NAME Soichiro Honda (本田 宗一郎)
WHAT FAMOUS FOR Soichiro Honda was the founder of Honda Motor Co., one of the world’s most influential engineering and manufacturing companies. He transformed postwar Japanese industry through a relentless focus on practical engineering, efficiency, racing, and mass mobility, building motorcycles and automobiles that reshaped global transportation. He is particularly known for democratizing motor transport, pioneering clean engine technology, and proving that Japanese engineering could outperform Western giants on their own terms.
BIRTH Soichiro Honda was born on November 17, 1906, in Kōmyō village (now part of Tenryu City), Iwata District, Shizuoka Prefecture, near Hamamatsu, Japan.
FAMILY BACKGROUND Honda was born as the eldest son of Gihei Honda and his wife Mika Honda. His father, Gihei, was a skilled blacksmith who ran a bicycle repair business as a sideline. His mother, Mika, was an accomplished weaver. The family was relatively poor but provided a happy upbringing.
Honda had a younger brother named Benjiro Honda, who later accompanied him in racing and subsequently co-founded the Honda Foundation.
CHILDHOOD Honda spent his early childhood helping his father with the bicycle repair business, developing manual dexterity and curiosity about machines from an early age. As a toddler, he was thrilled by the first automobile that came to his village and later recalled that he could never forget the smell of oil it gave off, saying it smelled "like perfume". This experience profoundly shaped his life trajectory.
Honda once borrowed one of his father's bicycles to see a demonstration of an airplane by pilot Art Smith, which cemented his love for machinery and invention. His parents were insistent about basic discipline, instilling a strong sense of honor and respect in young Honda. Despite this upbringing, Honda developed a reputation as someone who, while possessing a "freewheeling, irrepressible personality," hated nothing more than inconveniencing others and was always punctual about keeping appointments. (1)
EDUCATION Honda entered elementary school in 1913. He was not interested in traditional education and performed poorly in school, preferring hands-on mechanical work to academic studies. When schools handed out grade reports that required a family seal stamp to ensure parental review, Honda created a forged stamp from a used rubber bicycle pedal cover. The fraud was discovered when he began making stamps for other children, as Honda was unaware the stamp needed to be mirror-imaged. His family name 本田 (Honda) was symmetrical when written vertically, so it didn't cause problems for him, but other children's names were not.
At age 15, without any formal education beyond elementary school, Honda left home in 1922 and headed to Tokyo to look for work.
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| A young Soichiro Honda Source WapCar |
Much later in his career, at age 31, he returned to part-time study at the Hamamatsu High School of Technology but never received a diploma because he refused to take the examinations. Honda famously dismissed the value of academic credentials, stating "A ticket will get you a seat in a movie theater, but a diploma won't get you a job!" and that a diploma was "worth less than a movie ticket". Despite his lack of formal education, he was awarded numerous honorary doctorates from universities in Japan and the United States after his automobiles gained international recognition. (2)
CAREER RECORD 1922–1928: Worked at Art Shokai, an auto repair shop in Tokyo, initially as a cleaning boy and later as a top mechanic and racing mechanic.
1928: Opened a branch of Art Shokai in Hamamatsu.
1937: Founded Tokai Seiki (Eastern Sea Precision Machine Company) to manufacture piston rings for Toyota
1941-1945 During World War II, he mass-produced wooden aircraft propellers.
1946 Founded Honda Technical Research Institute after selling his previous business to Toyota. He began by motorized bicycles using surplus generator motors.
1948 Established Honda Motor Co with partner Takeo Fujisawa.
1973 Retired as President, assuming the role of "Supreme Adviser."
APPEARANCE In the documentary Soichiro Honda: King of the Motorcycles, the narrator contrasts Honda and his partner Takeo Fujisawa by saying that “their differences even extended to their appearances: Honda was short and balding while Takeo was tall and had a face full of hair.
In his younger years, his face was said to have "completely altered" due to the intense labor and lack of sleep during his manufacturing trials. (1)
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| Soichiro Honda portrait |
FASHION Honda's preference for wearing red shirts became a signature element of his appearance. This unconventional choice reflected his nonconformist personality and rejection of traditional Japanese business attire.
He famously disliked neckties and business formalities, preferring clothing that allowed freedom of movement and hands-on work. Honda believed that white coveralls were the best attire for the workplace because they showed dirt, forcing workers to keep their environment clean., though he also wore suits when necessary for business occasions.
