Japan Mobility Show needs production cars, not just concepts

I find it tiresome when people come back from Japan raving about how ‘weird’ the country is.

Its alphabet may be unreadable to Western visitors, its streets may be full of tiny kei cars seemingly smaller than a G-Wagen key fob, and its people may eat Miso soup and grilled fish at breakfast, but calling Japan ‘weird’ is disrespectful. It is simply different from what you know. That difference is precisely what makes a trip there such an invigorating jolt to cheese-covered Western sensibilities.

I have just completed two frantic days at the Japan Mobility Show. Once upon a time, it would have been known as a motor show, but manufacturers now prefer to talk about delivering ‘mobility solutions’.

Photography: Toby Thyer

Japan Mobility Show mobility solutions

Everywhere you looked, there were EVs, self-driving pods, robots, droids and drones. It felt like a reunion for the less memorable characters from Star Wars.

Toyota’s stand alone featured an off-road ‘Land Cruiser’ wheelchair, a walking stool that enables disabled people to dance, and an autonomous pod intended to take children to school - because children aged seven starting elementary school are, statistically, Japan’s most frequent traffic-accident victims.

Beside Toyota’s collection of concept vans, a crab-like coffee table designed to transport parcels to rural communities shuffled around the display.

So, yes, there was ‘weirdness’. This was Japan’s motor industry at its most inventive and colourful. There was also a clear feeling of resistance: Japan had surrendered too much territory to ambitious Chinese newcomers targeting market share with appealingly inexpensive EVs, capable AI software and a ‘move fast and break things’ mindset.

Concepts dominate the Japanese car industry

Yet, on closer inspection of the big attractions, it became clear that there were very few cars anyone can actually purchase.

Toyota unveiled a new Corolla, in the form of a sharp-looking, coupe-like saloon, but it remains a concept. Its promises of combustion, mild-hybrid, plug-in hybrid and fully electric powertrains are equally imprecise.

Lexus made a major statement by declaring that luxury saloons are officially finished, with the LS’s future represented by a boxy six-wheeled van. If that cannot get through the paparazzi, its A-list passenger would switch to a self-driving single-seat trike for the final stretch to the event.

Also on the stand were an autonomous catamaran yacht, images of a raised sports coupé called the LS Coupe, and the Sports Concept. The latter appears destined to become an all-electric sister model to the forthcoming V8 GR supercar, complete with an integrated high-speed drone.

They were all imaginative and exciting ideas, but none is available to buy. Not yet.

The same applies to Mazda’s latest promise to revive the rotary engine, seemingly for the billionth time, and to further nods towards Subaru’s rallying heyday. There was plenty of energy, but almost no information about sale dates or prices. Details of how Century intends to challenge Rolls-Royce were also scarce. That was a shame, as the enormous orange coupé looked spectacular.

Honda Super-N and Japan’s small-car campaign

Honda was virtually the only marque to show a genuine production-ready vehicle for the public. It removed the camouflage from its Super-EV concept to reveal the appealing, feisty kei car now known as the Super-N. Its range, price and performance remain undisclosed, but at least it has door handles.

Indeed, much of the optimism at JMS stems from Japan’s mission to preserve the affordable small car. Alongside the Super-N, there was an attractive new Mazda supermini concept, while Daihatsu broke our jet-lagged hearts by presenting its best-looking Copen roadster yet, albeit as a concept, before confirming that it would not be sold in Europe. Please reconsider!

Japan has unquestionably boosted its creative confidence. There was plenty of serious recognition that its traditionally conservative marques must build cars people want to buy, because merely serving as mass-market transport is no longer sufficient. Not with rivals this plentiful and improving so quickly.

What is required now are production models: promises fulfilled that demonstrate Japan does not merely want to create something ‘weird’ for a brief moment of entertainment.

Build the bold, edgy ideas, and Japan can reclaim its position as the car industry’s most powerful influencer.