Really Cheap Cars For Sale By Owner – A kei car is a small type of Japanese highway-legal motor vehicle. ‘Kei’ is short for kei-jidōsha, (kanji: 軽单业), “light car” or “compact car” (pronounced [keːdʑidoːɕa]). With the limited dimensions and specifications of the gin, first owners are suitable due to low taxes and insurance rates. And in most rural areas, they are mostly exempt from the general Japanese shako shomisho (車庫言明), which requires the right to a parking space to legally own a motor vehicle.
There is a general ban on street parking in Japan. Japanese automakers also produce microvans and premium trucks within this framework.
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The Japanese government created the kei category in 1949 to encourage car ownership and the growth of the Japanese automobile industry. The regulations were amended several times until 1998, but as of October 1998 the law still limited the maximum length, width and height of vehicles to 3.4 m (11.2 ft), 1.48 m (4.9 ft) and 2 .0 m (6.6 ft) less, and 660 cc (40.3 cu in).in) displacement of the lower gen. A ‘gentlemen’s agreement’ was reached between Japanese carmakers and lawmakers regarding a maximum output of 64 PS (63 PS; 47 kW).
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Kei cars have been very successful in Japan since the 1960s, accounting for more than a third of domestic new car sales in fiscal 2016. After falling from a 40 percent market share in 2013, Japan increased taxes on the category by 50% in 2014 to reduce market share share of Kei cars.
In 2018, the top 10 selling models were Kai Cars, and the top four were Boxy Passer vans: Honda N-Box, Suzuki Spazia, Nissan Daze and Daihatsu Tanto.
There are notable exceptions, such as the Suzuki Alto and Daihatsu Kyure, which continued to be exported from around 1980. The export version of the Suzuki Jimny is very popular in Japan and abroad. Kei cars are popular with seniors, teenagers and young families because of their affordability and ease of use.
Almost all the key cars were designed and built in Japan, but a version of the German Smart Fortwo model was briefly imported and officially classified as a key car, receiving the same classification as the first, the British Caterham 7 160.
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Japanese government regulations limit the external physical size and displacement power output of generator (burn) and main cars, see detailed table below. Kei cars are also subject to other restrictions, mostly lower speed limits than larger vehicles; The old Kei cars that were driven too fast had a warning bell.
Kei cars have yellow license plates (black numbers on a yellow background for private use and yellow numbers on a black background for commercial use), earning them the name “yellow plate cars” in screaming circles.
Modern Kei cars are often available with forced induction engines, automatic and continuously variable transmissions, and a choice of front or four-wheel drive.
After the 1980s, Kei cars became so mature in power, speed and passive safety (in a crash) that they were no longer limited to a lower top speed than other cars. Japanese automakers agreed to a self-imposed top speed of 140 km/h (87 mph), largely due to its small width.
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A-segmt “City cars”. However, unlike the legal status and restrictions of Japanese special Kei cars, there are no European or pan-European legal restrictions, exemptions or adjustments for what European motoring press or market analysts call the ‘A’ motor vehicle market segment. . Although some Kei models are successfully exported or licensed, most are designed and built for the Japanese domestic market (JDM), as they are better suited to offering more attractive vehicles in accordance with Kei-Japanese car rules.
In addition, the steering wheel is built mainly on the right side. Contrary to popular belief, according to the regulations of January 1, 1990, Kei cars have no official jurisdiction. The limit was set by the Gtleman Agreement between Japanese car manufacturers, and the most powerful Kei car at the time had 64 PS (47 kW; 63 hp). An agreement was reached to prevent horsepower races and to remain true to the moderate spirit of the Kei class, to levy lower taxes on smaller vehicles that could meet basic transportation needs.
The Kei legal class originated in the post-World War II era, when most Japanese citizens could not afford a full-size car. The key car category, reduced tax burden and maximum legal size for “essential transport” vehicles was created to encourage the growth of the car industry, provide alternative means of travel and provide delivery vehicles for small shops and businesses.