CHARACTER Honda was famously blunt, impatient with bureaucracy, fiercely independent, and obsessively curious. He treated failure as an essential teaching tool, believing mistakes were the raw material of innovation, and he loathed rigid hierarchies, insisting that engineers question authority — including his own. Despite this rebellious streak, he combined a “freewheeling, irrepressible personality” with an almost contradictory courtesy: he hated inconveniencing others and was meticulous about punctuality. Colleagues described him as mercurial, highly combative and intensely competitive, with a deep reluctance to yield to anyone — especially rivals. (1)
That intensity played out vividly on the factory floor. In Honda’s early years, he involved himself directly in daily work, personally tightening bolts workers had missed and, on one notorious occasion, striking an employee on the head with a wrench to demonstrate proper technique. He was prone to hurling tools when frustrated, and his explosive outbursts did not always inspire loyalty. Those who remained, however, understood that his volatility stemmed from total commitment and an unshakeable drive to succeed.
Over time, Honda’s management philosophy evolved. He came to believe that creativity thrived in an environment where people genuinely enjoyed their work, arguing that “man achieves the highest degree of efficiency when he plays.” This outlook became embedded in his principle of “Respect for the Individual,” which emphasized empowerment, understanding personal needs, and giving engineers the freedom to experiment. He remained deeply hands-on, but increasingly paired that approach with genuine care for his team. (3)
Above all, Honda refused to imitate others. “I’d sooner die than imitate other people,” he once said. “That’s why we had to work so hard — because we didn’t imitate.” In doing so, he positioned himself as a maverick who challenged not only Western competitors but also the conventions of Japanese business culture and social hierarchy. (4)
SPEAKING VOICE Honda's speaking style was direct, informal, and occasionally abrasive. He valued clarity over politeness and often shocked corporate audiences with his candor. He favored "Waigaya"—a Honda tradition of boisterous, unfiltered debate where rank did not matter.
SENSE OF HUMOUR He was known for being a lively storyteller and enjoyed telling "naughty stories" or jokes while drinking and enjoyed lightening the mood with his "infectious enthusiasm". His sense of humor was robust and often irreverent, fitting his personality as someone who rejected stuffiness and formality. He enjoyed parties and social gatherings, where he would share stories and jokes with employees and associates. (3)
RELATIONSHIPS Honda married Sachi Isobe in October 1935. Sachi joined his business as a bookkeeper and accompanied him in his travels for the rest of his life. She also served as Honda's first test rider for motorcycles. Their partnership was strong despite Honda's demanding personality and work habits.
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| Soichiro Honda and Sachi Isobe Source WapCar |
Honda had two sons: Hirotoshi Honda and Hiroshi Honda. Honda and his business partner Takeo Fujisawa made a pact never to force their sons to join the company. Hirotoshi Honda went on to found Mugen Motorsports in 1973, a company that tuned Honda motorcycles and automobiles and created original racing vehicles. Mugen, meaning "without limit" or "unlimited," became closely associated with Honda racing efforts, though it was never owned by Honda Motor Company.
Honda's relationship with Takeo Fujisawa was central to his success. The two men met in August 1949 through mutual acquaintance Hiroshi Takeshima. Honda was 42 and Fujisawa was 38 at the time. They had vastly different backgrounds and personalities but "hit it off immediately". Honda handled engineering and product development while Fujisawa oversaw finances and marketing. (1)
The partnership was characterized by deep mutual respect. In their first conversation in 1949, Fujisawa told Honda: "I will work with you as a businessman. But when we part I am not going to end up with a loss. I'm not talking only about money. What I mean is that when we part, I hope I will have gained a sense of satisfaction and achievement". They never did part—retiring by mutual agreement on the same day in 1973. (3)
DEVELOPMENT OF HONDA MOTOR COMPANY Honda’s formal education in engines began in 1922, when, at the age of 15, he secured an apprenticeship at the Art Shokai garage in Tokyo. This was less a glamorous career launch than a prolonged initiation into dirt, oil, and being shouted at. His employer, Yuzo Sakakibara, was initially unsure whether the skinny teenager was worth the trouble, but Honda persisted and stayed for six years. During that time, he absorbed everything—how engines behaved, why they failed, and what they needed to be coaxed back to life. By the end of it, Sakakibara had concluded that Honda possessed “star qualities,” a phrase that in a greasy garage mostly meant he was astonishingly good at fixing things that other people had given up on.
