Daihatsu Reviews

Ewan Kennedy reviews the 1998, 2002 and 2004 Daihatsu Sirion as a used buy.

Daihatsu's tiny Terios was never a huge seller in Australia, possibly because was considered too small for its tough-guy market segment, but did steady business from the time it went on sale here in 1997 until its withdrawal in 2005. Daihatsu is one of the world leaders in small-vehicle design and has long had a

Daihatsu Sirion is a well-built Japanese car with an excellent reputation for reliability and low running costs. It wasn’t as successful as big brother Daihatsu Charade.So there are some bargains in Daihatsu Sirions as they are regarded as orphans and have suffered in resale value because of this. Despite this they can be kept on the road with a minimum of expense if you choose a good one and look after it correctly.A new Daihatsu Sirion released in April 2002 was more of a facelift, and although longer and given a freshened face, did not offer anything different in the way of drivetrain. For that we had to wait until the all-new Sirion launched here 2005 -- infortunately not long before Daihatsu exited the Australian market altogether. It was substantially bigger than the first-generation model that was launched in Australia in 1998. There’s decent interior room and a boot that can handle a fair amount of luggage. The older models are smaller and probably best left to couples and singles, but the 2005 model can work as a family car if the children are in their pre-teen stage.Daihatsu Sirion is well equipped, coming with air conditioning, a four-speaker CD stereo, power door mirrors, lap-sash safety belts in all five seats and dual airbags. A model worth chasing down is the Sirion Sport, with alloy wheels, a front body kit that includes foglights, a sportier design of rear lights, colour-coded door handles and ABS brakes it provides a lot of small car for a pretty reasonable price.The first series Daihatsu Sirion used an interesting three-cylinder 1.0-litre engine of the type the Japanese marque had made famous for many years. It continued with the larger model of 2002, but in the 2005 Sirion power came from a more conventional four-cylinder, twin-cam unit displacing 1.3 litres. The latter produced a relatively modest 64 kilowatts, but variable valve timing meant it has strong torque throughout most of the rev range, peaking at 120 Nm at a reasonably low 3200 rpm.Transmission choices are five-speed manual and four-speed automatics. Autos don’t take as much out of the performance as you might expect as the Sirion is relatively light. But our gearbox of choice would be the manual unless you’re doing a lot of commuting in traffic. The manual’s gearshift is light and easy so it’s not a hardship to do your own shifting.Handling is competent without being in any way exciting – definitely not a car for the enthusiast. There’s a reasonably neutral feel at everyday road speeds, but understeer comes in too early. A good set of tyres can give it a better feel and provide grip.Daihatsu has been controlled by Toyota since the early 2000s after getting into financial trouble. Toyota Australian stocks spare parts for most models younger than about 10 years. Check with your local dealer and/or check out parts recyclers in your neighbourhood.As it’s a relatively small car the Sirion doesn’t have a lot of underbonnet space so can be annoying to work on. Workshop manuals are available and are recommended. Don’t tackle any safety related items unless you’re an expert.Insurance costs are generally towards the bottom end of the scale and we don’t know of any major company that charges extra for the Sirion Sport, probably because it’s a dress-up variant not a real sporty design.WHAT TO LOOK FORLook for sun damage on the dash top and rear shelf. Check for tears in the seats and damage to floor and boot mats.Rust is rare but if it does get a hold it can run through very quickly due to the light construction of the Sirion. Look in the lower body areas, as well as the doors and hatchback. The corners of these panels are usually the first to suffer. Check the floor of the cabin and the boot for rust. Repairs there can be expensive.Look for signs of crash repairs, minor repairs correctly executed are to be expected in older cars that spend a lot of time in city/suburban driving, but if you think a Sirion has been in a major crash have it inspected by a professional as sub-standard cars can be dangerous.The engine should start quickly even when cold and should have a relatively smooth idle from start-up. Four-cylinder engines are smoother than the threes.Check there is no smoke from the exhaust tailpipe when the engine is accelerated hard after idling for a while. Gearchanges should all be light and easy, with the clutch taking very little effort to operate.If the gearbox baulks or crunches when you do a fast change down, there could be expensive troubles. The third to second change is usually the first to suffer. If the clutch is heavy or sticks during its movement it could be due for an overhaul.Drive the car at low speed with the steering on full lock in one direction and then the other and listen for a clicking sound of worn universal joints.CAR BUYING TIPBuying an ‘orphan’, a car that’s no longer imported, can save you money. But do your homework on parts and knowledgeable mechanics before getting in too deep. 

