(first posted 3/4/2018) After working out that my grandfather used to own a Daihatsu Compagno ute, I was inspired to return to this car that I photographed at a car show and the quite interesting story of one of the more significant Japanese cars that I doubt more than a handful of readers will have heard of.
Daihatsu was formed out of Hatsudoki Seizo Co. in 1951, which since 1907 had built steam engines and railway carriages, and subsequently diesel engines and three-wheel trucks – like this 1957 example. It seems the 1907 date is why Daihatsu is sometimes referred to as Japan’s oldest car maker, although several other companies built cars before them, for example the 1917 Mitsubishi Model A.
Daihatsu started in the passenger car game with the 3-wheeler Bee that very same year (1951).
For the 1961 Tokyo Motor Show, Daihatsu displayed a 700cc sedan prototype. This was part of an era of enormous expansion for the Japanese automobile industry and the Japanese economy in general as the immediate post-war recovery period was past, some industry restrictions had been lifted and there was a push to double Japanese incomes.
This car seems to have been based on the 1960 HiJet (360cc) pickup (at left above), which was also sold as a van from 1961. From 1962 the wheelbase was extended and the 800cc engine fitted to what was called the New Line. Of course the HiJet is much better known as a cab-over van; this change would come in 1964.
The Compagno was the first four-wheeled car from Daihatsu, and first appeared at the 1963 Tokyo Motor Show as seen above in van format, which in Japan then typically still had a full complement of windows. Styling was by Vignale, and is similar to quite a few cars of the era such as the Fiat 1100 or Peugeot 404, scaled down of course! A passenger (station wagon) version soon followed; as was typical with different taxes applicable to commercial and passenger variants, it cost 20% more.
The production version was as a full-range, mainstream car. The wheelbase was a compact 2,220 mm or 87.4” with an overall length of 3,800 mm (149.6 in) and a width a titchy 1425 mm (56.1 in). This was typical of the new “National car” class that had been announced in 1955 by MITI (the Ministry of International Trade & Industry) as a step up from the Kei car (which was then restricted to 360 cc engines and 3,000 mm overall length). Most of the Japanese manufacturers offered such a car, but one thing that was unusual about the Compagno was its separate chassis.
The sedan also debuted in November 1963, including a Deluxe version that featured a Nardi-style 3-spoke steering wheel. The Deluxe was particularly well-equipped, as detailed below. Interestingly the car above seems to have a column gearshift, rather than other cars with a floor-mounted shifter.
The Compagno is notable in apparently being the first Japanese car imported into the UK, announced at the 1964 Motor Show with deliveries commencing in May 1965, by a film stock manufacturer from Birmingham that was also selling Japanese cameras. The cars were offered as an 800cc two- or four-door sedan, the two-door wagon and a 1,000cc convertible, although from the 1966 ad below it seems that most were soon upgraded to the 1,000cc engine. A top speed of just 66 mph was reported for the 800cc test car (pictured above), and the British testers were quick to determine the car was behind the times in general with poor handling although they were complementary of build quality.
On the other hand, standard equipment included many items that were normally optional in other cars at the time- heater, reclining seats, cigarette lighter, a clock, electric windscreen washers, reverse lights, tinted windows, fog lights and even a radio with an automatic aerial (“These cars have everything!”). This must have contributed to the price being 25% higher than its competition, and while the luxury small car was a ‘thing’, attempting to enter this market with a new and unproven make was unwise to say the least. Not surprisingly very few Compagnos were sold; perhaps as few as 6 units! Can any UK readers give an insight as to how much of a dealer network Dufay had?
This is the engine, possibly from our red convertible. Note that it is a uniflow design, an aspect that reflects the era in which it was designed; just before crossflow designs took over for inline engines. While the engine was not powerful (41 hp for the 800cc or 55 hp for the 1,000cc), it was smooth and refined. The Spider came with a twin-carb engine and 65 hp.
1965 saw the Compagno Spider was released, where the Vignale styling really shone. It really is a little gem.
The rear view is reminiscent of many cars, until you realise the fairly tiny size of the thing in relation to the number plate – which is just 372 x 134 mm or 14.6″ x 5.3″, slightly wider but not as tall as a US plate, or a Japanese one for that matter.
In today’s world it is easy to say the car should sit lower, or that it should have larger wheels and tyres, however all manufacturers gave much more consideration that their products might be driven on less than ideal surfaces. And larger diameter tyres require larger wheelhouses, which eat into interior space – an important factor in a small car.
I can see this being a fantastic town runabout, ideally on fine days at least!
Here is another shot of the interior, this time with a floor gearshift. Note the umbrella-type hand brake at the bottom of the dashboard adjacent to the gear knob. I’m not sure if the small tachometer is original.
Also in 1965 the four-door version of the sedan was released, which not only improved rear seat access but also improved on the look by eliminating the upside-down tapered B-pillar of the two-door sedan. This later gained the twin carb Spider engine in the GT model, which was then replaced by a fuel-injected version.