By 1928, at the advanced age of 22 and armed with confidence but not much money, Honda returned to his hometown of Hamamatsu and opened his own auto repair shop. It quickly became the Hamamatsu branch of Art Shokai, and by the mid-1930s it had grown from Honda alone to about thirty employees. In 1935, he married Sachi Isobe, who joined the enterprise in a role that combined bookkeeper, cook, and quiet stabilizing force. She handled accounts, fed the live-in staff, and gently counterbalanced her husband’s tendency to live entirely inside his machines.
In 1937, he founded Tokai Seiki to make piston rings for Toyota, financed by an acquaintance who presumably underestimated how difficult piston rings are. Honda’s first attempts were rejected outright for poor quality, which forced him to confront the inconvenient fact that he knew very little about metallurgy. Rather than give up, he buried himself in study, learning manufacturing science the hard way. Eventually, he produced piston rings Toyota could accept, and the business prospered.
The Second World War was less accommodating. Tokai Seiki produced parts for the Japanese navy, only to have its factories bombed twice by Allied raids. What remained was then destroyed by the Nankai earthquake in 1945, an event that neatly finished off anything the bombers had missed. Honda sold the remnants of the company to Toyota later that year, effectively starting over at an age when many people are already contemplating retirement.
Instead, Honda looked around postwar Japan and noticed a simple problem: people needed to move, and they had almost nothing to move with. In September 1946, he founded the Honda Technical Research Institute in a small wooden shack and began attaching surplus army radio engines to bicycles. The result was noisy, smoky, and brilliant. By October, the team had produced a workable 50cc two-stroke motorized bicycle. It sold well in a country short on fuel, money, and patience.
On September 24, 1948, Honda formally established Honda Motor Co., Ltd., with modest capital and 34 employees. A year later, Takeo Fujisawa joined as his business partner, forming a complementary pairing: Honda obsessed over engineering, Fujisawa over money and markets. Together they rejected traditional Japanese corporate hierarchy, favoring personal initiative and close ties between workers and management—a philosophy that became known as the Honda Way.
Honda’s first major hit was the Dream D-Type motorcycle in 1949. By 1959, Honda was the world’s largest motorcycle manufacturer. The Super Cub, introduced in 1958, went on to become the most successful motor vehicle in history, loved for its simplicity, reliability, and refusal to break down at inconvenient moments.
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| Honda Dream D (1949) By Rikita Wikipedia |
Cars followed in 1963, despite government efforts to limit Japan’s auto industry to a few dominant firms. Honda ignored this politely and kept going. The Civic arrived in 1972, just in time to be powered by Honda’s most audacious innovation: the CVCC engine, which met strict U.S. emissions standards without a catalytic converter. Other manufacturers said it couldn’t be done. Honda demonstrated otherwise, even installing CVCC engines in rival cars to prove the point.
In 1973, at the company’s 25th anniversary, Honda and Fujisawa announced their retirement. They stepped aside completely, resisting the temptation to hover. Honda spent his later years advising quietly, promoting traffic safety and environmental causes, and establishing the Honda Foundation. By the time Honda opened its first U.S. factory in 1979, its founder was, by his own standards, “all but retired”—having already changed transportation forever.
MONEY AND FAME Honda became "a very rich man" from licensing money that "poured in from automakers around the world" for his piston ring technology during the global depression era. Despite this wealth, Honda famously said "I'd like to live as a poor man with lots of money", reflecting his philosophy that material wealth should not change one's character or values. (5)
Honda "was never faint-hearted" about financial risks. Both Honda and Fujisawa "were gamblers who knew that expansion would only be possible with risk". Honda Motor Co. "came close to financial collapse several times," particularly when "the purchase of state-of-the-art machinery in the early 1950s brought them perilously close to bankruptcy". (6)
Despite his wealth, Honda was notoriously uninterested in the typical trappings of corporate status. He famously said that the worst kind of president is one who smokes fat cigars and eats at fancy restaurants while his workers labor in a dirty factory.
Honda received Japan's highest civilian honor, the Order of the Sacred Treasure, first class, from the Emperor of Japan. He also received honors from the American automotive industry. In 1982, the American Society of Mechanical Engineers established the Soichiro Honda Medal in his honor, following a generous unrestricted donation to ASME by Honda Motor Company in 1980. The medal recognizes outstanding achievements in the field of personal transportation.