In this day and age when fuel economy is such a hot issue the Daihatsu Sirion looms as a real contender for anyone wanting cheap and reliable transport. The Sirion was never one of the hot sellers in the small car segment, it tended to fly under the radar, but those who took more notice found it was a well built and well equipped little car that delivered on its promise of reliability and fuel efficiency.MODEL WATCHThe Sirion’s looks are a matter of taste, and opinion was certainly divided when it was launched in 1998.Its overall shape was rounded and rather dumpy, not at all sleek or svelte like its rivals at the time. It had large headlamps that gave it a boggle-eyed look, a large oval grille, and an odd offset licence plate.The use of chrome was also somewhat at odds with the look of the day, which was rather more sombre with body-coloured bumpers and the like when the little Daihatsu made use of bright chrome finishes.But at the end of the day styling is a matter of individual taste and there is little doubt that some will think the Sirion cute and cuddly.Looks aside there was plenty to like about the five-door Sirion hatch. An offshoot of Toyota there was no disputing the build integrity of Daihatsu, even though it was a budget brand.Let’s be honest, the Sirion was never intended to be a family car, at best it was a car for singles or couples without kids who only needed the back seat for their dog or occasionally transporting friends. That’s not a criticism, simply an acknowledgement that the Sirion is indeed a small car.It was small by all measures, but still had reasonable head and legroom considering its small overall size. The boot was also quite a good size, largely because Daihatsu used a space-saver spare wheel.The engine was a tiny 1.0-litre three-cylinder double overhead camshaft fuel-injected unit that turned out a modest power peak of 40 kW at 5200 revs with a mere 88 Nm at 3600 revs.You don’t have to be Einstein to work out that it didn’t have sports car-like performance, but that’s not what it was about. On the road you had to work hard to keep up with the pack, particularly if it was loaded with a full complement of adults, and that meant constant use of the gearbox. It struggled when faced with a hill, and overtaking required planning and patience, but if you were prepared to let the pack go you could enjoy a more leisurely drive and save fuel at the same time.At launch the front-wheel drive Sirion was only available with a five-speed manual gearbox, the four-speed auto wasn’t added to the range until 2000, but that only served to accentuate the Sirion’s performance limitations.While not being sports car sharp the Sirion’s ride and handling were quite acceptable. It had a small turning circle, which made it very manoeuvrable around town and in parking lots, but it didn’t have power steering and that made the steering quite heavy.Despite its modest price the Sirion was quite well equipped. Included on the standard features list were central locking, power mirrors and windows and a split-fold rear seat. Anti-skid brakes and air-conditioning were options.Fuel consumption was one of the Sirion’s most attractive features and it was possible to get 5-6 L/100 km on average when driven around town.Before rushing in it’s important to remember that Daihatsu left the market early in 2006 making the Sirion something of an orphan, although Toyota has made a commitment to provide ongoing support with parts and service.IN THE SHOPSolid build quality means there are few problems showing up with the Sirion so it’s vital to check each car thoroughly. Despite the lack of common problems individual cars can have problems and these need to be identified.The trade reports the odd instance of engine and gearbox oil leaks, and cooling system leaks, the latter possibly caused by a lack of maintenance.It’s important to use the correct coolant in the system, and to follow Daihatsu’s recommendation for changing it. Unfortunately it is often overlooked and this can lead to problems.Look for signs of abuse inside and out from an uncaring owner, and check for crash damage.IN A CRASHDual frontal airbags provide pretty decent crash protection for a small car.Anti-skid brakes were an option so it would be wise to look for one fitted with them to enhance the active safety package.LOOK FOR• Quirky styling• Reasonably roomy interior• Good boot size• Modest performance• Brilliant fuel economy• Few mechanical problemsTHE BOTTOM LINESmall in stature, sedate in performance, the Sirion is a winner at the pump.RATING80/100

