A Brief history of the man behind Honda Motorcycles

Soichiro Honda was born in 1906 in central Japan, the eldest of nine children. His father repaired bicycles and Soichiro was fascinated by his workshop. This natural interest and ability with anything mechanical was boosted considerably when he saw his first Model T Ford at the age of eight. He was determined to work with cars and became an apprentice at a garage in Tokyo when he finished school.

He went on to build and drive racing cars himself, winning several races, but his career was cut short when he almost died during the All Japan Speed Rally of 1936. As a consolation his average speed that day (75 mph) remained a Japanese race record for almost 20 years.

In 1937 he went into business for himself supplying the military with piston rings, patenting his ideas on die casting, even learning metallurgy so that he could supply Toyota (they held 40% equity in his company) and the Nakajima Aircraft company.

Expecting a period of instability and uncertainty after the war he sold the remainder of his company to Toyota and took a year off to make sake and kick up his heels. This unorthodox approach was indicative of his extrovert and fun-loving nature. A colourful man in character and clothing Soichiro insisted that nonconformity was essential to an artist or innovator.

In October 1945 he started the Honda Technical Research Institute which two years later became the Honda Motor Company. He was extremely proud of his plant's industrial relations which, he claimed, worked as a 'meritocracy'. The prosperity of his company was 'based on trust of youth and the promotion of creative people'. These high ideals aside, he was known to visit the shop floor with spanner in hand for a noisy tirade on poor performance or shoddy workmanship. The tirade would often end with a well aimed throw!

Personally testing models until he was 65, like his peer, Ferry Porsche, he barred his family from senior positions. Soichiro insisted that the presidency should be gained on the basis of merit, passed "to a person possessing the most distinguished qualities of leadership."

After retirement he devoted himself to the Honda Foundation which aimed to harmonise technology with ecology. He also served as vice-president of both the Tokyo Chamber of Commerce and Industry and the Japanese Automobile Manufacturer's Association.

He died in August 1991, aged 85, leaving a wife, Sachi, one son and two daughters.

When Honda died his dreams lived on so we can live our dreams.

Honda, the Power of Dreams
Soichiro had the dream, we ride the reality.

Click here for your nearest Honda dealer in the United Kingdom

A 24-Year Heritage of V-T wins And Customs
Over the years, Honda has built a rich heritage of V-twin and custom-style motorcycles. Before the first factory-made cruisers were introduced, there was an equally important Honda that set the stage for generations to come.

1978: Honda Builds A V-T win For The Masses
Honda's first V-twin street motorcycle in the US. is the 1978 CX500. With a transversely mounted 500cc liquid-cooled V-twin featuring a push rod-actuated four-valve head and a maintenance-free drive shaft, the CX500 is an instant success with riders. Together with the subsequent introductions of the custom-style CX500C and deluxe CX500D models, the CX500 series tallies more than 96,000 retail sales through 1982.

1983: A Pair of Factory-Built Cruisers
American riders are captivated by the emerging custom-styling cues that appear on many manufacturers' former standard-style motorcycles. Teardrop tanks, pullback handlebars, stepped seats and flashy chrome are the rage in the early 1980s. Yet no one is ready for the truly radical custom styling of Honda's first purpose-built cruisers, the Shadow(R) 750 (VT750C) and Shadow 500 (VT500C).

Honda's Shadow 750 features an all-new, liquid-cooled 45& #176; 750cc V-twin. The twin-plug, three-valve heads showcase Honda's exclusive Hydraulic Valve Clearance Adjusters (HVA(TM)), completely eliminating the need for valve adjustments. Honda also debuts the first offset dual-pin crankshaft, a design that offers perfect primary engine balance and allows engineers to tune the engine for added power. Despite its radical profile, the Shadow 750 provides a very comfortable upright riding posture. Successful? Honda customers buy more than 19,000 Shadow 750s in the first year alone.

Honda unveils a smaller sibling to the Shadow 750 in 1983, the Shadow 500. Like its big brother, the Shadow 500 features a liquid-cooled engine with an offset dual-pin crankshaft, three- valve heads with single overhead camshaft (SOHC), a six-speed transmission and a maintenance-free drive shaft. More than 18,000 Shadow 500s are sold in the first year of production.

