To some, on the surface, Japan's car industry may seem a bit inconspicuous, modest and understated, even a bit drab and dull. But underneath, there's an avalanche of strong qualities, that would be misguided to overlook, and make it stronger than you might think.
Japan has a rich and vibrant culture to submerge and satisfy the most broad-minded curiosity. Dip below the surface and you’ll find different purposeful practices, that are both abstruse and arcane to most people from disparate cultures. But peel back the layers of rigid enculturation, and you’ll find depth and meaning on a scale that is not only profoundly moving, but is also deeply nourishing to the soul.
In a traditional Japanese house, there was an alcove called the Tokonoma. This particular place effectively represented a form of familial shrine, and was a zone for contemplation and reflection that had special significance and meaning. It was a separate space from the functional surroundings of the home, as it was an area of display that featured selected objects of intrinsic value.
One of centrepieces of the Tokonoma was a scroll, with calligraphy inscriptions. And the other, was a floral arrangement that was meticulously styled, and positioned within the recess. But this floristry was a specific form of artistry, known as Ikebana. In Japan today, there are over 1000 schools teaching Ikebana. But its origins reside in the realm of religion, during the 15th century.
Ikebana also has another name. “Kado” means “path of flowers” in Japanese, as it’s not merely just about putting together flowers in a vase. It’s about the process of making and creating it. This is reflected through different Ikebana creations that suit different occasions in people’s lives. On the surface, Ikebana captures the lifecycle of a group of plants, but in doing so, it also mirrors the stages of a person’s life in the process. Through Ikebana, people, and nature, connect.
There is so much meaning to Ikebana, too much to mention in detail here. To me, I can’t help but notice a similar level of detail, meaning and purpose, in the Japanese car industry. One carmaker that evidently shares similar traits, is Nissan. As one of Japans strongest brands, the Nissan range constitutes a colourful stepping stone path through the perilously blurry pitfalls for consumers in the global car industry. And the evolution and progression of Nissan can be tracked and traced in its range of cars.
"With the GT-R Nismo, Nissan are able to disrupt the upper echelons of the supercar pecking order. It’s such a strong car"
Take the Juke for example, Nissan’s small crossover. Much like the Micra supermini, the first-gen Juke was more of a Joke – it had the aesthetics of a bloated bull frog. But with the second-gen guise, Nissan has turned the page. For a start, at least from my perspective, the exterior looks much more appealing. It’s a substantial improvement that’s more appeasing to your eyesight, instead of blinding it.
The part where the Juke struggles, is in its lack of speed – it just has no answer. There’s no performance variant to pick, so no matter what engine is selected, the stunted pace is an undeveloped dimension of the Juke. So, the current most powerful unit is a 1.0 litre turbo, making just 115bhp. That translates to an underwhelming 0-62mph time of 10.4 seconds, and an ambling top speed of 112mph. In terms of performance, the Juke is bitterly unfulfilled.
Even so, it’s clear that Nissan have designated the second-gen Juke with a more prominent role in the range. In the popular and crowded small crossover category, the Juke fronts the brand. As a package, the new Juke is better prepared and more complete for that responsibility. Just have to hope that Nissan have a performance version in the pipeline.
But the car making waves in Nissan’s range is not the Juke, it’s the electric Leaf. It’s the brands de facto hatchback, so its future proofed. When the Leaf debuted in 2010 though, it was a bit of a damp squib, but with a decade of development, the Leaf has changed. Now in its second generation, Nissan has remedied the foibles and bugbears that acted like deterrents to the Leaf’s appeal.
The notorious issues that hindered the first-gen Leaf revolved around driving range, and charging times. But despite the second-gen Leaf sharing similar underpinnings, the e+ Tekna variant is now compatible with modern motoring. It has a 239-mile range, and can be quick charged from 20% to 80% in 60 minutes via a CHAdeMO rapid charger. As a result, the Leaf can now be adapted to fit your lifestyle, instead of you adapting to the Leaf’s range limitations, and charging deficiency’s.
