Tópicos

http://www.competiauto.com/viewtopic.php?f=8&t=69203

This was Japan's first proper 4-wheeled minicar. It was released in October 1955 with a 2-stroke, 360 cc engine. The "Suzu" of the name was an abbreviation of its manufacturer, Suzuki, and "light" indicated both the nimble operation of the car and evoked an image of illumination. The Suzulight was the first Japanese vehicle to successfully mount a 2-stroke engine in a 4-wheeled car, and it was also the first wholly Japanese vehicle to use a front-engine front-wheel drive set up.

Especificações: http://www.jsae.or.jp/autotech/data_e/1-17e.html

Mais detalhe : http://bestcars.uol.com.br/ph2/231b.htm

Tinha ideia que o primeiro JA de tracção dianteira de produção em série tinha sido o Subaru ff-1 no entanto este é bem mais antigo...

Nelson (kombota)

Sempre foi um carro dos "anos 80" ao qual achei piada e como nunca tinha tido um cromo desta marca na minha caderneta....

Numa das minhas pesquisas on-line cruzei-me com este carro para venda no Porto (não sei como é que escapou ao olho atento dos nossos sócios nortenhos).

A última vez que andou foi há seis anos, está impecável de interiores e pintura apresentando pequenos pontos a serem revistos nestes dois campos.

Mecanicamente a informação que tenho até ao momento é que o carro apesar de trabalhar, está muito desafinado e a gasolina não está a chegar ao carburador como devia. 

Apesar de ter o parque automóvel cheio não consegui resistir a mais uma aquisição. O preço de aquisição relativamente baixo (450euros), as particularidades do modelo em causa (gadgets mecânicos), originalidade e o bom estado geral fizeram com que avançasse para a compra.

Á partida não tenho condições para alargar a frota existente, pelo que o mais provável será vende-lo em breve e ganhar algum dinheiro com ele, sem antes o desfrutar se possível na regularidade do AJA deste ano.

Ainda estou a aprofundar o meu conhecimento do modelo.

Conto em breve apresentar mais informação do modelo e novidades sobre a máquina.

Aqui ficam as fotos para matar a curiosidade:











Cumprimentos,

Nelson

Viva pessoal,

Apesar de continuar a rolar sem grandes problemas a Starvan têm-se relevado algo limitada nalguns aspectos pelo que mais tarde ou mais cedo penso adquirir um carro mais familiar.

Excluindo o gasóleo do leque de opções, pondero o GPL.

Assim sendo aqui ficam os requisitos para a nova viatura:

a)   Mais de 120cv (gasolina)
b)   Familiar bem equipado (A.C. indispensável)
c)   Ano de fabrico posterior a 2000
d)   Orçamento – entre os 5000 e 10000euros com GPL instalado.
e)   Um registo e poucos km´s.

Confesso que face a algumas menos opiniões menos positivas de experiências em japoneses adaptados a GPL já ponderei carros não japoneses no entanto são curtos devaneios e acabo por ir ter quase sempre aos modelos eleitos. 

Tendo em conta os requisitos expostos gostava de "ouvir" as vossas opiniões.

Quase de certeza que vão coincidir...

Nelson (kombota)

Skyline Sprint 1900, as the name suggests, used a 1900cc engine, the same as used in the S21 and S40 Gloria, the G2.  Though I cannot find and specs on the car due to it's lack of mass production, one can safely assume that a larger engine and a smaller body than the S50, can only lead to a more performance based equation.  I can't help but wonder where the Skyline range might have ended up if the Sport and Sprint manner of car had of maintained a presence in the range.

Design - Franco Scaglione

Nelson (kombota)

http://www.youtube.com/watch?v=Qf693rI66_A

The Toyota Soarer was a personal luxury GT coupé sold by Toyota in Japan from 1981 to 2004. The Soarer débuted in 1981 with the Z10 series, replacing the Toyota Crown Coupe, which took the form of an angular two-door coupé. In 1986, a more rounded Soarer was launched (the Z20 series). In 1991, the third generation (Z30 series) Toyota Soarer premiered in Japan. The Z30 series Soarers were also known as the Lexus SC 300/400, a luxury coupe Toyota had commissioned for its new upscale Lexus division outside Japan. While sharing the same body style and multiple components as the first Lexus SC, the Z30 series Soarer lineup offered different powertrain specifications and multiple unique vehicle configurations.

The Soarer was a competitor to the Nissan Leopard coupe. All versions of the Soarer used a Griffin as the logo throughout the vehicle.

In 2001, Toyota introduced a convertible successor which appeared in Japan as the fourth generation (40 series) Toyota Soarer, and elsewhere as the Lexus SC 430. In contrast to previous versions, the fourth generation Soarer and Lexus SC models were largely equivalent. In 2005, following the introduction of Lexus in Japan, sales of the Z40 series Soarer were discontinued and the Lexus SC 430 became available in the Japanese market.

The Soarer was Japan's first high-performance specialty car of the 1980s, and offered 10 new mechanisms and features in a stylish and luxurious package.

The Soarer used a newly developed 6-cylinder 2.8 L DOHC engine, and 4-speed automatic transmission with 2-way overdrive. It had beautiful styling with thoroughly integrated body surfaces that gave it excellent aerodynamic performance. The Soarer also featured an electronic display meter and other advanced electrical functions.

