Daihatsu · 1977–2012

Daihatsu Charade

The Daihatsu Charade is a supermini car produced by the Japanese manufacturer Daihatsu from 1977 to 2000. It is considered by Daihatsu as a "large compact" or "supermini" car, to differentiate it from the smaller, urban-oriented kei cars in its line-up, such as the Daihatsu Mira. It replaced the Daihatsu Consorte, although the Charmant took over from the bigger-engined Consortes, and did not share a platform with a Toyota product. In China, the Daihatsu Charade was called Xiali and was produced by Tianjin FAW, under the registered mark of "China FAW". From September 1986 to 2009, it sold over 1.5 million units in that country. The second and third generation Charades also provided the basis for countless unlicensed Chinese copies, often depending on fibreglass moldings. Production ended in 2012.

Text from Wikipedia (CC BY-SA 4.0).

Predecessor: Daihatsu Consorte · Successor: Daihatsu Storia

All Daihatsu Charade data: UK builds, safety, recalls, model years → + Compare

First generation (G10, G20; 1977–1983)

The first generation (G10) appeared in October 1977. It was a front-engined front-wheel drive car, originally available only as a five-door hatchback, powered by a 993 cc three-cylinder, all-aluminum engine (CB20) with 50 PS (37 kW). Japanese market cars claimed 55 PS (40 kW) JIS at 5,500 rpm. The three-door hatchback version ("Runabout"), introduced in the fall of 1978, received two small circular opera windows in the C-pillars. The Charade was a surprise best-seller in Japan, where ever tighter emissions standards had made many observers consider the one-litre car dead in the marketplace. The Charade became an overnight success and also became the Japanese "Car of the Year" for 1979. The early G10 (Series 1) had round headlights and the later G10 (Series 2) had square headlights. The Series 2 was introduced in October 1980. Between the introduction in November 1977 and the end of production in December 1982, Daihatsu built 89,792 G10/G20 type Charades. In New Zealand, the facelift version was assembled locally by General Motors New Zealand starting in 1981; the original model had been imported fully built-up from Japan. The Daihatsu Charade was very popular in Chile and some other Latin American countries during the 1970s and 1980s. Originally the same as in the rest of the world, later Chilean Charades (called G20s) came equipped with a downsleeved 843 cc version (CD) of Daihatsu's three-cylinder engine. This engine produced 41 PS (30 kW) at 5,500 rpm and has also appeared in export versions of the Daihatsu Hijet. The G20 appeared in 1980 and was developed as a result of a Chilean decision to lower import tariffs on cars with engines of less than 850 cc in May 1979. The G20 was able to run on low-octane fuel or even ethanol. The first G20 version (1978–1981) had roun

Second generation (G11/21/26/30; 1983–1988)

The second generation (G11) was released in March 1983, again as a three- or a five-door hatchback. It featured several new variations of the three-cylinder 1.0-litre engines, including a turbocharged version and naturally aspirated diesel or turbodiesel engines. The new 1.0-litre diesel engine "CL" was tested on 1 September 1983. To demonstrate the reliability of the new diesel engine, a Charade thus equipped was taken for 10 non-stop laps around the Japanese archipelago; the run lasted 117 days. The turbo diesel first appeared in the fall of 1984. The base Charades received the naturally aspirated, three cylinder, 993 cc CB-series engines with 52–60 PS (38–44 kW; 51–59 bhp). 0–62 mph (0–100 km/h) takes around 15–17 seconds. Japanese market models had twin carburettors as standard, while most export versions received a single unit which made marginally less power. This generation has drag coefficient of Cd=0.36. In Chile (and some other Latin American countries) this generation was called the G21, and like the G20 before it, it was equipped with the smaller 41 PS (30 kW; 40 bhp) 843 cc three-cylinder "CD" engine. The G21 was sold between 1985 and 1990 approximately. The Charade Turbo and Charade De Tomaso models had the upgraded 1.0-litre "CB" series engine, called the CB50 and CB60. The CB50 was fitted with a very small IHI turbocharger, which increased its power to 80 PS (59 kW; 79 bhp) (JIS) in Japanese market cars or CB60 producing 68 PS (50 kW; 67 bhp) (DIN) in European export models. The tiny turbocharger meant that an intercooler was not necessary. The suspension was lightly upgraded, with thicker anti-roll bars and slightly stiffer suspension, and the car also received alloy wheels rather than the standard steel items. The turbo version was available in both bo

Third generation (G100; 1987–1993)

The third generation of the Daihatsu Charade (G100) debuted in January 1987. With styling by Daihatsu chief stylist Hiroshi Aoki and colleague Hideyuki Ueda, the more rounded design was able to reach a drag coefficient of Cd=0.32. It originally shipped with a carbureted or fuel injected naturally aspirated (CB23/36/37/90) and turbocharged (CB51/61) SOHC 6-valve 1.0-litre three-cylinder engines, also available as a diesel and turbodiesel (CL series). In New Zealand, this generation was available with a 32 kW (44 PS; 43 hp) 846 cc ED10 three-cylinder engine. The little 1.0-litre diesel engine continued to be one of the most fuel efficient cars in the world at the time. At a steady 60 km/h (37 mph), a Charade turbodiesel fitted with the five-speed manual transmission was capable of a claimed 2.74 L/100 km (85.9 mpg‑US). The turbocharged SOHC 6-valve 1.0-litre three-cylinder engine was discontinued in February 1988 (until mid 1989 for several export markets) and replaced with a 1.3-litre four-cylinder with single carburetor or fuel injection (HC-E/F). The four-cylinder was built with lightness in mind, featuring a hollow crankshaft and camshaft, and the weight of a four-cylinder car was no higher than a similarly equipped three-cylinder model. Featuring fully independent suspension front and rear, either three-door or five-door hatchback body styles were originally offered. There was also a version with permanent four-wheel drive and the fuel injected 1.3-litre engine, called the TXF/CXF/Will (3/5-door, G112 chassis code). This version was also exported to a few countries, for example in Scandinavia and Switzerland. A 1.0-litre twin-cam fuel injected intercooled turbo (CB70/80), named GTti and delivering 105 PS (104 hp; 77 kW) was later added, only available as a three-door

