The Unsung Hero: Charting the Evolution of the Daihatsu Sirion

In the vast and competitive world of the automotive industry, some cars become legends, their names synonymous with performance, luxury, or revolution. Others, quieter and more unassuming, carve out a niche by simply doing their job exceptionally well. The Daihatsu Sirion falls firmly into the latter category. A product of Japan’s oldest car manufacturer and a specialist in compact vehicles, the Sirion was a masterclass in packaging, efficiency, and surprising character. It was never the bestseller in every market, but for those who owned one, it was often a revelation—a plucky, reliable, and ingeniously designed supermini. Its evolution over two distinct generations (and a third spiritual successor) tells the story of a changing automotive landscape and Daihatsu’s unwavering commitment to the art of the small car.

First Generation (M100/M110): The Quirky Original (1998-2004)

The Daihatsu Sirion made its global debut in 1998, arriving as a replacement for the ageing Charade in many international markets. In its home market of Japan, it was known as the Daihatsu Storia, and it was also sold as the Toyota Duet. This platform sharing with Toyota, a majority shareholder in Daihatsu, would become a defining feature of the model’s future.

Design and Philosophy: The first-generation Sirion (chassis code M100 for front-wheel drive, M110 for four-wheel drive) was immediately identifiable by its quirky, “tall-boy” design. With its large, rounded headlights giving it a friendly, almost bug-eyed face, and a short, tall body, its form was dictated entirely by function. The goal was to maximize interior space within a minimal footprint, making it a perfect urban vehicle. It was compact enough to navigate congested city streets and park with ease, yet its high roofline provided surprising headroom and an airy cabin feel that defied its external dimensions.

Powertrains and Performance: At the heart of the initial Sirion was Daihatsu’s speciality: the small-capacity, high-efficiency engine. The primary engine offered globally was the 1.0-litre (989 cc) EJ-DE three-cylinder DOHC 12-valve engine. Producing around 54 horsepower, it wasn’t built for speed, but it was renowned for its characterful thrum, excellent fuel economy, and surprising willingness to rev. This engine gave the lightweight Sirion an eager, zippy feel in city driving. It was available with either a five-speed manual or a four-speed automatic transmission.

Recognising a demand for more performance, Daihatsu introduced a 1.3-litre (1298 cc) K3-VE four-cylinder DOHC 16-valve engine in 2000. This unit, featuring Dynamic Variable Valve Timing (DVVT), produced a much healthier 101 horsepower, transforming the Sirion from a city runabout into a capable motorway cruiser and a genuinely fun-to-drive “warm hatch.”

Trim Levels and Variants: Trim levels for the M100 Sirion varied significantly by market, but generally followed a simple hierarchy.

• In the UK:
  • Sirion+ (or E/EL): The base model, featuring the 1.0-litre engine. It was spartan, often equipped with just the basics like power steering and a driver’s airbag.
  • Sirion SL: A higher-spec model that added features like central locking, electric front windows, and often a tachometer.
  • Sirion Sport: After the 1.3-litre engine was introduced, this trim level paired the more powerful engine with alloy wheels and sometimes a subtle body kit to signify its sporting intentions.
• In Australia:
  • The model was simply known as the Sirion, available with the 1.0-litre engine. A slightly more equipped version, the Sirion GTVi, was later introduced with the potent 1.3-litre engine, alloy wheels, and sportier trim.

The Rally and JDM Halo Models: The M100 platform had a secret, high-performance side that cemented its cult status among enthusiasts. In Europe, Daihatsu released the limited-edition Sirion Rally 2 (FWD) and Rally 4 (AWD). These models used a de-stroked, high-revving 713 cc JC-DET turbocharged engine in Japan to meet kei-car rally regulations, but for export, they featured the naturally aspirated 1.3-litre K3-VE2 engine, tuned for around 108 horsepower.

The true pinnacle, however, remained in Japan. The JDM Daihatsu Storia X4 was a homologation special built for Japanese rallying. It featured a 713 cc JC-DET four-cylinder turbo engine producing a staggering 118 horsepower—an incredible specific output for its time. Coupled with a full-time four-wheel-drive system, close-ratio gearbox, and limited-slip differentials, the Storia X4 was a tiny, road-legal rally car and remains a sought-after collector’s item today.

A facelift in late 2001 brought a redesigned “smiling” grille, new bumpers, and revised interior trim, keeping the car fresh until its replacement.

.

.

Second Generation (M300): The Mature All-Rounder (2004-2010)

If the first Sirion was the quirky innovator, the second generation was the polished, mature successor. Launched in late 2004, the M300 series Sirion represented a significant leap forward in design, quality, and refinement. This was a direct result of even deeper collaboration between Daihatsu and Toyota. The Sirion was now a global version of the JDM Daihatsu Boon and Toyota Passo.

