Daihatsu Copen (2003-To Date) Car Review

When shopping for a used roadster, most buyers like to play it safe. TheyÕll look at a Mazda MX-5, an MG TF or possibly a Fiat Barchetta if theyÕre feeling a bit adventurous. The trouble is, thereÕs a whole lot more fun to be had if you could just broaden your view a little. Those who do a lot of city driving will often find these cars straining at the leash a bit in town, often resembling energetic dogs that just want a bit of space. Better to choose something that can take the cut and thrust of city traffic in its stride and offer the added security of a hard-topped roof. ThatÕs where DaihatsuÕs Copen comes in. You may never have heard of it and if thatÕs the case, youÕre forgiven. ItÕs not been a sales hit in the UK and as a result, used buyers can snap up some low mileage bargains.

History
We have Japanese K-car regulations to thank for the Daihatsu Copen. The same set of taxation rules that brought us fun tots like the Honda Beat and the Suzuki Cappuccino have given us a car that offers the same recipe but updated for a post millennial clientele. The first K-car to be imported with a folding hard top, the Copen was a little more expensive than other cars of its ilk but some customers reckoned it worth the additional outlay for the benefits in safety and security the metal roof bestows.
Introduced in June 2003, the Copen has been largely unchanged since launch. In July 2004 a Vivid limited edition model was offered, featuring red paintwork, heated cloth seats, a leather Momo steering wheel and a rear tonneau. This retailed at £12,995 on the road. The original 660cc engine was replaced in the spring of 2007 with a less buzzy 1.3-litre unit. This delivered better economy and performance, prices were under £11,000.

Opinion
The Copen looks good value, especially when one considers that many of its customer base will be young professionals looking for a second or even third car. It may well prove a little too cutesy for some, but with only 1,000 cars imported per year, thereÕs still an element of exclusivity about this car. You might expect said element of exclusivity to prop up residual values nicely, but the fact that the Copen has been on sale in Japan for a while and is priced from around £8,000 means that a few have reached these shores as grey imports but not in the sort of numbers to seriously undermine the carÕs UK valuations. Importers know that there is other fare that will sell far more easily than the quirky Daihatsu.
The CopenÕs chassis is based on a truncated version of the Cuore hatch and it feels agreeably stiff, the seat of the pants driving position giving the little Daihatsu a genuine sports car feel, although the Momo steering wheel may be a little too large for those with prop forward thighs. The gearbox is fun to snick the lever through and overall packaging is helped by the fact that the Copen utilises a compact front-wheel drive layout. At just 3,395mm long, it is simplicity itself to nuzzle into a tight parking spot.
The roof is the CopenÕs party piece and the car looks good with the hardtop folded or deployed. Fabricated from aluminium, itÕs a lightweight structure and it flips neatly up and down, courtesy of a series of electric motors, in 25 seconds. There are two catches on the header rail to flip and then a dash-mounted button does the rest. WhatÕs more, a proper metal roof makes a lot of sense in the city proving a less tempting target for knife-wielding idiots. A more basic version of the roof is offered in Japan which may well help to explain some of the price differential, watch out for imported models featuring it. The interior is nicely, if a little unadventurously, styled and features a compartment behind the seats for odds and ends. Otherwise the boot space is briefcase-sized, due to the fact that the roof ÔcassetteÕ impinges into the luggage bay. If you commit to driving with the roof up, youÕll achieve more room.

Cost
Prices for the Copen start at £8,100 for a 53 plate car with around 29,000 miles showing on the clock. ThatÕs the book price at least. In reality, the prices will vary quite significantly, often because these cars tend to cover less than the usual 12,000 miles a year annual mileage. YouÕll need around £8,700 for an 04-plated model. Vivid special editions kick off at £9,000 for a 54 plated car. Insurance for all Copens is a very reasonable Group 9.

Problems?
The Copen is a tough little thing but the big ticket item in case of a fault is that folding hard top. Raise and lower it several times. Check the seals, check that it sits squarely in the boot cassette and ensure that it hasnÕt been damaged in any other way. Aside from that, precious little problems have been reported. Check the alloy wheels for kerbing and make sure the log book is well stamped up. These cars run better on 98 RON petrol than standard 95, the difference feeling quite marked in terms of outright performance.

Parts
(Estimated prices) A clutch assembly will cost around £130, and the front brake pads approximately £50. A radiator will be in the region of £145, and an alternator £220. A broken starter motor will require £260 to replace.