Toyota’s decision to pull Daihatsu from its showrooms didn’t come as a great surprise to anyone who saw the brand’s presence declining over the last few years. Where once the Charade was a popular small car choice that offered good reliable motoring at a value-for-money price, neglect allowed it to slip into decline as other small cars moved ahead. As it slipped so too did it drop off buyers radar, which can only have hastened the end.For many years the Charade was a solid little car that delivered Japanese quality at a price a touch under that of similar models in the mainstream Toyota model range.It was never a car that stood out from the crowd, but that was its great appeal for many who simply wanted no-fuss, reliable transport at an affordable price.Once the Korean makes had cut a swathe through the bottom end of our market Daihatsu was doomed. Instead of the cheap and cheerful little car it was then undercut by the cars from the Korean peninsula and didn’t have the gloss to run with the more expensive Japanese models it was by then really competing with.MODEL WATCHFor many years the Charade was just kept alive with a series of minor facelifts, a different grille here, new bumpers there and a shuffled model range was enough to make you think there really was something new.For the most part it was just window dressing, it was the same old Charade tarted up to keep sales ticking over without necessarily doing anything special.Then in 2000 Daihatsu actually dropped the name from its range. It had become tired through lack of action, and the company introduced new names and models aimed at competing with the runaway Koreans.When nothing really seemed to work the company rebirthed the old name in 2003 on an attractively styled little hatch, but it was probably too little too late to save the brand from oblivion.There was just the one model, a well-equipped three-door hatch which boasted dual front airbags along with seat belt pretensioners and force limiters, central locking, immobiliser, power mirrors and front windows, cloth trim, 60/40 split-fold rear seat, CD player. Air-conditioning and metallic paint covered the available options.Up front the Charade packed a pint-sized 40 kW punch in the form of a 1.0-litre double overhead camshaft four-cylinder engine, but when it only has to move 700 kg it was sufficient to make it zippy. In other words it was perfect around town where it not only nipped in and out of the traffic with ease, but returned decent fuel consumption.Daihatsu offered a choice of transmissions, the five-speed manual or the four-speed auto, and drive was through the front wheels.Being of an upright stance visibility from the driver’s seat was good, the driving position, although also quite upright, was comfortable and everything was placed well within the driver’s reach.IN THE SHOPThe Charade was well built and as a result gives little trouble. It’s only just two years old and most cars will have done as little as 40,000 km so they’re in their infancy and any problems they might have still lie in the future.The engine has a cam timing belt, which means a change around 100,000 km is called for and this must be done to avoid what could well be expensive trouble in the event of a belt breakage.Check for a service record, essentially to make sure the car has been regularly serviced as the Charade is often bought as a cheap and cheerful mode of transport and some owners neglect to service them in order to save money.Look also for bumps and scrapes, and stained paint, from being parked in the street where they can be attacked by other careless motorists and the elements.When test driving make sure it drives straight ahead and doesn’t require constant steering correction to keep it on the straight and narrow. If it does it could be due to poor repairs after a crash.Also make sure the engine starts readily and runs smoothly without hesitation, and the auto engages gears without snatching or jerking and shifts smoothly without hesitation.IN A CRASHThe Charade’s small stature puts it at a distinct disadvantage in the event of a crash as almost everything else on the road is larger. But its size gives it an advantage when it comes to avoiding a crash, although it doesn’t have ABS, which would be a boon in getting out of trouble.Dual front airbags are standard so protection is quite reasonable when it comes to the crunch.OWNERS SAYPerren Mortimer needed a new car when her old Datsun 260C died for the final time. Her requirements were that it had to be affordable, economical, well equipped and able to swallow her keyboard. After looking at and dismissing other small car alternatives she settled on her Charade.