The front, which exuded an air of stability, and the trapezoidal silhouette of the rear combined with side wedge lines that extended straight out from nose to trunk to form the underlying clean-cut 2-door notchback style.

The Soarer made its first appearance at the 1980 Osaka International Motor Show with the name "EX-8", and the Z10 series Toyota Soarer was produced from February 1981 to December 1985, with 2.0L, 2.8L or 3.0L DOHC I-6 variants. The first generation Soarer debuted with a rear-wheel drive configuration [1]. It boasted numerous technological items, such as touchscreen computer controlled air conditioning climate control, digital speed and tachometer display using LED, among other elecronic features.

The suspension utilized Macpherson type front struts with trailing arm type IRS in the rear. The vehicle also came with self-diagnosis maintenance reminders.

There were a number of different engines available.

GZ10=1G-EU or 1G-GEU
MZ10=M-TEU or 5M-GE
MZ11=5M-GE
MZ12=6M-GE

Early MZ10s were differnent in some regards to later MZ10s. Some of the difference are listed below.

Later MZ10s had a water to air intercooler
Later MZ10s had an oil and water cooled turbo (as opposed to the oil cooled only turbo in the early MZ10s)
The Z1 series Toyota Soarer was honored as Japan's Car of the Year for the 1981-1982 model years.

The MZ12 was equipped with the following features:

ABS
Cruise Control
7 way adjustable (driver only) leather seats
Toyota Electronically Modulated Suspension (TEMS)
Digital Automatic climate control
Electro multivision display (CRT type display), GT LTD Only

Storage location : TOYOTA AUTOMOBILE MUSEUM (41-100, Yokomichi, Nagakute, Nagakute-cho, Aichi-gun, Aichi-ken 480-1131)

Year manufactured : 1981

Manufacturer : Toyota Motor Corporation

Classification : Mass-production vehicle

Current status : In storage: not open to the public
   
Vehicle name : Toyota Soarer

Company name : Toyota Motor Co., Ltd.

Vehicle type/usage : Small passenger car

Location of actual vehicle/replica : Toyota Automobile Museum
   
Model / Weight     
Style : Sedan

Number of doors : 2

Passenger capacity : 5

Vehicle weight : 1305 kg

Body / Size     
Structure : Unit body construction

Bumpers : Urethane

Step : None

Overall length : 4655 mm

Overall width : 1695 mm

Overall height : 1360 mm

Tire size : 195/70HR14

Features : Drag coefficient (CD): 0.36 Electronic display meter
   
Body / Axle / Driving / Others     
Frame : None

Front axle : MacPherson strut

Rear axle : Semi-trailing arm type

Wheelbase : 2660 mm

Front tread x rear tread : 1425×1435 mm

Vehicle height adjustment : None

Steering : Rack and pinion type power steering (tiltable)

Dampers : High-pressure gas charged De Carbon type

Stabilizer : Provided (front/rear)

Driving stability devices : Provided (opt.)

Engine / Size / Power     
Cooling/cylinder arrangement : Water-cooled/inline 6-cylinder (5M-GEU type)

Valve train : DOHC

Bore x stroke : 83.0×85.0 mm

Displacement : 2759 cc

Ignition system : Full transistor

Max. power/r.p.m. : 170 ps/5600 rpm

Max. torque/r.p.m. : 24.0 kgm/4400 rpm

Exhaust emissions treatment : Three-way catalyst

Supercharger : None

Fuel tank capacity : 61 L
      
Hybrid system type : None
      
Transmission : 4AT with 2-way overdrive

Drive system : FR
   
Nelson (kombota)

The Bellel was a typical mid-size car of the early 1960s. On its debut, it featured relaxed European styling and a novel design that emphasized straight lines, as expressed in its triangular tail lamps and the like. It also had a diesel engine variant in addition to a gasoline engine, and was a popular choice for taxi companies due to its economy. In April 1963, it won the 1962 Japan Society of Mechanical Engineers Prize, being feted as a pioneer of Japanese diesel passenger vehicles and described as an "inventive and excellent feat of engineering". One example that has been specially preserved is a diesel PSD10 model with triangular tail lamps, which is kept at Isuzu's Fujisawa plant.

The Isuzu Bellel was an intermediate car manufactured by Isuzu Motors Ltd. in Japan from 1961 to 1966. It was the company's first independent design, and also Japan's first passenger car with a diesel engine. It was available as a 4-door sedan and a 4-door station wagon, called the Bellel Express. The name "Bellel" resulted from combining the English word "bell" with the Roman numeral "L", equalling 50, and thus the name was supposed to represent "fifty Bells" (Isuzu literally means "fifty bells" in Japanese).

The Bellel was fitted with 1.5 L and 2.0 L gasoline OHV engines, and also the aforementioned 2.0 L diesel engine. All three engines were mated with a four-speed manual transmission with the shifter mounted on the steering column. The suspension setup was modeled after the Hillman Minx, which was previously manufactured by Isuzu under a license agreement with the Rootes Group.

