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I finally remembered my password to "Regushee", so now I'm Regashee and Regushee.
Vehicles I've owned
1973 JDM 2000cc Toyota Crown Super Deluxe, 1978 JDM 1200cc Honda Civic RS, 1978 JDM 2000cc Nissan Skyline GT-EL sedan, 1988 2000cc Pontiac Sunbird SE coupe (POS), 1990 2300cc Ford Mustang LX (POS), 1977 4100cc Ford Maverick (better than the Pontiac or Mustang, but still a POS), 1972 1302cc VW Superbeetle (Killed by drunk illegals while I was stopped in a school crossing zone, they rear-ended me instead of the children crossing in front of me), 1996 1500cc Toyota Tercel DX (really cheap to run); I've just recently driven a Chrysler product; they've improved, but I still wouldn't buy one. My very first motorized vehicle was a Yamaha v50.
I find myself working on Japanese models frequently, both vehicles exported to Europe, Australia and North America, as well as products sold in Japan, where they keep the interesting stuff.
Meet the World
Japanese post-war economic miracle
February 26 Incident
Hidden Christians of Japan
List of Kuge families
List of legendary creatures from Japan
Shi, nō, kō, shō
Ise Grand Shrine
Evacuation Day (Massachusetts)
Opposed piston, opposed motor engine
Japanese law requiring Japanese companies make cars
First Japanese internal combustion engine manufacturers
European and American cars sold in Japan and regulations
Japanese law doesn't require engines to be replaced
There is no Japanese law that requires a car in Japan to have the engine replaced at a specific time period. Due to the possibility of escalating costs of inspections, a car with five to ten years of history is typically scrapped and sold abroad, due to the posibility that the car will not pass the "shaken" vehicle inspection requirements. There is an international "myth" that says after 100,000 kilometres (62,137.1 mi), the engine has been mandated by Japanese law to be replaced. This is false. Engines removed from scrapped vehicles are sold internationally, but not because the original Japanese owner decided to replace the engine and keep the car with a new engine. 
When a Japanese consumer decides to buy a car, they usually buy something brand new, as in the price of the vehicle is included three years of Japanese government legislated automobile insurance. The insurance rates are based on the car, not the driver. When the insurance is due for renewal, the car then undergoes the "shaken" inspection procedure YouTube video of Japanese shaken being performed. If the car passes the inspection, two years of insurance is then applied to the car. When the vehicle is three years old, the expectation of the vehicle is that nothing should need to be repaired, due to the typical Japanese driver having logged approximately 4,000 miles (6,437.4 km) a year driving, with warranties from the manufacturers being used if repairs are needed. The reliability reputation of each vehicle is determined as to how much in excess of the price of the inspection the driver had to pay, in order for the car to pass the inspection, as well as the Japanese Compulsory Insurance rates. After five years, Japanese manufacturers have established a tradition of completely revising each model produced, thereby encouraging Japanese buyers to trade their five-year-old cars for the latest model. Businesses that trade in buying and selling cars over five years then determine if the individual vehicle can still be sold domestically, or deregistered and sold internationally, or be sold for parts internationally.
There are cars older than ten years that are road legal and still driven on Japanese roads, and they periodically show up at car shows at nationally scheduled events. The owners of these much older cars have decided to keep up on the maintenance, either by using a mechanic, or by doing the labor themselves. Japanese emission requirements are very tight, and as a result of the typical Japanese driver not having the opportunity to drive faster than 60 km/h (37.3 mph) (Speed limits in Japan) or on long distance highway driving without paying expensive tolls on national expressways, over time the engines accumulate significant amounts of carbon buildup. These engines, while still in good mechanical condition, are usually cleaned of their excessive carbon deposits and sold internationally.
Because the Japanese public, and the international market, have come to expect higher durability and reliability from Japanese products in comparison to European and North American vehicles, Japanese products are more popular, last longer, are more cost-effective to maintain. Japanese vehicles do have preventative maintenance schedules, but the durability and reliability of Japanese cars take into account that the schecule may be overlooked, and are engineered to provide service that extends beyond the maintenance schedule.
European vehicles are built with regards to vehicle inspections, and as such, rely on yearly preventative maintenance schedules. European vehicles, especially luxury makes, have expensive maintenance schedules that the vehicle requires in order to perform as intended, and the expectation is that if the buyer can't afford to maintain the European vehicle of choice, perhaps the buyer should choose something more affordable to repair with regards to the buyers income. Some European manufacturers offer buyers of new products a free, limited time period preventative maintenance plan so as to assist the buyer with the opportunity to keep up on the required maintanance, while protecting the resale value of the vehicle when it comes time to trade the vehicle for a new one.
North American vehicles are built with the longstanding "planned obsolescence" philosophy.
