panda[cRx]
21-01-2006, 11:43 PM
after having a honda s600 come into work i did a lil reading up and thought i'd share
The Concept of a “People’s Car”
“A four-seater with a top speed of 100 km/h, priced at ¥150,000*: this was the description of a car foreseen in an executive summary from the “People’s Car” concept, a promotional program announced by the Ministry of International Trade and Industry in May 1955. It immediately established the engineering target for those who would be creating the passenger cars of the coming era. Eventually several mini passenger models debuted in answer to MITI’s proposal, including the Suzu-Light (October 1955) and Subaru 360 (March 1958).
Naturally, consumers expected Honda to join the trend and begin automobile production. However, Soichiro Honda remained somewhat cautious about the matter, offering his opinion in the December 1959 issue of the Honda Company Newsletter (Vol. 50): “We shouldn’t rush into auto production,” he stated, “until we conduct thorough research and are absolutely confident that every requirement has been fulfilled, including the performance of our cars and production facilities.”
http://world.honda.com/history/challenge/1962autoproduction/img/pho_01.jpg (http://world.honda.com/history/challenge/1962autoproduction/photo/02.html)http://world.honda.com/history/common_img/space.gifHonda’s S360 sportscar was unveiled on June 5, 1962, during the 11th National Honda Meeting General Assembly held at Suzuka Circuit, the construction of which was still under way.
Nearly fifty engineers were hired by the Shirako Plant’s R&D Center from the end of 1957 through 1958, all of whom had prior engineering experience. Then, in September 1958, the Third Research Section emerged in preparation for car development. This section was to be responsible for all aspects, from product design through vehicle testing. In June of the same year, Motoo Nakajima of the Body Design Section, who was heading the group in charge of steering and suspension system design, received a rather unexpected call from Yoshihito Kudo, the general manager of the R&D Center. It was then that Nakajima was given an unofficial order of transfer to the Third Research Section.
“Honda has decided to develop automobiles,” Kudo said, “and I want you to be involved in development. This plan will be handled in strict confidence, for the time being. We can only assign a few people to the project, so be prepared to do more than just body design.” With that, seven young engineers joined the new section. Their combined experience, though varied, was consistent with Honda’s goal as a new producer of automotive transportation. Some of the engineers were experienced in airplane development, while others had worked on three-wheeled vehicles during their employment at other companies.
Thus, did the Third Research Section become the prime force in car development at Honda.
The section’s initial task was to develop a mini automobile that would meet the “People’s Car” concept requirements. Drawings were issued in October 1958, and a prototype vehicle was completed the following January, going under the development code “XA170.”
The XA170 made use of Honda’s renowned expertise in motorcycle racing with a forced-air-cooled, four-cylinder OHC V aluminum powerplant. Moreover, the FF car adopted a semi-monocoque structure with a flat floor so that it could be transformed into a sedan simply by adding rear seats. Since the prototype had been constructed specifically for test-drives, the fenders and hood were made with formed sheet steel. Patches of fabric constituted the sections where the roof and doors should be.
In the middle of the XA170’s test series, however, the team received an order from Mr. Honda himself for the development of a sportscar. Therefore, in the fall of 1959, the second prototype of XA190 two-seater was completed. Subsequently, the team took up the development of a truck, this time at the request of Senior Managing Director Takeo Fujisawa. It was an effort that ultimately led to the development of Honda’s XA120 mini truck.
Soichiro Honda had given the order to develop a sports car, because he thought it was better to create new demand rather than compete against more established manufacturers that already had a share of the market. He also believed that, as was the case with motorcycles, Honda should develop racecars and test them in actual competition in order to obtain as much expertise and knowledge as quickly as possible. This, he said, would elevate Japan’s automotive industry to a level of expertise and influence equal to the international manufacturers.
Fujisawa, on the other hand, suggested that the team develop a mini truck because he knew from society’s needs and market data that the demand for automobiles was mostly in the category of commercial vehicles. Furthermore, he had considered the fact that Honda would be selling its automobiles through motorcycle dealers.
An initial mini truck prototype was completed in the summer of 1960, after which it went through repeated tests in order to enhance the specifications. These changes resulted in the 2XA120 and 3XA120 units that followed. Therefore, while the development team’s main focus of research was the truck, the team members could not abandon their work on the sports car that Soichiro had requested. The two model developments continued through testing, and the specifications for each underwent considerable refinement.
http://world.honda.com/history/challenge/1962autoproduction/img/pho_02.jpg (http://world.honda.com/history/challenge/1962autoproduction/photo/03.html)http://world.honda.com/history/common_img/space.gifThe XA170 test car being brought into the repair shop at Fujiyoshida during a test run. During test drives outside the Honda premises, engineers were prohibited from wearing work clothes. Instead, they had to work undercover, like secret agents. (Photograph courtesy of Motoo Nakajima)
MITI, in May 1961, came out with a basic administrative policy regarding the automotive industry (subsequently the Temporary Measures Bill for the Promotion of Specified Industries, or the so-called “Specified Industry Promotion Bill”). It was a policy intended to motivate structural reform among industries nationwide, so that preparation could proceed regarding the expected liberalization of trade. The new MITI policy identified three domestic industries that were relatively less competitive in the global market [automobiles (passenger cars), special steel and petrochemicals] and gave them the “specified” designation.