“I love it,” she says. “It’s really cheap to run and roomy enough for four people, and it’s also got lots of features like air-conditioning, CD sound and power mirrors.”LOOK FOR• edgy hatchback styling• small size easy to park• good build quality• miserly fuel consumption• zippy performance• sliding resale valueTHE BOTTOM LINEGood build quality equates to good reliability and combined with its economy makes the Charade a good choice for a first car.RATING65/100

In this land of cheap petrol, ample streets and voluminous car parks, we have generally regarded cars in this class as simply being too small for our needs.Yet a few inner city dwellers have seen the advantages in owning cars that can be squeezed into tiny parking spots and which are frugal to run.The company withdrew from the Australian market in March 2006 with servicing of Daihatsu models now being handled by its parent company, Toyota.Mira, Centro and Cuore are among the best of Daihatsu's mini cars and they have enjoyed a certain degree of success in Australia, mainly because of the company's excellent reputation for building reliable vehicles, with the larger Charade and Applause having won many admirers over the years.The Mira was launched in Australia as a car in December 1992, though it had been here in van form for a couple of years before then. Mira vans were sold throughout the vehicle's life. The Mira van came with an 850cc carburettored engine and a four-speed manual gearbox.Daihatsu Centro, introduced to Australia in March 1995, should correctly be called the Charade Centro even though it has nothing of any significance in common with its bigger brother, the “proper” Daihatsu Charade.The duplication of the names was done as a marketing move to try to cash in on the reputation of the Charade. Australian buyers being a well-educated bunch didn't fall for the stunt and Centro didn't sell well, quietly disappearing from our market late in 1997.These last cars will have a 1997 build plate, so be wary of the sales guy who insists it's a 1998 if it was first registered in that year.As with the Mira, a few Centros also reached us in van form. Beware of vans that have had windows and a back seat added to try and pretend they are cars; they could have had an ultra-tough life as knockabout delivery vehicles. True Mira and Centro cars are either three or five-door hatchbacks.The final version of the Daihatsu mini car was the Cuore. It went on sale in July 2000 and, after struggling on for a little over three years, imports ceased in September 2003.Interior space in all three models is surprisingly good in the front, but the back seat is pretty cramped for adults. Boot space is fairly small, but can be increased substantially by folding the seatback down.Ride comfort and general levels of noise are not good, though Centro is noticeably better than the older Mira. They are not too tiring around town when you are only spending moderate lengths of time at the wheel.These little Daihatsus are not really suited to long distance Aussie country trips; as you have to work their little engines hard to keep them moving up hill and down dale. In a pinch they can run at 100 to 110 km/h on the flat bits but the hills really do knock them around. Be very aware that the car may have been driven too hard to the extent that it's worn out before its time. Under the bonnetPower for the Mira and Centro comes from a three-cylinder, fuel-injected engine of just 660cc. Low gearing and light weight means it gives more performance than you might expect, but you do have to work at the gearbox to get decent acceleration in undulating territory. The Cuore, introduced here in July 2000, has a bigger engine, a three-cylinder 1.0-litre unit. It's more suited to country driving than its predecessors but still struggles at times.The manual box is a nice little five-speed unit but the automatic transmission only comes with three ratios and can be pretty buzzy if the going is fast. 

