Daihatsu just revealed something delightful at the Tokyo auto show: the K-Open concept previewing a third-generation Copen roadster that ditches front-wheel drive for rear-wheel drive while keeping a gas engine and manual transmission. For Americans, the Copen exists primarily as a Gran Turismo video game favorite—a tiny Japanese kei-car roadster rarely seen outside Japan but beloved for its diminutive dimensions and open-top fun.
The K-Open suggests Daihatsu isn’t ready to electrify or automate their smallest sports car, instead doubling down on driving engagement through RWD conversion and three-pedal gearbox retention.
Daihatsu K-Open Concept (1)
Packaging Challenge: RWD in Kei-Car Dimensions
The big news is the switch from front-wheel drive to rear-wheel drive—a significant engineering challenge in a vehicle measuring just 133.7 inches long. That’s nearly 10 inches shorter than a Fiat 500e, leaving minimal space for longitudinal engine placement, driveshaft routing, and rear differential packaging.
Daihatsu acknowledged this difficulty, saying packaging a front-engine RWD setup in such a small body presented challenges without specifying how they solved them. Likely solutions include shortening engine accessories, minimizing driveshaft tunnel intrusion, and accepting some interior space compromises.
Why go RWD when FWD works fine for tiny roadsters? Driving dynamics. Rear-wheel drive provides better weight distribution, more predictable handling at limits, and the ability to rotate the car through throttle modulation—characteristics enthusiasts value even in low-power applications.
The Mazda MX-5 Miata proves small-displacement RWD roadsters can deliver engaging experiences despite modest power figures. If Daihatsu successfully translates that formula to kei-car scale with manual transmission, the result could be genuinely special.
Daihatsu K-Open Concept
Design: First-Generation Throwback
The K-Open’s styling references the original Copen (2002-2012) rather than the angular second-generation design (2014-present). Round headlights and taillights pair with soft bodywork edges and gentle curves creating a friendly, approachable aesthetic.
The front grille sits low in the bumper, with a small hood vent mirrored by another duct behind the front wheels—functional cooling details or pure styling exercise remains unclear. Thin vertical LED running lights define the outer edges of front and rear fascias.
Disc-style wheels mimic traditional six-spoke designs while maintaining aerodynamic benefits of covered surfaces. A single exhaust outlet beneath the rear bumper confirms combustion power—no EV conversion here.
The overall design feels more cohesive and purposeful than show car excess. It looks like a car Daihatsu could actually build rather than pure fantasy concept.
Interior: Refreshingly Simple
The cabin eschews screen maximization trends plaguing modern cars. A three-spoke steering wheel faces a digital gauge cluster comprised of three separate displays—likely speed, tachometer, and auxiliary information.
A thin screen handles climate and audio controls, integrated into a black band spanning the dashboard. But crucially, a manual transmission shifter protrudes from the center console next to a physical handbrake—no electronic parking brake, no paddle shifters, just mechanical controls.
This simplicity aligns with the K-Open’s driving-focused mission. Small roadsters work best when stripped of unnecessary complexity, keeping weight down and driver engagement up.
Whether production models maintain this minimalism or add screens/features for market competitiveness remains uncertain. But as concept statement, the simple cabin communicates clear priorities.
Daihatsu K-Open Concept
Akio Toyoda’s Testing Role
Toyota CEO Koji Sato revealed that former CEO and current chairman Akio Toyoda will personally test the K-Open. Toyoda is known for being a genuine driving enthusiast who takes vehicle dynamics seriously—his involvement suggests Toyota/Daihatsu see this as more than compliance project.
Toyoda’s input could mean the production Copen receives proper suspension tuning, chassis balance, and driving dynamics rather than just checking “small roadster” box on the product planning spreadsheet.
His testing role also provides marketing value—enthusiasts respect Toyoda’s credentials and commitment to driver-focused vehicles. His endorsement carries weight that generic corporate testing doesn’t.
Production Timeline: Unclear
Daihatsu provided no production timeline, pricing, or powertrain specifications. The current second-generation Copen has been on sale since 2014—eleven years by 2025. That’s ancient for a modern vehicle, making redesign overdue.
Whether the K-Open represents near-term production preview or longer-term exploration depends on development stage. The relatively resolved design and functional interior layout suggest closer to production than pure fantasy, but without official confirmation, speculation remains just that.
Kei-car regulations will constrain engine displacement to 660cc and power to roughly 64 horsepower. Whether Daihatsu sticks with turbocharged three-cylinder or explores alternative configurations under those restrictions will significantly impact character.
Midget X: Three-Seat Electric Cuteness
Daihatsu also revealed the Midget X concept—a tiny electric cargo vehicle reviving the Midget name last used in the early 2000s. The original late-’90s Midget became a Gran Turismo cult favorite despite being a commercial delivery vehicle.
The Midget X ditches combustion for electric power while maintaining ultra-compact dimensions. Remarkably, it seats up to three people with the driver centrally positioned. Daihatsu describes this layout as allowing “friends to feel closer to each other and have lively conversations”—cheeky marketing for what’s essentially forcing passengers into intimate proximity.
Dinner-plate-sized wheels sit independent of the upright body, as do the headlights in separate pods. The rear deck holds a small container, with Daihatsu envisioning various compartment configurations for different customer needs.
Inside, colorful blue and orange fabrics cover surfaces. A door handle designed to look like a rock-climbing hold and an armrest emblazoned with “Cheer up!” emphasize the playful approach.
Daihatsu provided no powertrain specifications—range, power, charging capability—but honestly, who cares? The Midget X exists purely as adorable urban runabout concept that will never reach American shores but makes Tokyo streets more delightful.
Daihatsu K-Open Concept
Daihatsu K-Open Concept
The Gran Turismo Connection
Both vehicles reference Gran Turismo’s role in introducing these obscure Japanese vehicles to global audiences. The Copen and original Midget appeared in various Gran Turismo games, becoming favorites despite never officially selling in most players’ countries.
This gaming exposure created genuine affection for these quirky machines among enthusiasts who’d otherwise never encounter them. Daihatsu acknowledging that connection shows awareness of their niche but passionate international fanbase.
Whether that translates to actual export sales remains questionable—kei-cars exist because Japanese regulations favor them, and those regulations don’t apply elsewhere. But the Gran Turismo connection provides free marketing and cultural relevance beyond domestic market.
Why This Matters (Even for Americans)
Americans can’t buy Daihatsu vehicles, and the Copen’s kei-car dimensions don’t meet U.S. crash standards. So why care?
Because small, affordable, driver-focused roadsters are disappearing globally. The Mazda MX-5 Miata stands nearly alone in this segment, with alternatives like Toyota GR86/Subaru BRZ being coupes rather than convertibles.
If Daihatsu successfully builds an engaging RWD manual roadster at kei-car scale and price point, it validates that market segment and proves manufacturers can deliver enthusiast vehicles despite electrification pressures and regulatory complexity.
It also demonstrates that going RWD and keeping manuals isn’t impossible even in tiny, efficiency-focused vehicles. That precedent could influence other manufacturers’ decision-making.
Plus, it gives Gran Turismo players something new to virtually drive, which matters for the millions experiencing these cars solely through gaming.