FOOD AND DRINK Honda enjoyed simple Japanese meals and showed little interest in gourmet dining. He was known to eat quickly and return to work sometimes eating alongside employees in the company cafeteria.
When Honda's racing team traveled to the Isle of Man TT in 1959, they packed miso (fermented rice and soya) to make miso soup because they didn't know what food they would be able to eat. "But when we unpacked the freight at our hotel the miso had gone mouldy, so we could not eat". Team manager Yoshitaka Iida borrowed saucepans from the kitchen to make Japanese food, "But the hotel staff didn't like the smell, so they didn't allow us to cook again". The team "missed Japanese food and this made us homesick". (7)
During post-World War II shortages when alcohol was scarce, Honda began distilling homebrewed sake from medical alcohol, sharing it with friends on frequent benders. "He took up moonshining, converting medicinal alcohol into sake, and gave bottles of his formula to friends as gifts". (8)
Honda loved to drink sake and was known for his heavy alcohol consumption. In his early sixties, Honda admitted that one factor in his decision to take relatively early retirement was that "he couldn't drink so much sake as before". (3)
MUSIC AND ARTS Honda was a highly accomplished artist in his retirement. He spent a great deal of time painting and was known for his creative spirit outside of engineering.
LITERATURE In the documentary Soichiro Honda: King of the Motorcycles we learn Honda was not particularly interested in literature during his youth, as he "didn't like reading or writing, hated calligraphy" during his school years. His education was primarily practical and hands-on rather than literary.
As an adult, Honda preferred technical manuals, engineering journals, and practical texts over fiction or philosophy. In contrast, his business partner Fujisawa "spent his free time with his head inside of novels", highlighting their different personalities and complementary skills.
NATURE Born at the foot of Mount Fuji, he maintained a connection to the landscape of his youth. His later years were spent promoting environmental solutions through the Honda Foundation.
Honda's appreciation for nature is reflected in the company's philanthropic initiatives. "In keeping with the view of founder Soichiro Honda that no concrete walls should be built to separate local communities from the grounds of Honda facilities, Honda launched its Community Forests initiative in 1976". This program involved creating green spaces that connected Honda facilities with their surrounding communities rather than isolating them behind barriers.
HOBBIES AND SPORTS A lifelong speed enthusiast, Honda enjoyed motor racing, setting a Japanese speed record in 1936. Even after his personal racing days ended following a 1936 accident, he remained deeply involved in motorsports through his company. In 1959, Honda made its debut in the World Grand Prix series at the Isle of Man TT, with Soichiro declaring in 1954: "My childhood dream was to be a motorsport World Champion with a machine built by myself. I have decided to compete in the Isle of Man TT races". (9)
Honda's company entered Formula One racing in the 1964 season, achieving its first victory at the 1965 Mexican Grand Prix. This reflected Honda's lifelong passion for racing and his vision that "without competition advances could not be made".
In retirement, his hobbies included flying, skiing, hang-gliding and ballooning, Both Soichiro and his wife Sachi held private pilot's licenses even at their advanced ages.
Honda's interest in aviation was longstanding. As a child, he borrowed his father's bicycle to attend an airplane demonstration by pilot Art Smith, which cemented his love for machinery and invention. His personal interests in aviation "weren't mere hobbies but reflected his broader philosophy of continuous learning and technological curiosity".
SCIENCE AND MATHS Despite having minimal formal education in science and mathematics, Honda possessed exceptional practical engineering abilities and intuitive understanding of mechanical principles. He developed more than 100 patents during his career, including breakthrough technologies like piston ring manufacturing techniques and the CVCC engine.
Honda's approach to engineering was empirical and experimental rather than theoretical. When his first piston rings failed, he studied everything he could about manufacturing and metallurgy, teaching himself complex technical concepts. His famous quote "I think best when I have a wrench in my hands" captured his hands-on, practical approach to problem-solving.
Honda established an Air Pollution Lab (AP Lab) in 1965 to study emissions, demonstrating his commitment to applying scientific principles to real-world problems. The team developing the CVCC engine had to learn about pollutants from scratch, as team member Tasku Date recalled: "We had no answer as to what caused air pollution. At the time all we had was a device that measured carbon monoxide. We even had to ask what NOx and HC [nitrous oxide and hydrocarbons] were, since in Japan there were no devices available to measure them".
