To celebrate the tenth anniversary of the DB9, Aston Martin is offering a special Carbon Edition for the Japanese market.

More specifically, there are two variations, Carbon Black and Carbon White, painted in, you guessed it, Jet Black and Stratus White. The appearance package adds a carbon fiber rear diffuser surrounding graphite-finish exhaust tips, black intake mesh, black finish wheels, and carbon fiber texture strakes garnishing the fender vents.

Cabin-wise, Black Obsidian accent trim and vents and a Carbon Edition kick plate set it apart from standard DB9s. Buyers will have the option of red, silver or yellow stitching to hold the upholstery together. The paddle shifters are also available in the customer’s choice of carbon fiber finish or black leather.

Overall, the look is that of a svelte stealth bomber, especially with normally chrome brightwork, such as window trim, now finished in black. Both fixed head and droptop Volante body styles can be Carbonized.

Mechanically, the Carbon Edition DB9s are identical to their standard counterparts, with a 5.9-liter V12 capable of 510hp mated to a flappy paddle six-speed. Prices start at $230,705 for the coupe and $249,794 for the convertible. Thus far, there are no plans to distribute these stateside.

Subaru’s teasing of an upcoming sports sedan, something it’s calling the WRX S4, is making the rounds in US media. Likely, the “all new” car will be a Japan-market version of the 2015 Subaru WRX already on sale in the US.

In Japan the base Impreza is on the fourth generation body style, but the WRX and STI sold in its home market are still previous-generation models. The WRX S4 will combine Subaru’s trademark all-wheel-drive performance with its next-gen EyeSight, a catch-all safety system that includes adaptive cruise control, lane departure warnings, and pre-collision braking and throttle management.

Though S4 sounds suspiciously like a model from Audi’s sport division, Subaru says that the four esses stand for “Sports performance,”, “Safety performance”, “Smart driving” and “Sophisticated feel.” Note that the top-spec STI moniker is nowhere to be found, perhaps a sly dig at where Subaru believes its competitor falls in the AWD sports sedan hierarchy. Or perhaps it’s a nod to another rally-bred compact, the Lancia Delta S4. Or perhaps it’s just another bunch of meaningless alphanumerics.

The Japanese market is no stranger to a mind-boggling number of WRX variants. Past special editions have included the WRX STI Takumi, 20th Anniversary WRX STI, WRX STI Spec C, the WRX STI A-Line, WRX STI R205, WRX STI tS, WRX STI A-Line tS, WRX STI S206 NBR Challenge, WRX STI A-Line type-S, WRX STI tS Type RA, and WRX STI tS Type RA NBR Challenge, among others.

The WRX S4 will be revealed 11:00 am August 25.

The Honda S660 concept that debuted at last year’s edition of the Tokyo Motor Show has reportedly been given the green light for production, and a new report gives us a better idea of what to expect from it.

The roadster will be built by Yachigo Industry Company, a small Honda-affiliated supplier that has assembled many of the automaker’s kei cars and trucks over the past couple of decades. Production is scheduled to kick off later this year, and the roadster will land in Honda showrooms across Japan in early 2015.

The S660 is an evolution of the all-electric EV-STER concept that Honda presented at the 2011 edition of the Tokyo show but it is powered by a gas-burning 660cc three-cylinder turbocharged engine borrowed from the firm’s kei car parts bin. The mill sends 63 horsepower to the roadster’s front wheels via either a continuously variable transmission (CVT) or a six-speed manual unit.

Renault has confirmed it is busily developing a successor to the slow-selling Koleos compact SUV.

Scheduled to hit showrooms in 2016, the next Koleos will share the bulk of its mechanical components with the new Nissan Rogue (sold as the X-Trail in Europe). It will ditch the current model’s Samsung bones and ride on the Common Module Family platform that is designed to underpin the bulk of Renault-Nissan’s new models over the coming years.

Under the hood, the Koleos will offer the usual assortment of gasoline- and diesel-burning four-cylinder engines. Buyers will be able to choose between a six-speed manual transmission and a dual-clutch unit, and most models will come with start-stop technology in order to keep fuel economy in check.

Both two- and four-wheel drive variants of the Koleos will be offered.

Redesigned last year, the Koleos has posted disappointing sales figure since it was introduced in 2008 but the Renault believes the hot-selling Captur crossover will give the next-gen model a noticeable boost in markets all around the world.

“The Captur is good for our SUV product business. I think that Captur will also help with one of the biggest challenges around Koleos, and that is its awareness – or lack thereof,” explained Justin Hocevar, the managing director of Renault’s Australian arm, in an interview with website CarAdvice.

Expect the second-generation Renault Koleos to bow at the 2016 edition of the Geneva Motor Show. It will go on sale across Europe and in China shortly after.

To Americans, the term “K-Car” is generally associated with a sub-par compact built by Chrysler and sold under a variety of nameplates in the 1980s and 1990s. The term has an entirely different meaning in Japan, where a kei car is a special type of car that is less expensive to buy, register, and insure than a standard car due to its almost Matchbox-like size.