From 1966 the Campagno was offered in Australia, also with 800cc to start with but soon the 1,000cc engine was added. Sales continued until 1968 when Daihatsu withdrew from the car market.
The pickup (or ute) version of the Campagno was also introduced in 1965, and arrived in Australia in 1966. This probably seems strange to our North American readers, but there are several things to keep in mind. Not only had there been earlier Daihatsu utes, but many other small cars had ute versions; everything from Austin A30s to Toyota Crowns.
The ute was rated to carry a very credible 500 kg (1,100 lb), albeit in typical Japanese fashion – better suited for city streets than the motorway to say the least. Or if you have a set of mud & snow tyres or similar for the rear, it might be handy for the farm! The modern equivalent might be a UTV or side-by-side, but those don’t have the same weather protection or open road capability. The ute continued on sale in Australia until 1973, although production had stopped in 1970.
Japan Air Lines postcard.
Ultimately the Campagno was not the car to set Daihatsu on the path to becoming a significant automotive power, and Toyota took an interest in the company in 1966.
Daihatsu continued on with small cars, and soon added four-wheel drives to its portfolio too. For example it returned to the Australian passenger car market in 1971 with the Kei-class 360X, known elsewhere as the Max or Fellow. This was a conventional front-wheel drive car with a two-stroke engine, so I can only imagine how well that sold. It would take until the 1977 Charade for Daihatsu to start to build any sort of prominence. In more recent times though, Daihatsu has withdrawn from scores of different countries including Europe, Australia, New Zealand and South Africa. In 2016 Toyota purchased the remaining portion of Daihatsu and now owns it completely.
Interestingly, at the 2017 Tokyo Motor Show Daihatsu showed a new Campagno concept; a four-door coupe that echoed the original car’s styling. It is proposed to use either a 1.0L turbo or 1.2L hybrid drivetrain. Who knows, they may just work their way back yet?
Further Reading:
Curbside Classic: 1989 Daihatsu Charade – Treat And Retreat
Curbside Capsule: 1997-2005 Daihatsu Terios – Twenty Years Early
Curbside Classic: Daihatsu Midget II
Curbside Classic: The Japanese Retro Trial (1st Witness) – Daihatsu Mira Gino Series 1 & 2
It wears its Italian styling so well it could pass for a small Fiat.
The first thing I thought when I saw it. Thanks CC for giving us another gem.
Hi Phil I am restoring a 1969 Daihatsu Compagno spider do you have any idea of who will have some parts sitting somewhere in japan or elsewhere.kind regards George.
Hi what parts are you looking for
1100
Interesting – for most Americans when they hear “Daihatsu” they think “Rocky” – if they remember Daihatsu at all.
The first Daihatsu I saw, and rode in, a somewhat frightening experience in LA traffic, was a three wheeler like in the second picture.
When was that nikita?
When I hear Daihatsu, I think Charade. This would likely be true even if a friend hadn’t owned one.
The Bee reminds me of the Davis.
An attractive design, that bears a strong resemblance to the Datsun Fairlady Sports 1500 of 1963.
As I looked through the pics I was thinking that Daihatsu managed to skip past the clumsy stage that other Japanese carmakers in the ’50s. I wondered why, then saw “Vignale” and the question was answered.
That is a BEAUTIFUL car. Every line and angle is just right, and all the body types from convertible to ute are equally graceful.
Funny, the 700cc prototype could easily pass for a 1959-68 Fiat 1800 at first glance
Agreed. I thought it was a Fiat front end on a Daf rear.
Fabulous little car. That dash has a Mercedes vibe to it. With its conservative engineering and Italian style it strikes me as a sort of Japanese Peugeot.
The tail lights appear to be the same as, or at least similar to, the Lucas L676 units used on MGBs and Midgets of that era.
Similar in design concept, but not the same.
What a beautiful, little car, and a great write-up to feature it. I’ll echo Bernard’s comment – it’s very FIAT-esque. Here’s another case of CC unearthing a car I had never heard of, from another part of the world and time period far removed from my own. Nice work, John.
Cute li’l bugger. Is it me or does the Max look like a Honda CVCC with a different grille?
It’s a smaller car, like the Honda N600.
Rare car I never knew about the convertible but Ive seen a ute in OZ, Shepparton to be exact many years ago I wonder if it survives? Daihatsus the later cars are still to be seen in NZ, Sirions sold here in quite large numbers and there was a dead Charade opposite my house for a while, a fairly well known brand many of them are recognizeably rebadged Toyotas especially commercials.
Ha! The ute belonging to Johns father in the old photo would have lived near to Echuca, so it’s quite possibly his that you saw in Shep! If so, small world.
It was my grandfather’s ute, and I think he would have sold it before 1980 if not earlier, he later had a Suzuki Sierra ute and I don’t know if there was anything in between. He didn’t go to Shepparton very often, Bendigo was closer and larger, but it might be possible.