Fourth generation (G200; 1993–2000)

The fourth generation was introduced in January 1993, again with hatchback and (later) sedan bodies. The design was more conservative than that of the third generation model. Being somewhat larger than the predecessor, in spite of a marginally longer wheelbase, it was still very compact. Although the 1.0-litre engines were no longer offered in most markets, the 1.0L remained available in the G202 Charade for Australia and also Brazil, where a lower tax rate for vehicles equipped with engines displacing less than 1.0 litres was in effect at the time. The G202 came equipped with the CB24 1.0-litre engine. The heads and emission hose layout differ from those of the earlier CB23. The SOHC 1.3-litre became the base motor instead for most markets. The sedan, introduced in 1994, featured a 1.5-litre engine with optional 4WD. The bigger engines were available with hatchback bodywork. The four-wheel drive models received the G213 chassis code, while front-wheel-drive models had codes in the G200 range. The diesel models were dropped in all markets where they had previously been available. In Australia, the fourth generation was assessed in the Used Car Safety Ratings as providing "worse than average" protection for its occupants in the event of a crash and the second generation was assessed as "significantly worse than average". The turbocharged GTti version was replaced by a more conventional GTi with an SOHC 16-valve 1.6-litre engine. In the Japanese domestic market this version was named in honour of an Argentinian ex-racing driver Alejandro de Tomaso (the previous owner of Innocenti, who had worked closely with Daihatsu), including a racing-derived camshaft, and was capable of 124 PS (91 kW) JIS in the Japanese market. The export version, simply called "GTi", was detuned to

Nameplate use with other vehicles

In Australia, the name had previously been used for the L500 series of the Daihatsu Mira, which was sold there as the Daihatsu Charade Centro between March 1995 and 1998. In 2003, the Charade name was resurrected in Europe, Australia, and South Africa, on a rebadged version of the Daihatsu Mira (L250). It was positioned one market segment below its previous generations and was available as a three- or five-door hatchback with a 1.0-litre inline-four engine. It has since been discontinued in Australia in 2006, due to Toyota retiring the Daihatsu nameplate there. The L250 series of the Daihatsu Mira was produced for other markets until 2007. From 2007, Daihatsu in South Africa offered the Daihatsu Mira (L275) as the Charade in that market. Production ended around 2011. Between 2011 and 2013, Daihatsu Europe sold the France-built Toyota Yaris (XP90) on the market as the Daihatsu Charade. This was the last Charade model introduced under the Daihatsu nameplate in Europe.

Chinese copies and derivatives

The Tianjin Xiali TJ730, based on the G11 Charade was built by FAW Tianjin from knock-down kits from 1986 to 1988. It was then replaced by the Xiali TJ7100 and TJ7100U, which were both based on the G100 and G102, respectively. The hatchback commenced production in 1988, while the sedan arrived in October 1990 for the 1991 model year. Both variants were produced up to 1997 and 1999 respectively where facelifted versions with more modern Toyota engines were put into production. The Xiali N3 commenced production in 2004, was given a minor facelift for 2008, and was facelifted again in 2010, with production ending soon after. It, however, is still displayed on the Tianjin FAW website as of 2018. Production for most versions ended in 2006. The TJ7101AU and TJ7141AU continued production and were also known as the Junya (Junior) (from 2005) and Shenya (Senior) (from 2003) and came equipped with the 1-litre Daihatsu-based TJ376QE three cylinder or a 1.4-litre engine known as the 4GB1 with four cylinders (from 2005 onwards). The Shenya and Junya were both given a facelift for 2006 and continued until production ended in 2011. All Xiali-based Charades had a 4-speed manual on early models and later models with a 5-speed manual gearbox as standard. The Xiali brand was defunct in 2015. The Xiali was also used a taxicab in Beijing throughout the 1980s and 1990s coloured in a red livery with Chinese characters in white, and the fare was 1.2 yuan per kilometer, lower than Citroën Fukang whose fare was 1.6 yuan per kilometer. The Xiali taxi was retired from the taxi market in February 2006 in an effort to cut down pollution where the Hyundai Elantra replaced it. It was also available as a taxicab in its home city, Tianjin and Shanxi. Chinese brand Ling Kong made a series of cars based

Sections adapted from Wikipedia (CC BY-SA 4.0); text is shortened. Read the full article for the complete history and citations.

Specifications

name

Daihatsu Charade

Manufacturer

Daihatsu

Production

1977–2000, 1986–2012 (China)

Class

Supermini (B)

Predecessor

Daihatsu Consorte

Successor

Daihatsu Storia/Sirion

Specification summary from Wikipedia (CC BY-SA 4.0). Check the linked sources for citations.

More photos

Sources

• Wikidata — https://www.wikidata.org/wiki/Q1157553CC0 1.0 · retrieved 2026-10-01
• Wikipedia — https://en.wikipedia.org/wiki/Daihatsu_CharadeCC BY-SA 4.0 · Text © Wikipedia contributors; revision 1375301007 · retrieved 2026-10-01
• Wikimedia Commons — https://commons.wikimedia.org/wiki/File:Daihatsu_Charade_G10.jpgPublic domain · Photo: User:Ac75 · retrieved 2026-10-01
• Car Model Index — https://models.autoculturesociety.com/Compiled record. Sources that do not permit reuse are not copied; this index is credited instead.

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