MITI was ready to propose the deregulation of automobile imports by the spring of 1963, and in order to increase the industry’s ability to compete on the global stage, Japan’s auto manufacturers were classified into three groups. This, it was believed, would ensure effective guidance according to the characteristics of each group. The first group would comprise passenger cars from two companies; the second would include special products such as luxury models and sportscars, including two or three companies; and the third would be Japanese micro-cars, or mini automobiles, with two or three companies. Moreover, the bill set rules concerning mergers and acquisitions within the industry, thus limiting the entry of new companies.
Soichiro Honda described a previous discussion with Shigeru Sahashi, then the undersecretary at MITI, in a 1983 television interview that was later excerpted in an NHK broadcast of February 5, 1995, entitled, “The Men Who Built the Post-War Economy”:
“I deluged him with complaints,” he said, “because I couldn’t understand it at all. To hell with the Specified Industry Promotion Law! I had the right to manufacture automobiles, and they couldn’t enforce a law that would allow only the existing manufacturers to build them while preventing us from doing the same. We were free to do exactly what we wanted. Besides, no one could say for certain that those in power would remain there forever. Look at history,” Mr. Honda continued. “Eventually, a new power would always arise. I shouted at him angrily, saying that if MITI wanted us to merge (form a joint venture with another company), then they should buy our shares and propose it at our shareholders” meeting. After all, we were a public company. The government couldn’t tell me what to do.”
Insisting that free competition would motivate the industry’s growth, Mr. Honda objected to the Japanese government’s measures, which were of course intended to foster the industry’s standing among the world’s car companies.
His objections, however, did not prevent MITI from submitting the bill to the Diet, and if it were to pass, the company would not be able to enter the business. It was a critical period for Honda.
http://world.honda.com/history/challenge/1962autoproduction/img/pho_03.jpg (http://world.honda.com/history/challenge/1962autoproduction/photo/04.html)
http://world.honda.com/history/common_img/space.gifThe S360 exhibited at the 9th Tokyo Motor Show, 1962, attracted huge crowds.
The Concept of a “People’s Car”
“A four-seater with a top speed of 100 km/h, priced at ¥150,000*: this was the description of a car foreseen in an executive summary from the “People’s Car” concept, a promotional program announced by the Ministry of International Trade and Industry in May 1955. It immediately established the engineering target for those who would be creating the passenger cars of the coming era. Eventually several mini passenger models debuted in answer to MITI’s proposal, including the Suzu-Light (October 1955) and Subaru 360 (March 1958).
Naturally, consumers expected Honda to join the trend and begin automobile production. However, Soichiro Honda remained somewhat cautious about the matter, offering his opinion in the December 1959 issue of the Honda Company Newsletter (Vol. 50): “We shouldn’t rush into auto production,” he stated, “until we conduct thorough research and are absolutely confident that every requirement has been fulfilled, including the performance of our cars and production facilities.”
http://world.honda.com/history/challenge/1962autoproduction/img/pho_01.jpg (http://world.honda.com/history/challenge/1962autoproduction/photo/02.html)http://world.honda.com/history/common_img/space.gifHonda’s S360 sportscar was unveiled on June 5, 1962, during the 11th National Honda Meeting General Assembly held at Suzuka Circuit, the construction of which was still under way.
Nearly fifty engineers were hired by the Shirako Plant’s R&D Center from the end of 1957 through 1958, all of whom had prior engineering experience. Then, in September 1958, the Third Research Section emerged in preparation for car development. This section was to be responsible for all aspects, from product design through vehicle testing. In June of the same year, Motoo Nakajima of the Body Design Section, who was heading the group in charge of steering and suspension system design, received a rather unexpected call from Yoshihito Kudo, the general manager of the R&D Center. It was then that Nakajima was given an unofficial order of transfer to the Third Research Section.
“Honda has decided to develop automobiles,” Kudo said, “and I want you to be involved in development. This plan will be handled in strict confidence, for the time being. We can only assign a few people to the project, so be prepared to do more than just body design.” With that, seven young engineers joined the new section. Their combined experience, though varied, was consistent with Honda’s goal as a new producer of automotive transportation. Some of the engineers were experienced in airplane development, while others had worked on three-wheeled vehicles during their employment at other companies.
Thus, did the Third Research Section become the prime force in car development at Honda.