There was probably a Daihatsu dealer in northern Victoria, but he bought quite a few vehicles in Melbourne too.
Another relative had a Daihatsu Rocky ute through the 1980s & 90s, my uncle called it the Boneshaker. In other markets they were called the Rugger or Fourtrak, or in Italy apparently the Bertone Freeclimber. Now there is a CC challenge!
My directional sense is appalling. I am relieved to see that Google Maps has Bendigo and Shep about equidistant from the Bawmawm area, so for once I’m not out by 300 miles.
I was forced to modify your genealogy. A mistyping of “father” instead of “grandfather” was refused correction by the omnipresent “Error503”. It insisted the ute was your fathers and could not be convinced elsewise, so therefore, as far as this cul-de-sac of the internet is concerned, it was your fathers. My apologies.
A Rocky ute? I drove a hardtop a lot (not mine), and have the nephrology bills to prove it. CC challenge that it might be, I rather hope all the Freeclimbers have by now freefallen.
Gesundheit.
Very nice look at a very sweet little car. I rather like the 2 door sedan, despite the B-Pillar. It reminds me quite a bit of the Audi 60/75/90, despite the different front and rear end styling.
I think a car that sits up off the ground a little looks smart.
I remember these being advertised in Reader’s Digest around ’65-’66, and saw a few sedans. Never knew they sat on a full chassis though; that seems odd for such a small car, a hangover from the earlier trucks I suppose.
Mazda also got their start in Australia about the same time with their similar-sized 800 (a friend briefly had one which he resurrected from the wrecker’s yard!) which, like the Daihatsu, grew to 1000cc. Datsun joined the party later with their 1000, while Toyota halfheartedly sent us their agricultural 700 before joining the class with the Corolla. I think they got it right. Isuzu? Not this small. Honda? Not yet.
IIRC, the Datsun 1000 was imported in Oz starting in 1958 – well before Daihatsu.
Sorry, I was thinking of the later sixties (Bertone) design. The fifties 210-series 1000 was never common – despite living in my state’s capital I never saw one – and grew up to become the 310 and 410 Bluebird. That left a hole in the range where the late-sixties 1000 fitted.
Thanks for the feedback everyone
Great find John. What a gorgeous little thing, I can’t remember actually seeing one in the real. Agree with SwindonSwine on the 1800 face for the ’61 concept car.
Great post and awesome find, John.
Never seen a Daihatsu from the ’60s — that convertible looks like a mini Lancia Appia convertible (also by Vignale).
bingo!
Great post John, and I second all the praise above for the post and for the sheer prettiness of the cars.
Someone near our house had the wagon version when I was a kid. I always thought it was an Italian car. Now I know better.
Daihatsu re-emerged here in the late ’70’s with the rather odd 1st Charade (my old man still can’t believe a carmaker would expect a car called such to be taken seriously; he has a point). They ended up selling in ok numbers later (and a very good little car they became) and I’ve never heard of a Daihatsu owner as anything other than very happy with their car. We had a Rocky (the “proper” one, not the smaller US one sold here as a Feroza), and whilst I didn’t like it at all as a vehicle, it was beautifully made and utterly reliable.
Great find and very enjoyable article. Daihatsu had some tough times in its international markets but remained fairly successful with its line of minicars here in Japan – still doing well today, as mentioned, under full Toyota ownership. Jim.
” Like it has finished with a Fiesta, Ford will emanate higher-value versions of a Focus, including an SUV-styled Active indication and an upscale Vignale variant. Premium alternative Ford is expanding a Vignale trim line as an choice to reward brands and says direct is building opposite a models, rising to about 15 percent to 20 percent of a midsize Mondeo range.
The Vignale name attached to an otherwise ordinary saloon kind of reminds me of the 1958 Standard Vanguard Vignale.
https://www.curbsideclassic.com/curbside-classics-european/storage-yard-classic-standard-vanguard-vignale/
Nice link, the styling has some pretty similar themes, just like Pininfarina would do too.
Never knew these cars existed. Would it have been smaller than the Honda S800 and the Toyota 800 that were in production around the same time? I think Daihatsu priced itself out of most of the markets it was in, and did not have sufficient new product to justify it. For example, if they are still making the Terios (Toyota Rush) that car is now well over a decade old.
From memory, these were a bit larger. It’s amazing how many separate size classes the Japanese seem to create!
Yes the pie is sliced quite finely in Japan…
The Toyota Publica 700 was just over the 3.5m mark, the 800 Sports still under 3.6m. The Honda S800 is smaller, under 3.4m!
Muy linda presentación !. Tengo la fortuna de poseer 2 toyotas 700 una pick up y un cabrio, además de un Daihatsu hijet 356cm3 rural.
Saludos desde Uruguay
That has kind of a ’55 Chevy vibe to it. The rear also has an MGB look. Nice looking car.