1. Description

2. History
    360-cc era (1949–1975)  550-cc era (1976–1990)  660-cc era (1990–2013)   Reduced incentives (2014-present)  

3. Electric kei cars

4. Current taxation

5. Gallery
     360 cc era    550 cc era   Sport  Present 

6. Kei trucks

7. References

8. Further reading

Kei car (or keijidōsha "light automobile", {{IPA-ja|keːdʑidoːɕa|pron}}) is the Japanese vehicle category for the smallest highway-legal passenger cars. Similar Japanese categories existing for microvans, and Kei trucks.

The kei car category was created by the Japanese government in 1949, and the regulations have been revised several times since. These regulations specify a maximum vehicle size, engine size and power output, so that the kei car may enjoy both tax and insurance benefits. Also, in most rural areas are also exempted from the requirement to certify that adequate parking is available for the vehicle.^[1][2][3]

Kei cars have become very successful in Japan — consisting just over one third of domestic new car sales in fiscal 2016, in spite of dropping from a record 40% market share in 2013, just three years prior.^[4][5] However, in export markets, the genre is generally too specialized and too small for most models to be profitable.^[6] Notable exceptions exist though, for instance the Suzuki Alto and Jimny models, which were exported consistently from ca. 1980.

Most kei cars are designed and manufactured in Japan, however there have occasionally been overseas models that have been imported into Japan to be sold as kei cars.

Description

Kei cars feature yellow license plates, earning them the name "yellow-plate cars" (black numbers on yellow background for private use and yellow numbers on black background for commercial use) in English-speaking circles.^[2][3] Japanese government regulations limit the physical size, engine power and engine displacement of kei cars.

Kei cars are often available with forced-induction engines, automatic and CV transmissions, front-wheel drive and all-wheel drive.^[3]

History

360-cc era (1949–1975)

The Kei-car legal class originated in the era following the end of the Second World War, when most Japanese could not afford a full-sized car, but many had enough money to buy a motorcycle. To promote the growth of the car industry, as well as to offer an alternative delivery method to small business and shop owners, the kei car category and standards were created.^[1] Originally limited to a displacement of only {{convert|150|cc|cuin|0|abbr=on}} (or just 100 cc for two-stroke engines) in 1949, dimensions and engine size limitations were gradually expanded (in 1950, 1951, and 1955) to tempt more manufacturers to produce kei cars.

In 1955, the displacement limit increased to {{convert|360|cc|cuin|0|abbr=on}} for both two-strokes, as well as four-stroke engines, resulting in several new kei car models beginning production in the following years. These included the 1955 Suzuki Suzulight^[9] and the 1958 Subaru 360, the first mass-produced kei car,^[10] finally able to fill people's need for basic transportation without being too severely compromised. In 1955, the Japanese Ministry of International Trade and Industry also set forth goals to develop a "national car" that was larger than kei cars produced at the time. This goal influenced Japanese automobile manufacturers to determine how best to focus their product development efforts for the smaller kei cars, or the larger "national car". The small exterior dimensions and engine displacement reflected the driving environment in Japan, with speed limits in Japan realistically not exceeding {{convert|40|km/h|mi/h|1|abbr=on}} in urban areas.

The class then went through a period of ever increasing sophistication,^[11] with an automatic transmission appearing in the Honda N360 in August 1968, with front disc brakes becoming available on a number of sporting kei cars, beginning with the Honda Z GS of January 1970.^[12] Power outputs also kept climbing, reaching a peak in the {{convert|40|PS|kW hp|0|abbr=on}} Daihatsu Fellow Max SS of July 1970.^[13] Sales increased steadily, reaching a peak of 750,000 in 1970. Throughout the 1970s, the government kept whittling away at the benefits offered to kei vehicles, which combined with ever stricter emissions standards to lower sales drastically through the first half of the decade.^[11] Honda and Mazda withdrew from the contracting passenger kei car market, in 1974 and 1976, respectively, although they both maintained a limited offering of commercial vehicles.

Until 31 December 1974, kei cars used smaller license plates than regular cars {{convert|230|x|125|mm|in|1|abbr=on}}. As of 1975, kei cars received the medium-sized standard plates, which are {{convert|330|x|165|mm|in|1|abbr=on}}. To set them apart from regular passenger cars, the plates were now yellow and black rather than white and green.

550-cc era (1976–1990)

Sales had been steadily declining, reaching a low-water mark of 150,000 passenger cars in 1975, 80% less than 1970 sales. Many were beginning to doubt the continued existence of the kei car, with both Honda and Mazda withdrawing in the middle of the 1970s.^[14]

Most manufacturers were somewhat surprised by the decision; having expected a {{convert|500|cc|cuin|1|abbr=on}} limit, they had already developed new engines to fit such restrictions. These new engines were quickly introduced, usually mounted within widened bodies of existing models.^[14] These interim versions (with displacements ranging between 443 and 490 cc) were "feelers", developed to see if indeed a continued market existed for the kei car.^[14] As sales improved, they only lasted for a model year or so until manufacturers had the time to develop "full-sized" engines. Only Daihatsu managed to avoid developing transitional engine versions which did not take full advantage of the new regulations. Kei car sales remained stagnant, however; while combined passenger and commercial kei car sales reached 700,000 for the first time since 1974,^[17] the small cars still lost market share in a quickly growing market.