Not only is the Leaf’s EV platform now up to a usable standard, but the 62 kWh 350 Volt lithium-ion battery has the capability of producing satisfactory performance too. So, that battery makes 214bhp, a modest number, but it means 0-62mph can be reached in 6.9 seconds. Flat out, the Leaf will trundle along at 98mph. Not the most electrifying pace. But you’d think that, if Nissan did make a hot hatch version, significant emphasis on velocity would move up the priority pecking order.
In visual terms, the most radical departure is to the exterior design. The first-gen Leaf looked a bit awkward, but the second-gen Leaf looks smarter, and better proportioned. It’s approving to look at, not off-putting. The biggest obstacle preventing people from purchasing a Leaf now, is the price. The e+ Tekna model costs £36,395, but even the most basic version, the Acenta, costs £26,845. That’s tricky for most people.
As an electric hatchback, the Leaf does well. But Nissan’s roots grow deep. Adding two further branches to the top end of the Nissan tree, are two iconic performance cars. One of those is the respected 370Z. Nicknamed the “Z-car”, the small sportscar has a street styled image that distances itself from, perceivably on appearance, more refined rivals. This is particularly pronounced in the Nismo – that name refers to Nissan’s motorsport division. It has lots of distinctive features clearly outlining its separation and departure from the mainstream 370Z.
With a retuned powertrain, the Nismo “Z-car” ensures that your need for speed is satisfied. The naturally aspirated 3.7 litre V6 engine has been tweaked to produce 339bhp, 15bhp more over the baseline 370Z. Performance gains though, have been minor: 0.1 seconds has been shaved off the 0-62mph sprint over the standard 370Z, the Nismo zips to it in 5.2 seconds. Whilst the top speed, remains unchanged, at 155mph. A bit of an anti-climactic set of numbers considering the badge stamped on it.
Part of the Nismo upgrades focuses on aerodynamic efficiency; with a revised front spoiler, sill extensions, a rear diffuser and tailgate spoiler, the 370Z Nismo has been designed to increase downforce, but minimise drag. To finesse handling, the suspension is stiffer, and includes uprated dampers and a thicker anti-roll bar. Despite the raft of technical changes, the performance does leave a gap to be filled. The spark that harks back to the Nismo name, is doused and dampened a tad.
"The fundamental platform and underpinnings on the Honda e are new – the layout draws parallels closer to a sportscar than a supermini"
But one car that does live up to its name, spearheads the Nissan brand. You know the car I speak of. Invariably, when you think Nissan, you think of the iconic GT-R supercar. There is so many layers to the GT-R, so much scope, that it forces a rethink of what a supercar can be capable of. Nissan does a Nismo variant of the GT-R too. Let off its leash, it’ll spook and freak most rivals out.
The 3.8 litre twin-turbo engine is a piece of engineering excellence. Built by hand in a hermetically sealed factory to ensure a constant temperature, it stops components from microscopically expanding and contracting. For Nissan to have gone to that extent to produce the GT-R engine, shows the level of diligence and detail the brand are willing and prepared to go to. The result: the Nismo GT-R produces 592bhp, a considerable amount, but it makes use of every single one of those galloping, strident horses.
That power is translated into pulverising performance. In the Nismo GT-R, everything happens at light speed. With 0-62mph taking just 2.5 seconds, and a top speed of 196mph, the GT-R is like a rocket ship for the road. This pace is possible because of an abundance science and technology. With the aero package on the Nismo GT-R, form follows function. The scalloped front fender vents hot air away from the engine, that improves downforce on the front tyres, providing more stability and grip. There’s so much to the GT-R Nismo, too much to mention in detail here.
Pioneered by an undercurrent of ingenuity and innovation, there’s a focused dynamism to the way it drives. Yet to those unaware of its existence, it goes overlooked. Its more modest, subtle, understated than rivals. The Nissan badge camouflages its capability, it disguises the ruthless weapon that it is. It’s an undercover supercar, an everyday supercar. If I’m being pedantic, it is perhaps a bit too cold and clinical, but that’s rather insignificant, really. With the GT-R Nismo, Nissan are able to disrupt the upper echelons of the supercar pecking order. It’s such a strong car.
