The Mira TR's turbo engine was tuned to exactly 64 PS, the informal ceiling every Japanese kei-car maker agreed never to exceed.
Median 67 hp across 165 similar cars
Lead trim: EF-SE 0.66 L three-cylinder SOHC 6-valve (45 PS) · up to 63 hp
Daihatsu Mira / Cuore L700/L710L700/L710 · 1998–2002
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Nobody in Burbles has spotted a Daihatsu Mira / Cuore L700/L710 yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactThe Mira TR's turbo engine was tuned to exactly 64 PS, the informal ceiling every Japanese kei-car maker agreed never to exceed.
The fifth-generation Cuore of the fall of 1998 (production October 1998–December 2002), L710 being the four-wheel-drive code. Japanese engines stayed under the 659 cc threshold: EF-SE SOHC six-valve at 45 PS (48 PS after October 2000), the 12-valve DOHC EF-VE with DVVT at 58 PS, and, in the sporty TR, the turbocharged intercooled DOHC 12-valve EF-DET at 64 PS, the kei maximum under the gentlemen's agreement (the TR was discontinued in October 2000, leaving the Mira Gino with the turbo). The fuel-economy TV model of December 1998 used a CVT and high-compression EF-VE at 52 PS for 27.0 km/L on the Japanese cycle. Export cars (L701/L711) received the 989 cc EJ-DE 12-valve DOHC three at 56 PS at 5,200 rpm, upgraded after a 2001 facelift to the 58 PS EJ-VE with VVT-i, with a three-speed automatic. The retro Mira Gino shared its platform, and Perodua built it as the Kelisa (2001–07).
Collectors Spotted in the Daihatsu Mira Lineage
No member has published a public street spot of the Daihatsu Mira yet — the First · Worldwide stamp is wide open.
Trims & Figures
4 published trims in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| EF-DET 0.66 L three-cylinder DOHC turbo TR (64 PS) | 1998–2000 | 0.7 L Inline-3 | 63 hp | 79 lb-ft | — | — | — | — |
| EF-SE 0.66 L three-cylinder SOHC 6-valve (45 PS) | 1998–2000 | 0.7 L Inline-3 | 44 hp | 41 lb-ft | — | — | — | — |
| EF-VE 0.66 L three-cylinder DOHC 12-valve (58 PS) | 1998–2002 | 0.7 L Inline-3 | 57 hp | 47 lb-ft | — | — | — | — |
| EJ-DE 1.0 L three-cylinder 12-valve DOHC (export, 56 PS) | 1998–2001 | 1.0 L Inline-3 | 55 hp | 65 lb-ft | — | — | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
Daihatsu killed the Mira in 2018 not for slow sales but because it could no longer meet Japan's incoming crash standards.
A wheelchair-accessible Mira, driven straight out of a self-powered wheelchair through an automated door, stayed on sale until 2009.
The Mira TR's turbo engine was tuned to exactly 64 PS, the informal ceiling every Japanese kei-car maker agreed never to exceed.
A limited Mira Moderno came badged with Sanrio's Hello Kitty in January 1998, aimed squarely at buyers who wanted a kei car with a cartoon cat on it.
This Mira could be had with mechanical four-wheel steering, a feature no other kei car of its time offered.
Daihatsu built a pickup version of this Mira in Thailand that alone lifted the company's Thai sales by 50 percent.
The Mira launched as a straight replacement for the Max Cuore, yet enthusiasts still count it as the second-generation Cuore.
Rivals
Same body, same money, other badges — tap any card to flip.
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