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Fourth generation Sambar (1982~1989)

四代目サンバー(1982年～1989年)

In 1982, the fourth generation Sambar series went on sale following the third full model change.

The new model lineup had a new addition – the light van “Sambar Try”, which was a highly individual recreational vehicle. Also, the first high-roof model (the “Hightra”) for the industry was added to the truck series. Following that, numerous special specification vehicles suited to owners’ hobbies and uses, for examples, the “Angler’s Try,” the “RV” and the “Field” were launched together with an LPG model and various limited production models. In September 1987, fulltime 4WD models were added to the truck and van classes. These vehicles were equipped with Subaru’s unique "Free-running Full Time 4WD” system. Image: 87vantry.eps. Moreover, at this time, the front suspension was switched from semi-trailing arm suspension to MacPherson struts in all but a few models.

In February 1988, the special specification “Sambar Try Stride 3V” went on sale to mark the 30th anniversary of Subaru sales.

Fourth generation Sambar (September 1982)

Size: Length 3,195 mm x Width 1,395 mm x Height 1,615 mm Wheelbase: 1,805 mm Tread: (Front) 1,215 mm (Rear) 1,215 mm Min. ground clearance: 185 mm Vehicle weight: 590 kg Riding capacity: Two persons

Engine: EK23 Model: Water-cooled four-cycle, in-line two-cylinder OHC Displacement: 544 cc Max. output: 29PS/5,500 rpm Max. torque: 4.4 kg·m/3,500 rpm

Suspension Front: Semi trailing arm independent suspension Rear: Semi-trailing arm independent suspension (Truck standard roof)

Sambar Try (September 1982)

Size: Length 3,195 mm x Width 1,395 mm x Height 1,870 mm Wheelbase: 1,805 mm Tread: (Front) 1,205 mm (Rear) 1,205 mm Min. ground clearance: 225 mm Vehicle weight: 795 kg Riding capacity: Four persons

Engine: EK23 Model: Water-cooled four-cycle, in-line two-cylinder OHC Displacement: 544 cc Max. output: 29PS/5,500 rpm Max. torque: 4.4 kg·m/3,500 rpm

Suspension Front: Semi trailing arm independent suspension Rear: Semi-trailing arm independent suspension (４WD High Roof)

Sambar 4WD (September 1987)

Size: Length 3,195 mm x Width 1,395 mm x Height 1,680 mm Wheelbase: 1,805 mm Tread: (Front) 1,210 mm (Rear) 1,205 mm Min. ground clearance: 215 mm Vehicle weight: 670 kg Riding capacity: Two persons

Engine: EK23 Model: Water-cooled four-cycle, in-line two-cylinder OHC Displacement: 544 cc Max. output: 28PS/5,500 rpm Max. torque: 4.3 kg·m/3,500 rpm

Suspension Front: MacPherson strut independent suspension Rear: Semi-trailing arm independent suspension (4WD truck standard roof three-way opening STD)

#sambar

The overseas success of the Domingo

In the Attic named Pleiades

In addition to the domestic market in Japan, the SUBARU Domingo has been exported overseas and has acquired numerous fans due to its unique identity as a small 1,000 cc car for seven passengers. Here, we will introduce an article describing some of the overseas success of the Domingo.

In the United Kingdom, the Domingo is called the “SUMO” Good reputation as a practical micro van

Upon searching for a familiar Japanese word to reflect compactness with good performance and strength, the name “SUMO” was chosen. This was the U.K. name for Subaru’s one-box wagon the Domingo. The March edition of Cartopia reported on news of how the SUMO is used at Dublin Airport in the Republic of Ireland. The SUMO is also used a lot by florists, bakeries and so on in the U.K. for making deliveries.

True to its name, the “SUMO” has received the Best Microvan Award two years running in 1990 and 1991 in the Good Van Guide magazine, and it has a solid reputation as a high-performance and economic microvan.

As may be gathered from the fact that a sumo tournament was held in London last year, sumo is extremely popular in the United Kingdom. Being small and powerful, the “SUMO” is probably best symbolized by the sumo wrestler Mainoumi, who goes by the nickname “Mighty Mouse.” The “SUMO” is likely to play an active role in all parts of the United Kingdom from now on too.

(Extracted from Cartopia Vol. 242, issued in July 1992)

Car Environment Car Life

The “ELCAT” electric car is manufactured in Finland based on the Domingo. Its motor fits nicely into the original rear engine space. Since the freight compartment contains twelve 12V batteries, it is a two-passenger vehicle. The car has a maximum speed of 72 km/h and its running range on a single charging is 130 kilometers at a constant speed of 40 km/h and between 40 - 70 kilometers in city traffic with a lot of stopping and starting. Incidentally, charging is carried out from the socket (220 V) housed inside the front bumper, and it takes 12 hours to fully charge the vehicle. In Finland, this vehicle is used for delivering mail and newspapers and making various shop deliveries and the like. Incidentally, the ELCAT is not on sale in Japan.

(Extracted from the December 1992 edition of Cartopia).

The uniqueness of the Domingo is attracting popularity in Europe, where it has gone on advanced sale

An eco-friendly and rational car The new Domingo went on advance sale in Europe last autumn and it has already caused quite a stir. Amidst growing awareness of environmental issues, the design philosophy of the Domingo has been recognized by rational-thinking Europeans and the car is gaining attention as an environmentally friendly vehicle. Despite its small size, it has abundant functions. Moreover, it realizes the safety of a 4WD car and fuel economy. This is the one and only Domingo.

Domingo owners’ club exploring broader ways of having fun in Germany In Germany, the Subaru Libero Club, which is a group of owners who have a special attachment to the Domingo, has conducted special activities for the past seven years. Since the new version Domingo went on sale last autumn, the number of members driving the new model has increased and the club currently has membership of more than a hundred. The club started out as a local group of owners in the Dusseldorf area sharing stories about the Domingo in restaurants and beer halls, however, when the magazine issued by Subaru for owners in Germany carried a nationwide article inviting people to take part in an event of the Libero Club four years ago, it turned out to be a huge success with more than 90 vehicles taking part.