The original front end on the 1961 model was fitted with stacked headlamps similar to the Nissan Cedric. However, in 1962, a simple twin headlight configuration was used. Initially, the Bellels had quite original, triangular taillights, but these were dropped during a 1965 facelift in an attempt to afford the Bellel a more formal, upscale and mainstream look. The facelift also included changes to the front fascia, where the previous single round headlights paired with smaller turn signals were replaced by quad round headlights arranged horizontally.

The diesel engine made the Bellel popular for commercial applications, such as taxicab services. This partially helped to offset the Bellel's relative unpopularity with private customers, which resulted from the harshness of the early diesel engine and peculiar styling. A small number of these cars found their way into other countries, with left-hand drive. 37,206 Bellels were manufactured in total.


   

Storage location : ISUZU MOTORS FUJISAWA PLANT (8, Tsuchadana, Fujisawa-shi, Kanagawa 252-8501)

Year manufactured : 1962

Manufacturer : Isuzu Motors Ltd.

Classification : Mass-production vehicle

Current status : In storage: not open to the public

   
Vehicle name / Manufacture     
Vehicle name : Isuzu Bellel Diesel

Model name : Isuzu PSD10

Company name : Isuzu Motors Limited

Year manufactured : 1962

Vehicle type/usage : Passenger car

Location of actual vehicle/replica : Isuzu Motors Ltd., Fujisawa


   
Model / Weight     
Style : Sedan

Number of doors : 4

Passenger capacity : 6

Vehicle weight : 1260 kg


   
Body / Size     
Structure : Steel sheet unit body construction

Bumpers : Provided

Step : None

Overall length : 4485 mm

Overall width : 1690 mm

Overall height : 1490 mm

Tire size : 7.00-13


   
Body / Axle / Driving / Others     
Frame : Monocoque with square type side members

Front axle : Independent suspension, coil spring

Rear axle : Semifloating type, 1/2 leaf

Wheelbase : 2530 mm

Front tread x rear tread : 1339×1360 mm

Vehicle height adjustment : None

Steering : Recirculating ball type

Dampers : Front/rear cylinder double-acting type

Stabilizer : Front torsion bar

Driving stability devices : None


   
Engine / Size / Power     
Engine name : DL201 type diesel engine

Cooling/cylinder arrangement : Water-cooled/inline 4-cylinder

Valve train : OHV

Bore x stroke : 83×92 mm

Displacement : 1991 cc

Ignition system : Pre-combustion chamber type

Max. power/r.p.m. : 55 ps/3800 rpm

Max. torque/r.p.m. : 12.3 kgm/2200 rpm

Supercharger : None

Variable ignition system : None

Fuel tank capacity : 47 L


   
Hybrid     
Hybrid system type : None


   
Drive-train     
Transmission : MT4

Drive system : FR


   
Performance     
Mode fuel efficiency : -


   
Reference materials : Isuzu Jidosha 50 Nenshi; Isuzu Technical Review,38, 97; Isuzu Diesel Gijyutsu 50 Nenshi

Nelson (kombota)

É engraçado tentar perceber como é que os constructores japoneses conseguem ter hoje a posição que ocupam a nivél mundial.

Sempre muito criticados pela estética, e reconhecidos pela sua fiabilidadede a verdade é que as marcas japonesas sempre souberam reagir ao mercado de uma forma intelegente.

Um desses exemplos aconteceu nos estados unidos com a crise do petroleo dos anos 70. Para mim um dos grandes impulsos das marcas japonesas neste mercado e a nivél mundial, pois souberam apresentar produtos e orientar a sua publicidade para fazer frente a esta crise.

Hoje não é por acaso que as marcas japonesas vão no topo do desenvolvimento tecnológico para combustiveis alternativos.

Se alguém tiver alguns sites sobre este assunto... já sabem.

http://rmartins.no.sapo.pt/economy/1.jpg" style="border:0;"/>

http://rmartins.no.sapo.pt/economy/2.jpg" style="border:0;"/>

http://rmartins.no.sapo.pt/economy/3.jpg" style="border:0;"/>

http://rmartins.no.sapo.pt/economy/4.jpg" style="border:0;"/>

http://rmartins.no.sapo.pt/economy/5.jpg" style="border:0;"/>

http://www.aa1car.com/library/electric.htm" target="top">Toyota Prius

http://world.honda.com/history/challenge/1989vtecengine/text/01.html" target="top">CVCC e VTEC

http://www.sustainabilityinstitute.org/dhm_archive/index.php?display_article=vn844insighted" target="top">Artigo 1

http://www.dailyfueleconomytip.com/?p=186" target="top">Artigo 2

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=kombota>kombota at: 13/6/07 14:34

Aqui está um assunto que acho bastante interessante.

Se repararmos nenhum outro produtor de carros mundial desenvolveu este conceito como os constructores japoneses.

Todas as marcas tem um ou mais modelos neste segmento. A dois e a quatro tempos, refrigerados a água ou a ar. E mais curioso ainda, todos eles apostam nos 360cc. Facto para o qual ainda nao encontrei explicação.

Se pensarmos na forma de habitar e viver as cidades dos japoneses depressa percebemos o porque do desenvolvimento deste segmento, mas o porque da cilindrada continua a ser um mistério...