As the kei cars became larger and more powerful, another benefit appeared, as exports increased considerably. In particular, export sales of trucks increased, while kei passenger car exports increased at a lower rate. In 1976, combined exports of kei cars and trucks were 74,633 (up 171% year-on-year), despite exports of passenger kei cars decreasing.^[18] In 1980, another record year occurred as exports climbed 80.3% (to 94,301 units), of which 77.6% were microtrucks.^[19] Nearly 17% of exports went to Europe, dwarfed by Chile which took nearly a quarter of the exported keis.^[19] Due to the difficult economic environment, low-price cars sold well and 1981 marked another successful year as Japanese midget car sales reached their highest since the 1970 record (at 1,229,809 units for cars and commercials).^[20] As the 1980s progressed, kei cars became increasingly refined, losing their utilitarian origins as Japanese customers became ever better off. Features such as four-wheel drive, turbochargers and air-conditioning began to become available on kei car models.

660-cc era (1990–2013)

The kei car regulations were revised in March 1990, allowing engines an increase of {{convert|110|cc|cuin|1|abbr=on}} in displacement, and the overall car length to be increased by {{convert|100|mm|in|1|abbr=on}}. These changes occurred during the 1990s Japanese economic bubble, and all manufacturers quickly developed new models to suit. Within five months, all the major models of kei cars had switched from {{convert|550|cc|cuin|1|abbr=on}} to {{convert|660|cc|cuin|1|abbr=on}} engines.^[21] For the first time, a power limit was also applied, in addition to the limit on engine size. This power limit of {{convert|47|kW|hp|0|abbr=on}} happened to higher than most kei cars to date, and the reasons for selecting this as the limit are unknown. The only car which exceeded this limit was the Caterham 7 160, a lightweight British sports car imported in limited quantities and was small enough (in dimensions and displacement) to fit the Kei car regulations, however the engine was rated at {{convert|59|kW|hp|0|abbr=on}}.

The addition of a power limit has been suggested{{citation needed|date= January 2019}} to be due to increasing use of turbochargers and superchargers, which can increase power output without increasing engine displacement. Engine technology is also shared with sport bikes, which are designed for rider enjoyment, and less so for fuel economy.

In a rare example of an overseas mass-produced model being sold as a kei car in Japan, a kei version of the Smart Fortwo (called the Smart K) was sold at the Yanase dealerships in Japan from 2001 to 2004. The Smart K used revised rear fenders, reduced tire dimensions and track width to conform to kei car regulations.^[22] The model was not a success, and it sold the fewest examples of a kei car when it was marketed.^[3]

The Suzuki Wagon R was the best selling kei car in Japan from 2003 to 2008.^[23]

Starting in 2011, Toyota entered the kei car market for the first time. The resulting the Toyota Pixis Space, a rebadged Daihatsu Move Conte, is expected to increase competition in the kei car market.^[24] Currently, Nissan and Mitsubishi jointly produce the Mitsubishi eK (also sold as the Nissan Dayz or Nissan Otti). Honda's kei car line-up— the N-one, N-Box and N-WGN— accounts for around a quarter of its overall sales.^[24]

Reduced incentives (2014-present)

In April 2014 the Japanese government significantly reduced advantages for Kei-car owners, imposing both higher sales tax, higher gasoline tax and higher kei car tax – the last of which was raised by 50% – greatly reducing their tax benefits, compared to regular-size cars.^[5]

Daihatsu, Honda, Mitsubishi and Suzuki are currently the only mass-production manufacturers of kei cars. Nissan sells re-badged Mitsubishi and Suzuki models,^[25] Mazda sells re-badged Suzuki models, and Toyota and Subaru sell badge-engineered Daihatsu models.

Electric kei cars

The 2009 Mitsubishi i-MiEV was the first electric kei car, and the world's first mass-produced electric car.^[26][27] Sales began in 2009 to fleet purchasers and in 2010 to the general public. The car in Japan is called the i-MiEV, an acronym for Mitsubishi innovative Electric Vehicle. The i-MiEV uses a {{convert|63|hp|kW|0|abbr=on|order=flip}} permanent-magnet motor. Current models charge overnight in 14 hours from home 110-volt mains, or in 30 minutes from quick-charging stations installed at fleet locations. The range is {{convert|100|km|mi|0|abbr=on}} using the U.S. EPA testing routine and {{convert|160|km|mi|abbr=on}}using the Japanese Transport Ministry's testing routine.

Current taxation

Vehicle excise tax

Taxable amount is 2% of the purchase price, compared to 3% for a regular car.^[28]

Automobile weight tax

The amount is ¥13,200 and ¥8,800 for a three- and two-year period, respectively, as compared to the ¥18,900 and ¥12,600 charged for larger size passenger cars. The savings are thus more than 30% in both cases. This weight tax is paid after the vehicle has passed its safety inspection.

Automobile liability insurance (compulsory insurance) premiums

A 24-month insurance contract typically costs ¥18,980 at the time of registration, versus ¥22,470 for a larger car.

Annual

//Road tax#Japan">road tax: Tax is based on the engine's displacement.

Gallery

360 cc era

550 cc era

Sport

Present

Kei trucks

References

Further reading

• {{cite book | ref = NKmem | title = 360cc: Nippon 軽自動車 Memorial 1950→1975 |trans-title=Nippon Kei Car Memorial 1950–1975 | language = Japanese | publisher = Yaesu Publishing | year = 2007 | location = Tokyo | isbn = 978-4-86144-083-0 }}
• {{Cite book | ref = micro | author = Rees, Chris | title = Microcar Mania | publisher = Bookmarque Publishing | location = Minster Lovell & New Yatt, Oxfordshire, UK | year = 1995 | isbn = 1-870519-18-3 }}

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