First displacing just 150cc (or just 100cc for two-stroke ghosts) in 1949, gen dimensions and size ranges were gradually but rapidly expanded in 1950, 1951 and 1955 to make kei cars more attractive to buyers. , and is very sustainable for producers.
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From 1955 the displacement range was increased to 360 cc for two-stroke and four-stroke engines, which led to several new Kaye car models entering production in the following years. Among them is a Suzuki Susulite from 1955
Finally, people’s basic transportation needs could be met without too many compromises. In 1955, Japan’s Ministry of International Trade and Industry (MITI) set goals to create a “national car” that was larger than the common cars produced at the time. This goal led Japanese automakers to determine how best to focus their product development efforts on kei, or larger “national” cars. The vehicle’s smaller exterior length and volume reflect the driving environment in Japan, where speed limits in urban areas do not exceed 40 km/h (24.9 mph). Kei cars were not allowed to exceed 40 km/h until the mid-1960s, when the kei speed limit was raised to 60 km/h (37.3 mph). Early vehicles were comparable to ‘bubble cars’ in Europe.
An automatic transmission appeared on the Honda N360 in August 1968, and front disc brakes were available on some Sporting Key cars, beginning in January 1970 on the Honda Z GS.
Power output also continued to rise, peaking with the 40 PS (29 kW; 39 hp) Daihatsu Max SS of July 1970.
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Until 31 December 1974, Kei cars used smaller license plates than ordinary cars, 230 mm × 125 mm (9.1 in × 4.9 in). From 1975, they received standard medium-sized plates, which were 330 mm × 165 mm (13.0 in × 6.5 in). The plates were now yellow and black instead of white and gray to distinguish them from ordinary passenger cars.
During the 1970s, the government gave up incentives for key vehicles, which significantly reduced sales in the first half of the decade with increasingly stringent emission standards.
Mandatory annual inspections for kei cars, previously exempt, were added in 1973 and further affected sales.
Honda and Mazda withdrew from the declining crossover market in 1974 and 1976, respectively, although both maintained limited commercial vehicle offerings. Sales of 150,000 passenger cars in 1975, an 80% drop from 1970 sales, continued to fall in small numbers.
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Emissions laws were another problem for the gay auto industry in the mid-1970s. From 1973 to 1978, emission standards were to be tightened in four stages.
It would be a problem for major car manufacturers to meet the stricter standards that were supposed to be introduced in 1975. This was particularly difficult for Daihatsu and Suzuki, which focused on two-stroke engines, especially Suzuki, whose baseline was a relatively small company with two-stroke flagships.
However, Daihatsu had the support and powerful connections of its franchisee, Toyota, to help them meet the new requirements. All key car manufacturers have been pushing for increased engine displacement and vehicle size restrictions, saying emissions standards cannot be met with functional 360cc engines. In d, Japanese legislation increased the overall length and width limits to 200 mm (7.9 in) and 100 mm (3.9 in), respectively. The engine size was increased to 550 cc on January 1, 1976.
The new standards were published on August 26, 1975, leaving very little time for manufacturers to revise their designs to take advantage of the new restrictions.
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This decision surprised most producers; Anticipating a 500 cc (30.5 cu in) range, they had already developed new engines to meet those limitations. These new gins were quickly introduced, usually fitting the wider bodies of existing models.
These interim versions, displacing between 443 and 490 cc, were created to see if there was a continuing market for the kei car.
As sales improved, these gins only lasted one model year until manufacturers had time to produce maximum quantities of gins. Daihatsu was the only 550cc ready gen, thus avoiding the creation of transitional gens that did not immediately take full advantage of the new regulations. However, Kea’s car sales declined; Kei passenger and commercial vehicle sales rose by 700,000 for the first time since 1974.
Another coincidence was observed when gay cars became bigger and more powerful, and exports increased significantly. In particular, export sales of Kaya trucks increased, while exports of Kaya Passer cars grew more slowly. In 1976, a number of important cars and trucks were exported
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