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49-511: The TN360 uses an air-cooled two-cylinder 354 cc engine with a single overhead camshaft, and was adapted from the Honda CB450 motorcycle. The preceding T360 had been equipped with a very complex twin-cam four-cylinder unit, whereas this new engine (shared with the N360 sedan) was more fitted for mass production. The engine was redesigned to be mounted horizontally, residing midships beneath

98-566: A differential lock in the rear and features Ultra-Low forward and reverse gears (UL/UR). The other models of STD, SDX, SDX2 and TOWN had slight variations with the TOWN and SDX2 adding a color coded (white) bumper and side mirrors along with a tachometer. The TOWN features tweed seats with a brown interior (as opposed to "vinyl" like seats on STD models). The only other notable options were a light for rear work area and radio. The original Actys have distinct round headlights (known as “round-eye”) while

147-672: A five-speed manual - with the same engine as the Street Xi (the Fox was dropped, replaced by the carburetted Street V). Production of the Acty continued until the arrival of the third generation in 1999, although the Honda Street continued to be built until 2001 as it was only partially replaced by the pricier Honda Vamos . The third generation Acty truck was introduced on 27 May 1999. The van went on sale one month later. On September 30, 1996,

196-564: A larger, chromed grille, chromed bumpers, larger rear view mirrors, and a slightly more comfortable interior - the large "H" for "Honda" remained. The gearbox, while remaining a four-speed unit, became fully synchronized: otherwise the TN III remained unchanged from the TN360. The TN III was introduced simultaneously with the facelifted N III 360 and LN III 360 Van models. The peculiar Honda Vamos leisure vehicle shared most of its underpinnings with

245-502: A lower engine speed range. The engine benefited from engineering efforts achieved on the Honda 1300 four cylinder, air-cooled sedan introduced in 1969. The TN also had a considerably tighter turning circle, at 7.6 metres. The only bodywork available was as a drop-side pickup truck. After only a few months in the market, Honda added a panel van range to the lineup in March 1968, simply

294-474: A pickup version with fixed sides and a rear gate (instead of the three-way fold down beds used so far) was added. In April 1971, the engine was upgraded so as to make it more quiet. The TN-V , presented in June 1972, was the next facelift. The TN-V received new sheetmetal in front, with a big toothy grille and twin, vertically stacked headlights. The oversized "H" on the front was replaced by "Honda" lettering. It

343-427: A pickup with a permanently covered bed. These were available in four various configurations (with or without sliding side doors, as well as a version with a canvas roof) at a slightly higher price. Due to worse aerodynamics and slightly higher weight, top speed for the panel vans was only 95 km/h (59 mph), with a max of 90 km/h (56 mph) for the open top version. In 1969, a better equipped DeLuxe version

392-593: A series of 'K' models with various improvements and styling changes including a single front disc brake , continuing to K7 versions in some markets, until the introduction of the CB500T in 1975. The Mk.I 'Black Bomber' was first shown in UK during the Diamond Jubilee Brighton Speed Trials of September 1965, traditionally held along the seafront. The bike was newly imported and its engine

441-582: A standard drivers' seatbelt while the turn signals were now made separate from the rear lights. In August 1973, the TN-V was again modified to meet new safety standard requirements. In August 1975 the TN7 was presented. The main difference was that the engine could meet the tighter yet 1975 emissions requirements. Visually it was near identical to its predecessor, the changes being limited to bumper rubbing strips and black rather than dark gray plastic trim in places. It

490-420: A sturdy 655 kg (1,444 lb). The price was more than 55% higher than that of a regular TN360, but Honda was alone in offering a vehicle with these sorts of capabilities at such a comparatively low price. The tracks were also removable, so as to make for a useful trucklet in the summer as well. The lightly facelifted Honda TN III went on sale at the end of January 1970. The differences were limited to

