fuel economy and power delivery even further. With them came the fully performance-oriented SUPER-TURBO, but with a slight catch. The engine produced less than the other top-of-the-line turbo models. Instead of the 64hp as allowed by kei regulations, the SUPER-TURBO made only 60hp and with a big economy hit with the 95 RON octane that the car was advertised to use. But for those who still bought the “lesser model”, got advised to use 98 from the sellers themselves. The seemingly pointless TURBO switch in the glovebox overrode the ECU to make full advantage of the higher octane, pushing the engine up to 82hp and 88lb-ft of torque, with a slightly improved fuel economy.
In September of 1998, a test driver in a car magazine figured the quirk out, writing about it in his segment. This led to a court case for Fokkusuōto, through which they settled on being banned from the ability to sell for the kei segment again. Nowadays, it’s debated whether or not the Shincha SUPER-TURBO will remain the undefeated performance kei car forever, or whether it even is a kei car at all.
Extra pictures
Big thanks to Sukki Blue for collaborating with me on this. The engineering part was almost entirely done on his part. It was a blast to make this.