The current regulations dictate a kei car must stretch no more than 133.8 inches from bumper to bumper, 78.7 inches tall and 58.2 inches from side to side. To put those figures into perspective, Chevrolet’s entry-level Spark measures 144 inches long, 62 inches wide and 61 inches tall. Additionally, a kei car’s engine displacement is strictly limited to 660 cubic centimeters and its output can’t exceed 63 horsepower.

Kei cars have been sold in the United States in the past: The Subaru 360 – the automaker’s first-ever car – was a kei car, and the Honda N600 was an evolution of the N360 kei car that was introduced in Japan in 1967. However, they are generally ill-suited to today’s market due to their pint-sized dimensions and many of them are even too small for Europe.

Eager to see what it’s like to live with a kei car on a daily basis, we headed to Japan to spend time behind the wheel of the retro-styled Honda N One.

What Is It?
Introduced in 2012, the N One eschews the “exciting H” design language seen on the Fit and the upcoming HR-V because it was designed as a homage to the aforementioned N360. Styling cues like the N360′s round headlights, its characteristic beltline crease and its vertical tail lamps have been carried over to the new model, creating an unmistakable visual connection between the two cars. However, the N One packs four doors for practicality purposes and it is noticeably bigger than its truly tiny predecessor.

Like most kei cars, the N One is sold exclusively in Japan and Honda is not currently planning on exporting it abroad. Interestingly, it is billed as a more premium alternative to other kei cars and it can be decked out with a wide array of customization options including two-tone paint jobs, several different alloy wheel designs, aerodynamic add-ons and a long list of decorative trim pieces.

Life Aboard
The N One is surprisingly well built inside, shattering the notion that small is a synonym for Spartan in the automotive world. The other surprising aspect is that Honda has maximized the use of space to an extent that is almost unbelievable. For example, the center console has been thrown out to clear up space for two wide seats that join together to create a makeshift bench seat. Kei cars are often parked in impossibly small spaces, and the pseudo-bench seat setup facilitates the task of entering and exiting the car from either side.

The N One more than makes up for its lack of a center console by offering several storage bins cleverly scattered throughout the cockpit, four cup holders located on either end of the dashboard and in the door pockets as well as a grocery bag hook in the passenger foot well.

Don’t let the N One’s small size fool you into thinking it’s little more than a glorified motorcycle. The hatchback can comfortably seat four normal-sized adults while carrying several bags of groceries in the trunk. Alternatively, Honda’s Magic Seat technology (also found in the Fit) makes it possible to fold up the rear seat bottoms to obtain a generous amount of vertical space, or to fold the rear seat backs down to create a flat loading floor.

A large touch screen that runs the car’s infotainment system sticks out from the top of the dashboard. Steering wheel-mounted controls allow the driver to change the radio station and adjust the volume, but there are no redundant knobs or switches for the rest of the infotainment system’s functions. Clearly, the N One is aimed at a young and technology-focused target audience.

On The Road

Our tester was equipped with the optional turbocharged 658cc three-cylinder mill that generates 63 horsepower and 76 lb-ft. of torque. That’s not much grunt on paper but it’s enough for the 1,918-pound N One to keep up with normal traffic around town. Freeway driving is not a problem, either, especially since the speed limit is relatively low on Japanese freeways, but the turbo three is noisy at higher speeds.

Power is sent to the front wheels via a continuously variable transmission (CVT) that can either be left in “drive” or controlled by shift paddles that let the driver select one of seven pre-programmed virtual gears. A manual transmission is not offered, but the N One can handle adverse weather conditions with aplomb thanks to a four-wheel drive system available at an extra cost.

We averaged 47 mpg from the tiny 9.2-gallon tank in mixed driving. The start-stop system helps save gas (especially in dense Japanese traffic jams) but it is noticeably more finicky than other systems we’ve tested. The engine only stops when a very precise and rather heavy amount of force is applied to the brake pedal.

A city car at heart, the N One is easy to maneuver and nimble to drive around town thanks to its low weight, its quick steering and its narrow wheels – in fact, we couldn’t help but occasionally compare it to the original Austin Mini.

The suspension is tuned to filter out most of the road imperfections encountered in the city, providing a comfortable but not overly plush ride. However, the N One’s urban vocation becomes immediately evident as soon as the brake pedal is pressed. The brakes are alarmingly weak, a trait that becomes all the more noticeable at higher speeds or when going down a steep hill.

Leftlane’s Bottom Line
The N One accurately demonstrates Honda’s ability to build a small car that is as roomy and as comfortable as many models in the next segment up. Frankly, we doubt there’s room in Honda’s U.S. lineup for a model that slots below the Fit, but the N One could realistically become a hot seller across Europe if equipped with larger brakes and the automaker’s upcoming 1.0-liter turbocharged three-cylinder engine.

All told, a majority of the automakers who dabble in subcompact hatchbacks would benefit from taking a close look at how the N One – and kei cars in general – are packaged in Japan.

Words and Photos by Ronan Glon.