539-477: Is of an LEV design, with low emissions and high gas mileage. Fuel economy was further increased by the use of electric power steering. Max power in 1999 was 46 PS (34 kW; 45 hp) at 5,000 rpm. The engine was since upgraded to the current 660 cc 12-valve inline-three E07Z gasoline engine making 53 PS (39 kW; 52 hp) at 7,000 rpm and 6.2 kg⋅m (61 N⋅m; 45 lb⋅ft) of torque at 4,000 rpm (4WD models). Currently,

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588-443: Is rated 34 PS (25 kW) at 5500 rpm and 4.5 kg⋅m (44 N⋅m; 33 lb⋅ft) of torque at 5,000 rpm. The first models were the Acty truck and van, with the commercial grade Acty van appearing a month later. The 4WD models (HA2, HA4 after the 1990 facelift) were no longer available with an automatic transmission. There was also an "Acty Attack" version of the truck, intended for farmers in particular this model has

637-502: The FIM had deemed that it "could not be classified as a production machine as it had two overhead camshafts"! Although the CB450's sales never matched Honda's expectations, the bike had excellent engineering for the time, including reliable electrical components, an electric starter , and a horizontally split crankcase , all features distinct from current British twins. A radical feature was

686-664: The Subaru Sambar , Suzuki Carry/Every , Daihatsu Hijet , Mazda Scrum , Nissan NT100/NV100 Clipper and the Mitsubishi Minicab . The Acty range is designed to be economical, agile work vehicles, and generally lack luxury options, although air conditioning and power steering are available along with various trim, decoration, and customization options. The first generation was produced from 1977 to 1988 (model series TA, TB, TC, VD, VH). The second generation's years were 1988-1999 (model series HA1, HA2, HH1, HH2 with

735-529: The inline four of the CB750. Hansen had displayed in his office a September 16, 1968 letter from Honda R&D crediting him with changing Mr. Honda's plans for a twin to a four cylinder. Within North American Honda, Hansen's recollection of these events became well known, that in 1967 he visited Japan and toured a Honda R&D facility, where he became intrigued because he was not allowed to enter

784-554: The "TN" label until being redesigned in 1988. Incidentally, the TN7 was the last air-cooled car to be produced in Japan. Honda CB450 The Honda CB450 is a standard motorcycle made by Honda from 1965 to 1974 with a 444 cc (27.1 cu in) 180° DOHC straight-twin engine. Producing 45 bhp (some 100 bhp/ litre), it was Honda's first "big" motorcycle, though it did not succeed in its goal of competing directly against

833-506: The 'Black Bomber', or 'Dragon', but in Canada the K1 model was marketed as the 'Hellcat'. The four-speed K0 model was updated in the K1 model produced from 1968 with a redesigned fuel tank , rubber-gaitered front forks instead of sliding metal shrouds, a five-speed gearbox and twin speedometer and rev-counter instruments mounted above the headlamp . Later developments progressed through

882-452: The 547 cc engine was replaced with the larger 656 cc Honda E07A engine (with fuel injection added in 1996). The carburetted version of this engine produced 38 PS (28 kW) at 5,300 rpm and 5.5 kg⋅m (54 N⋅m; 40 lb⋅ft) of torque at 4,500 rpm. The Street could reach a top speed of 115 km/h (71 mph), while the four-wheel drive version only could attain 105 km/h (65 mph). Trucks received

931-549: The Acty as well, beginning in January 1994. The Acty Crawler (HA5), with treads mounted on tandem axles replacing the rear wheels, was released in January 1994 and remained in production for special order until 1999. The Acty and the Street were further modified in January 1996 when the front turn signals were changed from amber to clear. At this time, the fuel injected Acty SDX-Hi was also introduced - only with two-wheel drive and

980-542: The Acty has round headlamps, the Street received square units after the facelift. Starting with model year 1985, the Acty/Street was exclusive to a chain of Japanese Honda dealerships established for small and commercial vehicles, called Honda Primo . The first generation Acty was also sold in a few export markets, such as the United Kingdom and Australia . Subsequent models were marketed almost entirely in