Time for some facts and evidence. Of course, ever since 1999, Nissan have been part of the Renault Nissan Mitsubishi Alliance. This partnership sold 10.16 million units in 2019, Nissan accounted for 5.32 million cars. These facts and stats put the allied trio third in the global car rankings, contracting 5.6% on the previous year. As a brand, Nissan are progressively evolving through innovation. And, there is potential for growth and expansion. I like Nissan. They have a stable portfolio, with considerable possibility and prospectus.
Another Japanese carmaker that follows Nissan in a similar wavelength, is Honda. The Honda banner is held up by three models emblazoned into the patchwork of the marque’s range. Two cars are iconic in name, with the recently launched solo car very much representing the future of the brand. That car is called the e. It’s Honda’s first EV, and on the evidence, the brand has struck gold, having found the sweet spot of electric commuting in its new small car.
The fundamental platform and underpinnings on the Honda e are new – the layout draws parallels closer to a sportscar than a supermini. With 50-50 weight distribution, rear wheel drive and a 35.5 kWh Lithium-ion battery, sufficient reserves of power and performance are on hand to get out of tight or tricky scenarios. With 134bhp available in an instant, the e isn’t left underserved in the pace department: 0-62mph takes a suitable 8.3 seconds, although the top speed is a tad underwhelming at 90mph.
With the exterior design based on the original Civic, styling cues from Honda’s bloodline have been reimagined on the Honda e. The retro design is funkadelic and cool, it has a light-hearted feel that’s likeable to look at. It’s a cheeky, happy and playful EV – the Honda e doesn’t take itself too seriously. And it gets better on the interior. There’s no centre console. Instead, stretched across the dashboard, is a multiplex instrument panel screen that’s set to redefine interior design of cars. Combined with good comfortability, and surprising spaciousness, the Honda e is like an extension of your living room at home.
There are a few blemishes that smudge the Honda e portrait though. With a range of just 136 miles, it’s sure to spike anxiety levels in drivers, and occupants. And, with a starting price of £26,660, the pressure to live up to that promise is high. At the moment, the Honda e has a few strings attached, it’s a game of trade-offs. But there is one car in the Honda range that does live up to promise.
The Civic is a civilised hatchback, even if the exterior has a tendency to make you gag. This extends to the Civic Type R, Honda’s hot hatch icon. The aesthetics still remain a sticking point, but with time, unlike the standard Civic hatchback, the Type R could grow on you. From my perspective, it’s more coherent, there’s purpose behind the design. The more I look at the Type R, the more I like it.
"It’s almost as if Toyota has saved all of the fun for the GT86, and, the Supra. Both are great to drive. That level of satisfaction makes them well liked"
The looks are subjective, but the stats and specs are objective. This is where the Type R springs into its stride, its entire purpose is the pursuit of performance. It has a 2.0 litre VTEC turbo engine, three selective drive modes – Comfort, Sport and R – and a six-speed rev match manual transmission. With 316bhp surging through the powertrain, the Type R laughs in the face of more sheltered rivals, its pace keeps them in check. With 0-62mph taking 5.8 seconds; the top speed will leave hot hatch rivals trailing, as the Type R rockets to 169mph.
The Type R is a hot hatch baiting street fighter, it has a tenacious spirit. With a stiffer chassis – torsional strength has increased by 38% – revised front Macpherson strut suspension, and a new multi-link arrangement, improved further by high-rigidity independent suspension arms, the Type R can monster any track. It did so at the Nürburgring circuit, setting a 7 minute 43 second lap time in 2017. That’s a record lap time for the front wheel drive category, the Type R is in its element on a track.
And the same can be said for it’s bigger, harder and faster sibling, the NSX. Honda launched the second generation of the brands iconic supercar in 2016, and it featured a raft of new technology and innovations. The NSX is an example of form following function, of purpose and meaning.