Nobody really cared about the snail's pace performance or the ride-on-lawnmower sound of the engine.Then the price went up and people looked elsewhere.Sirion has been a bit like the invisible man since, even after the appearance of a sporty GTVi model.But the diminutive Daihatsu should hold appeal for certain buyers, mainly city dwellers and those not concerned with performance or handling.The Sirion we drove last week was a four speed auto and while it could cope on the freeway and willingly cruise at the legal limit, it is much more at home as a city run-about.The really good thing is it has five doors so there is no need to put up with a three door econobox if you are buying in this end of the market.Sometime during the past couple of years, Sirion received a makeover – a face lift and heart transplant giving it a more contemporary look and a little bit more zing under the bonnet.It still looks like a rice bubble on wheels, a style that was pioneered years ago by Mazda's 121 bubble and copied by plenty.It scored some crash protection goodies like two front airbags and the chassis is designed with requisite crash structures.The engine is a 1.0-litre, three cylinder, twin cam, 12 valve unit with 40kw/88Nm output. While on paper it doesn't look like much, the reality is Sirion goes pretty well. It weighs 800kg.Equipment is good offering just about all you will need for a comfortable ride including power front windows and mirrors and multiple front seat adjust- ments. The seats are flat providing minimal lateral support, which you shouldn't need anyway.The interior is airy but features too much hard, grey plastic.Air conditioning is optional which would push the price of this little puppy to over $17,000 on the road – a big sting for a little auto with air and no tacho.But on the positive side, it is easy to live with, and drive, super economical at around 6.0l/100km and a breeze to park due to power steering and compact dimensions.Daihatsu has a reputation for long lived engines and transmissions regardless of their capacity.The interior is roomy with plenty of headroom and the boot is a decent size.The lack of central locking of any kind is an issue as it can be considered a safety feature rather than a luxury.The sound system is OK, and the cabin is comfy on a trip though the engine is raucous and the the gear changes hardly smooth. Fits in the garage with heaps to spare at both ends.

The conspicuous lack of buttons and lights is soothing and doesn't seem to detract from the comfort of driver or passengers.There are no tricks here. What you see is what you get. This little ripper could be more aptly called the Terrior: feisty, compact, reliable and ready to take on anything.Terios is the baby of the 4WD brigade – both in size and price. It is in constant all-wheel-drive mode and proper 4WD is available at the flick of a switch. While I didn't get off-road with it, the constant rain in my driving week made even car parks almost a 4WD challenge – one the Daihatsu was well up to. I subjected the Terios to my usual weekly run of work, school and shopping, and added a few surprises to see how it handled itself. I was a little nervous taking such a small car on the Southern Expressway to Noarlunga but the trip proved I had little to worry about.I felt no vulnerability and cruising at 110km/h was no effort for the engine – apparently the same used in the Toyota Echo. Dual airbags and side cab protection add to the feeling of safety.And on the safety side, there are some nifty additions. If you crash, the fuel is automatically cut off, any locked doors are immediately unlocked and the interior and hazard lights activate.Travelling with four people was a little challenging but only in terms of storage for a pram and all the subsequent paraphernalia. Like my weekly shopping, this was wedged into the modest rear storage but at least it couldn't all fall about the place – it was packed tightly.The mysterious omission in this car is the cup holders. This is the first new car I've driven in the past two years of reviews that has no cup holders. While it's probably due to space restrictions, I can't say it was a great loss – just a curiosity. The absence of any other storage up front, apart from the glove box, was also a bit odd.However, I was grateful for the absence of beeping warning signals for reversing, seat belts, keys in ignition and so on. There's no chance of backing into anything in this little space miser. Oh, the joy of parking in normal parking spaces with plenty of room to alight on either side.However, I did find I was parallel parking about a metre from the kerb regularly as I adjusted to the Daihatsu's little frame.The back seat is perfect for two. Three kids would be a squeeze and two large adults might rub shoulders.This is not a big family car and doesn't pretend to be.While there are a few more mod cons I wouldn't have minded, such as remote central locking, I was not inconvenienced by the Terios's back-to-basics approach.It perhaps illustrates that many of the extras on pricier new cars are just that – complicating our lives unnecessarily.LOVE IT LEAVE ITPrice $23,000LOVE ITThis is a low-fuss, low-frills terrier of a vehicle that doesn't pretend to be anything more or less.LEAVE ITStorage, please. There's nowhere to put CDs, drinks, coins ... anything.

