Honda produced its fantastic little S600 sports car between 1964 and 1966. Available in both a Roadster and Coupe version, 13,084 examples rolled off the production line during that time. In a somewhat unusual move by the company, they opted to produce a limited number of S600 Coupes during 1967. The production total was eight vehicles, and this is one of them. It presents nicely for its age and needs a new home. If you find yourself magically drawn to this Honda, you will find it located in Forest Hill, Maryland, and listed for sale here at Witman Auctioneers. Twenty-five bids have pushed the price to $6,500, and there is still plenty of time remaining if any of our readers wish to stake their claim on this gem. I have to say a big thank you to Barn Finder Chuck F for spotting this rare classic for us.
This S600 presents nicely in Scarlet Red, with no significant flaws or problems. The seller doesn’t indicate whether it is original or has been the recipient of restoration work. The paint shines warmly, with no evidence of patchiness or other problems. The panels are as straight as an arrow, and there are no signs of external rust. The owner provides limited information, so it is unclear whether there are any problems with the floor. These little cars were not renowned for major rust problems, so we could be quietly optimistic on that front. The exterior trim and badges look excellent for a survivor-grade vehicle, as does the glass. The alloy wheels are not original, and if the buyer seeks authenticity, they will need to search for the correct wheels and hubcaps. Production of the S600 ended in 1966 to make way for the replacement S800. Finding information on why the company produced a limited number of 1967 S600 Coupes is difficult, but I have located several sources that confirm the seller’s claim that only eight examples rolled off the line. That makes this a rare beast and helps explain the interest it has generated so far.
As its manufacturing industry evolved following World War II, Japanese companies became renowned for miniaturizing products. While this was ordinarily true of electronic items, it also became a key component of automobile production. From this philosophy, the Kei car market grew, but companies like Honda wanted to produce small cars that could be relevant in foreign markets. It was from these seeds that the S600 evolved. Its motor is a triumph of engineering. This four-cylinder DOHC screamer has a capacity of 606cc and is fed by four Keihin carburetors often used on motorcycles. Its 57hp finds its way through a four-speed manual transmission and a chain drive system to the rear wheels. That doesn’t sound like a recipe for excitement, but it doesn’t take many ponies to extract respectable performance when a car tips the scales at a mere 1,532lbs. While it is unlikely to have many muscle cars trembling in their boots, the S600 could still romp through the ¼ mile in 19.9 seconds before finding its way to 90mph. This motor and its history also help explain how Honda became the powerhouse that it is today. Early examples of the S600 that found their way into foreign markets suffered a spate of engine failures. Honda engineers examined the cause and discovered, to their horror, that the potential was there for every engine to follow suit. Therefore, they despatched teams of mechanics with modified and improved new motors to every market, tasked with swapping out the originals for the updated units. People laughed when these mechanics performed their work wearing white gloves, but this helped ensure that no dirt, grime, or foreign objects could compromise the work quality. This approach paid dividends in the decades that followed as the company moved from strength to strength. The owner of this S600 indicates that it has a genuine 28,800 kilometers (17,500 miles) showing on its odometer. He says that it runs and drives but provides no information on how well it achieves this. If presentation counts for anything, the spotless engine bay suggests that this Honda should be in sound mechanical health.
The interior of this Honda presents pretty well, but it has a couple of shortcomings. Somebody has installed a Honda-branded radio/cassette player, and the work quality is pretty ordinary. There is a hole in the switch panel where something is missing. Beyond those faults, things look pretty promising. The seat upholstery shows some stretching but no evidence of rips or other physical damage. The dash and pad are excellent, while the carpet shows some minor wear and fading. The wood-rimmed wheel is a thing of beauty, and you can’t help but think that the interior of this Honda would be a pleasant place to pass some time.
