The 1980s marked the beginning of the golden age of Japanese cars. Worldwide sales soared, users became acquainted with the famous “imperial quality” (it still refuses to be just a meme) and high technologies. In terms of show cars, the manufacturers from the Islands also did not deny themselves anything – they had a blast, as if it were the last time. Alas, over the years many experimental developments were forgotten, but we will fix that. The review contains several amazing examples of unbridled imagination.
Let us explain why we are absolutely delighted: in the 80s, the Japanese were rushing into the new millennium like hungry predators. It was considered a matter of honor to stuff everything that was at hand and that was dreamed of in the next prophetic dream into the car. This is exactly what the Toyota FX-1 is! The LASREα-X engine is a prototype of a two-liter 24-valve “turbo six” 1G-GEU. With two superchargers and an intercooler, a variable valve timing system and a function that did not make it into serial production – deactivating half of the cylinders at low loads. The gearbox is a four-speed automatic with electronic “brains”.
Toyota FX-1
Toyota
The suspension used electronically controlled TEMS (Toyota Electronic Modulated Suspension) shock absorbers. A revelation for that time, although accessible to users: ingenious damping elements began to be installed on the large Soarer coupe of the first generation Z10 at about the same time. Plus, the FX-1 has pneumatic elements with independent adjustment of ground clearance in the front and rear.
Toyota
Toyota
The wedge-shaped body is a fusion of aesthetics and science. The drag coefficient is an astonishing (especially when adjusted for the year of birth) 0.25, one tenth worse than that of the Tesla Model S. Some of the panels are made of a material with “memory”. According to the idea, they are not afraid of small damages.
Toyota
Before finding themselves in the cabin with a front panel a la the command console of a spaceship, the crew expected a slight shock from the design of the doors. As you can see, they are long, which is not very convenient in tight parking lots. They tried to solve the problem with a console mount. That is, first they shift slightly to the sides (theoretically, this is enough for entry and exit) and only then swing open.
A few years after the debut of the FX-1, the company showed off the “experimental vehicle of the future” (FXV, Future eXperimental Vehicle). Now it would be shamelessly called a high-flown term like “gran-saloon”. And they would be right! The concept felt the line between the world of four-door luxury tourers and supercars. It could shame the recognized authorities with a two-liter “four” with a turbocharger and a mechanical supercharger, all-wheel drive, all-wheel steering, touch screens in the interior and a projection display to show the speed.
Toyota
Toyota
Toyota
Toyota
The second version came out in the form factor of a full-size gentleman’s coupe with a length of 5090 mm. First of all, it was remembered as a prototype of a four-liter V8 1UZ-FE for the luxury liner LS 400. True, in this case, the “eight” was cut down, with a volume of 3.8 liters (235 hp). The output and excellent aerodynamics (Cx 0.26) allowed squeezing out 260 km/h.
Toyota
Toyota
Toyota
The power plant is mated to an all-wheel drive transmission. By default, it gives priority to the rear axle and divides the traction in a 30/70 ratio. If necessary, the ratio is equalized to 50/50. They did not abandon the all-wheel steering chassis that was fashionable in those years, and at the same time they flavored the engineering “vinaigrette” with traction control and GPS navigation.
The prototype of the car of the future must be intelligent, right? Nissan, which is full of ideas, once crossed all boundaries and created a very smart and, in addition, unusual vehicle. The wedge-shaped silhouette, covered rear arches and lifting doors of the gull-wing type are not the coolest thing that the NX-21 has. How about, for example, a wheelbase of almost three meters and therefore a spacious interior? Or the voice warning system?
Nissan
Nissan
Nissan
Well, the most unexpected feature is the gas turbine engine in the rear part of the body, driving the rear axle. It developed only 100 hp and was distinguished by its omnivorousness – it consumed gasoline, diesel fuel, alcohol and even kerosene.
The vast majority of Japanese sports cars — those that bear the unfair label of “poor man’s Ferrari” — have a classic layout. The exception to the rule is the outstanding Honda NSX. An aluminum power structure, an atmospheric “six” behind the seats, fine-tuning from Ayrton Senna — and now the Ferrari Testarossa is swallowing dust on the race track with no chance of reaching the wonder car. In theory, Honda could beat the Europeans…
[Morio](https://commons.wikimedia.org/wiki/File:Nissan_MID4_front-left_2015_Motorsport_Japan.jpg)
[Morio](https://commons.wikimedia.org/wiki/File:Nissan_MID4_rear-right_2015_Motorsport_Japan.jpg)
Nissan MID4, unlike other models from our story, does not teleport the viewer half a century ahead, but looks like a prototype ready for the conveyor with a noticeable influence of Lotus Esprit and Testarossa. The alien from the Islands performed well at the Frankfurt exhibition in 1985, but serial status remained an unrealizable dream. Although the naturally aspirated 245-horsepower “six” with a volume of 3.0 liters is not the best, the eighties knew the stuffing cooler. But the platform is sophisticated, with a front double wishbone suspension and a rear multi-link. All-wheel drive (the percentage distribution of traction between the front and rear axles is 33/67) is a prototype of the ATTESA system on the Skyline GT-R super coupe. Another reason for pride of the mid-engine car is the rear steering axle HICAS, which later instilled a unique driving character in the “getter”.