1983-85: Bigger Is Better
By 1985, Honda is selling almost 80,000 custom-style motorcycles a year, ranging in displacement from 450cc to 1100cc. The success of the mighty V-65 Magna(R) (VF1100C), introduced in 1983, clearly indicates riders are ready for more displacement. Shadow riders are rewarded with the Shadow 1100 (VT1100C), an all-new design that draws breath from the successful Shadow 750 (and 700cc versions) series. The 45° V-twin engine delivers the same features that customers value in Honda V-twins: liquid-cooling, offset dual-pin crank, three-valve SOHC heads with HVA, shaft-drive, and solid-state ignition. The big twin pumps out gobs of torque and horsepower. The forerunner of a future generation of 1100cc Shadow models, the first Shadow 1100 sells more than 8000 units in its first full year.

1986-88: A Time to Redesign
In 1986 Honda's Shadow 700 receives a major facelift, with stronger custom styling cues that emphasise relaxed, laid-back cruising. In 1988, displacement is increased to 800cc.

For 1987, the Shadow 1100 is also redesigned, with chopper-like styling that fuels increased demand. Despite a slowing market, Shadow 1100 sales jump 23 percent after the new bike's introduction. The popular design is essentially unchanged today in the Shadow Spirit(TM).

Honda's littlest Shadow, the Shadow 500, is completely redesigned in 1988. The new 600cc, 52° V-twin is called the Shadow VLX. With its sporty, bobtail rear fender, 27.1-inch seat height, and traditional V-twin sound from its single-pin crank design, the Shadow VLX becomes a favourite bike for many first-time riders.

1995: Another A.C.E. Up Our Sleeve
As retail sales of motorcycles show renewed signs of strength, Honda captures the growing interest in classic-style custom cruisers with the introduction of the Shadow American Classic Edition (VT100C2). The Shadow A.C.E.(TM), as it comes to be called, features simple, clean lines that draw their inspiration from motorcycles of the 1950s. The same trouble-free 1100cc engine that powers the Shadow 1100 now features a single-pin crankshaft and a heel-and-toe shifter. In the first year alone, the Shadow A.C.E. nearly doubles Honda's 1100cc V-twin custom sales.

1997: A New 750 A.C.E.
After a brief hiatus from the line-up, Honda's mid-sized Shadow is redesigned and introduced as the Shadow American Classic Edition(R) 750. With many of the same design features and styling cues as the larger Shadow ACE., the new Shadow A.C.E. 750 quickly becomes Honda's best-selling custom motorcycle.

1998: A Time To Tour, A Time To Remember
Honda introduces the Shadow American Classic Edition Tourer(TM) (VT1100T). Based upon the more powerful, 1100cc offset dual- pin crankshaft engine, the Tourer adds two spacious 35-liter weatherproof saddlebags and a large windscreen for all-day touring comfort. The A.C.E. Tourer is hailed as one of the best touring values by the motorcycle press.

Honda also pulls the wraps off the Shadow Aero(R) (VT100C3), a beautifully designed custom that harkens back to the aerodynamic industrial designs of the 1930s and 1940s. Honda's first motorcycle with floorboards is also one of its longest, stretching more than 8 feet tip to tip.

2000: Performance Returns To The Shadow Lineup
Honda's all new Shadow Sabre(TM) (VT1100C2) replaces the Shadow A.C.E. and introduces a new level of performance for V-twin customs. Inspired by rider's high-performance street-rod customs on display at bike shows throughout America, the Sabre name is resurrected from Honda's own 1982 V-45 Sabre-a V-4 powered sport-custom that set new levels of performance for its class. The new Shadow Sabre is true to its namesake, outperforming all V-twin customs in its class, and many larger-displacement V-twins as well.

2001: A Value-Laden 750
Honda unveils the Shadow Spirit 750 to enthusiasts. Using the same engine featured in the Shadow A.C.E. 750, its street-rod styling and low, 26.6-inch seat height are a big hit with riders-not to mention the low $5999 suggested retail price.

2001: Unprecedented Styling and Performance-The 2002 VTX
An all-new purpose-built hot-rod, the VTX takes custom styling to new vistas-and boasts the engineering credentials to back up its muscular looks. Long and low but built to go, the VTX delivers awe- inspiring power-a whopping 106 bhp at only 5000 rpm and an astounding 120 lb./ft. of torque at a mere 3500 rpm. The 2002 VTX is a performance V-twin custom that offers an all-new expression of motorcycling style, and an all-new riding experience!

(c) Honda

 

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