Honda 1969

S 800    
N 360 / N 600    
N 1300    

Japan

With an annual production of more than 1 million units, Soichiro Honda is by far the largest motorcycle manufacturer in the world. It was not until the beginning of 1967 that the production of the N 360 and the N 600 began, and Honda is already the absolute leading producer of Japanese mini-cars, building about 20,000 pieces per month. And from now on, Honda also supplies cars of normal size. Recently, the production of the completely new type 1300 began.
 

S 800

  4-cyl. ohc
791 c.c.
70 b.h.p.
Coupé S 800
cabrio S 800

 


S 800

S 800 Coupé
 

 

           
N 360 (2 cyl., 354 cm³, 27 hp; wb: 2000 mm)
N 400 GT (2 cyl., 402 cm³, 31 hp; wb: 2000 mm)
N 600 / N 600 GT (2 cyl., 598 cm³, 42 hp; wb: 2000 mm)
  Sedan
         

 

An upgraded 36 PS (27 kW) engine was added in October 1968 for the N360 TS, which was sold as the N360 Touring following a minor update in January 1969.
The N600 was introduced to the USA in 1969 as a 1970 model, and was the first Honda automobile to be officially imported to the United States.
The N600 (along with the TN360 kei truck), were the first Honda cars to be assembled outside Japan, with production in Taiwan by local joint venture Sanyang Industrial beginning in 1969. The N600 was called the Fu Gui, meaning 'Wealth' in Chinese.

Honda N 600 (USA)

Honda N 360  

N 360 III – facelift for 1970 (Japan only?)
 

N 1300

wb: 2250 mm 4 cyl.
1298 cm³
100 hp
4 cyl.
1298 cm³
115 hp
Sedan 77 99
Coupé 7 9

 

In May 1969 the Honda 1300 went on sale in Japan] It was reported at the time that launch was delayed by a couple of months because company president Soichiro Honda found the styling of the car as presented at the Tokyo Motor Show the previous year unacceptably bland and called for a redesign. The front suspension was substantially modified after the car's initial presentation: production cars incorporated modified front suspension geometry, a lowered steering ratio and a steering damper, intended to reduce the unusually strong self-centring propensity which was a feature of the pre-production cars originally presented to journalists. The cars as sold also incorporated an updated gear-box and final drive ratios along with re-sized wheels.
In May 1969 final specifications and prices for the Japanese market were announced. There are two engine versions, being the "Series 77" with a single carburetor 100 hp and the "Series 99" with a four carburetors 115 hp. The less powerful car is listed with four levels of trim, of which the top three are also available with the four carburetor engine. The manufacturer's ex-works prices ranges from ¥488,000 for the entry level "Series 77" standard saloon to ¥710,000 for the "Series 99" Custom saloon. Automatic transmission and air-conditioning are optional. Six of the seven versions offered are priced comfortably above the Toyota Corolla 4-door deluxe, retailing at ¥520,000. For this price Toyota includes delivery to the Tokyo area.

Honda N 1300 series 77

Honda N 1300 series 99

1300 "77"

1300 Coupé at Tokio Motor Show. Soichiro Honda never fails to spring a surprise. This year, it was a long awaited coupe version of the 1300, still in a prototype stage, but based on the power unit and running gear of the four carburetter 115 h.p. type "99" saloon. Body outer panels were all new; Honda claim a top speed of 195 k.p.h. with the boxy "99" saloon, so the coupe may attain the magic 200 mark (125 m.p.h.). Production of the 1300 saloon is now in full swing at the Suzuka works and an automatic transmission, similar to the one fitted on the 360 /600 Honda, was shown on the 1300. I was surprised that the 1300 was not shown with suitable radial tyres; the front cross ply tyres on my personal "77" (100 h.p.) 1300 are wearing very quickly under the weight bias and tremendous power, and are not likely to see 6,000 miles. They have, however, stiffened the suspension of the sporting 1300 "99" S saloon as well as quickening the steering from the normal 21:1 to a 17.5:1.
Tokio Show report
 

 

           
           

 


Prototyp zaprezentowany na Salonie w Tokio.
 

 

           
           

 

The high-revving character and dry-sump oil system both meant that the 1300's engine should be a natural for racing, and soon the RSC (Racing Service Club, Honda's competition department) built the mid-engined, tubular framed Honda R·1300. Next, in the 1969 Japan GP the similar Can-Am style Carman-Apache made its racing debut, with a Honda 1300 engine tuned to 135 PS (at 7,000 rpm) mounted transversally in the middle. Weight was a mere 490 kg. The car only made 29 laps (out of 120) before retiring,[6] but continued to race with some modest success through the next year.