The exterior design was developed to harness the invisible power of airflow, to maximise cooling, without compromising aerodynamic ability – Honda call it “Interwoven Dynamics”. The NSX manages airflow in an efficient way; it does this by minimising drag and creating more balanced downforce at the front and rear. At the same time, internal airflow cools the brakes, power unit and thermal components. Honda have utilised airflow to meets the needs of the NSX, ultimately to improve performance.
Adding an additional ulterior dimension to the NSX is the hybrid powertrain. One rear electric motor and two units located at the front allow for energy recovery technologies to harvest and store power from regenerative braking, which recharges the main battery. The resultant power is fed through a nine-speed Dual Clutch Transmission. Via the “Integrated Dynamics System”, the ferocity of the NSX can be dialled up or down – the spectrum of modes range from “Quiet” to “Track”.
With “Track” selected, the prowess of the NSX is unleashed. Having embraced the turbo-hybrid powertrain in the NSX, the actual engine is a 3.5 litre twin-turbocharged V6. The result is a total power output of 573bhp, that means the brands flagship has some serious performance. The 0-62mph sprint is over in less than 3 seconds, with the NSX reaching a top speed of 191mph. With all the turbo-hybrid tech on board, the NSX is like a complex velocity algorithm. But it’s a supercar that does go overlooked when jumbled together with more exotic and seductive brands.
It’s a similar story with Toyota. Despite making some strong cars, more desirable and cooler brands often garner greater attention. Much of the Toyota range is perhaps discerned as a bit boring, maybe unfairly so. Even so, it does mean that in many cases the Japanese carmaker can go overlooked, and forgotten about. But thankfully, Toyota does inject some panache into the range through two sportscars. Both grate against the grain of the brands dull public perception.
It’s almost as if Toyota has saved all of the fun for the GT86, and, the Supra. Both are great to drive. That level of satisfaction makes them well liked. The GT86 is set up in the sweet spot of balance, poise and nimbleness. With a rear limited slip differential, Macpherson strut front suspension and double wishbone rear suspension, the dynamic handling gives tangible and tantalising feedback. With relatively modest pace, the GT86 can be driven closer to limit, so more of its potential can be extracted on public roads.
The performance offers undiluted fun and unfiltered excitement. The GT86 is a car fast enough to be stimulating and likeable, but not slow enough to be drab and boring. With a 2.0 litre Boxer engine making 200bhp, power is sent through rear wheel drive, and, adding further involvement and connection, a six-speed manual transmission. So, 0-62mph takes 7.7 seconds, the top speed is 130mph. It’s steady as you go, but all the same, an assured turn of pace. That need for some speed is met in the GT86.
But if you want something more rampant, the Supra ratchets the ante up a few notches. Toyota’s iconic sportscar enters its fifth generation, and it follows in the footsteps of its predecessors in more ways than one. Visibly, the exterior is noticeably more muscular, it’s like a Need for Speed body kit – in terms of looks, the Supra really is the most wanted Toyota. But it’s not all show and no go. Under the Supra’s skin is Adaptive Variable Suspension and an Active Sports differential.
"Safe to say the Lexus range isn’t a humdrum collection of indifference, but quite an interesting and curious group that are worth a look at"
These two key components help the Supra to unleash its performance. The source of power is a 3.0 litre turbocharged engine that makes a 335bhp – solid pace has been extracted from that. The run from 0-62mph takes 4.3 seconds; the top speed is limited to a suppressed 155mph. But with no limits, the Supra should surpass that. At a cost of £54,960, the Supra has some tough rivals to square off, but Toyota’s iconic street racer has a rough and tough edge. It’s unconventional, and very likeable TBH.
This likability is reflected across the brand range. Granted, some models might be a bit boring, but none are particularly bad. It’s a good portfolio. And that goodness is one compelling factor which contributed to the Toyota Motor Group climbing up to second place in the global car rankings during 2019. Throughout that period, Toyota sold a record 10.74 million units, that’s up 1.4% from a year earlier. It’s a healthy clutch of statistics, and there’s potential for greater growth too.
