I’m still discovering the wild world of kei cars, so this might be premature, but I think I found the best of them. It has oodles of style, it’s FWD, it has a banger of a tiny 2-cyl. engine, it has a cool name and it’s very, very orange. Meet Honda’s funky Z, a little car with a big story to tell.
Honda was the upstart carmaker that didn’t follow the rules. Nobody saw them coming, but once they emerged, it was impossible to stop the momentum. Consider this timeline: having made it big as a motorcycle firm, Honda started four-wheeler production in 1963 with a 360cc pickup and a 500cc roadster, moved quite logically into Formula 1 the very next year, followed that up with a 700cc station wagon for 1965, launched their FWD kei car in 1966 and topped it off with the “big” 1300cc saloon by 1969.
But did they stop their hectic growth there? They most certainly did not. The N360 kei car got a substantial facelift for January 1970 that was a foretaste, styling-wise, of what was to come.
In October 1970, the Z360 was unveiled. And perhaps it’s not obvious from a 2023 non-Japanese perspective, but it was a definite innovation: the personal luxury coupé, that most ‘60s of inventions, was now available in miniature format. Nobody had really done that before, but it was about to take the JDM by storm.
When I say “nobody had really done that before,” I mean done it on purpose. It so happens that the first four-wheeled Mazda, the R360 (1960-66, top left) was pretty much a proto-PLC-kei crossover, but it was more of an experiment than a deliberate niche-creating tactic and it hadn’t really influenced anyone. On the other hand, once Honda showed everyone the way, many followed in 1971-73, including Daihatsu (top right), Mitsubishi (bottom right) and Suzuki (bottom left).
Technologically-speaking, the Honda was above the fray. It featured a frantic little air-cooled parallel twin driving the front wheels producing 31hp with a single carb and 36hp (@ 9000rpm!) with twin carbs for the higher-trim Zs. Honda’s very own three-speed auto was available as an option, but the 4-speed manual was standard, that is until the sporty GS with its 5-speed (a first on a kei car) and front disc brakes joined the range in early 1971.
The suspension was relatively simple, being a MacPherson strut up front as a leaf-sprung beam axle at the back, but quite effective. Rear seats were very tight, just like in big PLCs. The Z’s show-stopping party trick was the TV screen-like rear window / hatch, inset in chunky black rubber. I understand the Japanese enthusiasts call this distinctive feature the “diving mask,” synecdochally using this term for the Z360 itself.
The Honda Z was given the usual trim declensions (MY 1971 shown above), but those changed pretty quickly over the years, making the range a little difficult to navigate. For as we will see shortly, the Z360’s rather short (1970-74) production run was not a straightforward affair.
Our feature car is a ’72 model GL, which was a 36hp GS with somewhat simplified trim. But said 36hp did not come from the same twin as before, because Honda were going through a period of relative internal turmoil at the time, leading to some pretty radical decisions.
If you compare this front end to the yellow Z360 factory photo seen earlier, you might notice that the grille is different here. That’s because the Z was actually moved from the N360 platform to the new Life platform, which came with a water-cooled twin.
Yes, the Z was just over a year old when it was gutted and re-jigged to fit completely different underpinnings, though the power output (and most of the styling) remained as was. What precipitated this bizarre bit of seppuku was the end of a long internal struggle between proponents of air and advocates of water, as far as cooling methods were concerned. Company founder Soichiro Honda was firmly in the air camp, and most of his engineers were vehemently aquatically-inclined.
What tipped the balance was the air-cooled 1300, which did not perform as well as hoped. Honda’s engineers proved to their boss that a water-cooled engine would have been better suited, quieter, less smelly and easier to manufacture, and was the best way to meet upcoming emissions regulations. To emphasize the point, some senior engineers went as far as going on strike, despairing that the CEO “did not understand thermodynamics.”
Soichiro Honda eventually admitted defeat, apparently being swayed by a fellow decision-maker who asked him if he was an executive or an engineer. Honda reluctantly realized he was the former, so he let go of his obsession and let his team work for the good of the company. And as a result, the N360 (which was embroiled in its own safety-related scandal, to be covered in a related CC sometime) was nixed and the Life replaced it. But the Z, which had started a promising career both at home and abroad, carried on.
For yes, the Z was one of the few keis that was exported, albeit usually with a 600cc version of the air-cooled twin. As many as 15,000 were shipped to the US, but some also found their way to places like France, the UK or, as we can see above, Australia. The 600cc twin was never switched to water-cooling though. Nor, as far as I can tell did the final iteration of the Z make it to most export markets.