When Honda entered the world of passenger car production, they stated that their aim was to become a significant player, matching their achievements in motorcycle production. Many other manufacturers chuckled quietly behind their hands, believing that Honda was placing their ambitions ahead of their abilities. History proves that this was no idle threat, with Honda achieving success in the passenger car market and considerable success in the motorsport sphere. This S600 Coupe is a rare beast, and it deserves its place in automotive history. It won’t appeal to somebody searching for a car that offers mind-blowing performance, but it is a car that will gather plenty of attention and interesting comments at a Cars & Coffee. A new home is beckoning for this classic, but could it be yours?
“Early examples…suffered a spate of engine failures. Honda engineers…dispatched teams….with modified and improved motors to every market..tasked with swapping out the originals for the updated units.” People laughed when they did their work with white gloves that insured there was no dirt or grime present.
This is one of many examples of why Honda was an international success under Sochiro Honda’s oversight.
Another example IIRC was demonstrated at a F1 type 250cc motorcycle race when the rider (Brian Redman?) was leading but unexpectedly stopped due to a minor electrical issue. Because the part was difficult to get to and replace Honda lost the lead and, again if I recall correctly, any placement. Honda took the unique approach of sending the engineer to work on the race team for a season, therein giving the engineer the firsthand knowledge of his error and rectification required.
Something to be said about how far we’ve strayed from producing something the CEO takes pride in to making product for nothing more than just the raking in of massive amounts of money, regardless of quality.
Neat car-how does it compare to anything of similar ilk from Europe?
They make a FIAT 850 seem big. Not fast by any measure but they were raced and the sound was impressive.
The question should be? Does anything from Europe compare to it?
Maybe only the Fiat Abarths or the highly specialised Marcos GT, the Xylon, would have a look in, but in reality, nothing compares to it.
It was Jim Redman, a six time Grand Prix Motorcycle World Champion from Southern Rhodesia. Jim Redman was Honda’s most successful rider of the so-called Golden Age, winning six World Championships between 1962 and 1965. Six decades later, no other Honda rider has bettered the total of the no-nonsense, ruthless operator. Jim also won six Isle of Man TT races. Thanks go to Wikipedia for the info.
Thank you, Solosolo-I appreciate that! Yes, JIM Redman, a phenom on 2 wheels. He was of an era competing on a 125 that saw Honda engineering in its genesis, followed shortly thereafter by another racing marvel in the world of 2 wheel genius, Dick Mann, followed suit on the Honda 750 to give notice of a new age in racing across most racing maps.
I know nothing about these, but it is a nice looking ride. Be fun to take for a drive.
I sold one of these on consignment that had a 20 valve Toyota engine fitted and it went like stink, but unfortunately the Toyota differential couldn’t take the extra power because the Honda engine runs counter clockwise and the car ended up with 4 reverse gears and one forward. The rear axle was turned around but that meant that the unhardened face of the crownwheel was taking the full load and the diff. disintegrated in double quick time.
It is still too early. This should hit $20K to $30K possibly more before it’s over. Anything vintage Japan is a hot button right now.
I remember reading about the S600’s and how Honda
decided not to officially import it to the US after it failed to
climb the steep hills in San Francisco.
THAT is difficult to believe. I lived in SF from 1964 to ’67, driving first a DKW 3=6 followed by a TR3. My girlfriend had a BMW Isetta 300, sporting 12 horses, if memory serves and climbing the hills was not a problem. We even drove to Santa Rosa once and made it excruciatingly slowly.
Very cool.
Wondering how you lubed adjusted the chain tension after so many miles.
I have a Honda Z600, its smaller than this S600…
Vintage Japanese cars are experiencing a surge in popularity currently. Easy to work on though parts can present a challenge. Fun to drive and full of memories for an entire generation as “first cars”. Expect the market to continue to rise. A really beautiful example.
Mack was still bldg city delivery trucks with chain drive til about 1954 so it’s rare but not unheard of. Advantage is less cost, less subject to damage, easier to repair, etc.