The section’s initial task was to develop a mini automobile that would meet the “People’s Car” concept requirements. Drawings were issued in October 1958, and a prototype vehicle was completed the following January, going under the development code “XA170.”
The XA170 made use of Honda’s renowned expertise in motorcycle racing with a forced-air-cooled, four-cylinder OHC V aluminum powerplant. Moreover, the FF car adopted a semi-monocoque structure with a flat floor so that it could be transformed into a sedan simply by adding rear seats. Since the prototype had been constructed specifically for test-drives, the fenders and hood were made with formed sheet steel. Patches of fabric constituted the sections where the roof and doors should be.
In the middle of the XA170’s test series, however, the team received an order from Mr. Honda himself for the development of a sportscar. Therefore, in the fall of 1959, the second prototype of XA190 two-seater was completed. Subsequently, the team took up the development of a truck, this time at the request of Senior Managing Director Takeo Fujisawa. It was an effort that ultimately led to the development of Honda’s XA120 mini truck.
Soichiro Honda had given the order to develop a sports car, because he thought it was better to create new demand rather than compete against more established manufacturers that already had a share of the market. He also believed that, as was the case with motorcycles, Honda should develop racecars and test them in actual competition in order to obtain as much expertise and knowledge as quickly as possible. This, he said, would elevate Japan’s automotive industry to a level of expertise and influence equal to the international manufacturers.
Fujisawa, on the other hand, suggested that the team develop a mini truck because he knew from society’s needs and market data that the demand for automobiles was mostly in the category of commercial vehicles. Furthermore, he had considered the fact that Honda would be selling its automobiles through motorcycle dealers.
An initial mini truck prototype was completed in the summer of 1960, after which it went through repeated tests in order to enhance the specifications. These changes resulted in the 2XA120 and 3XA120 units that followed. Therefore, while the development team’s main focus of research was the truck, the team members could not abandon their work on the sports car that Soichiro had requested. The two model developments continued through testing, and the specifications for each underwent considerable refinement.
http://world.honda.com/history/challenge/1962autoproduction/img/pho_02.jpg (http://world.honda.com/history/challenge/1962autoproduction/photo/03.html)http://world.honda.com/history/common_img/space.gifThe XA170 test car being brought into the repair shop at Fujiyoshida during a test run. During test drives outside the Honda premises, engineers were prohibited from wearing work clothes. Instead, they had to work undercover, like secret agents. (Photograph courtesy of Motoo Nakajima)
MITI, in May 1961, came out with a basic administrative policy regarding the automotive industry (subsequently the Temporary Measures Bill for the Promotion of Specified Industries, or the so-called “Specified Industry Promotion Bill”). It was a policy intended to motivate structural reform among industries nationwide, so that preparation could proceed regarding the expected liberalization of trade. The new MITI policy identified three domestic industries that were relatively less competitive in the global market [automobiles (passenger cars), special steel and petrochemicals] and gave them the “specified” designation.
MITI was ready to propose the deregulation of automobile imports by the spring of 1963, and in order to increase the industry’s ability to compete on the global stage, Japan’s auto manufacturers were classified into three groups. This, it was believed, would ensure effective guidance according to the characteristics of each group. The first group would comprise passenger cars from two companies; the second would include special products such as luxury models and sportscars, including two or three companies; and the third would be Japanese micro-cars, or mini automobiles, with two or three companies. Moreover, the bill set rules concerning mergers and acquisitions within the industry, thus limiting the entry of new companies.
Soichiro Honda described a previous discussion with Shigeru Sahashi, then the undersecretary at MITI, in a 1983 television interview that was later excerpted in an NHK broadcast of February 5, 1995, entitled, “The Men Who Built the Post-War Economy”:
“I deluged him with complaints,” he said, “because I couldn’t understand it at all. To hell with the Specified Industry Promotion Law! I had the right to manufacture automobiles, and they couldn’t enforce a law that would allow only the existing manufacturers to build them while preventing us from doing the same. We were free to do exactly what we wanted. Besides, no one could say for certain that those in power would remain there forever. Look at history,” Mr. Honda continued. “Eventually, a new power would always arise. I shouted at him angrily, saying that if MITI wanted us to merge (form a joint venture with another company), then they should buy our shares and propose it at our shareholders” meeting. After all, we were a public company. The government couldn’t tell me what to do.”
Insisting that free competition would motivate the industry’s growth, Mr. Honda objected to the Japanese government’s measures, which were of course intended to foster the industry’s standing among the world’s car companies.
His objections, however, did not prevent MITI from submitting the bill to the Diet, and if it were to pass, the company would not be able to enter the business. It was a critical period for Honda.
http://world.honda.com/history/challenge/1962autoproduction/img/pho_03.jpg (http://world.honda.com/history/challenge/1962autoproduction/photo/04.html)
http://world.honda.com/history/common_img/space.gifThe S360 exhibited at the 9th Tokyo Motor Show, 1962, attracted huge crowds.