Fuel costs in Japan are also higher than typically found internationally due to taxes for a variety of issues, so driving long distances in Japan is also somewhat expensive. This also explains why many Japanese drivers buy small kei cars, that are more suited for city driving. The engines installed in these very small cars do not exceed 660cc, and usually run at much higher RPMs than larger engines, thereby having the opportunity to remove excessive carbon buildup. This also explains why hybrid cars make sense in Japan, because for the most part, the hybrid runs on the battery, with assistance from the gasoline engine, or as in the case of Honda's hybrid implementation, a tiny, high reving gasoline engine assisted with battery power. Diesel cars are also not very popular as gasoline in Japan also because of the Japanese emission laws, despite the advantage diesel has in terms of fuel economy. Because the particulate limits in Japan are so strident, and gasoline cars are more quiet, diesel is usually relegated towards commercial uses. Diesel engines in passenger cars are typically converted to run on LPG and widely used as taxis. Diesel particulate filters are installed in cars sold in Japan, but they add to the cost and complexity of the vehicles operation, and are also scrutinized for operation under the Japanese vehicle inspection requirements.
There is also no subversive intent to keep Detroit vehicles out of Japan. Most Detroit vehicles aren't manufactured to comply with Japanese vehicle dimension regulations and engine displacement limits, as Detroit seems to think that the Japanese market won't accept their products. Which is partially true. The Japanese consumer doesn't want them because of substandard build quality and product reliability.
It appears that the car that saved Chrysler in the 1980s, the Chrysler K platform was compliant with Japanese size regulations, and some of the engines were sourced from Mitsubishi Motors, but the "K car", (maybe a reference to the Japanese kei car was an influence in naming the platform) wasn't officially sent to Japan. Chrysler did make a brave attempt to sell a car in Japan, and inflicted the Dodge Omni 024 on them for two years, and actually found 1451 Japanese buyers. Chrysler couldn't compete in Japan because they made the financial blunder to acquire the British firm Rootes Group which Chrysler has never really recovered from.
GM did attempt to build a "world car" in the 1970s, combining engineering talents from the German division called Opel and assistance from Japanese company Isuzu and came up with the GM T platform (1973), called the Chevrolet Chevette in North America. In the mid-1980s, GM tried again to sell the all new GM J platform in Japan as the Isuzu Aska. GM was also heavily involved in another "world car" platform, called the Suzuki Cultus which did sell as a contender to similarly sized products in Japan. Later in 1995, the Chevrolet Cavalier was briefly sold in Japan between 1995-2000, and despite brave attempts by Toyota to sell it, it was a commercial disaster. I'd like to speculate that GM called this platform "the J body" because it wanted this platform to compete with the Japanese. Because of GM's involvement with Isuzu products, Isuzu has completely abandoned the passenger car market internationally. GM tried yet again in 2000, after acquiring Korean manufacturer Daewoo and sells the Chevrolet Sonic in Japan, though not in large numbers.
Ford also attempted to sell European Fords in Japan called the Escort, Cortina and the Capri during the 1970s, then joined engineering efforts with Mazda in the late 1970s and continued to offer Ford-Mazda products in North America and Japan. The Ford Escort (North America) was sold in Japan, made to comply with Japanese regulations, and Ford is currently offering the Ford Focus and the Ford Fiesta as a rebadged Mazda.
recent emissions test results
- .8143 grams per mile (0.5060 g/km) HC
7.9034 grams per mile (4.9109 g/km) CO
395.8101 grams per mile (245.9450 g/km) CO2
2.2774 grams per mile (1.4151 g/km) NOx
- .2667 grams per mile (0.1657 g/km) HC
4.6678 grams per mile (2.9004 g/km) CO
397.2778 grams per mile (246.8570 g/km) CO2
.9106 grams per mile (0.5658 g/km) NOx
- 13 ounces per mile (230 g/km)
- 231 grams per kilometre (372 g/mi)
Articles I've created
Category:Partial zero-emissions vehicles
Yanase Co., Ltd. Japanese importer of European and North American vehicles
WiLL a marketing approach to young consumers in Japan from 1999-2004
General Motors Companion Make Program
Japanese vehicle dimension regulations
Japanese annual road tax
Kurogane Type 95 worlds first 4WD car placed into production...made in Japan
Nissan / Prince / Kurogane
Avenir, Bluebird, Cedric, Cima, Datsun Truck, Fuga, Gloria, Lafesta, Laurel, Leopard, Prairie, Presea, Presage, President, Rasheen, R'nessa, Stanza/Auster/Violet, Wingroad, Kurogane Type 95, Kurogane Baby, Nissan Junior
Allion, Brevis, Carina, Century, Century Royal, Corona, Chaser, Cresta, Crown, Crown Majesta, Corona EXiV, Carina ED, Isis, ist, Toyopet Master, Mark II Blit, Mark X ZiO, Progres, Raum, Soarer, Sprinter, Sprinter Marino, Vista, Template:Toyota
Categories I've created
Category:Vehicles with boxer engines
Category:Vehicles with CVT transmission
Category:Vehicles with Wankel engines
Category:First automobile made by manufacturer
Category:Vehicles with four-wheel steering
Category:Cab over vehicles
- http://www.trustmymechanic.com/japanmotor.html Replacing Japanese Market engines because of law requirements
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- Rename pages
Help:How to move a page is the tutorial: essentially you click a button on the existing page to start the "move" process, then enter the new name you want, then click ok. If it doesn't work, or you make a typo and need to undo it or move it yet again, or want to remove the short-lived mis-capitalized remnant after moving, might need admin assistance (I and others can clean up after the actual move/rename process). DMacks (talk) 05:32, 10 October 2015 (UTC)