The club’s members range from young single people to retired persons aged 70 years or over. In its early days the club also conducted off-road running events, however, due to concerns over environmental problems and a growing number of families among the membership, it has come to concentrate on camping and other outdoor activities and it also holds a national convention once every year. In addition, it issues a regular club magazine and makes original stickers, sweatshirts and badges. This is indeed a unique club for the Domingo, where one can sense a special kind of attachment to the car among its members.

(Extracted from Cartopia Vol.268 issued July 1994)

#DOMINGO

Third Generation Sambar (1973 - 1982)

Having undergone a full model change, the third generation Sambar series went on sale on October 2, 1973. Equipped with a new type water-cooled two-cycle 360 cc engine, the new model earned the nickname “Goriki Sambar”.

In January 1976, the light car standards underwent revision and were expanded to length of 3.20 meters, width of 1.40 meters and displacement of 550 cc. In line with this, the new standard “Sambar 5” series went on sale in May 1976. The engine was upgraded from the conventional air-cooled two-cycle model to a water-cooled four-cycle two-cylinder 490 cc/28PS model. In May 1977, making full use of the new regulations, the “Sambar 550”, which had a larger body size and a new water-cooled two-cylinder 544 cc/28PS engine with much higher low- and medium-speed torque, went on sale. The truck rear deck was expanded by 80 millimeters in width and 5 millimeters in floor length to become 1,330 millimeters wide x 2,010 millimeters floor length, giving it the largest capacity in the class (as of May 1977). Two years later in October 1979, a model having the first ever high-roof specifications in the light cab van class was added to the lineup.

This model had a cargo room height of 1,425 millimeters, which even exceeded that of a compact car high-roof. Then, in November 1980, the Sambar 4WD equipped with 2WD (RR) and 4WD changeover 4WD mechanism went on sale.

During the nine years in which the third generation Sambar was produced, not only did the Sambar enhance its performance for business uses but, exploiting the large cargo room volume of the van, it greatly extended its possibilities as a leisure vehicle.

Goriki Sambar (February 1973)

Size: Length 2,995 mm x Width 1,295 mm x Height 1,610 mm Wheelbase: 1,730 mm Tread: (Front) 1,120 mm (Rear) 1,100 mm Min. ground clearance: 200 mm Vehicle weight: 545 kg Riding capacity: Two persons

Engine: EK34 Model: Water-cooled two-cycle, two-cylinder Displacement: 356 cc Max. output: 28PS/5,500 rpm Max. torque: 3.8 kg·m/5,000 rpm

Suspension Front: Semi trailing arm independent suspension Rear: Semi-trailing arm independent suspension (Truck low-floor type)

Sambar 5 (May 1976)

Size: Length 3,035 mm x Width 1,340 mm x Height 1,610 mm Wheelbase: 1,730 mm Tread: (Front) 1,120 mm (Rear) 1,100 mm Min. ground clearance: 190 mm Vehicle weight: 555 kg Riding capacity: Two persons

Engine: EK22 Model: Water-cooled four-cycle, in-line two-cylinder OHC Displacement: 490 cc Max. output: 28PS/6,000 rpm Max. torque: 3.8 kg·m/4,000 rpm

Suspension Front: Semi trailing arm independent suspension Rear: Semi-trailing arm independent suspension (Truck low-floor type)

Sambar 550 (May 1977)

Size: Length 3,195 mm x Width 1,395 mm x Height 1,655 mm Wheelbase: 1,820 mm Tread: (Front) 1,210 mm (Rear) 1,190 mm Min. ground clearance: 185 mm Vehicle weight: 590 kg Riding capacity: Two persons

Engine: EK23 Model: Water-cooled four-cycle, in-line two-cylinder OHC Displacement: 544 cc Max. output: 28PS/6,000 rpm Max. torque: 4.2 kg·m/3,500 rpm

Suspension Front: Semi trailing arm independent suspension Rear: Semi-trailing arm independent suspension (Truck low-floor type)

#SAMBAR

Appearance of the Fulltime 4WD One-Box Domingo GX

The fulltime 4WD Domingo GX that went on sale in August 1986 adopted a free-running fulltime 4WD system that used a one-way clutch. After that, when the model was changed to the second generation Domingo in 1994, ECVT was introduced and the system was changed to viscous fulltime 4WD. Having tried various 4WD mechanisms, just what was the free-running fulltime 4WD that Subaru came up with? The following reproduced article gives an idea of the mechanism.

NEW MODEL Appearance of the Fulltime 4WD One-Box Domingo GX

The long-awaited fulltime 4WD model “GX” has now joined the Domingo series. Combining a quiet and powerful 1.2 liter OHC engine and the unique Subaru free-running fulltime 4WD system, this car lets you enjoy easy and safe 4WD driving.

The smooth and powerful running of the free-running fulltime 4WD is made possible by the one-way clutch inside the transfer case. One-way clutch is a mechanism that conveys power in one direction only, and this clutch absorbs the rotating differential between the front wheels and the rear wheels.

The engine power is conveyed to the rear wheels from the transmission, and at the same time it is conveyed to the one-way clutch inside the transfer case. When running straight, the front wheels and rear wheels rotate at the same speed, and the engine power is also conveyed to the front wheels via the one-way clutch so all four wheels are driven. In this state, the front wheels and rear wheels are directly linked so the drive force of 4WD is fully exhibited. During cornering at low speeds, because the front wheel tracks pass outside of the rear wheel tracks, the front wheels sometimes turn faster than the rear wheels. In this state, free running of the one-way clutch temporarily separates the front and rear wheels and there is no tight cornering.

