Honda 1300 — Classic Cars Wiki

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Honda CB1300 Prototype

Honda 1300

The 1300 was a car for Honda, it was a front wheel car, and was the largest model the had ever produced. In 1970 a coupe complemented the more styled sedan: both had a 1.3 L cc) engine.

The 1300 was Honda’s attempt at producing a conventional to compete with the Toyota and the Nissan Bluebird, and the company was ambitious, with Soichiro involved in many aspects of the design, to include engineering for both the product and assembly Changes were made times, sometimes on a daily which hampered efforts in Mr.

Honda was adamant that the needs to be air-cooled instead of claiming that since engines eventually use air to cool the we can implement air cooling from the beginning.

In May 1969 final and prices for the Japanese market announced. There were two engine versions, being the 77 with a single carburetor 100 PS (74 kW) and the Series 99 with a four 115 PS (85 kW) unit: the less powerful car was with four levels of offered, of which the top three also available with the carburetor engine.

The manufacturer’s prices ranged from for the entry level Series 77 saloon to ¥710,000 for the Series 99 saloon. Automatic transmission and were optional. Six of the seven offered were priced above the Toyota Corolla deluxe, then retailing at for this price Toyota delivery to the Tokyo area.

The car had been introduced at the Tokyo Show in October 1968,[2] but only got under way during the months of 1969. In May 1969 the 1300 went on sale in It was reported at the time that was delayed by a couple of months company president Soichiro found the styling of the car as presented at the Motor Show the previous unacceptably bland and called for a

It was not lost on contemporary commentators Honda himself at the time and frequently drove a Pontiac and the split air intakes on the front of the 1300 as it came to market that Honda design were also aware of the fondness for his Pontiac.

Despite imprecations from Honda’s US the Honda 1300 was not sold in the Nor is there evidence of any sustained to sell it into Europe. examples appear mostly to be in countries bordering the Pacific

In European terms, the car’s size and dimensions would placed it in the competitive sector of 1300 cc family sedans, its 57-inch (1,400 mm) width, to have been selected in to qualify for the lower tax class on the (Japanese) market, was significantly the European standard represented by such as the Ford Escort of the


The engine Edit

The was SOHC air-cooled, with a fan to the flywheel to pull cool air the engine block, labeled or Duo Dyna Air Cooling. This air, and additional hot air from the exhaust manifold, was then to heat the passenger compartment, a approach which was not commonly afterward. Hideo Sugiura, the head of the RD Center, looked upon the sentiment of the time: We had a company founder, Mr.

Honda, who was on top of the operation. He also had expertise, he had acquired through a string of successes. Having such a the sentiment in the company was that we had to see it all the way regardless of where the road take us. There was to be no surrender.

We not give up halfway. Streamlining the construction of the air-cooled engine, and it the quietness of a water-cooled engine, create the ideal power With that concept in the research engineers worked to achieve their ideal. It was this grueling process of and error that the DDAC dual air-cooled engine was

The initial prototype was completed in 1968, after which performance testing, temperature and other basic evaluations conducted.

In a departure from the Honda practice of using bearings on the crankshaft, the 1300 had more conventional plain Two versions of the engine were The engine fitted to the 77 sedan and 7 had a single Keihin carburetor and 100 PS (74 kW), while the engine powered the 99 sedan and Coupe 9 was with four Keihin and developed 115 PS (85 kW) at 7,300 rpm.

skepticism was expressed among manufacturers and in the trade press Honda’s power output for the car, but those who drove it an engine that would rev to an indicated 8,000 rpm and remarkable for a 1,300 cc engined car: the figure at launch for a standing acceleration test of 17.2 was felt to be not unreasonable. The engine was a design with a pressurized oil feeding from a tank.

An fuel pump was another novelty which would be common. The electrical system was matter — it had a separate redundant set of on each side of the car.

The high-revving character and dry-sump oil both meant that the engine should be a natural for and soon the RSC (Racing Service Honda’s competition department) the mid-engined, tubular framed R·1300. Next, in the 1969 GP the similar Can-Am style made its racing debut, a Honda 1300 engine to 135 PS (at 7,000 rpm) mounted in the middle. Weight was a mere 490 kg.

The car made 29 laps (out of before retiring, but continued to with some modest through the next year.


DDAC (Duo Air Cooling system: dynamic air cooling system) (Japanese: was the name of the air-cooling system by Honda in 1968. It had a double structure, thus, its name.

In engine, the cooling water was introduced to the concept of air-cooled the outer wall of the cylinder is one to the structure in a two casting mold, the cooling air passage in the space where, typically, water be in a water-cooled engine. One fan forced air through the channeled structure, another fan helped remove then, heated air from the Although an all-aluminum engine, design structure did mean a increased weight to the usual design.

It was a very unique concept, the engine in 1300 that a ball in a commercial, the Honda 4 for car wheels, all of which led to a shift water-cooled air-cooled.

Running Edit

The car employed rack and steering. At the front it had disc with drum brakes via a dual-line hydraulic system at the Suspension was independent, employing struts at the front and an unusual of full-width swing axles and leaf springs at the rear.

The suspension was substantially modified the car’s initial presentation: cars incorporated modified suspension geometry, a lowered ratio and a steering damper, to reduce the unusually strong propensity which was a feature of the cars originally presented to The cars as sold also a changed gear-box and final ratios along with wheels

Replacement Edit

The provided the shock needed to Honda’s operating structure. the new system, Honda introduced the Life and Civic models as its new automobile and small passenger The Civic, which was equipped a CVCC engine in full with the Japanese government’s Air Control Act, drew the attention to Honda’s engineering

Those involved in the H1300 agreed unanimously. The pain contributed much to the development of subsequent, successful future models. In 1973 the 1300 was by the technically interesting Honda again offered as a Sedan or a

The 145’s body was little from the 1300, but it was powered now by a 1433 cc engine, the inspiration for the name. The market was not impressed by the only 9,736 were as the model quickly found overshadowed by Honda’s new Civic, and the 145 production in October 1974.

A would not be produced again by until 1978, when the was introduced.

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