In November 1972, the Z360 went under the knife yet again and became a hardtop coupé. For those keeping track, that was the second major change in two years. But after that date, development was far more muted. Indeed, Honda had just launched the Civic, and that car’s explosive success was about to dramatically alter the carmaker’s range.
On the JDM, Honda were selling the lowest grade of Civic at ¥400,000, while the Life retailed at ¥350,000. I’m not sure what the Z360 hardtop cost when new, but it would have been somewhere between those two, i.e. not exactly cheap. Given how the Japanese economy was going and how hungry export markets were for the Civic, Honda decided to end the entire kei car program and focus on what sold like hotcakes. In June 1974, the last Z was made and soon the whole 360cc range went extinct – and stayed extinct for over a decade.
All variants, iterations and export models included, the Honda Z only tallied just over 40,000 units. A modest result, to be sure, but the niche that Honda discovered was a game-changer. Without the Z, there would have probably been no Suzuki Cappuccino, no Autozam AZ-1, no Daihatsu Copen. The Z360 ushered in a sense of fun and style in a segment that direly needed them. We all need a little funk, sometimes. And orange. There’s always room for orange.
A girl at my SoCal high school had the 600cc version, so a Z600 I guess. It was yellow as most seemed to be, but even that one back what, almost 40 years ago now, wasn’t in the condition of this one that you found. It was though the smallest car at my high school and Erin W. was quite a tall girl. Nevertheless, she fit inside and drove it with abandon.
All the Z600 sold in the UK were orange.
I was a teenager at the time they were new and really wanted one, but I couldn’t drive and was still at school anyway.
Interesting, because in 1975, Honda launched the first mass produced, water cooled motorcycle named the Goldwing.
Jay Leno hosted a great segment on the Z600, a year ago.
2006 Hyundai Accent hatchback, reminded me a bit of these.
Mine is a “2009”. (the omnipotent , “lighter blue”). Lord I so need to replace it!!
The Honda dealer here has a Z600 in its’ parts department waiting area. It’s *that* small.
I drove a 600cc version quite often in my Erie, PA days. Owned by one John DeAngelo, local cyclist, eco-freak, and newly minted bicycle shop owner (I was his mechanic for awhile when the shop was brand new), he detested cars like any good tree-hugger of the time would and the Z600 was the only acceptable automobile to him, as it was the smallest, cheapest, most fuel economical, and least polluting car available in the Erie auto market.
His disdain for cars allowed me to borrow it whenever I needed, or wanted (like various Sundays when autocross or rallies were scheduled) and gave me a great appreciation for the car. It met with a sorry end the night he drunkenly pulled into the garage, forgetting that his two very expensive racing bicycles were still on the roof rack. The inevitable collision not only completely destroyed the bikes, but pulled up the roof rack and tore up the car’s roof.
True to his eco-freak sensibilities, he replaced it with a Sebring Vanguard CitiCar, which I spent as much time driving as he did. Which gave me an incredible amount of EV experience back in the early days of the Nissan Leaf and Tesla Model S.
Have recently re-found John on Facebook, he now lives in the Denver (of course) area, and cycles at least as much as I do, if not more).
I found at bought an orange Z600 used in Wisconsin back in the early ’80’s. It was a hoot to drive! So tiny! Only saw 1 winter and showed a little bubbling of rust. These were never sold in the Midwest US, just Southern states and on the coasts.
I had to sell it because it needed brake work done and in those pre-internet days parts were impossible to get in Wisconsin. The import parts stores and even Honda dealers there had never heard of them.
It’s been a long time ago but I recall the rear hatch was ABS plastic. The previous owner told me in the US they came in orange, yellow and British Racing Green, though I never saw a green one. The US ones were all 4 speeds. It would benefit to have a 5 speed.
I had a N600 in the mid 80’s and didn’t have a problem buying parts at my local Honda (car) dealer. Yes it was in the PNW where they were sold, however at the beginning they were sold at Honda Motorcycle dealers. The parts did have to be ordered but it didn’t take long, like a week or so if I remember correctly.
A lot of the early Honda car dealerships started that way. Erie’s dealership was already a car dealership although I can’t remember what brand. Moving back to Johnstown, we were still being served by Alvin’s Honda of Windber, PA who was the Honda motorcycle dealership since 1965 and of course took on the cars when they became available, starting with the first generation Civic. Sometime in the mid/late 70’s he was given the choice: Honda Blue or Honda Red.
One of the franchises had to go, or at least a second building was needed. Honda didn’t want their cars sold of out motorcycle shops anymore. Of course, he chose the cars. He had the franchise for many decades before selling out to the Thomas firm out of Bedford. Currently, it’s been bought by the Cochran chain.