The free-running fulltime 4WD displays the excellent running characteristics of coupled 4WD and enables safe running on slippery surfaces such as snowy roads, mud, sand and grassland. Furthermore, when running on very slippery frozen roads and compacted snow roads, a “snow switch” is provided for drivers who are not accustomed to snow driving. By turning the dashboard switch to the “SNOW” position, the one-way clutch is mechanically locked in the coupled 4WD state, thereby enabling more definite running.

Operation of the one-way clutch generates no vibration, shock or noise at all. Drivers can enjoy the smooth and powerful running of 4WD simply by conducting the usual operations and without worrying about switch and lever operations. This mechanism is simple and compact and has excellent durability and reliability.

(Extracted from Cartopia Vol.171, issued in September 1986)

#DOMINGO

our smooth running performance and balance

In this corner, we pick up old materials and documents in order to give you a taste of the atmosphere and car life of past times. Here, we will introduce an interview from Cartopia Vol. 140 (February 1984) with a development engineer who worked on the EF10 engine.

The Engineers’ Saloon

We have confidence in our smooth running performance and balance. Shunji Itoh (Chief, No. 2 Design Section, No. 1 Motor Engineering Department, Subaru Engineering Headquarters)

After resolving each challenge such as making the engine lighter and quieter, we came up with the F10, which was also more than enough in terms of output performance. Moreover, fuel economy is an important issue when designing a 1,000 cc engine, and I think we also reached a good level in terms of data as a one-box car.

As you know, the 1,000 cc engine car market is dominated by two-box cars, so the approach to fuel economy is different when it comes to the Domingo, which is a one-box car. In the case of the EF10, rather than adding a new system for enhancing the fuel economy data, we aim to improve fuel economy and contribute to greater power through reducing friction. We have aimed for general performance that also includes running performance; therefore, balance is important and we have tried to design an engine that promises smooth running as well as good fuel economy. As a result, we are confident that we have achieved extremely smooth performance and a smooth running engine. A smooth running engine refers to the torque, however, in order to run well on high-speed roads, we cannot afford to drop the power. In the EF10, the torque is applied in the low zone and maximum power is outputted at higher speeds, so the engine offers good power extension from low speeds to high. Since the Domingo has a large body for a 1,000 cc car, people tend to think that there is no power without torque, however, if we try to resolve that through gear ratio, issues of noise and poor fuel economy start to appear. Moreover, since the torque is almost proportional to displacement, one wonders whether 1,000 cc is sufficient or not. However, I think users will find that the EF10 offers excellent running and good balance if they try driving the vehicle. The engine offers good bite, power and torque matching and response. We have confidence regarding all aspects.

I have driven cars ever since I entered the company, although I almost only ever drive for commuting purposes. However, my philosophy is that one should drive when one wants to taste the fun of driving. I also think that people will more and more demand a relaxing and comfortable space when they drive from now on. I think people basically want to have a quiet and economical ride with low running costs as well as to experience the joy of driving, and we aim to make this a reality. Concerning the mini-size cars of today, since there is little point in building cars simply for Japan alone, and demands concerning high-speed performance and safety are becoming more and more stringent especially in Europe, we aim to build cars that can perform all over the world.

Speaking of engines, I think the engines made by Subaru today have reached a fairly high level. However, I still think we have to overcome numerous issues in order to realize engines that are even better. New features such as turbo drive have also been appearing in recent times, however, turbo only assists engine power. I want to explore how far the inherent power of the engine can be displayed.

When the FF Rex was created before, I talked about challenging limits in Cartopia. I firmly believe that we don’t face limits but rather that we can make better things if we do more. I think we engineers have the desire to build balanced and unique products through pooling are creative ideas.

(Extracted from Cartopia Vol.140, issued in February 1984)

#DOMINGO

The Appeal of the Subaru 660

In March 1990, in line with expansion of the light car standard, the Rex underwent another facelift with the incorporation of a 660 cc engine. In Cartopia Vol. 214, which was issued on April 1 that year, a special page entitled “The Appeal of the Subaru 660” introduced some comments by the developing staff. Here we bring you that article.

The 660 Rex – Comfort derived from peace of mind and low physical fatigue when driving

○Engine with good start performance I worked on finalizing the 660 Rex engine. We have achieved higher displacement this time through lengthening stroke starting from the 550 cc Clover 4 engine as a base. Through lengthening the stroke, the low-speed torque increases and initial acceleration performance is improved. In addition to the carburetor NA engine and supercharger engine, we have developed an EMPi (electronically controlled multipoint fuel injection) engine vehicle that gives even smoother and more economical running performance. Also, we have given all manual cars five speeds. (Mr. Hiroki Yasuda, Chief, No. 2 Design Department)

○Excellent comfort and safety The 660 Rex has been developed with emphasis on “comfort” and “safety.” Comfort here refers to peace of mind and low physical fatigue during driving and easy operation when trying to avoid danger and in other emergency situations. Concerning the extra 100 mm car length, first of all the engine room has been expanded 60 mm to the front. Doing so has made it possible to enhance quietness and cooling performance. Also, the front and rear bumpers have been protruded 20 mm each. (Mr. Fujio Makita, Department Manager in Charge in the Production Planning Headquarters)

○High-performance EMPi engine The EMPi engine, which is based on a carburetor NA engine, realizes enhanced running and driving performance, higher output, better fuel economy and all-round outstanding performance thanks to fine-tuned electronic control. In order to combine with the transmission, i.e. impart torque characteristics suited to MT and ECVT, mainly the shape of air inlet system has been modified and steps have also been taken to improve quietness. (Mr. Masahiko Kawanabe, member in charge, Engine Experimental Section 2, Research Experiment Department 2)

○Car body structure in conformance with the new standards Working on the car body structure, we first tried to achieve better quietness and low vibration through mounting the 660 cc engine. The second point we focused on in development was strengthening safety in the event of accidents. In order to achieve a body worthy of a comfortable sedan, we redesigned the layout of the car body structure within the scope of the new standards and, for safety purposes too, we altered the size of bumpers and revamped the front structure. Mr. Toshio Masuda, Supervisor, Light Cars Group, Design Department 1)

○Power performance exceeding class I worked on practical performance matters. Based on the concept of “A comfortable mini sedan,” we raised power performance to liter class for carburetor cars, higher than that for EMPi models, and a level on a par with 1.3 carburetor cars for the supercharger version. In the prototype vehicle stage especially, we asked various drivers such as women, men, beginners and veterans to run on actual roads and we reflected their wide-ranging assessments in the development. (Mr. Nagahiro Takahashi, Vehicle Research Experiment Section 1, Research Experiment Department 1）

The above contents were extracted from Cartopia edition 214)

#REX

Second generation Sambar (1966 - 1972)

The second generation New Sambar was launched and also went on sale at an event staged at Tokyo Kaikan in Marunouchi, Tokyo on January 8, 1966.