1029-571: The E05A engine; HA3, HA4, HA5, HH3, HH4 with the EN07A engine - the Street continued in production until 2011). The third generation's years were 1999-2009 (model series HA6, HA7, HH5, HH6 with E07Z engine) with the van remaining in production until April 2021. The fourth generation was introduced, as a truck only, at the 41st Tokyo Motor Show in 2009 on December 17, showing the HA8 series and continuing to use

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1078-716: The E07Z engine. With the merger of the Subaru Sambar and Daihatsu Hijet , the Acty truck became the final Kei truck not to have a front-engine, rear-wheel-drive layout . The first Acty trucks were introduced July 27, 1977, and replaced several keitoras Honda had previously offered, such as the Honda TN360 (most recently sold as the TN7) and the Honda T360 . On 1 September 1975, the Japanese Government revised

1127-532: The HA3/HA4 chassis numbers depending on whether they are two- or four-wheel drive, while vans/Streets are called HH3/HH4. In October 1993, the Honda Street and Acty's front design was changed yet again, receiving larger, more square headlamp units with one chamfered corner. A PGM-FI version in "Fox" and "Xi" equipment levels was also introduced to the Street at this time. This version produces 44 PS (32 kW; 43 hp). The front end changes were applied to

1176-494: The Japanese Government amended the Enforcement Regulations Vehicle Law, Ministerial Ordinance No. 53, which addressed safety requirements for front passengers, but did not allow for larger overall dimensions. Honda pushed the driving position back while keeping the engine in its traditional location underneath the vehicle. The new design retained the mid-engined, rear-wheel-drive layout although it

1225-644: The Japanese domestic market only. As a bit of an oddity, the Acty was sold during 1982 in Australia, but was made unavailable inside of Sydney due to concerns by Honda that the vehicle was underpowered for the hilly terrain. The second generation Acty was launched in May 1988 with the introduction of the Honda E05 engine , with an additional cylinder added, making it a 547 cc 3-cylinder with SOHC . The engine

1274-536: The N600 was somehow related to the CB750 or even the CB450 traces its origins to Hansen's anecdote. Honda Acty The Honda Acty ( Japanese: ホンダ・アクティ , Honda Akuti ) is a series of cabover microvans and kei trucks produced by the Japanese automaker Honda from 1977 to 2021, designed for the Japanese domestic market (JDM). "Acty" is short for "Activity". The Acty's primary competitors were

1323-542: The Street Van has large, rectangular headlamps. After a thorough March 1990 update to meet altered kei car regulations the Acty Truck received the same headlights as the Street Van, while all models grew longer by 10 cm (3.9 in). At this time the Street also received the taillights from the contemporary Honda Today (which were also used for the third generation Acty van). The 1990 changeover also meant that

1372-455: The TN III . Aside from the facelift, the biggest news was the addition of a Super DeLuxe version (which came equipped with a radio, a cigarette lighter, and white sidewall tires). Total weight for the base model truck crept up to 540 kg (1,190 lb). The Snowler and Panel Van models continued to be available, making for a total of 28 various models. The range grew further in July 1970, when

1421-477: The equivalent cost to a conventional British 650cc pushrod parallel-twin. In a further publicity event, Honda (UK) entered Mike Hailwood as one of the riders in the Motor Cycle 500 mile production race at Brands Hatch during July 1966. However, Hailwood was able to complete only some demonstration laps on the CB450 before racing began, as it was barred from competing in the 500cc category, because

1470-487: The facility's engine testing area for "Project 300", as the successor of the CB450 was known. Hansen said he surmised that Honda was at work attempting to adapt Honda's largest car engine, the 598 cc (36.5 cu in) twin of the Honda N600 to the new motorcycle, though at about 45 hp (34 kW), it was scarcely more powerful than the CB450. Acting on this guess, Hansen mentioned to Soichiro Honda he hoped