PHILOSOPHY & THEOLOGY As a Japanese man of his generation, Honda likely was influenced by Shinto and Buddhist traditions that were part of Japanese culture, but there is no evidence of strong religious observance or theological interests.
His "Honda Philosophy" was rooted in human-centric thinking, "The Three Joys" (Buying, Selling, and Creating), and a deep belief in "Respect for the Individual." He viewed failure as a necessary stepping stone to success.
Honda believed in "quality in all jobs – learn, think, analyse, evaluate and improve" and that companies should exist to serve society, not merely to generate profits. (3)
POLITICS Honda was known for an aggressive posture toward government authorities. His decision to enter automobile manufacturing in 1963 occurred nearly 30 years after Toyota and Nissan, He defied the Japanese Ministry of International Trade and Industry (MITI), which wanted to limit the number of Japanese car manufacturers, by pushing forward with his plan to produce automobiles anyway,
Honda's management philosophy challenged traditional Japanese corporate culture. He "eschewed conventional Japanese managerial traditions" and promoted individual achievement rather than the collective harmony typically emphasized in Japanese business. This represented a subtle political statement about individualism versus collectivism in Japanese society. (13)
SCANDAL Honda's personal life included several scandalous incidents, particularly during his youth and early adulthood in the 1930s. These incidents were largely downplayed or omitted from official Honda Motor Company biographies but have been documented by various historians and journalists.
School Forgery: As a child, Honda created forged family seal stamps from bicycle pedal rubber to falsify his grade reports, then expanded this operation to make stamps for other classmates. The scheme was discovered when teachers noticed the stamps were not mirror-imaged.
Geisha Incidents: During "a long night of rowdiness in the 1930s, he reportedly threw a geisha girl from a third-floor window". Another account states he "drunkenly drove a car full of geishas off a low bridge" and "everyone survived that incident". At a local festival, Honda "picked her [a geisha] up and tossed her out of a nearby window" after she said something that sent him "into a blind fury". These incidents occurred before his marriage and reflected his wild, hard-partying lifestyle as a young man. (14)
Alcoholism: Honda developed alcoholism during his years in Tokyo, spending his time "working all day at the shop and out partying with the Geishas every night," which "meant wrecks – and payoffs to the girls' families". The Honda Motor Company's official biography "refuses to acknowledge this part of their founder's life". (14)
Workplace Violence: Honda was known for hitting employees over the head with wrenches when demonstrating proper technique and throwing tools at engineers when frustrated. While this behavior was tolerated as part of his passionate management style, by modern standards it would be considered workplace violence.
Despite these scandals, Honda's later life was characterized by professional achievement and personal maturity. His wild youth became part of his legend as a maverick entrepreneur who refused to conform to social expectations but ultimately channeled his rebellious energy into revolutionary business success.
MILITARY RECORD Honda did not serve in the Japanese military during World War II in a combat capacity. However, his company, Tokai Seiki, manufactured piston rings and aircraft engines for the Japanese navy during the war, making him part of Japan's wartime industrial effort. This was common for industrialists and manufacturers during the war period, as businesses were mobilized to support the military.
Honda's factory was bombed twice during Allied air raids in World War II. In 1944, an air raid destroyed much of his factory, and in 1945, the Nankai earthquake caused further catastrophic damage. By the end of the war, his manufacturing operations were essentially destroyed.
HEALTH AND PHYSICAL FITNESS Honda maintained an active lifestyle throughout his life, engaging in skiing, hang-gliding, ballooning, and piloting aircraft even in his later years. His ability to participate in these demanding activities at age 77 suggests he maintained good physical fitness.
However, Honda suffered several significant injuries during his racing career. His 1936 crash at Tamagawa Speedway resulted in the breaking of the entire left side of his face was broken and the severing and dislocation of his shoulder. He also damaged his left eye in the accident. The crash hospitalized him for three months and left permanent effects.
Honda's death from liver failure likely resulted from his decades of heavy alcohol consumption.
HOMES Honda's early life was spent in the rural village of Kōmyō (now Tenryu City) in Shizuoka Prefecture, where he was born and raised. At age 15, he moved to Tokyo to work as an apprentice mechanic.
In 1928, Honda returned to Hamamatsu and opened his auto repair shop there. Hamamatsu remained an important base for Honda throughout his life and became the original location of Honda Motor Company when it was founded in 1946-1948. The company started at 30 Yamashita-cho, Hamamatsu, later known as Yamashita Plant.