The New Sambar had a fresh body style and a wide array of improvements.

The Sambar truck’s rear deck was only 355 millimeters off the ground, making it the lowest among light trucks at that time, and it was also 20% larger than before. The detachable side gate made loading and unloading more easier; the two-stage wide-floor truck adopted a waterproof locker (fitted with key) that could be opened from either side on the lower deck, while the flat upper deck had flaps on three sides, thereby enhancing the vehicle’s capacity to carry various loads. The rear deck space was 3.62 square meters, making it the largest among light trucks at that time. Through expanding the side door to a width of 960 millimeters and adopting a spacious new design cabin, the New Sambar has better loading capability and riding comfort than before. Moreover, through adopting a low step and wider door opening area, it was easier for driver and passengers to board and alight. The fuel tank capacity was expanded from 20 liters to 23 liters, the largest in the light truck class at that time, and the vehicle was able to travel 500 kilometers on a full tank.

In 1970, the modified “Baban” Sambar went on sale. While continuing the riding comfort and user friendliness of its forerunners, this model was mounted with a high-performance engine and semi-trailing arm rear suspension, resulting in far better driving performance. Moreover, the triangular windows were abolished and rear-opening doors were adopted with a view to enhancing functionality and safety. The truck rear deck was also improved for better loading performance, and a semi-opening locking device was adopted on the rear gate. The New Sambar series that went on sale in March 1971 had a revamped front design. A color-differentiated grille was placed around the ventilation, giving a bolder design than before. Moreover, ventilation outlets were added to the doors to ensure that fresh air flowed constantly inside the cabin. The Sambar Panel Van and the Sambar Light Van SDX were on sale in July and September of that year respectively. The “Strong” Sambar series that went on sale in February 1972 adopted a large front grille and bold front face design, and a side grille equipped with winker was added to the airflow ventilation outlets at the top of the doors. Moreover, suspension was further reinforced in order to better cope with tough driving and loading conditions. Furthermore, the letter “H” was added as a mark to trucks (flat) fitted with reinforced torsion bar and oil damper.

New Sambar (January 1966)

Size: Length 2,995 mm x Width 1,295 mm x Height 1,545 mm Wheelbase: 1,750 mm Tread: (Front) 1,120 mm (Rear) 1,080 mm Min. ground clearance: 185 mm Vehicle weight: 445 kg Riding capacity: Two persons Engine: EK32 Model: Air-cooled two-cycle, in-line two-cylinder Displacement: 356 cc Max. output: 20PS/5,000 rpm Max. torque: 3.2 kg·m/3,000 rpm Suspension Front: Trailing arm independent suspension Rear: Swing axle independent suspension (Sambar Truck)

Baban Sambar (February 1970)

Size: Length 2,995 mm x Width 1,295 mm x Height 1,545 mm Wheelbase: 1,750 mm Tread: (Front) 1,120 mm (Rear) 1,110 mm Min. ground clearance: 160 mm Vehicle weight: 475 kg Riding capacity: Two persons Engine: EK32 Model: Air-cooled two-cycle, in-line two-cylinder Displacement: 356 cc Max. output: 26PS/5,800 rpm Max. torque: 3.6 kg·m/4,500 rpm Suspension Front: Semi trailing arm independent suspension Rear: Semi-trailing arm independent suspension (Sambar Truck low-floor model）

Strong Sambar (February 1972)

Size: Length 2,995 mm x Width 1,295 mm x Height 1,545 mm Wheelbase: 1,750 mm Tread: (Front) 1,120 mm (Rear) 1,110 mm Min. ground clearance: 165 mm Vehicle weight: 495 kg Riding capacity: Two persons

Engine: EK33 Model: Air-cooled two-cycle, in-line two-cylinder Displacement: 356 cc Max. output: 26PS/5,800 rpm Max. torque: 3.6 kg·m/4,500 rpm

Suspension Front: Semi trailing arm independent suspension Rear: Semi-trailing arm independent suspension （Sambar Truck low-floor model)

#SAMBAR

DOMINGO (1994 - )

On June 18, 1994, having undergone a full model change, the new Domingo series went on sale (it had gone on advanced sale in Europe in the autumn of 1993). Retaining the unique concept of seven-person capacity in a compact body, the new Domingo had greatly improved fittings, running performance and safety, etc. The new exterior was a cubic form with good space efficiency. Thanks to the broad glass area and open feel, visibility and safety were also greatly improved. The front edge of the chassis with rigid frame was reinforced in a Y shape, and steps were incorporated to soften the shock in the event of collision.

Not only could the interior comfortably accommodate seven people, but luggage space was also secured behind the third seat. All the multifunction seats could be adjusted so that 11 different seating arrangements could be secured. Moreover, the Domingo was the only small one-box wagon to have right and left sliding doors at the time. In addition to the conventional five-speed M/T, ECVT was added to the 4WD transmission. Also, the viscous full-time 4WD system was newly adopted at this time. As the grade variations of the new Domingo, the full-time 4WD comprised GV (ECVT/5MT) and GV sun-sunroof (ECVT/5MT), and 2WD models comprised the CV (5MT) and CV-B (5MT).

