turbo Daihatsu Charade GTti
Before the mid 1980s, Australia Daihatsu has never marketed a high performance car - it specializes in cars and basic utilities at affordable prices typifying are 3 and 5-door G11 Charades 1983, which was on the same CB60 three cylinder engine as used in the previous model G10 This transverse 993cc engine used a balancer shaft, unique belt driven overhead cam, six valves and a double choke carburetor Aisan with 38kW 5 and 75 Nm, the little engine could propel the standard G11 Charade on the quarter mile in about 20 seconds - a long way away from being high performance.
However, shortly into Australian life the G11, an interesting commercial avenue open - Nissan Pulsar EXA and Mitsubishi Cordia GSR had created a niche for cheap turbocars Knowing this, Daihatsu decided to import its turbo variant G11R Japanese market Australia this ball pint fun size came in June 1984 with the performance of competing closely with the Nissan established But the Daihatsu EXA held a major advantage - it was the only Australian turbocar retail for less than 10 000 .
The engine 3-pot turbo Charade sucked force is a joint venture between Daihatsu Japan and IHI-Hitachi using the engine of 993cc CB60 standard as a basis, the project called for a static compression ratio lowered from May 9 1-8 0 1 , an electric fuel pump and the regulator, an oil cooler of water associated an exhaust gas of larger diameter and an air filter system revised IHI RHB32 V04-trim selected turbocharger is one of the smallest in the world; this was used to pressurize a downdraft carburetor Aisan about 7 psi Due to the slight amplification level, no form of intercooling was necessary.
The turbo package Daihatsu-IHI saw climb power of 50 kW at 5500 rpm, with 106Nm of torque at 3200 rpm.
Because of the availability of this newfound grunt, a more robust clutch has been roped in order to connect the manual transmission 5 speeds compulsory The gearbox ratios remained identical to the atmo s, while the center diff report open was lowered to 4642 1 Transmission operation - as clutch - was marvelously lightweight and precise.
With an impressive 50kW to carry around its mass 700kg diminutive hatch turbo could speed 100 km h between 10 April to 10 August seconds at 400 m coverage in about 17 one second turbo The trio has never been a honed engine, but - nonetheless - it deliver an unexpected performance has also been very responsive, as the small turbocharger IHI was still eager to get on boost as expected, fuel consumption was really amazing for a car with such performance - try less than 6 liters per 100 km.
The suspension of relatively simple TA Turbo Charade was based on the atmo model, although it was upgraded slightly depending on the rear suspension uses the axis of hereditary beam located by four links, and a Panhard bar with the turbo model also receives a 21mm hollow swaybar the front MacPherson struts were using high-powered springs and a solid 24mm anti-roll bar Charade Turbo managed reasonably well, but it would push the soft understeer as extreme a throw on the machine around the city, however, it was great fun - if you do not wait a tower were flawless.
The atmo G11 steel rims were exchanged for 13 X 4 inch 5 alloys bearing wider tires 70 165, while a non-assisted rack and pinion steering gear and pinion faster, the report also makes its way into turbo variant These changes are associated to the direction of the car quite direct and provided an excellent feeling Slow bantamweight 208mm discs was 700 kg before solid model atmo and 180mm rear drum; despite not being updated, their performance was quite adequate.
Outside Daihatsu held to identify their new hot hatch as turbo badges and Turbo stickers were splashed on the grille, the bands of lateral protection, rear door, the wheel and front seats However, the body 5 the door of the turbo model varied little Charade atmo - only with a revised grille, slightly deeper bumpers and black casings alloy wheels mentioned above were the biggest feature if you can call 13-inch wide wheels .
Inside was a color that was - to say the least - catching inserts in bright red fabric combined with black trimming certainly put the car out further reinforce improved seats - but they weren t yet contemporary EXA to the standard or Cordia GSR instruments Charade standard have also been updated with 180 km h speedometer, tachometer and a green boost light Surprisingly, the Charade gave headroom before quite generous legroom - although the width front and rear space was generally quite limited.
An update of the G11 Charade Turbo was released in late 1985, which has since been dubbed the series 2 Among its claimed 151 improvements was a new nosecone with flush headlights and a different grille, a revised rear with new taillights, bumpers deeper, double door seals, dual exhaust tips and a Panhard rod relocated wider alloys style - lace 13 x 5 - were also installed to complement the aesthetics more pleasant.
Inside were more strongly reinforced sports seats as well as those of Cordia GSR, a three-spoke steering grippy, remote adjustable mirrors and other finishing changes Fortunately, the overall contrast of color was also turned down a notch These internal changes - as those outside - certainly created a more attractive set the turbo G11 updated remained exactly the same under the hood and, interestingly, the 1986 introduction of unleaded fuel and catalytic converter accompanying apparently resulted in no loss of power or performance.