Road
The Copen manages to pack a lot of goodies into a tiny footprint but the tape measure dictates that it will always feel very comfy for two, especially for bulky western shoulders. Head and legroom isnÕt such an issue and the pedal box is surprisingly spacious. Luggage room is at a premium, but the Copen is never going to be a car youÕd plump for if you were planning a fortnight away.
Its 660cc engine fizzes, whooshes and zings all the way to 8,000rpm, a bobbin-sized turbocharger helping the tiny powerplant develop 63bhp. True, thatÕs not going to generate retina-detaching acceleration but due to the fact that the Copen weighs less than some cars ownerÕs manuals, it will sprint to 60mph in an acceptably brisk 11.7 seconds before topping out over 100mph. ItÕs well up to the cut and thrust of a motorway journey, although on longer inclines you may have to drop a gear in order to realise some meaningful acceleration. It feels astonishingly vivid at normal speeds, the constant chattering of that engine giving the impression that itÕs travelling a good deal quicker than it is. Zip the Copen along a set of country lanes and youÕll feel as if youÕre achieving some heroic velocities only to realise thereÕs a Kia Pride in the dinky rear view mirror impatiently trying to get past. ItÕs huge fun.

Overall
If youÕre prepared to think outside the box a little, a used Daihatsu Copen could be a smart solution. ItÕs got just enough about it to satisfy those who enjoy driving but wonÕt punish you during the sort of city trips that many of us have to put up with. As long as you donÕt take yourself too seriously, the Copen offers a fun, vaguely exotic, alternative to more prosaic roadster offerings.

By ANDY ENRIGHT.

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Daihatsu Charade (2003ÐTo Date) Car Review

DaihatsuÕs Charade may not be the most visually arresting citycar youÕve ever clapped eyes upon, but beneath those unassuming lines is one of the most entertaining small cars money can buy. The 1.0-litre engine that resides beneath the CharadeÕs stubby bonnet is more than enough to entertain and serves up a big portion of fun at a very small price.

History
The Charade was introduced in 2003 after a three-year absence from the British market. During this period, the YRV and the Sirion models had been fulfilling the small car duties for Daihatsu but neither could really fill the CharadeÕs shoes and in May 2003 a new Charade was officially offered for sale. Three models were available starting with three and five-door EL and the range-topping SL. All models were powered by the same 57bhp three-cylinder powerplant with an option of manual or automatic gearboxes.

Opinion
Unlike its predecessor, this Charade is a tiny Citycar rather than a Supermini. The franchise is well used to producing city runabouts. Its previous offering - the Cuore - competed ineffectually against the likes of FordÕs Ka and VWÕs Lupo but this car has proved to be more of a threat. WhatÕs confusing is that the Charade actually offers a longer wheelbase than either DaihatsuÕs larger Sirion or YRV Superminis. So, although itÕs tiny on the outside Ð the 3,410mm length makes it 20cm shorter than a Ford Ka Ð impressive interior space is promised within. Styling-wise, this car is certainly very neat, looking like a shrunken and chamfered Honda Jazz. The 1.0-litre engine meanwhile, is an intriguing three-cylinder affair that manages a mere 58bhp but which seems to punch way above what the bantamweight statistics promise.
The EL and SL trim levels on the Charade provide a decent haul with the SL (around £7,300 when new) adding alloy wheels and air-conditioning to the ELÕs (around £6,800 when new) ABS, twin front airbags, CD player and central locking. Other safety features include twin airbags (with side bags on the SL), height adjustable seat belts that feature force limiters and pretensioners, side impact bars and DaihatsuÕs impact-sensing release system. During a collision, this unlocks the doors, illuminates the interior lights and activates the hazard warning lights. Pedestrian safety hasnÕt been ignored either, and the engine compartment has been designed to allow it to absorb energy, the windscreen wiper pivots and bonnet hinges both being designed with shock absorbing spaces behind them.
The Charade must also be applauded for upholding the tradition of wacky Japanese translations. Fire the word ÔCharadeÕ into a thesaurus and itÕll come back with synonyms such as farce, sham, and travesty Ð hardly the image many would want to project. Most will instead associate it with a genteel parlour game. ItÕs a car that really does go that extra mile to please. Every time you turn the ignition on, the instrument display reads "HELLO, HAPPY" which brings to mind the film ÔHappy GilmoreÕ which features a golfer prone to fits of irrational violence. When you switch off, the display flashes up "SEE YOU Ð GOODBYE." How sweet.
A great deal of thought has gone into making the Charade as user-friendly as possible. The front seat height of 480mm is said to closely match most peopleÕs hip height to ease entry and exit although whether these people were Japanese or British is not clear. The doors open at right angles to the car, making entry and exit easy for those laden down with shopping or those who arenÕt as agile as they once were. The height adjustable steering wheel and front seatbelts also ensure a comfortable driving position.

By ANDY ENRIGHT.