It has an engine capacity equal to four cups of tea and, on paper at least, about the same amount of kick.But the motorcycle-sized heart of the Daihatsu Copen can get the small, quirky, Noddy-esque convertible off the mark quickly enough to surprise onlookers.Taking one of these baby cars to the streets of Perth produces questions directed at the driver's sanity, prefixed by "What the . . .?"So Big Ears made rude signs at the motorists and they went away. As they do in a non-politically correct Toyland.The Copen – apparently a tragic mishmash of the words closed and open to recognise the car's convertible nature – would be ideal for Toyland's lethargic traffic speed.It is more at home in a big, congested city than the relatively open byways of Perth.But that's not to say the tiny two-seater with attitude can't provide its owner with hours of joyful commuting.It is a remarkably nimble and sprightly creature.The steering is direct, the engine a screamer with an 8000rpm redline, the gearchange is light and the clutch pedal action feels like it's not attached to anything.Low-end power is weak. You become used to giving it a heavy right foot to stir the 659cc four-cylinder and provoke its weeny turbocharger to spin in an attempt to kindle the 50kW buried deep under the rolled bonnet.That's not a lot of power. The performance is attributed more to the Copen's mere 830kg weight than what's under the bonnet.Part of the fun is the car's ambience.Because the occupants sit so low, cosseted in a comfortable cabin, the impression is of travelling in something just shy of a rocket-propelled Porsche.If things get too messy, the folding-steel roof rises electrically from the boot – similar to the security benefits of other metal-tops such as the Peugeot 206CC, Mercedes SLK and Lexus SC430.The Copen's boot is small with the roof up, impossibly tiny with the top stored.That this is no long-distance traveller is confirmed after two hours of country driving where 100km/h sees a buzzy 4000rpm on the tacho and much numbing of the derriere. The accurate handling and neat city ride also dissolve into body shake and bounce over rough bitumen roads.But in its environment, the Copen works.It's clearly for individual players who work in the city.Take a passenger and there's not much space left for a sandwich, let alone a picnic lunch.Given the $29,990 price tag, the car's equipment level is high – airconditioning; electric windows, mirrors and roof; alloy wheels; dual airbags; MP3 CD player and a tyre repair kit instead of a spare.

DAIHATSU was once the king of the tiny tots.  Before the onslaught of the Korean carmakers, it ruled the roost among the baby-car clan with its top-selling Charade, successful Feroza four-wheel-drive and steady-selling Applause sedan.But as these cars disappeared from the showrooms and the Koreans came blasting in with cheaper and trendier-looking cars, things started to go downhill for Daihatsu.  It has been riding with a three-car line-up, the cut-price Cuore, the cute Sirion small hatch and the toy-like Terios off-roader, for two years, and sales have slid from more than 30,000 in the early 1990s to a little more than 5000 last year.But the past year has been busy for the carmaker that still calls itself ``Japan's big small-car company''.  Toyota Australia has taken over day-to-day running of the local operation, giving Daihatsu access to administrative resources previously out of reach.  It has already updated the Cuore and Sirion, including adding a powerful GTVi version, and sales have picked up slightly.But the car Daihatsu has been hanging out for is the funky-looking YRV mini wagon, which it believes adds a new dimension to its line-up.  Australians haven't taken to the boxy little runabouts that litter the crowded streets of Tokyo - and the good-quality but awkward-looking Suzuki Wagon R+ and the tiny Daihatsu Move have disappeared from showrooms after dismal results.But the YRV could change that, simply because of its good-looking wedge-shaped body and long list of standard creature comforts and safety features.  Daihatsu says the designers knew the YRV's rivals lacked style so they concentrated on giving the car a distinctive look that would appeal outside Japan.  