Daihatsu continued to sell a reasonable number of Charade Turbos with their updated model - even if its RRP has increased by over 10 percent.
With the next generation of vehicles approaching fast, Daihatsu presented its new G100 Charade in 1987 wider, longer and taller than the G11, the car lost a lot of skateboarding sensation of the car in the other hand, it was much more refined - in large part because of its independent rear suspension.
At the time of its discrete output 1987, the turbocharged Charade G100 was thrown into a market where engines have progressed massively; multi-valve, double overhead cam, intercooled and several EFI score was now the custom Poor G100 Turbo - which was still using the turbo carby G11 1 liter in his heavier body - simply could not compete with the output of 50kW the model G100 hard to overcome its approximately 60 kg of extra weight and larger final drive ratio until 4642 4 5 1; 0 - 100 km h on September 12 took 1-12 seconds and the quarter mile extended to March 18 to May 18
No doubt, had virtually disappeared from the brilliance of the Charade Turbo.
Just like the original 1984 Charade Turbo, the body of Turbo G100 was hardly distinguish the car NA only some stickers turbo made their way down, with a bumper extension before and alloys of 13 inches 14 inches alloys are option in all, it was much less boorish car, with the interior also adopting a range of gray colors on neutral gray Instrumentation, as before, received a tachometer, speedometer and an air conditioning injection light remained optional.
Under the skin, the G100 climbs MacPherson struts at all - its double bond IRS improved ride quality considerably swaybars also continued to equip the turbo model front and back out on the asphalt, handling G100 Charade Turbo maintained the typical means of traction before slight understeer when pushed braking performance remained on average with just drums mounted at the rear.
Against cars like the Ford TX3 AWD Turbo, the G100 turbocharged naturally sold very badly and for a short time in Australia Unfortunately - despite prepared a sample test to contemporary automotive press - Daihatsu has decided not to pursue the option import the somewhat compartmentalized Japanese on the Charade GT-ti warm market GT-ti model sported a dual overhead cam, 12 valve, EFI version of the turbocharged original carby called CB70 factory equipped with a turbocharger lot RHB5 greater and an air-to-air intercooler, the plant has generated an impressive 74kW at 6500 rpm with 3500-130 Nm.
So - without performance derived from this Japanese engine on the market updated - Charade Turbo died quietly on the Australian market Such turbocharged small car has not been made public since.
Turbos CHARADES are becoming quite rare This is mainly due to their age and - above all - the fact that repairs can cost almost as much as the value of the car A 1984 Charade Turbo typically sells for 2000-3500, a series 2 could cost an additional 500-1000 and a turbo G100 - if you can find one - goes for about 5000.
While the turbocharged Charade is a car that can cost a lot to repair if poorly maintained Little IHI turbocharger can wear if quality oil changes were carried superfast - and valvetrain is also subject to the wear for the same reason as a rule, it will cost about 800 for the rebuilt drive turbo, driving in and a head rebuild could cost around the same the bottom end is usually only good for about 140,000 kilometers before require a complete reconstruction Note that high import Charade Turbo engines have become almost impossible to find and the same goes for their small turbochargers RHB32 This means, if something big goes wrong with your Charade Turbo, you will need to rebuild - or switch to turbo different and or motor.
Instead of setting the standard engine back to performance standard, lots of people transplanted into the DOHC engine CB70 last GT-ti A second pre-cut hand import G100 GT-ti typically costs around 2500 with ECU and the loom and the conversion in the frame G11 is relatively simple personalized high engine mount needs to be manufactured, a fuel system at a higher pressure must be preferably installed with a turbulence tank and the rest is almost easy if we re standard says G11 box turbo speeds can be left in place for the service, or - if you want to add sustainability - it is possible to install the highest gearbox GT-ti with trees custom transmission.
Because the GT-ti was built on a G100 platform, it is even easier to transplant the DOHC CB70 and Driveline engine in the local Turbo body G100 If you are eliminating all the half-section of bits, the only mod that should be required is to adjust the fuel system EFI.
Note that the Japanese engine spec GT-ti with - maybe - a large exhaust, modified air intake, larger intercooler and further should easily be good around 100kW This kind of power is enough to push a G11 or G100 Charade in the 14s in the quarter mile Not bad, huh.
By taking a little, however, it is still possible to get good performance of the standard CB60 SOHC turbo carby In the experience of AutoSpeed, just right KN filter on the side of the turbo, large air ahead air intercooler opportunity to mount, broadband 2 -inch exhaust, larger secondary jet in the carburetor and about 15 pounds per square inch gives boost to the proven car June 15 second quarter mile performance.
In other words, as the engine and turbo are still in good condition.
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