Aqui ficam alguns curiosos e diversos exemplares:

Subaru 360 1958-62
http://rmartins.no.sapo.pt/mini%20carros/ex1subarufirst.jpg" style="border:0;"/>

Subaru R2 1972
http://rmartins.no.sapo.pt/mini%20carros/ex1r2last.jpg" style="border:0;"/>

Honda T360 1963
http://rmartins.no.sapo.pt/mini%20carros/ex2t360.jpg" style="border:0;"/>

Honda LN360 1967
http://rmartins.no.sapo.pt/mini%20carros/ex2ln1.jpg" style="border:0;"/>

Suzuki Fronte 1962
http://rmartins.no.sapo.pt/mini%20carros/ex3suzufro.jpg" style="border:0;"/>

Suzuki Fronte 1971-73
http://rmartins.no.sapo.pt/mini%20carros/ex3frontess.jpg" style="border:0;"/>

Mazda R360 Coupe
http://rmartins.no.sapo.pt/mini%20carros/ex4r36.jpg" style="border:0;"/>
( o meu preferido )

Mazda B360
http://rmartins.no.sapo.pt/mini%20carros/nyb360.jpg" style="border:0;"/>

Daihatsu Midjet
http://rmartins.no.sapo.pt/mini%20carros/ex4midget.jpg" style="border:0;"/>

Daihatsu Hijet
http://rmartins.no.sapo.pt/mini%20carros/nyhijet.jpg" style="border:0;"/>

Mitsubishi Minica
http://rmartins.no.sapo.pt/mini%20carros/ex6minica.jpg" style="border:0;"/>

É por esta e por outras que fico passado quando me dizem que os carros japoneses não têm personalidade, que são todos iguais... que a unica coisa que sabem fazer é pegar em conceitos de carros ocidentais e fazer um produto fiavel.

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=kombota>kombota at: 14/11/05 21:40

No terceiro domingo de cada mes o Histórico Automóvel Clube de Entre Tejo e Sado, costuma-se reunir junto ao pavilhao de exposições da Moita.

Acordo mais cedo e lá vou eu à espera de encontrar algumas máquinas pa encher o olho. Na verdade japoneses eram poucos (3) mas bem engraçados e em muito bom estado.

Aqui ficam as fotos dos japoneses. Reconhecem-nos?http://www.deephousepage.com/smilies/driving.gif ALT=":[drive]">  

http://escortmk1.no.sapo.pt/Moita1.JPG" style="border:0;"/>


http://escortmk1.no.sapo.pt/Moita2.JPG" style="border:0;"/>


http://escortmk1.no.sapo.pt/Moita3.JPG" style="border:0;"/>


http://escortmk1.no.sapo.pt/Moita4.JPG" style="border:0;"/>


http://escortmk1.no.sapo.pt/Moiita5.JPG" style="border:0;"/>


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Edited by: http://pub75.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=kombota>kombota at: 19/10/03 20:56

A Little Datsun Truck History


        For the past decades, Nissan has shaped and reshaped the American truck market. It was roughly 40 years ago when a small Japanese automobile manufacture imported a new model to the United States. The Datsun Pickup was not just a new vehicle; it represented an entirely new concept, The compact or mini truck. And today the compact trucks are among the best-selling vehicles in the United States. It was in 1959 that Nissan introduced its compact truck amongst the gas-guzzling beasts from the domestic manufactures. With these giants powered by V8 engines came treble gas mileage amid a oil driven society. Emerged the Datsun 1000 compact pickup truck, the first truck of its kind. It was a vision opposite the beast. A vision of better things to come with it's 1000cc 37-horsepower four-cylinder engine and quarter-ton payload capacity. The truck was soon upgraded to a 1200cc 60-horsepower engine. The revised Datsun 320 pickup hit the American ports in 1961, but it wasn't until the introduction of the Datsun 520 that caused sales to jump to historic proportions.
        In 1965 Datsun broke into the top ten, in sixth place with passenger cars sales of 13,201. To this number should be added 5514 Datsun trucks, of a total of 18,715 vehicles altogether. This represented 2.3 percent of the import passenger cars and 39 percent of the import trucks sold in the United Stated for those years. It was a very rugged small unit and it appealed to a lot of dealers up in the Northwest area. It was the grow in this area that built the foundation for the Datsun name. It was the truck that started the whole company in the US. The truck business actually brought the company to grow into a passenger car business once the public and the dealers realized the durability of the Datsun products.
        The success of the Datsun compact truck drew the attention of other manufactures. To stay ahead of the competition Datsun continued to make improvements in handling, ruggedness. Comfort, and safety. The Company developed a series of breakthroughs innovations that have become standard in today's marketplace. In 1969, the Datsun truck became the first half-ton compact pickup. In 1975, the Datsun trucks offered the first long bed. In 1977, the Datsun trucks the first King Cab extended-cab compact truck was introduced; and in 1978, Datsun front disc brake along with electronic ignition became standard. The latter of the four options became available during the fourth generation of the Datsun truck, The Datsun 620 in production from 1972 of 1979.

        The Datsun 620 Pickup was introduced in 1972 (as a 1973 model, with a few, rare 72½ exceptions) as the replacement for the PL521 pickup. The original 620 (the PL620) was equipped with a 4 cyl, 96 HP OHC engine known as the L16, which featured a dual-point distributor for better pollution control. The 1973 PL620 was availible in one style in North America, with the high-trim version known as the "L'il Hustler". The 620 sold extremely well in 1973, due to the OPEC oil embargo.