It revealed its intentions this year by launching the production version at the design-driven boutique Geneva Show.The car's most distinctive feature is a double-wedge window treatment that highlights theatre-style seating inside.  The car has the 1.3-litre four-cylinder engine from the Sirion, which Daihatsu says is the most powerful powerplant in its class.It has variable-intake valve timing to increase top-end power and improve fuel economy, and low-down torque to reduce exhaust emissions.  The engine produces 64kW at 6000 revs and 120Nm at a reasonably low 3200 revs. The front-wheel-drive car comes standard with a five-speed manual gearbox, but there's also an F1-style self-shifter with steering-wheel-mounted buttons for up and down shifts and a digital indicator screen inside the instrument dials.Daihatsu says safety is a key aspect in the design of the YRV and it has inbuilt crumple zones and standard driver and passenger airbags and seatbelts with pre-tensioners.  In the event of an accident, the doors automatically unlock, the interior light and hazard lights switch on and the fuel supply stops, to reduce the risk of fire.The YRV comes standard with air-conditioning, a four-speaker CD sound system, power steering, electric windows and mirrors, central locking and an engine immobiliser.DrivingThere is much potential in this car. On paper, the performance figures and standard features look great -- until you see the price.  The YRV is a small city runabout loaded with gear. But its hefty price tag means it will compete with the likes of base-model Ford Lasers and Holden Astras -- both of which have more space, more-powerful engines and are world-class, quality cars.Against its own natural rivals, the YRV's wedge-shaped body is one of the best-looking in this class of vehicle.  Its interior is modern and attractive, but the golf-ball-dimpled dash is made from hard plastic that doesn't stack up these days, even against cheaper rivals.The instruments are easy to read, but the CD sound system has more buttons than the cockpit of a jumbo jet and there's a blank hole between the air vents, where something is obviously meant to go.   The rear seats are actually 75mm higher than the front seats.The seats are relatively comfortable and there's a reasonable amount of front legroom for the passenger and good adjustability in the driver's seat to get a good driving position.  Mechanically, the YRV is a bit of a disappointment, considering Daihatsu's partnership with Toyota.The engine is not outstanding, but it is probably the best mechanical feature of the car. It is reasonably quiet under normal driving conditions and revs smoothly and freely thanks to the variable-valve timing system.  On the flipside, even a week of stop-start city driving produced reasonable fuel consumption of a little more than seven litres/100km.The four-speed automatic in our test car was relatively smooth changing cogs, but the standard five-speed manual would get the most out of the underpowered engine.  The steering-wheel-mounted shift buttons are a gimmick on a car like this, and once the novelty wears off you're unlikely to use them again.The suspension feels fine on perfect-quality tarmac roads, but the slightest bumps will come crashing through the cabin on anything less than billiard-table smooth.  Handling is nothing special and there is plenty of body roll, vague steering and front-end push as the tyres roll over on themselves when hurried through the twisty stuff.The bottom line2/5 Good looks, headroom.  An over-priced and under-performing small car, especially considering Daihatsu's previous record.Daihatsu YRV Price as tested: $19,790Engine: 1.3-litre four-cylinder with double overhead camshafts, variable-valve timing and fuel injectionPower: 64kW at 6000 revsTorque: 120Nm at 3200 revsTransmission: Four-speed automatic, front-wheel driveBody: Five-door hatchDimensions: Length: 3765mm, width: 1620mm, height: 1550mm, wheelbase: 2355mm, tracks 1380mm/1365mm front/rearWeight: 880kgFuel tank: 40 litresFuel conumption: 7.8 litres/100km average on testSteering: Power-assisted rack and pinionSuspension: MacPherson front struts and semi-independent torsion-beam axle with coil springsBrakes: Front discs and rear drumsWheels: 5.5x14 steelTyres: 165/65 R14