I tried Van’s Honda motorcycle and car dealership in Green Bay and Cloud Buick Honda in Appleton as well as numerous import car only parts stores in the area. The earliest cars they all had in their systems was the ’73 Civic. Some even questioned if it was a car or motorcycle. Of course now with the internet getting parts would be much easier.
Van’s later split into 2 dealerships per Honda’s request, cars at 1 and motorcycle/ATV at the other, but to my knowledge they still own both.
I’m not sure I’ve ever seen one of these Hondas in person, but for some reason the first image that pops into my mind about these is this Road & Track PS picture from 1973:
Fun little cars, my buddy’s G.F. bought a blue Z600 in…..?1971? and he being a teenager tried diligently to kill it, it soldiered on regardless .
I replaced the clutch one Sunday afternoon, the tiny diaphragm typ clutch was easy to compress on top of a dryer in the washroom ~ I didn’t think it’d have sufficient grip but it did .
I think I goofed never buying one .
-Nate
Easiest clutch job ever on those 600’s. Disconnect the cable and something like 8 bolts to pop the cover and the pressure plate is right there. Tiny little thing.
I had an N600 it was definitely a fun car. Of course I would have preferred the Z but a N was the right deal at the time.
Both were essentially the same car, just different body styles and trim. I’m not sure if the N600 came with a tach. I remember my Z had a small overhead console but I don’t remember what was in it. Included in my purchase was a shop manual that covered both the N and Z.
I think the Honda 600 came to the USA in 1970 or 1972? I’ve read that though a very cute car, it wasn’t much of a pleasure to drive. No personal experience with it. But Honda learned a lot with this precursor to the famous and iconic Civic!
They were fairly noisy but not unbearable. That little twin would really wind out. It was no Lincoln or Cadillac by any stretch but for what it was I thought it rode rather well. I did a little seat time on 2 lane highways with it. I do remember in 4th gear at 60 mph the engine was running at 6000 rpm! But being a Honda it didn’t seem to mind. I don’t think it was intended to be driven that way regularly.
I should also have added, it is a total blast to drive around town. The back seat is pretty much worthless, but the average person can get reasonably comfortable behind the wheel. Great ergonomics. The steering is quick and because the engine is so small very light. Obviously no power steering needed. It’s like driving a go cart. It’s peppy and corners very well. Mine had weak brakes because they needed servicing. They were power assisted front disc brakes. The shifter hung off the bottom of the dash so you move it up and down and twist it. Standard 4 speed pattern but with reverse you twist the lever all the way to the left and down. All in all a pretty neat little car. My 1st Honda, now we own 2 Hondas, a Pilot and a CRV.
Yup pretty much like a street legal go-cart. Reverse was unusual, trips up someone that expects it to work like a traditional shifter and didn’t notice that diagram shows a curve to R and not over and down.
I “so wnated” one of these, when they hit the streets of the “northern VA/DC/MD” area!!
There were two , three between our “building , parking lot” and the condo’s across the street.
(blue/green/ orange)
Being “twelve” , it was all just a “wishing/dreaming, exercise”.
Unfortunately if you live in an area where the roads are salted these will dissolve like Alka Seltzer in water. Maybe 3 years if you are lucky. I stored mine for the Winter when I had it. Another Japanese learning curve when selling cars in North America.
In Australia, these could also be had as a split version.
https://www.google.com/search?q=malcolm+split+car&rlz=1C1VDKB_enAU1036AU1036&oq=malcolm+split+car&gs_lcrp=EgZjaHJvbWUqBwgAEAAYgAQyBwgAEAAYgAQyBggBEEUYQDIKCAIQABiGAxiKBTIKCAMQABiGAxiKBTIKCAQQABiGAxiKBTIGCAUQRRg80gEINDcyOWowajeoAgCwAgA&sourceid=chrome&ie=UTF-8#fpstate=ive&vld=cid:75619bfc,vid:mQauncy81DI,st:0
Times have changed greatly if you want the cheapest Civic HB here in Canada , Honda is so stingy that they only offered it in gray – white – black and you still pay almost 30K for this thing.In fact their cheapest entry for a HB is the Hr-v and it is not the most efficient in its category.
I understand but to be honest, these cars would be really difficult to meet current crash standards. And if they did the buying public would not be interested. Look what happened to sales of the Smart Car.
Not cheap?
More like DAMN cheap.
The dollar traded at slightly more than 300 yen at the time. So 350k yen = less than $1200.