        In 1974 the engine was replaced by the 1.8 Liter L18, with 108 HP, which reverted back to a single-point distributor. In 1975 the engine was again replaced with the 112 HP L20B engine, and the model designation was changed to HL620. The 1975 620 was availible as either a regular length or longbed version. In 1976 the King Cab was introduced. In 1978, front disc brakes were added and electronic ignition became standard. The Datsun 620 was discontinued mid-year 1979 and was replaced by the 720-series pickup.

        The Datsun 620 was availible with either a 4 speed manual or 3 speed automatic transmission. A 5-speed manual was availible starting in 1977.

        Outwardly, there are few differences in the look and style of the 620 pickup from year to year. The most obvious exterior difference on the 72-73 620 is the side logo, which reads "DATSUN 1600", whereas all the other years simply read "DATSUN". The grille is slightly modified starting in 1977, being somewhat thicker and less prone to damage. Inside, the 75 and later 620's had retractable seatbelts. The 1974 and newer trucks had both MPH and KPH calibrations. The arrangement of idiot lights changed in 1974, being slightly larger. Lastly, the 1975 and newer trucks had a seatbelt warning lamp and buzzer.

        The 620 was also availible outside North America. The various market versions were also virtually identical in apperance, but are equipped with the smaller J13 and J15 engines. A version of the 620 never sold in North America was the Double Pickup. The Double Pickup was basically a passenger car (4-seater) with a small rear cargo bed instead of a trunk. It had unibody construction and a passenger car suspension, but shared the same drivetrain, front appearence, and dashboard layout as the regular pickup. The British version was also availible as a 1-ton, wheras the North American ones were normally 1/2 ton.

        There were very few options available on the 620 sold in the US- aside from the 3 body styles (Shortbed, Longbed, Kingcab) you could get as options an AM radio (later models, especially the Deluxe King Cab could be found with an AM/FM stereo), a dash clock (thought by some to be the rarest 620 option), an Air Conditioner (Dealer-installed early but was a factory option later) and a Tachometer (a favorite upgrade for many 620 owners). Interior colors for the seat and door panels were limited to Black (the most common) and Beige (a rare few King Cabs even had beige dashboards). Exterior colors were pastel colors- Orange, Green, Yellow, Red, Blue, White, and Beige, though some later ones were sold in metallics (mostly blue and silver). Quite a few got striping and other upgrades apart from the "Li'l Hustler".


http://www.worldaccessnet.com/~dcmurphy/620/620specs.htm" target="top">www.worldaccessnet.com/~dcmurphy/620/620specs.htm

Não consegui obter informações relativas à versão portuguesa e à motorização diesel, senão me engano SD25.
Se alguém conseguir ajudar ...

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 27/10/07 23:36

[CONY]

CONY - História da Marca

Cony 360 Wide Pick up - AF-11 - 1965


COLT - Ver Mitsubishi (Go to Mitsubishi)