1519-554: The larger Triumphs, Nortons, and Harley-Davidsons in the North American market at the time. As a result, Honda tried again, leading to the development of the four cylinder Honda CB750 that marked a turning point for Honda and beginning of the "superbike" era of motorcycles. The CB450 had a distinctive chrome-sided fuel tank, and shared Honda's 'family' styling found elsewhere on the S90 and CD175 . Early models were known as

Honda TN360 - Misplaced Pages Continue

1568-584: The load floor. The TN360 premiered in November 1967 and remained in production unchanged until January 1970. Top speed is 100 km/h (62 mph), the same as for its predecessor. Thanks to a simpler construction, weight dropped considerably: from 610 kg (1,345 lb) for the old T360 to 500 kg (1,102 lb) for the 1967 TN360. Output remained unchanged at 30 PS (22 kW) at 8,000 rpm, but torque increased somewhat to 3.0 kg⋅m (29 N⋅m) at 5,500 rpm and everything occurred in

1617-527: The maximum payload is 200 kg (440 lb). The truck was available as a basic standard model, SDX (Super Deluxe) and more comfortable Town versions. There was also the Acty Attack, a spartanly equipped four-wheel drive version with a differential lock, particularly intended for farmers. The van was available as a two-seater Pro-B (with division) or as the somewhat more comfortable Pro-A. There were also four-seater SDX and Town versions. The Acty van (and

1666-416: The milestone Honda CB750 . Company President Soichiro Honda ended the successful Grand Prix racing program, announcing Honda's withdrawal from racing in 1968 because it had become a distraction from production motorcycle development. American Honda's national service manager Bob Hansen later discussed his role in the decision to switch from initial plans for an all new, but still twin-cylinder, CB450, to

1715-509: The new engine would not be a twin, since twins were becoming dated, and would be uncompetitive against the likes of Triumph, who were about to release a triple . The letter in Hansen's office verified that Honda had been testing a twin and changed to a four at the American's suggestion, without ever addressing Hansen's guess that the twin came from the N600 kei car . Nonetheless, the rumor that

1764-535: The related Vamos Hobio ) kept using the taillights of the 1988 facelift version of the Honda Today . The "Street" name was discontinued in favor of the Honda Vamos , based on the Acty van. In December 2009, the Acty truck was replaced by the new fourth generation model, but the bonneted Acty van continued to be produced with the third generation bodywork. On 12 July 2018, the Acty van was discontinued and it

1813-473: The rules on Road Trucking Vehicle Law that regulated the dimensions and engine size of vehicles in this class. As a result, the first Acty trucks and vans were available with a " midship " mounted 545 cc 2-cylinder SOHC water-cooled engine, known as the EH engine , which produces 28 PS (20.6 kW; 27.6 hp) at 5500 rpm and 4.2 kg⋅m (41 N⋅m; 30 lb⋅ft) of torque at 4000 rpm. This

1862-608: The same pressing can be used for either side of the car. The Acty was exported to a number of markets, including Great Britain, where it is considered to have created an entire new category. The Suzuki Carry /Bedford Rascal was GM's response to the Acty in the British market. An upper trim level of the Acty van intended mainly for passenger usage went on sale 1 February 1981 and was called the Honda Street (in Japanese) ; it

1911-468: The valve springing: instead of the conventional coil springs, it used ' torsion bars ' – rods of steel that twisted to provide the spring effect. When it became clear that the CB450 did not have the size and power to compete in the US market directly against Triumph, Norton, and Harley-Davidson's large-displacement models, Honda shifted its focus, starting development in early 1967 of what would eventually become

1960-515: Was a commercial companion to the Honda Life kei truck . It had a lower compression engine, necessary to meet tighter emissions standards, and only had 27 PS (20 kW) at a considerably less peaky 7,000 rpm. The modified engine was now also able to run on unleaded petrol, thanks to alloy valve guides and seats. Torque figures stayed unchanged and the weight of the base model also remained at 540 kg (1,190 lb). The TN-V also had