Design and Platform: The M300 shed the overtly quirky styling of its predecessor for a more conventional, yet still cleverly packaged, design. It was slightly larger in every dimension, with a longer wheelbase that directly translated into a remarkably spacious cabin, particularly for rear passengers. The design was cleaner, more aerodynamic, and had a universal appeal that the M100 lacked. Build quality and interior materials took a monumental step up, feeling more substantial and aligned with European competitors.

Engines and Efficiency: The engine line-up was revised and refined, with a focus on combining efficiency with smooth power delivery.

• 1.0-litre (998 cc) 1KR-FE three-cylinder DOHC 12-valve engine: This was a brand-new, all-aluminium engine co-developed with Toyota. It was exceptionally light and efficient, producing 69 horsepower. This engine would go on to become legendary, powering the Toyota Aygo, Peugeot 107, and Citroën C1 city car trio. Its distinctive three-cylinder sound and excellent fuel consumption made it the most popular choice.
• 1.3-litre (1298 cc) K3-VE four-cylinder DOHC 16-valve engine: The familiar 1.3-litre unit was carried over but refined for better emissions and smoother operation, producing around 86 horsepower. It offered a more relaxed driving experience compared to the 1.0-litre, particularly on the open road.
• 1.5-litre (1495 cc) 3SZ-VE four-cylinder DOHC 16-valve engine: Offered in certain markets (like Japan and Australia), this engine produced 102 horsepower, turning the Sirion into a genuinely zippy performer with warm hatch credentials.

Trim Levels and Global Impact: The trim structure was again market-dependent but generally offered more standard equipment.

• In the UK:
  • S: The entry-level model, equipped with the 1.0-litre engine. Standard features now typically included CD player, central locking, and front electric windows.
  • SE: The mid-range best-seller, available with the 1.0-litre or 1.3-litre engine. It added air conditioning, alloy wheels, and body-coloured mirrors and door handles.
  • SX: The top-spec model, usually with the 1.3-litre engine, which added features like front fog lamps and side airbags. A special edition, the Sirion 1.5 Sport, was briefly offered with the larger engine.
• In Australia:
  • The line-up consisted of the standard Sirion (with the 1.3-litre engine) and the sportier Sirion Sport (which later received the 1.5-litre engine).

This generation’s biggest impact was arguably through its rebadged siblings. It was sold as the Subaru Justy in Europe, offering customers a familiar badge with Daihatsu’s proven small-car engineering. More significantly, it formed the basis for the Perodua Myvi in Malaysia. The Myvi became an unprecedented success, consistently topping the country’s sales charts for years and cementing the M300 platform’s legacy as a truly global product.

Once again, Japan kept the most exciting version for itself: the Daihatsu Boon X4. This model featured a 936 cc K3-VET turbocharged engine (sized to fit under a 1.0-litre class in rallying) producing 131 horsepower, paired with a symmetrical AWD system. It was the spiritual successor to the Storia X4 and another compact performance marvel.

The Third Generation (M600) and the End of an Era (2010 onwards)

In 2010, Daihatsu launched the third-generation Boon (M600 series) in Japan. However, the Sirion’s story in many key export markets, particularly Europe, was coming to a close. Daihatsu announced its withdrawal from the European market in 2011, with sales ending in 2013. Citing the unprofitability of exporting vehicles due to the strong Yen, the brand retreated, and the Sirion nameplate vanished from the continent.

The third-generation Boon/Passo continued the evolutionary path of its predecessor, focusing even more heavily on fuel efficiency with features like start-stop technology. In some markets, such as Indonesia and South Africa, the “Daihatsu Sirion” name was revived for the second-generation Perodua Myvi, which itself was based on the M600 Boon platform. This vehicle retained the core principles of the original—a spacious interior, an efficient engine, and excellent value—but it was no longer a model designed with Europe in mind.

Legacy of the Little Giant

The Daihatsu Sirion’s journey from a quirky upstart to the foundation of a global compact car platform is a testament to Daihatsu’s engineering prowess. While it may not have the brand recognition of a Ford Fiesta or a Volkswagen Polo in Europe, its impact was profound. The first generation offered a unique blend of character and utility, with its high-performance Rally and X4 versions earning it a devoted enthusiast following. The second generation matured into a world-class supermini, praised for its incredible interior space, Toyota-derived reliability, and the sheer excellence of its 1KR-FE engine.

The Sirion was a car that consistently punched above its weight. It demonstrated that a small, affordable vehicle didn’t have to be a penalty box; it could be clever, characterful, and even exciting. For those who looked beyond the badge, the Daihatsu Sirion offered everything a supermini driver could need, and often, a whole lot more. It remains one of the automotive world’s most capable and endearing unsung heroes.