DAIHATSU - História da Marca

Daihatsu 360 / Fellow - L38 - 1966

Daihatsu Compagno - F40D - 1ª Geração - 1964-1970

Daihatsu Consorte - 1969-1977

Daihatsu Charade - G10 - 1977-1983

Daihatsu Charade GTti - G100 - 1987-1994

Daihatsu Taft / Wildcat - F50 - 1975-1984



DATSUN - História da Marca



Datsun Phaeton - 1935

Datsun Fairlady Roadster - SP311 - 1963

Datsun Cedric 130 - 1968-1971

Datsun Cedric 230 - 1971-1975

Datsun Cedric 330 - 1975-1979

Datsun Cedric 430 - 280C - 1980-1983

Datsun 240Z/260Z - S30 - 1969-1974

Datsun Cherry / 100A - E10 - 1970

Datsun Cherry - N10 - 1978-1983

Datsun Sunny 1000 - B10 - 1966-1970

Datsun Sunny 1200 - B110 - 1970-1974

Datsun Sunny 1200 Coupe - KB110 - 1970-1974

Datsun Sunny 120Y - B210 - 1973-1978

Datsun 140Z / 160Z - PB210 - 1977-1978

Datsun Sunny / Excellent 1400 - PB110 - 1971-1974

Datsun Sunny - B310 - 1977-1980

Datsun Sunny - B11 - 1981-1985

Datsun 210 Bluebird - 1958

Datsun 310 BlueBird - 311 / 312 - 1960

Datsun 410 Bluebird 411 - 1965-1969

Datsun 510 – 1300 – 1600 Deluxe – 1600 Special - SSS - 1969-1974

Datsun 610 – 160B – 180B – 1973-1979

Datsun 710 – Violet - 1973-1977

Datsun A10 - Violet - 1977-1981

Datsun 910 Bluebird - 1980

Datsun Skyline 240K - C210 - 1977-1981

Datsun 240K GT Coupe - GC110 - 1972

Datsun Laurel Six MKII - C130 - 2ª Geração - 1972-1977


Comerciais


Datsun Pick Up 520 - 1969-1974

Datsun Pick Up 620 - 1972-1979

Datsun Pick Up 720 - 1980-1986

Datsun Urvan - E23 - 1983

Datsun Sado - 1978



NISSAN - História da marca


Nissan A50 - 1954

Nissa Silvia CSP311 - 1964

Nissan Silvia - S10 - 1975

Nissan President - H150 - 1965-1973

Nissan Skyline KPGC10 - 1971

Nissan Sunny - B11 - 1981-1985

Nissan Micra/March SuperTurbo - K10 - 1988-1992

Nissan Langley N12

Nissan Figaro - 1991

Nissan Prairie - 1981-1989

Nissan Autech A-10 - 1996-2000

Nissan Bluebird - T12 e T72 - 1985


HINO - História da Marca

Hino Contessa - PD - 1964-1969

Hino Contessa Sprint - C2 - 1962



HONDA - História da Marca


Honda RA271 - 1962

Honda 1300 99S - 1969

Honda Coupé 7 e Coupé 9 - 1970-1972

Honda T360 / T500 - 1963

Honda N360 - 1967

Honda N600 - 1969

Honda Z600 - 1972

Honda S600/S800 - 1964-1966

Honda Life - 1971-1974

Honda Vamos - 1970

Honda City Turbo - 1982-1987

Honda Quintet

Honda Civic 1ª geração (1973-1979)

Honda Civic – 3ª Geração - 1984-87

Honda Civic VTI - EG6 - 1992-1995

Honda CRX - 2ª Geração 1987-1991

Honda Accord - 1ª geração 1976-1982

Honda Prelude - 1ª geração - 1978-1984

[Marca:]

Em 1964 a Toyota lança a primeira pick-up de raíz, a Stout. Clicar aqui para ver o tópico da Stout.

A oferta de modelo era completada com a Publica, Corona e Crown, no entanto estes eram derivados de veículos ligeiros de passageiros. Nesta época existiam também outros modelos como a Toyota 25, Toyo Ace etc.

Em Março de 1968 surge o segundo modelo especifico de pick-up, a Hi-lux que significa"High-luxurious" que era a posição que a Toyota queria que o modelo ocupasse no seu segmento. No entanto, tratava-se de uma modelo básico apenas com melhores acabamentos face a outras propostas japonesas da época. Esta foi a única geração que usou o nome "Hi-lux" separado por hífen.

A primeira geração da Hi-lux foi desenvolvida e construída pela subsidiária Hino Motors e era o modelo que substituía modelos como a Hino/Toyota Briska e a Light Stout. A Hi-lux era também conhecida como o modelo "half-ton" das pick-ups. A Hi-lux era montada nas fábricas de Tahara e Hamura em Tóquio.


Marca: Toyota
Modelo: Hi-lux
Versões: RN10, RN11, RN13, RN15
Carroçarias: Cabine simples
Chassis: Curto e longo a partir de Abril de 1969
Produção: Março de 1968 a Abril de 1972

Motores: Toyota 4 cilindros em linha OHV, todos a gasolina
Versões: 2R - 1490cc; 3R - 1897cc; 8R - 1858cc; 12R - 1587cc; 18R 1968cc;


Legenda: Modelo RN10

Dimensões: RN10 e RN13
Entre eixos:  2,535mm
Comprimento:  4,215mm
Largura:  1,580mm
Altura: 1,570mm
Distância ao solo: 190mm
Peso: 1025 kg

   
Especificações motor RN13:

Motor: Toyota 12R - 4 cilindros em linha OHV a gasolina
Lançamento: 1969 utilizado até 1983.
Combustível: Gasolina sem chumbo.
Cilindrada: 1587cc
Curso: Diâmetro: 80,5 X 78mm
Compressão: 8.5 : 1
Potência: 90cv ás 5400rpm
Binário: 135NM ás 3000rpm
Ralenti: 650 - 750rpm

Velas: W16EX ou BP5EZ
Bateria: 12V de 35AH

Tracção: Traseira
Caixa: L42 manual de 4 velocidades sincronizadas
Embraiagem: Disco simples por cabo.
Diferencial: 4.875 : 1
Travões: Hidraulicos, de tambor ás 4 rodas com diâmetro de 230mm
Suspensão frt: Molas helicoidais, barras estabilizadora e amortecedores telescópicos duplos.
Suspensão tr: Molas semi-elípticas e amortecedores telescópicos simples.
Depósito: 52 litros na RN10 e 46 litros na RN13
Bomba de gasolina: mecânica.
Óleo de motor: 3,5 litros e 4,2 com filtro.
Liquido de refrigeração: 6,5 litros.
Transmissão: 1,8 litros
Diferencial: 2,5 litros - SAE 75W/90 ou 80W/90, API GL-4 ou GL-5



A evolução:

General markets

1968
RN10 - Motor 2R de 1490cc, comando da caixa de 4 velocidades na coluna da direcção.


Legenda: Modelo RN10

1971
RN13 - Esta versão substitui a RN10. Monta o motor 12R de 1587cc, já com comando da caixa no chão. Distingue-se da anterior pelo motor, pela grelha, emblemas, volante e outros pequenos pormenores.


Legenda: Modelo RN13

América do Norte


1969
RN15 - Versão optimizada para os mercados da América do Norte. Motor 3R de 1897cc e 86cv, o comando da caixa para o "chão" e é introduzido o chassis longo. Este tipo chassis longo também era conhecido como "long bed". Na publicidade apareciam geralmente motas Yamaha na caixa de carga.