In April 1996, the Domingo Aladdin, which had a lift-up roof that contained a loft when lifted, was released. Measuring 200 centimeters long, 84 centimeters wide, 50 centimeters high, the loft could be used as a sleeping space big enough to accommodate one adult and one child. The Aladdin Camper had a galley fitted with electric pump shower, portable gas stove, folding side table, blind curtains and interior power socket as standard equipments.

Domingo４WD GV Sun-Sunroof

Size: Length 3,525 mm x Width 1,415 mm x Height 1,925 mm Wheelbase: 1,885 mm Tread: (Front) 1,205 mm (Rear) 1,210 mm Min. ground clearance: 195 mm Vehicle weight: 1,090 kg Riding capacity: Seven persons

Engine: EF12 Model: Water-cooled four-cycle, OHC in-line three-cylinder Displacement: 1,189 cc Max. output: 61PS/5,600 rpm Max. torque: 9.8 kg·m/3,600 rpm

Suspension Front: MacPherson strut independent suspension Rear: Semi-trailing arm independent suspension

Domingo Aladdin Camper Fulltime 4WD

Size: Length 3,525 mm x Width 1,415 mm x Height 1,995 mm Wheelbase: 1,885 mm Tread: (Front) 1,205 mm (Rear) 1,210 mm Min. ground clearance: 195 mm Vehicle weight: 1,150 kg Riding capacity: Six persons

Engine: EF12 Model: Water-cooled four-cycle, OHC in-line three-cylinder Displacement: 1189 cc Max. output: 61PS/5,600 rpm Max. torque: 9.8 kg·m/3,600 rpm

Suspension Front: MacPherson strut independent suspension Rear: Semi-trailing arm independent suspension

#DOMINGO

First Generation Sambar (1961 - 1965)

The Sambar Truck and Subaru 450 were launched at the Tokyo Akasaka Prince Hotel on October 14, 1960, two and a half years following the Subaru 360 going on sale.

At that time, the Sambar had the lowest floor and widest rear deck of any light truck, and it was an RR vehicle, i.e. it had rear-drive and was equipped with an air-cooled two-cycle two-cylinder 360 cc engine at the rear. Thanks to the rear engine mounting, it had good load balance between loaded and unloaded times, and its independent suspension system (the same as that in the Subaru 360) gave it excellent driving comfort. In terms of safety too, the Sambar was designed with the driver’s seat separated from the bumper as far as possible with a view to improving collision safety. The three main features of the first generation Sambar, i.e. RR drive, four-wheel independent suspension, and cabover style, were continued for 50 years until the end of Subaru production in 2012. (Since 2012, the Sambar is supplied by Daihatsu Motor Co., Ltd. based on the OEM system, and Subaru continues to retail it today).

The “Sambar” name is derived from the deer that is native to Southern China and India, and it was chosen in order to evoke an image of “running lightly.”

The first generation Sambar truck went on sale in February 1961, four months after its launch. In September that year, the four-person Sambar Light Van, which could serve as both a business and a leisure vehicle, additionally went on sale. In March 1962, a four-door light van with an added rear gate, was added to the conventional three-door model (two doors at the front and one on the left side). This model underwent subsequent improvements to detailed parts every year until it was discontinued in 1965.

First generation Sambar Light Van (December 1961)

Size: Length 2,990 mm x Width 1,300 mm x Height 1,520 mm Wheelbase: 1,670 mm Tread: (Front) 1,130 mm (Rear) 1,070 m Min. ground clearance: 195 mm Vehicle weight: 470 kg Riding capacity: Four persons

Engine: EK32 Model: Air-cooled two-cycle, in-line two-cylinder Displacement: 356 cc Max. output: 18PS/4,700 rpm Max. torque: 3.2 kg•m/3,200 rpm Suspension Front: Trailing arm independent suspension Rear: Swing axle independent suspension

#SAMBER

DOMINGO (1983 - )

Released on October 3, 1983, the Subaru Domingo was developed as a new category of multipurpose 1-liter wagon endowed with the usability and economy not available in existing small one-box cars, the high performance and seven-person capacity not provided by light cab wagons, and front turning opposite-facing seats, which was a first in Japan at the time.

The new design EF10 engine was a 997 cc in-line three-cylinder four-cycle OHC. Light and compact, this high-performance engine struck a balance between excellent fuel economy, flexible running characteristics and outstanding quietness. The engine was mounted in the rear, and there were two variations on the drive system, i.e. RR and part-time 4WD. Suspension was the MacPherson strut independent suspension (coil spring) on the front, while semi-trailing arm independent suspension (coil spring) 4WD independent suspension was adopted on the rear, thereby giving operating stability with a good balance between linearity, stability and running performance on rough roads, etc. Driving stability was further enhanced through the adoption of 12 inch radial tires (excluding 2WD CF). In particular, the 4WD model adopted all-season tires, guaranteeing sufficient performance on snowy roads and in other poor conditions. At the time of release, 2WD models comprised the CF, CS, CS-S and CS-S with sunroof, while 4WD models comprised the GF, GS, GS-S and GS-S with sunroof.

Incidentally, the name Domingo is derived from the Spanish word for “Sunday,” and it was chosen in the hope that people could “get a Sunday feeling any time” when they drove the car.

A model mounted with the newly developed 1.2 liter engine was added to the Domingo lineup in June 1986. The 1.2 liter engine, for use in 4WD models, was graded into three classes, i.e. GS, GS-S and GS-S with sunroof and Sun-sun window. The 1.0 liter engine, for use in 2WD models, was graded into four classes, i.e. CF, CS, CS-S and CS-S with sunroof and sun-sun window. Thus the variety of models was further enhanced. In addition, the “Sun-sun window” model, which added glass areas to both sides of the large-size sunroof, was adopted at this time too, giving a sense of openness. Moreover, the full-time 4WD model GX went on sale in August this year. Through combining Subaru’s unique free-running full-time 4WD system into the 1.2 liter OHC engine, the GX enabled simpler and safer 4WD driving. In October 1992, a model equipped with twin air conditioner and cassette stereo was added and high-mount stop lamps were added to all models.