As Honda Motor Company expanded, operations moved to multiple locations. In 1950, the company purchased a sewing machine factory and established the Tokyo Plant at 5-35 Kamijujo, Kita-ku, Tokyo. In 1951, they purchased a factory in Shirako, Yamato-cho, Adachi-gun, Saitama Prefecture, opening the Shirako Plant.
Honda lived in the Hamamatsu and Tokyo areas throughout his life, though specific details of his private residences are kept private.
TRAVEL Honda traveled extensively for business throughout his career. In January 1954, less than two years after declaring his intention to compete internationally, Honda Motor Company participated in its first overseas venture. In 1956, Honda and co-founder Fujisawa "left for Europe on what they called an observation tour". During this trip, Honda visited British and European motorcycle manufacturers, who "saw no threat in the courteous Japanese fellow who built inexpensive lightweight motorcycles". Racing departments at companies like NSU "were only too happy to show him the blueprints for their all-conquering 125, 175, and 250cc Grand Prix racers". (9)
The 1959 Isle of Man TT represented a major international venture. Honda's nine-person team—including five riders who doubled as mechanics—flew from Tokyo via Hong Kong, Bangkok, Calcutta, Karachi, Beirut, Frankfurt, and London, traveling most of the way in a BOAC Comet jetliner. This journey "into the unknown" was particularly significant as it occurred "less than 15 years after the end of World War II". (7)
Honda's international travels expanded as his company grew globally. By 1959, American Honda Motor Co., Inc. was established in Los Angeles as Honda's first overseas subsidiary. Honda visited the United States multiple times as the company expanded its American operations, with U.S. automobile production beginning in 1982.
DEATH Soichiro Honda died on August 5, 1991, at a Tokyo hospital. He was 84 years old. The cause of death was liver failure, likely related to his decades of heavy alcohol consumption.
Honda "appeared to be in vigorous health until he was hospitalized recently", suggesting his final decline was relatively sudden. He had been serving as top adviser to Honda Motor Company since his retirement as president in 1973.
Honda's funeral and memorial services drew widespread attention in Japan and internationally, recognizing his status as one of Japan's most important industrialists and innovators. His legacy continued through the company bearing his name, which by the time of his death had become one of the world's largest manufacturers of motorcycles and automobiles.
APPEARANCES IN MEDIA Soichiro Honda's life and achievements have been featured in various media over the decades. His story has been the subject of documentaries, including Soichiro Honda: King of the Motorcycles (2020) and The Inspiring Life Story of Soichiro Honda | Automotive Icons.
Honda's business philosophy and management style have been extensively studied in business literature and case studies. Articles about his unconventional approach appeared in publications including Inc. magazine (1986), the Chicago Tribune (1989), and numerous business journals.
Various books have been written about Honda and his company, including Driving Honda: Inside the World's Most Innovative Car Company. Academic institutions and business schools frequently use Honda's story as a case study in entrepreneurship, innovation, and management philosophy
In 1991, shortly after his death, Automotive Hall of Fame inducted Honda as an honoree, recognizing his contributions to the automotive industry. In 2023, Takeo Fujisawa, Honda's business partner, was also inducted into the Automotive Hall of Fame.
The American Society of Mechanical Engineers established the Soichiro Honda Medal in 1982, which continues to be awarded for outstanding achievements in personal transportation. Honda was also inducted into the AMA Motorcycle Museum Hall of Fame.
Honda's founding philosophy and his famous quotes—particularly "Success is 99 percent failure"—continue to be widely cited in motivational and business contexts. His story remains a popular subject for business blogs, entrepreneurship websites, and leadership development materials.
ACHIEVEMENTS Founded Honda Motor Co., one of the world’s largest manufacturers
Created the best-selling motor vehicle in history, the Honda Super Cub
Revolutionized emissions technology with CVCC
First Asian automaker to manufacture cars in the U.S.
Established Honda as a dominant force in global motorsport
Redefined postwar Japanese industrial identity
Sources: (1) Global Honda (2) Kids Britannica (3) Leadership Review (4) Addicted2Success (5) Jalopnik (6) New World Encyclopedia (7) Motor Sport magazine (8) Driving Honda: Inside the World’s Most Innovative Car Company.by Mark Rechtin (9) The Vintagent (10) Hondasix (11) Linked In (12) Japanese Nostalgic Car (13) Britannica Money (14) Jalopnik (15) New York Times
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