1970
RN1? - No mercado americano a oferta é complementada pela substituição do motor 3R pelo motor 8R de 1858cc e 98cv, dispondo de mais binário.


1972
RN1?  - É introduzido no mercado americano o motor 18R de 1968cc e 110cv para as versões de chassis longo.

Em 1972 é lançada a 2ª geração do modelo, a RN20.



Diferentes versões de equipamento:

Standard e Deluxe

- Tomada no porta luvas para ligação de gambiarra extensível. Também incluída. Era chamada luz de inspecção (furos etc)
- Cinzeiro e isqueiro
- Sofagem (em alguns mercados)
- Conjunto de ferramentas de manutenção
- Rádio e antena (Deluxe)
- Frisos cromados na borracha do parabrisas (Deluxe)

Opcionais e acessórios:

- Sofagem
- Rádio
- Cinzeiro
- Kit de emergência: Três tipos de lampadas, num total de 8; fusíveis; fita-cola e fio eléctrico.



A Hilux à data desta mensagem tem 7 gerações e é o 2º modelo mais vendido da Toyota ultrapassando as 12 milhões de unidades. A primeira versão 4X4 surgiu em 1979 e iniciou um dos mais gloriosos caminhos no segmento das pickups.

The T360 was a tiny pickup truck from Honda. Introduced in June of 1963, it was Honda's first production automobile.

The T360 used a small 356 cc straight-4 engine — the smallest straight-4 ever produced. This engine generated 30 hp (22 kW) at 8500 rpm, reflecting Honda's motorcycle heritage. 108,920 T360s were produced from 1963 through 1967.

The similar T500 used a 38 hp (28 kW) 531 cc version of the engine, exempting it from the Keicar class. 10,226 T500s were built from 1964 through 1967.

The T360 was produced as a conventional front wheel drive pickup truck, a flatbed (the T360F), flatbed with folding sides (the T360H), and as a covered van (the T360V).

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http://www.hondasportsregistry.com/brochures/brochures_t500.php" target="top">Brochuras

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 28/10/07 1:03

B110 - January 1970

Commonly known as the Datsun 1200, this was the second generation Sunny in Japan. The new Sunny sported MacPherson strut front suspension and the A series engine had grown to 1171cc. The body had attractive, simple styling and the car was a great sucess worldwide. the B110 range included both two and four door sedans, a coupe and a wagon. The wagon actually came in three versions ...a standard four door wagon, a two door wagon and a van (although the latter only in a few countries). The van version had the rearmost side windows panneled in and was based on the three door wagon. The B110 always came with the A12 engine and although there were many different specifications the cars remained relatively unchanged throughout production. Initially in Japan, the cars could be had in Standard, GL and Deluxe trim and then in April 1970 the GX models were introduced with higher specification trim and black back panels and a broad stripe down the side. In January 1972 the GL and GX cars recieved a redesigned hood as well as new grilles and tail lights. The last B110 version intoduced was the GX-5 which arrived in August 1972. The GX-5 had improved interiors, sports stripes and most importantly a five speed transmittion. The GX-5 is the most sought after model these days and can command high prices. A varient of the B110 was the L series engined PB110 (see below).

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General: Sedan Wagon Coupe
Wheelbase (mm): 2300 2300 2300
Overall length (mm): 3830 3865 3820
Overall width (mm): 1495 1495 1515
Overall height (mm): 1390 1390 1350
Track - front (mm): 1240 1240 1240
Track - rear (mm): 1245 1245 1245
Ground clearance (mm): 170 170 170

Standard A12 Engine:
Type: 4 cylinder in-line OHV
Bore: 73 mm (2.874 in)
Stroke: 70 mm (2.756 in)
Capacity: 1171 cm^3 (71.5 in^3)
Compression ratio: 9.0:1
Maximum hp: 68hp SAE @ 6000 rpm
Maximum torque: 9.70 kg/m @ 3600 rpm

Capacities:
Fuel tank (sedan): 40 litres
Fuel tank (wagon, coupe): 38 litres
Cooling System: 4.9 litres
Gearbox (manual): 1.2 litres
Gearbox (auto): 5.5 litres
Differential case: 0.75 litres
Engine sump with filter: 3.24 litres

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 28/10/07 1:01

Many people remember the small pickups of the 1970's. Pickups like the Chevy LUV, Ford Courier, Toyota and Datsun pickups... but did you know that Mazda made a unique Rotary Powered pickup?! Yes. Known as the Rotary PickUp, or REPU for short, this pickup ran circles around the competition. With short gears, and a torquie 1.3 L 13b, the truck was by far the fastest in its class. The limited number of REPUs imported into the US makes the value much more than the others of this same era.

With a gross payload capacity of 1400 lbs, not only could you haul a bunch of stuff around, you could just plain haul ass! The 2 rotor 13b 4-port engine gave more grunt than the 1.1 liter 12a. With a rear axle ratio of 4.625, the truck can fly, but that did limit the top speed. The steering system is a ball and nut, nothing special, but it does have an independent wishbone type front suspension with coil spring and shock. The rears are what you'd expect for a 70's truck, a semi-elliptic lead spring with shocks. The front brakes were disc, while the rear were drums.