Domingo４WD GS-S

Size: Length 3,410 mm x Width 1,430 mm x Height 1,900 mm Wheelbase: 1,805 mm Tread: (Front) 1,210 mm (Rear) 1,210 mm Min. ground clearance: 205 mm Vehicle weight: 900 kg Riding capacity: Seven persons

Engine: EF10 Model: Water-cooled four-cycle, OHC in-line three-cylinder Displacement: 997 cc Max. output: 56PS/5,400 rpm Max. torque: 8.5 kg·m/3,200 rpm

Suspension Front: MacPherson strut independent suspension Rear: Semi-trailing arm independent suspension

Domingo 4WD GX Sun Roof Sun-sun Window

Size: Length 3,425 mm x Width 1,430 mm x Height 1,900 mm Wheelbase: 1,805 mm Tread: (Front) 1,210 mm (Rear) 1,210 mm Min. ground clearance: 205 mm Vehicle weight: 940 kg Riding capacity: Seven persons

Engine: EF12 Model: Water-cooled four-cycle, OHC in-line three-cylinder Displacement: 1,189 cc Max. output: 52PS/4,800 rpm Max. torque: 9.7 kg·m/3,200 rpm

Suspension Front: MacPherson strut independent suspension Rear: Semi-trailing arm independent suspension

#DOMINGO

Talking about FF Rex

The Rex underwent three full model changes during 20 years of production. The biggest transformation occurred in the change from the first to the second generation models in September 1981. At this time, the Rex switched from rear-engine rear-wheel drive (RR), which Subaru had adopted in its light cars ever since the Subaru 360, to front-engine front-wheel drive (FF). Subaru started mass production of FF compact cars from the Subaru 1000, and in the middle of its production cycle, it utilized the know-how and experience from this in completely changing the drive system of the Rex. How did this change, which subsequently provided the base for 4WD vehicles and ECVT cars, come about?

In Cartopia Vol. 112 (issued on October 1, 1981), the voices of the engineers who participated in the development are introduced in the special article “Talking about FF Rex”. Here, we introduce some excerpts from that article.

“The main points in body design are expanded interior space and long life” Shigeo Nomura (No. 1 Design Section, No. 1 Body Engineering Department, Subaru Engineering Headquarters)

The primary question was whether to adopt front-wheel (FF) or rear-wheel (RR) drive. Everybody (including four or five project team members from the body engineering department) has a vague idea about what the merits and problems of adopting FF in light cars are, and that is precisely why we had to manufacture preliminary test vehicles (trolleys) and so forth. We are prone to think that since we understand RR, the same things will apply to FF, or that because we are working on compact cars, there are not likely to be any major troubles, however, in reality that isn’t the case at all. That is why we ironed out each detail using the trolleys.

The most important point in body design is securing larger interior space. The vehicle size is prescribed to start with, but the challenge lies in creating as much space and incorporating as many functions as possible into this frame. Naturally we need to limit the size of the engine room, but at the same time we need to make it easy to conduct maintenance so that the vehicle can be kept in optimum condition. We need to look at various issues such as the layout of auxiliary devices and so on. We advance the work while placing various dummy parts in various positions and performing actual operation.

If we enlarge the interior space, we naturally need to expand openings while also retaining the strength of the body. Although we gain a general idea from calculations, we still need to conduct tests using actual vehicles in order to obtain optimum values in the actual vehicle.

We decided to adopt high-tension steel plate ultimately out of the desire to keep weight down. Although this entailed higher unit rates, we thought the merits outweighed the demerits. We have adopted high-tension steel plates on 44% of the entire body and also on the bumpers. We finalized the specifications through many dedicated test bodies with various specs.

In this model, the area of glass has been increased by 30%, however, put simply, the glass has become heavier. Moreover, because body openings have been expanded in size, we have had to take special steps on joints and so on in order to sustain strength, for example, the pillar terminal connections and so on.

Another issue that arises with strength in body design is vibration. We conducted countless tests on how to deal with engine vibration and suspension vibration in order to secure greater quietness.

We also had to concretely actualize the basic concept of long life. Taking the example of rust prevention, when designing the body structure, we need to ensure that electrodeposited liquid was evenly distributed over the entire body. The liquid cannot move around unless air is removed from the frame and pillars. Even so, if the distribution of electrodeposited liquid is inadequate, we need to adopt zinc-treated materials, i.e. rustproof steel plate. Also, a feature of the new Rex is that we have adopted a vinyl chloride undercoat in the side sill. This is the first time we have treated up to the side sill in a light car. (Remainder is abbreviated)

（Extracted from CartopiaVol.112, issued on October 1, 1981）

#REX

SUBARU SAMBAR

We have so far looked back over the history of light class cars from SUBARU360 to the REX, after introducing the models equipped with horizontally-opposed engines from SUBARU1000 to the Alcyone SVX. In addition to these passenger cars, Subaru has also manufactured commercial vehicles in compliance with light car guidelines. Launched in October 1960 (with sales commencing the following year), the Sambar has become a long-running brand and is still in production today after 53 years. Here we introduce successive generations of the Sambar that have illuminated its history spanning more than half a century.

First Generation Sambar Truck (February 1961)

Size: Length 2,990 mm x Width 1,300 mm x Height 1,520 mm Wheelbase: 1,670 mm Tread: (Front) 1,130 mm (Rear) 1,070 mm Min. ground clearance: 185 mm Vehicle weight: 395 kg Riding capacity: Two persons

#SAMBAR

“Subaru fuel saving counting song”

This era was characterized by the oil shocks and rapidly growing interest in fuel economy and exhaust gases, as evidenced by the adoption of exhaust gas controls and so on. Reflecting these trends, the economy of the Rex enabled by its simplicity and compact size was expressed using the term “chibi-cology” (literally mini-ecology) and was appealing to customers. Here, we introduce an unusual “counting song” that helps evoke the feeling of the age. This “Subaru fuel saving counting song” was first printed on the back cover of the Rex catalog that was issued in February 1974. Still valid today, it expresses the secret of fuel saving driving with easy to remember phrases.