And, one reason for the significant upshot in Toyota sales, was a spike in Lexus purchases – the premium brand is owned by Toyota. Lexus has a comprehensive range of cars, too many to look at in detail here. In particular though, the performance RCF Track Edition not only catches the eye, but also ruffles rivals’ feathers. With aerodynamic upgrades, and weight reduction fused with a 5.0 litre naturally aspirated V8, the RCF is a bit of a hooligan to hoon. It’s a rebellious street racer.
But, the choice on the Lexus powertrain pendulum is extensive. It swings between snorting, fire breathing, naturally aspirated combustion engines, to quiet, soothing, efficient hybrids, and planet protecting electrification. Safe to say the Lexus range isn’t a humdrum collection of indifference, but quite an interesting and curious group that are worth a look at. Lexus is a distinctive carmaker, although typically an uncustomary brand.
The same applies to Mazda. With a broad selection of cars that can go overlooked, the unconventional Japanese carmaker often confounds expectations. The Mazda 3 and 6 espouse practicality as their speciality – both serve this purpose well. Neither possess mind-blowing pace, as that misses the point. Brimming with down-to-earth motoring features, the pair have comfortability too, with smart and stylish interiors. Both are tricky to scoff at, and dismiss.
But, if you want a Mazda with some speed, look no further than the undoubted highlight of the range, the MX-5. The little playful, and fun roadster simplifies driving pleasures in such a zestful and satisfying way – it’s a delight to drive. The Mazda range mostly looks sharp, sheik and sleek too. As a brand, Mazda isn’t the first carmaker to pop into your head, but the accurate impression is that they are a solid, strong brand.
It’s a similar scenario with the Suzuki marque. The cheap carmaker is a conflation of pragmatism and style that makes for a fuss-free, and likeable budget brand. The Jimny pulls off a convincing SUV interpretation – its utilitarian design is reminiscent of the original Jeep Wrangler. Despite the retro perception, the looks flatter to deceive the deficient performance. Alas, the current Jimny is no longer in production. According to Suzuki though, the Jimny will return.
Another Suzuki smash hit, is the Swift. The Sport version is an underappreciated hot hatch in the supermini category, as it comes with lots of thrills, but not many spills. With a 1.4 litre turbocharged engine making 138bhp, the Swift Sport shifts from 0-62mph in 8.1 seconds, and it will reach a top speed of 130mph. With a more squat, boisterous exterior, the Swift displays a plucky attitude. The Suzuki brand strikes an intermediate position of being quite good, but not taking itself extremely seriously.
Japan’s car industry has an inclusive spectrum of carmakers and categories to pick from. Like Ikebana documenting the transience of life, the transition of Japan’s car industry can be tracked and traced in the change from combustion engines to electric motors. Also, like Ikebana, the Japanese car industry has a carmaker for every occasion, an indication of the diversity and choice available. And, as people and nature connect through Ikebana, people and nature also connect through cars too.
"Japanese carmakers are operating at a high-level. The Japanese car industry is strong, stronger than what most give it credit for"
But, in my quest to reveal the country with the strongest car industry in the world, the biggest differentiating factor that strengthens the hand of the Japanese car industry is its self-reliance. This notable accolade separates Japan from the car industry’s gone before – it’s one significant reason that elevates the country into second in my rankings. The self-sustaining model means the Japanese car industry is not dependant on external factors, it’s able to stand on its own two feet, without input or influence from other carmakers.
Japan’s car industry has a strong reputation for making reliable cars of quality. As a result, Japanese brands sell well in America: the combined US market share of Toyota, Nissan and Honda, is 30%. It’s clear that Americans like Japanese cars; to the extent that Japanese brands build a third of all cars made in America. The facts and evidence are revealing, and rather telling. It's rather remarkable, and ironic really.
That's a testament to the strength and depth of the Japanese car industry; carmakers are operating at a high-level. The Japanese car industry is strong, stronger than what most give it credit for. The extensive selection at the Japanese car industry’s disposal allows the country to compete in every car category, extending their reach across global car markets. And that’s more than what can be said for the Italian, British, French and American car industries.
Japanese Car Industry: Second Place
Photos: Nissan, Honda, Toyota, Lexus, Mazda, Suzuki
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