The Rotary Pickup (REPU) from Mazda was the world's first and only Rotary / Wankel engined pickup truck. It was sold from 1974-1977 and appears to have been available only in the United States. Toyo Kogyo (Mazda) made trucks for Ford in the Courier line as well as its own Mazda B-Series. These trucks shared many of the same parts, but the Rotary Engined Pickup (REPU) had a 4 port 13B 4-barrel carbureted engine, flared fenders, a different dash, front grille, and round tail lights.

It is estimated that just over 15,000 total units were built. Most were made for the 1974 model year, but due to the energy crisis putting a damper on sales, Mazda restamped many of the 1974 models with a prefix "S" designating it as a "1975" model. Approximately 700 units were built for the 1976 model year. Mazda invested in a moderate redesign for the 1977 model, updating electrical systems, adding an additional 4" cab stretch for more comfort, and adding a 5 speed with different differential gearing. However, after about 3000 units the line was discontinued due to poor sales.


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Um site referencia:

http://www.mazdarepu.com" target="top">www.mazdarepu.com

Especificações:

http://www.geocities.com/repuguru/Specifications.html" target="top">www.geocities.com/repuguru/Specifications.html

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 28/10/07 1:00

Modelul clasic VAMOS aparut pe piata nativa la sfarsitul anului 1970 este construit pe platforma modelului TN III 360 (urmasul primului model Honda) si ca si acesta formeaza clasa vehiculelor utilitare ale acelor vremuri din paleta constructorului nipon. Chiar daca este un model de clasa Kei Cars, aceasta nu-l impiedica sa fie flexibil in unele privinte precum pozitionarea scaunelor sau a acoperisului pliant. Lipsa portierelor ne duce cu gandul la un Jeep din armata americana dar si acesta insa se vrea un automobil folosit in special la lucru dar si in timpul liber in afara soselelor.

Motorul sau montat central si la o capacitate de 354 cmc-sohc- la 30CP / 8.000rpm la o greutate totala a automobilului de 540kg, fac din acest mic pick-up decapotabil in special din versiunea cu doua locuri, o masina agila si usor de controlat in orice situatie. Numele sau este traducerea din limba spaniola pentru exclamatia de bucurie "hai sa mergem odata!" si se vrea modelul auto ce mereu indeamna la calatorit. In cei trei ani de zile cat a fost fabricat, modelul atinge cifra de 2500 unitati produse.

Este conceput, dezvoltat, fabricat intre anii 1970 -1973 si vandut exclusiv pe piata nativa.

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http://my.reset.jp/~inu/ProductsDataBase/Products/HONDA/Vamos-HONDA/Vamos-HONDA.htm" target="top">Restantes Brochuras

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 28/10/07 0:59

The 1965 Luce 1500 show car was designed by Giorgetto Giugiaro of Italy (then at Bertone) and was a beautiful sedan. It was low and sharp, looking more like a contemporary BMW Bavaria than any of its smaller Mazda brothers.

The production version had a higher roofline but retained the BMW look. It was a front-engine, rear wheel drive coupe, and featured a square 1.5 L (1490 cc) 1500 SOHC engine, producing 70 hp (52 kW) and 87 ft·lbf (118 N·m). It sold poorly at 695,000 yen (US$1,930) and a stroked 1.8 L (1796 cc) 1800 engine was added for 1968. This new model, the Luce 1800, produced 89 hp (66 kW) and 112 ft·lbf (152 N·m). An estate station wagon was also added

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http://my.reset.jp/~inu/ProductsDataBase/Products/MAZDA/LUCE1966/LUCE1966.htm" target="top">Restantes Brochuras

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 28/10/07 0:58

"Em 1936, o Modelo AA foi o primeiro automóvel de passageiros da Toyota, na altura ainda com o nome Toyoda, afinal o verdadeiro nome do fundador da empresa, Kiishiro Toyoda. Este veículo era baseado no modelo A1, com carroçaria de inspiração americana e um motor de 6 cilindros com 3.4 litros e 65cv. Este automóvel representou a independência dos construtores japoneses, ainda inexperientes em termos de industria automóvel. Utilizando já travões hidráulicos e suspensões de eixo rígido com molas de lâminas, o AA alcançava os 110Km/h.
Nascido numa época em que os construtores americanos dominavam o mercado japonês, o Toyoda modelo AA  foi uma verdadeira "pedrada no charco" e proporcionou à industria automóvel do país do Sol Nascente o grito de independência nesta matéria..."

Retirado de As Mais Belas Maquinas - Turbo

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 28/10/07 0:58

Just like the 2000GT and 1600GT models, which had developed the technology from endurance car racing, Toyota challenged "Group 7 "  category by releasing the V8, twin-camshaft engine, two-seater racing car built in cooperation with Yamaha. At its debut in the Japan Grand Prix in May 1968, it was squeezed out of the contest by Porsche and Nissan, but it came back the following year to finish third. Although Toyota released the new 7 equipped with a turbocharged,5-liter engine in 1970 for the Japan Grand Prix, the 800ps monster never made a run owing to the cancellation of the Grand Prix.

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Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 28/10/07 0:56