A Copen with Bite!

What happens when a doctor takes a scalpel to a Turbo Kei…


Published on 22 Jan 2022

Daihatsu’s second generation LA400 Copen was introduced to the world in 2014, as the automaker’s two-door kei roadster. Being a kei, it was bound by pretty strict rules including a length of no more than 3.4 metres, engine not exceeding a dinky 660cc, and most importantly, a power output of not more than a cat’s whisker north of 64hp.

The kei class has given us a broad gamut of distinctive vehicles, including the ubiquitous Suzuki WagonR and its jacked-up sibling the Hustler, the mini-NSX like Honda S660 and even the lovable (and capable) Suzuki Jimny, plus a myriad of workmanlike mini-MPVs, delivery vans and even kei trucks (of which there is a drift fraternity in Japan).

What’s the Copen’s party piece amongst the kei hoi polloi? That trick powered folding roof of course. Release some latches, activate the switch, and voila, open air motoring glory ensues. Of course, the Copen wasn’t meant to be an all-out speed machine, complying with the 64hp kei regulation from the factory. Once out the factory doors, though…

“How Hard Could It Be” was the train of thought that led Dr. Tharinda Dalpethado to embark on a journey with his 2015 Copen, a journey that currently stands with the vehicle you see here. Helped by his knowledgeable and affable buddies Kelum Wijayawardhana and Dr. Suneth Rajawasan, he embarked on a path of discovery, to see just how far a Copen could be pushed. 64hp? Pah! 140km/h limited top speed? Bollocks!

Tharinda’s intensive web search led him deep into the annals of Japanese tuner forums and Copen culture, where he discovered that there was a fair bit being done to these cars in their land of origin. Determined to replicate something as close as possible to what was being done in Japan, this car is not yet another mod job, but something with sound research and provenance behind its mods. It’s running a DSport Japan piggyback ECU, as the stock ECU is necessary for the Body Control Module to function, as well as that trick folding roof.

The first time we meet, I hear the car powering up the hills long before I see it. Kelum has fabricated a complete front to back SS high flow exhaust with Ganador muffler that is not loud, but leaves a sound that lingers. The next thing you see is this dinky little Matador Red Pearl car with its red alloys. The red alloys are actually JDM Copen stuff in the shape of genuine Works Emotion Kiwami wheels painted in factory Candy Red. Tharinda and I have a chat about the car before we set off along the winding roads of Aniwatte.

I have driven a Copen (CVT), and right from the first pull, I can tell that this thing is packing noticeably more than 64hp. I’d hazard a guess of closer to 100hp. There’s torque all over the place, and the engine spins beautifully up to the 7,000rpm redline. When we did a Honda S660 versus Daihatsu Copen test some years ago, I noted how rev-happy the Copen’s engine was, even with the CVT. This one seems even rev-happier. I briefly take the wheel and soon discover that you can drive it sedately too, as is necessary on the winding roads with modest traffic. This is particularly important in the hill country, as you don’t want to get bogged uphill whilst traffic angrily builds up behind and you’re waiting for your boost to build before rocketing off into the sunset (and possibly off a cliff if you’re not careful).

We decide to take this car somewhere it would be more suited, higher up in the hills with less traffic and smoother roads. Cue a 7am Christmas Day drive to the Hanthana mountain range. The car pulls cleanly up the hills aided by the ample low to mid torque, and I am surprised when Tharinda leaves it in second or even third for some climbs. Higher and higher we go, seat heaters on with top down, revelling in the coolness of this December morning.

I am invited to take the wheel and immediately do so. The roads are smoother with less traffic and some tantalising bends lie ahead. Tharinda has driven these roads many times before (he considers it his test track) and tells me what’s coming up ahead, what to watch out for, and most thrillingly, where to give it full beans. Whilst you wouldn’t be quite so inclined to drive a larger sedan in anger on these roads, let along a broad and low-slung sports car, this pint-sized kei eggs you on to do just that, with its cheeky exhaust note encouraging you to delve deeper and deeper into its reserves.

As the engine nears redline, you instinctively grab the next gear with the Sickspeed weighted gear knob with short shifter setup. The gear knob is actually meant for a Subaru, and has been customized and engraved locally with the ‘Copen’ script. As you let off the throttle, that characteristic ‘Chuss’ issues forth from the HKS Copen Blow-Off Valve kit, whilst the Greddy Povec boost controller keeps things in check and offers a variety of maps to suit the mood. Kelum has also fabricated the turbo inlet and charge pipe. The Works Engineering boost gauge flickers in your right eye’s peripheral vision, reminding you that boost is the secret of our energy (sorry, Kapil Dev and Sachin Tendulkar, couldn’t resist).

When the time to shed speed arrives, the Dixcel ES racing rotors up front help you do just that, whilst the rear drums are more than up to the task too. Tharinda tells me of a special finned rear drum kit that Japanese Copen tuners install as an upgrade, which is quite hard to find but he’s on the challenge. Tharinda points out that the Tanabe NSD16 front strut has made front-end grip a lot better, albeit at the expense of some ride comfort, and a few days after our drive, he had cleared and installed the Tanabe NSD17 rear strut as well. Comfort levels are not unbearable, but if you’re coming from a regular sedan or SUV, you will notice the increased communication with your spine, via your buttocks.

However, when the road gets rough and the going gets tough, you can ease back and fire up some tunes of choice via the Infinity Reference sound system with Pioneer head unit and amplifier that he’s installed just for the purpose.

This car has been and continues to be a labour of love for Tharinda and his buddies. You can see it in his eyes and hear it in his voice when he enthusiastically talks about it. He’s done a lot of work with on it with his own hands and learnt immensely in the process, aided by his trusty mechanic. As a result, he’s got a well-equipped garage at home including many workshop-level tools and an OBD scanner. His attention to detail extends to ensuring that every nut and bolt is torqued to factory spec.

Tharinda is able to rattle off the mod list on request, and items on it not mentioned so far in the article include the DSport clutch plate and release bearing, HKS superfire racing plugs, HKS belts with the iconic logo on them, GruppeM Pod Filtre Kit with heat shield that contains a K&N air filter within, Dei gold heat shield wrap of which around four rolls were used, PIAA fog lamp bulbs and Works Engineering 24k gold plated ground wire kit.


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