#REX

A Car is a Tool to Expand Your Own Range.

In conjunction with the debut of the Justy, Cartopia magazine presented, over the course of two months, the comments of Kyoji Takenaka (later to become President of Fuji Heavy Industries), working then in Sect. 2, Product Planning Dept., Subaru Planning Div., regarding the approach and steps involved in developing a new product. In continuation from last month, we present this article that discusses the viewpoint of Subaru at that time in regards to creating new vehicles.

Engineers' Lounge A Car is a Tool to Expand Your Own Range.

For the Justy, we consider how to design and develop the vehicle, targeting young people in their twenties and early thirties. More specifically, the persons we consider as targets are actually all of us involved in the project. In my case, I am about to get married. In other words, this means that everyone could contribute to the development process while having a definite image in their minds of the target customers. Persons creating the design drawings could carefully draw each line in order to make a car that could be easily used for themselves while designers, when making clay models, could precisely scrape clay along one side with the same with the same mindset.

Since a car is something that you drive everyday, everyone should think about what kind of car they want. You don't need to over-think it but rather if you plan something for yourself, plan a car that matches your own sensibilities, I think it will find the acceptance of the customers. It's not about creating an image of the target customer, but rather you should align yourself with the age group of people who will be affected by the same feelings and concepts as yourself; this is the most simple and best understood approach.

Accordingly, if you consider the true essence of a car, it is, after all, just another tool for us to use. I think that everyone, while living their day-to-day lives, has that sense of curiosity in wanting to start something new or to confront a personal challenge, and a car can be a useful tool when trying to actualize the object of that curiosity. I think that a car that is simply something that can only be used in our current daily lives is without value. A car must be something that satisfies our needs when we want to break out of our daily routine.

My Job is Creating the Subaru Brand Image and Establishing Confidence.

The job of all engineers whose tasks are more white collar, such as my position, is fundamentally to work on somehow creating a brand image. That is, I think that we need to securely establish confidence in the technology of manufacturers and Subaru among customers who drive Subaru cars. Although it slightly delays the release of a model for the sake of making preparations, one way to do this is to practically implement leading-edge technology that has already been released, such as the Subaru ECVT, as a means to comply with the various customer needs. I believe that doing this will strengthen the Subaru brand image and that my job is to advance steadily towards realizing these goals.

(Extracted from Cartopia Vol. 142, issued in 1984)

#justy

Changes in Subaru

In the Attic named Pleiades

To mark the launch of the Subaru 1000, Subaru magazine ran a mostly illustrated series of articles entitled “Changes in Subaru” starting from Vol. 34 (issued on May 1, 1966) and finishing with Vol. 39 (issued in March 1967). The series included an easy to understand and illustrated introduction to the design changes that had been made over the years to the Subaru 360, which was launched in 1958. The following is an excerpt from the serial column.

Steering wheel and dashboard area

Steering wheel and dashboard area of the Subaru 360 launched in 1958

1961 model

1962 model

Steering wheel and dashboard area of the redesigned 1963 Subaru 360

1966 model

Changes mainly around the interior seating

Seating area of the Subaru 360 launched in 1958

Seating area of the 1962 model

From 1962, the car was divided into the Standard and Deluxe models. The 1963 first half Deluxe model adopted two-tone high quality seating.

The seating was revamped in the 1963 second half Deluxe model, and reclining seats were adopted for the front seats.

Seating area of the latest Subaru 360 Super Deluxe

Changes in the window and door areas

The 1958 model had large door pockets.

The 1959 model had a three-plate front-rear slide window.

The 1962 model adopted an opening/closing rear window (the picture shows the DX).

In the 1963 model, inner lining was applied to the doors and fully opening vertical side windows were adopted (the picture shows the DX).

The 1965 model adopted rack pinion door lock and push-type door handles (the picture shows the DX).

In the 1966 model, pockets were added to the insides of doors (the picture shows the DX).

Changes in body

The basic lines of the body have hardly changed at all in 10 years. Here, we have traced the major visible changes. 1958 model: This adopted a separated front bumper; the rear air duct grille was on the driver side only; the lights were affectionately likened to a pop-eyed goldfish; the fender had no mirrors, and the wiper was on the driver side only.

1958 model: This adopted a separated front bumper; the rear air duct grille was on the driver side only; the lights were affectionately likened to a pop-eyed goldfish; the fender had no mirrors, and the wiper was on the driver side only.

1959 model: The rear air duct grille was also provided on the passenger side, making the car completely symmetrical in design.

1960 model: The front bumper became integrated.

1961 model: Parking lamps and reflectors were added.

1962-1963 model: Two models – the Deluxe and Standard – were launched from 1962. The Deluxe headlamps design was changed to the current design, and mirrors were added to the fender. The Standard model underwent the same changes in 1963.

1964 model: The rear style design was revamped and made smarter for both the Standard and Deluxe. Vertical louvers and two tail lamps were adopted.

1965 model: The tank cap was changed to a built-in design.

1966: This is the latest version Subaru 360. Black moldings have been added to the front and rear bumpers to add some accent. It has become even more user friendly and luxurious and acquired even higher performance as a family car, and it will continue to write new pages in the history of Subaru as further improvements are made from now on. Please look forward to it.

(Excerpt from the serial column carried in Subaru Vol. 34 - 39)

#subaru360

Celebrating the 12th Year Since First Being Introduced, Subaru's 4WD Enters the Third Stage

(Continued from last week)

As the Justy has been developed with four types of models, looking at previously developed 1.0-liter cars, it has been finally accepted into the market as a car with great individuality. We constantly maintained an evaluation standard in which we asked if a product perfectly fits the feelings of those persons searching for a vehicle that matches their own lifestyle, including persons in their twenties and thirties who are classified, to use an old expression, as "New Families". Knowing that it would not be accepted if equipped with functions and equipment that were merely showy, turning it into a kind of forced product, we completely revised the vehicle specifications to come up with the four types of the Justy.