I was fortunate enough to have have found a ’67 S800 for my first car. After adding a “Sprog-Eyed-Mite” to the stable I had a perfect education in ‘twice the horsepower, half the torque’. Definitely the coolest sounding thing in the high school parking lot, even in Orange County, California. If this goes for under $25,000 it would probably be cheaper then recommissioning mine, but it will not. If it has not yet, I would warn anyone considering this car to immediately budget for the plastic bushings on the cam sprockets, they have been known to get brittle with age. I intend to machine some from Teflon for mine, sooner then later if my 15 year-old has any say.
$ 8,250 now, but yes lots of time left.
A late friend of mine had one in which he killed himself.
The little engine eventually gave out after years of abuse. A performance tuner, he came up with the idea of substituting the 600cc engine and gearbox with a rotary out of a Mazda RX3 that he had knocking about. He duly uprated suspension, brakes and installed a very elegant roll cage.
His only omission was a prop shaft safety strap
There really was nothing to catch or keep up with this contraption at the time. He was banned out of every racing class and was left with only drag racing. At the I had a BMW 325is that he optimised for me – he transformed it.
And it had to happen. in 1997 at the famous Tarlton Raceway, South Africa’s premier drag strip, while doing a run, the prop shaft came loose at the gear box end and the little car’s rear was catapulted into the air and cartwheeled along the length of the track a few times, at a terminal speed estimated to have been over 250 k.p.h.
He died instantly.
And that is the sad memory that I have of the one and only Honda S600 I have ever seen.
I remember that tragic day being reported in the Durban newspapers. Terrible and all because of not fitting a prop shaft safety ring.
Your post reminds me of one of these built up for a modified class of SCCA autocross. The owner/driver, ” Doc Honda” also used a Mazda rotary for power.
Doc was injured when the throttle stuck at the end of a straight, and the car jumped a curb.
I saw the car again later in different hands, and Doc in a modified BMW.
But neither one seemed to have the snap, or the speed that had been present when Doc wheeled the Honda.
Hayabusa swap
There was one of these and a roadster, both usually parked in a narrow yard between a house and the beginning of the seaward stretch of La Honda Road, just after the Skyline intersection. In other words, at the beginning of the FAST section of La Honda Road. For a while I was going by there twice most days in my Volvo 544, either down to my afternoon-shift job in Palo Alto, or home to La Honda around 10 PM. Either way I usually looked for a quick glance at those sweet little cars. The Volvo was a good car, and it taught me a lot about understeer, oversteer, and how to drive a slow car fast over roads laid out like some giant twisting snake, both uphill and down. But those Hondas represented what I truly dreamed of: a truly tiny car that could whistle down that road at twice the velocity and half the fuss of that friendly old Volvo.
If someone has a serious interest in this car, I live not far away, and can take a look on request. I’m a retired restoration shop owner and have done AACA 1st cars, and I’m also a court recognized forensic mechanic.
You’re a class act, Bill McCoskey.
You not only helped me locate the ‘47 Cad Business Coupe we were looking for, you passed on ideas to further the development of this project to a total family involvement-and to the extent that a ‘49 will be going to its new home for Valentines Day tomorrow.
I hope your knowledge and keen appreciation for this world has been recorded somewhere as it is a part of a truly unique compilation.
Nevadahalfrack
nice Brit copy right down to the RHD.
No mention of the chain drive system (or is that another model?)
EDIT
o0OP, right there in the caption (all eyes on da pic).
Replace w/use of 4 big Keihins?
Hmm… I wonder about the “1-of-8” and 8 being the total number made stat.
I worked on one of these in 1973 in Melbourne Australia. It belonged to a doctor who was just completing his residency. A nice guy but one hopes that he had more clues about medicine than he did about his cars and their need for regular maintenance etc.
I distinctly remember spending hours rebuilding and tuning the carbs on that S600. I also discovered that there were some tiny fuel filters hidden in the fuel inlet passages which were partially restricted and causing multiple problems — but only at random times.
This posting has been a good memory test for me.
Now, has anybody seen where I left my beer?
RB
Where is the shift knob? Is it really just a ‘66 that was titled in ‘67?
Gone AWOL!