AutoSpeed — Pre-Owned Performance — Honda S800

20 мая 2015 | Author: | No comments yet »
Toyota S-800

Pre-Owned Performance — S800

A true Japanese performance car, the amazing sports was one of Honda’s first at a four-wheeled vehicle.

Words by Knowling, Pix by Julian Edgar

— now a global manufacturer of cars and outboard marine — first established building consumer motorcycles in the time after the Second War. But it took until for the fast-growing Japanese company to its first ever car at the Tokyo show — the S500 Due to Honda’s roots, this car many of its design concepts its motorcycle ancestors — the tiny size of the vehicle and its engine and driveline. It came in the choice of hardtop coupe or form and was powered by a 531cc four cylinder engine at 45 degrees to the vertical.

This overhead camshaft alloy featured class-leading technology as a hemispherical shaped combustion a roller bearing crankshaft, oil filters and four side-draft (Honda designed) carburettors. like a motorcycle engine, it to rev. In fact, it would its peak power of 44hp at a 8000 rpm — an engine almost unheard of in a showroom car of the time. And it is also rumoured in full race-trim in Japan they were regularly to over a staggering 10,000 Engine life, given astronomical revs, was said to be good.

The driveline was another aspect of the car took design cues motorcycle technology. Honda to use a chain drive to transfer to the independently sprung rear wheels. This worked well, however, its inherent noise and low torque handling were its major limitations. received a warm embrace for new car, it was in 1964 that Japan decided to treat it to an capacity increase to 606ccs. The new car dubbed the S600 — was as the replacement for the S500. Its 14 percent motor gave the car 57 bhp at 8500 rpm and 35 at 5500 revs. Drivability was noticeably. This car was first into Australia in early — however, its list of included excessive noise, harshness and a poor ride.

The best known of the S-series is the S800, which — in 1965 — represents the phase of the car’s evolution. car, too, was brought to It was visually distinguished from models by its wire mesh bonnet bulge, new wheels, taillights and the replacement of the dual mirrors with a single mirror. It was much quieter too, with improved mounting, exhaust muffling and sound insulation. A larger that could rev less was also partly responsible for its noise.

Based on the same block, the swept volume was achieved by increasing the bore (to 60mm) and the stroke by 5mm (to 70mm). a compression ratio of 9.2:1 from the S600’s 9.5:1) motor made 70hp at rpm and 49ft-lb at 6000 rpm (a specific of a massive 88.5 hp/litre!). It was by a 4 speed manual gearbox with taller ratios to a top speed of 95 mph (152 km/h). compares to the S600’s top end of 85 mph (136 Full throttle acceleration zero to 60 mph (96 km/h) took seconds and the quarter mile was to take around 17 seconds this varied in contemporary tests). Top gear now gave mph per 1000 rpm. Think that gearing for a moment. One kilometers an hour (60 mph) was at 4900 rpm!

Under normal driving increased torque enabled the car to much smoother take and it was considerably easier to go with flow — although revs were still to move off the line. That was no though, because even the clutch at 9000 rpm apparently give any wheelspin! A larger tank (7.7 gallons 35litres) was also fitted the larger engine, despite it able to return very economy — sometimes to the S600.

Toyota S-800

Interestingly, and largely due to the in engine torque, Honda did with their chain system and employed a conventional axle that was located by springs, trailing arms and a rod. This was fitted to all models, with chain remaining an option in Japan. The suspended car’s much overall ride was attributed to the rear end. One road quoted that it gave of the last car’s chain on get-away, and eliminated its tendency to and die in corners when a wheel was lifted or lost a little On normal roads, it was also worried by rough surfaces and was prone to hopping around driven quickly. Another upshot of the live axle was driveline noise that was caused by chain chatter. An torsion bar front suspension was to all Honda S sports cars.

Spring rates were regarded as too high and the damping too while, further to this, 20 psi inflation pressure was recommended for the Dunlop SP3s (under driving). Combine the low-pressure and new suspension set-up and the result was On the track, the little Hondas large amounts of understeer in the area with milder with power application at the But a slight throttle lift off by a flick of the quick-ratio rack and steering let you oversteer the car’s 7 (2 metre) wheelbase in any situation. contemporary road tests to the same conclusion — its was predictable and enjoyable, though the was firm.

At the time, the braking performance of the was also regarded as exemplary. the previous models which finned alloy drums all the S800 was lucky enough to get Mark 31 9.4 inch discs at the They operated faultlessly the car’s approximate 640kg

The all-black interior of the new S800 re-styled instruments over the models, tailored carpeting and a overall finish. The whole was backed by much motoring (along with some of intrigue!), and it eventually made its way to in 1967, where it competed in won) evaluations against cars as the Fiat 850 coupe, Spitfire and MG Midget. It was priced amongst these cars, at 949 pounds — compared to the at 918, the Triumph at 991 and MG at 858 pounds. particularly loved the Honda’s gear change, good capacity, 35-plus mpg economy and straightline performance — given the size of the engine.

When production ceased in the S800 convertible, hardtop and coupe accounted for a total of units. It had done exactly as had hoped — successfully its name as a car manufacturer.

Toyota S-800
Toyota S-800
Toyota S-800


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