2009-441: Was about 50% larger than the engine used in the preceding TN7. Export models, with less emissions equipment, claim 30.6 hp (22.8 kW; 31.0 PS) at the same engine speed. The van was introduced November 1979, although a truck-based panel van with a boxy rear was available from the beginning (TB). To save money, the van uses the same taillights as the truck and also has side doors with center mounted handles, meaning that

Honda TN360 - Misplaced Pages Continue

2058-485: Was added to the range. In November 1969 Honda presented an interesting variation of the TN360: the "Snowler" had removable skis mounted on the front wheels, while the rear wheels were replaced by caterpillar tracks with rubber belts. A similar version of the previous T360 had also been built, and Honda continued to target this very narrow market. The Snowler's top speed was 45 km/h (28 mph), while weight increased to

2107-484: Was also the first Acty/Street to receive a five-speed manual gearbox, initially only available on the 4WD models. A larger, 35 L (9.2 US gal) was also part of the 4WD's equipment. In June 1982, the series received a facelift, with wraparound turn signals. At this time the Hondamatic version was added, as was the "Big Cab" version, with a passenger compartment stretched by 100 mm (4 in). While

2156-565: Was not run-in, yet in a semi-competition demonstration sprint, the CB450, ridden by Allan Robinson, MBE (a Honda staff member), achieved a standing-start kilometre time of 30.1 seconds and a terminal speed of 100 mph (160 km/h). Afterwards, the CB450 was exhibited at a motorcycle show at the Brighton Metropole Hotel exhibition centre . In December 1965, the UK magazine Motor Cycle reported that UK sales were planned from February 1966, its price of £360 being

2205-498: Was now of a "semi-bonneted" design. Meeting the increased safety requirements was a major focus during development. The base price of the pickup model is ¥777,000 (approximately $ 7,920 USD ), with the van starting at ¥1,060,500 (approximately US$ 10,810) as of December 2008. Four-wheel drive is available as an option on all vans, and all but one model of pickup truck, making the Acty one of a handful of mid-engine, AWD vehicles that are not designed as supercars . The 656 cc engine

2254-677: Was produced for two generations of the Acty van. Available with a standard or an all-new high roof design, the high roof was also made available for the Acty van (SDX only). The name was discontinued in 2001 after the Honda Vamos name had been reintroduced as a replacement trim level for the Street, on a shared platform of the Acty van. In March 1983 the four-wheel drive Acty/Street was added. This model receives 12-inch wheels for increased ground clearance and has an engine with an improved cylinder head, increasing power to 29 PS (21.3 kW; 28.6 hp) at 5300 rpm and torque to 4.5 kg⋅m (44 N⋅m; 33 lb⋅ft) at 3500 rpm. This

2303-586: Was replaced by the N-Van . On 17 December 2009, the fourth generation Acty truck was introduced. As for the Daihatsu Hijet and Suzuki Carry competitors, this model has become delinked from the van as a result of differing safety requirements for commercial vehicles and passenger-type vans. It continues to use the predecessor and van's E07Z engine, although now with 45 PS (33 kW; 44 hp). The chassis codes are HA8 (2WD) or HA9 (4WD). The wheelbase

2352-413: Was shortened dramatically, returning to the 1.9 m (6.2 ft) as used on the second generation Acty, in order to increase cabin space and to shrink the turning circle. In June 2012, the Acty underwent some light modifications so as to meet new upcoming standards on lighting. In November 2018, Honda renewed the "Spirit Color Style", a special-purpose vehicle commemorating the 55th anniversary of T360,

2401-469: Was somewhat heavier than the TN-V (555 kg (1,224 lb)) due to the emissions equipment. A passenger side seatbelt also became standard fitment, as did a powered window washer. Production came to an end in July 1977, after about 700,000 TN360s had been built, when Honda presented the larger TN Acty . The 545 cc TN Acty belatedly took full advantage of the new larger kei car standards which had taken effect on January 1, 1976. The Acty range retained

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