Nissan
Nissan
Nissan
Nissan
Nissan
The first and second show cars are separated by two years, but it seems that the interval is noticeably longer. MID4-II is already practically a child of the nineties with smooth lines and without piercing edges. The key features of the predecessor are inherited, but the unit is now different – 330-horsepower VG30DETT with a pair of turbines and intercoolers. A little later, it will be thrown under the hood of the new generation Fairlady Z / 300ZX. The curb weight with all the “pies”? Do not be surprised – 1400 kg. Slightly heavier than the early Honda NSX, but a hundred kilograms lighter than the Ferrari 348.
In a parallel alternative reality, MID and MID4-II went into production, became serious competitors to the European elite, and earned many flattering reviews from racers and journalists. As they say, there is no harm in dreaming…
In terms of applied futurism, the Three Diamonds have succeeded greatly! The HSR concept series evolved over ten years, during which time six iterations were released. Two of them date back to the eighties. The abbreviation of the first Mitsubishi from 1987 stood for Hi-speed Running Research, and it was not at all flattering.
Mitsubishi
Mitsubishi
Mitsubishi
Mitsubishi
The artists were clearly inspired by the shapes of fighter jets when they drew the fuselage with the cockpit canopy on paper. The maniac engineers did not remain in debt. In addition to the all-wheel drive, rear axle steering and 2.0-liter 4G63 turbo four with a very decent boost level (295 hp and 330 Nm), they combined the power unit, suspension, steering mechanism and brakes into a single organism using electronic control. Which allowed changing the settings depending on driving conditions.
Mitsubishi
Mitsubishi
Mitsubishi
The second HSR (this time Hi-Sophisticated Research) was shown two years later. It resembled the first version, but made a breakthrough in the field of aerodynamics. Active elements change the Cx coefficient in a gigantic range from 0.40 to 0.20!
Mitsubishi
Mitsubishi
Mitsubishi
Mitsubishi
Later, the HSR/HSR-II developments would prove their worth and effectiveness on the remarkable GTO/3000GT road sports car. Not as streamlined, but with all-wheel drive, all-wheel steering, active tail and a three-liter twin-turbo V6.
The budgets of huge companies and a favorable economic environment favored the emergence of experimental “spaceships.” Small firms did not vegetate either. In 1987, Subaru, fighting for universal recognition, presented the F-624 Estremo sedan. And in some ways, it outdid famous brands!
Subaru
The sleekness and conciseness of the “Estremo” anticipated new trends in design. However, this is not the most exciting thing. There are no rear-view mirrors, they are replaced by cameras. Access to the interior is keyless thanks to a key fob with an infrared emitter. For ease of entry, when opening the doors, a section of the roof rises upward in the manner of a “gull wing”.
Subaru
The interior blew your mind and sent you straight into the 21st century with a good kick. Estremo was not just ahead of its era, but looked far ahead and amazingly predicted current trends. What trends? For example, a dashboard cleared of buttons with monitors. There are three of them on the instrument panel. The central one displays data from the speedometer, tachometer and trip computer. The side ones display images from the rear view cameras. The screen on the central console displays climate control readings, navigation, radio and even broadcasts TV programs. In other words, we have a prototype of a modern multimedia system.
Subaru
Subaru has gone wild with the engine. It is a two-liter opposed engine (250 hp and 294 Nm) with six cylinders, two turbochargers and four valves per cylinder. These key nuances are reflected in the “624” marking. By the way, the maximum speed of 250 km/h would also look good in the index!
At the end of the decade, Mazda’s North American styling center rolled out the RX-33 “droplet”. It is interesting for two things: pure biodesign in its most orthodox manifestation and a three-rotor internal combustion engine behind the cabin. We mentioned the RX out of respect, and we will examine the MX-03 of 1985 in more detail.
Mazda
It’s amazing how polarized the emotions are that this project generates — a mix of admiration and sincere regret that Hiroshima lacked the political will to launch the concept into production with minimal changes. Aerospace analogies are very much in place! The body is strict and precise, with minimal “disturbances” and a Cx coefficient of 0.25. The four-seater cabin has a real steering wheel, a digital instrument panel and a scattering of buttons.
Mazda
Mazda
Mazda
And finally, the most important thing: the MX-03 preferred to be, not to seem. Its arsenal included permanent all-wheel drive, all-wheel steering chassis and a two-liter three-section “turbo engine” with a capacity of 315 hp. Thanks to the righteous labors of the designers, the coupe flew like a hungry dragonfly and stung worse than a hornet: acceleration to 97 km/h (60 mph) in 4.7 seconds and an estimated top speed of 290 km/h were promised.
For the road, an interesting “Honda”, which can be mistaken for a show car of Ferrari or some other Italian brand. Such confusion is quite appropriate, since the name – Honda Pininfarina eXperimental – explains everything. The Japanese turned to recognized gurus of design and did not lose.
Honda
The HP-X has no conventional doors; to get into the cockpit, you first have to slide the transparent hood. The layout, as you might guess, is mid-engine. The grooves along the body repeat the structure and direction of air flows. “Was it a fantasy car? Well, not quite, because although the body was intended only for car showrooms, underneath it was an early prototype of the Honda NSX with a 3.0-liter naturally aspirated V6 engine. Imagine if this had later turned into the NSX,” Goodwood reveals the background of the project. As we know, a completely different exterior was approved, but at least the HP-X tried. /m
Japanese Sports Cars: Are There Any More Heroes? The Most Powerful Cars of the Eighties Japanese Turbo of the Eighties: Continued
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