Cars that are driven by young people must have elements that allow them to enjoy their lifestyle and serve as a foundation to do other activities. Accordingly, it was the customers themselves who developed the Justy. For example, we have incorporated various systems if you want to create an audio room, and there are also other optional parts in order to enjoy driving. In other words, we expect there to be various individualized and creative uses of the Justy.

Although it is thought that 4WD is the centerpiece of the Justy, the Subaru 4WD first went on sale in 1972, meaning that it has a 12-year history of performance in the Leone. Subaru developed the Sambar 4WD for the light commercial vehicles from a groundbreaking perspective, and sales of the Rex Combi 4WD reached the top of its class. The 4WD function has become highly regarded by customers recently. In the past, 4WD was thought of something for special vehicles that drove on bumpy roads or "off roads" where there are no clear paths to follow. However, the second stage of 4WD automobiles have gained acceptance as practical vehicles that exhibit exceptional strength in areas of the country with heavy snowfall, and now we are entering the third stage of 4WD. This is not only because 4WD vehicles capable of providing comfort with high marginal performance and extreme safety when driving on highways or on rainy days, but also because the concept of a new sporty car has been gradually permeating the minds of young persons.

We seized this opportunity with main models being 4WD/RS, so I think that Justy will have a wide ranging appeal.

(To be continued)

The above was taken from Cartopia Vol. 141. This column featured the second half of this discussion in Cartopia Vol. 142 of the following month. We look forward to reproducing the second half of the discussion here next week.

#justy

safety design and functional design in the Rex

In the Attic named Pleiades

In the catalog for the first generation Rex, the safety philosophy of Subaru and its stance towards car making with emphasis on people (a principle that holds true to this day) are introduced. Various safety devices and comfortable functions that are taken for granted today were already equipped in the light cars that went on sale 30 years ago. Here, we extract portions from the first Rex catalog that was issued in July 1972.

SAFETY [Attracted by Essence of the Rex] The scrupulous attention to safety design and functional design in the Rex has no doubt attracted many people.

Safety Design for Human Dignity

● Dashboard . The bold protruding shape of the dashboard on the passenger seat side has been designed in order to reduce shock in the event of crashes. Moreover, the Rex soft padding not only covers the surface but is soft all the way to the center. Unfortunately we cannot cut a section out to show you. Also, consideration of design can be seen in the way that the upper part of the protruding glove box can be used as an assisting grip.

● Door inner lock . The lock is positioned so that the driver can even check the lock on the passenger side while in the driving position. Of course, there is no danger of children in the rear seats playing with the lock.

● Room lamp . The room lamp fitted above the driver’s head is linked to the door switch and also serves as a warning light for when the door is half open. This explains the reason why the door switch is located not on the hinge side but on the edge (in all models except the standard version). Moreover, because the room mirror detaches on impact, this prevents injury in the event of accidents.

● Pilot lamps . The charge, oil and handbrake lamps are lined up on the right side of the dashboard. The pilot sign for the hot-wire printed rear glass, which is a standard feature in the Custom L, is “CLEAR”.

Consideration Design combining Functions with Convenience

● Dashboard lamps (Custom L, Super L, GSR) <User-friendly nighttime lamps for aiding safe driving> Illuminating the center panel with a pale light, the dashboard lamps prevent misoperation at night. Through guiding the heater lever and showing the cigar lighter position and so on, these lamps assist safe night driving.

● Glove box <large enough to hold a standard size maintenance handbook> Although obvious, it is troublesome when you can’t fit the things you want into the glove box. This is a prime example of the user-friendly design of the Rex.

● Rear side pockets (Custom L) <pockets for small objects that also serve as arm rests> These are handy for inserting a camera or cigarettes and so on. You can also enjoy the deluxe feel of resting your elbow on it.

● Center ventilation and powerful heater <able to cope even if people who like the cold and people who prefer the heat ride together> The center ventilation delivers fresh outside air to the upper body. (The Custom L has a lever for adjusting the wind direction). Through combining this with a two-speed fan that can switch between outside air introduction and inside air circulation, air conditioning can be flexibly adjusted as desired. In addition to the ideal temperature adjustment of cool head and warm feet, the fan can also be used to rapidly heat the car, shut out dust and odor and act as a defroster. Moreover, the center ventilation has a non-step adjusting lever for flexibly adjusting the air flow, and the heater is also scrupulously designed for fine adjustment of temperature.

● Passenger side door key lock (excluding the Deluxe and Standard) <Use the key lock from the sidewalk side> You can freely use the door key lock from either the right side or left side. Moreover, two-step opening of the door has been adopted for safety. User-friendly reversible keys are now common knowledge.

● User-friendly gasoline inlet design <Making work easier for gas station staff> When refueling, even if you spill the gasoline, it won’t stain the body. It’s just a minor feature, but there is a small hole beside the gasoline inlet. Moreover, the inlet lock is fitted as standard in all models except for the standard.

● Foot space <Long legs are the measure of looking good; wide foot space is the measure of functional pursuit> What is the key to revealing the secret behind the extensive front foot space in the Rex? It is the RR system. Naturally, placing the engine to the rear creates extra room at the front. Moreover, the spare tire is also housed at the front, thereby proving useful for securing safety in the event of accidents.

● Reach <Even able to adjust the shift lever position> Everybody knows how to adjust the seat according to the pedals, and how to adjust the angle of the back rest. Now try reaching for the switches and knobs. Operability is really good. That’s because of the concave dashboard. Now, how about the reach for the shift lever? If it doesn’t fit your needs, the Rex allows you to alter the position to the front or rear by 70 mm. In order to do so, loosen the three bolts at the base of the lever, move it to the desired position, and re-tighten the bolts. (Was there ever a car that gave so much thought to the driver’s needs?)

#REX

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