Guide: The Kai-Car Screamer - a Historical & Technical Appraisal of the Honda Beat
Background
In 1949, the Japanese government introduced a new taxation category for ultra-small vehicles known as the Kei class.
Kei cars had to comply with regulations that limited their physical size and engine displacement. Buyers benefited from tax and insurance discounts. In rural areas, purchasers were also exempt from the requirement to demonstrate proof of a parking space prior to purchase.
Before 1990, Kei car regulations were periodically adjusted to allow the use of longer, wider bodies and bigger engines.
From January 1st 1990, the rules were changed again; the displacement limit was raised to 660cc (up from 550cc) and the maximum length permitted was increased to 3.3m (up from 3.2m). A 1.4m cap on width was retained.
For the first time, the Japanese authorities also introduced a horsepower limit: 63bhp.
The bigger engine limit led to an influx of sporty new Kei cars.
First to arrive was the Honda Beat in May 1991. The Honda was followed by Suzuki’s Cappucino (November 1991) and the Mazda Autozam AZ-1 (January 1992).
Honda were no strangers to small displacement sports cars having released the S500 in 1963, the S600 in 1964 and the S800 in 1966. All three machines came with Honda’s trademark high-revving power units and were wrapped in cute, well-proportioned bodies.
More recently, the firm had also moved into the market for high-end sports cars with the legendary NSX. Created to rival machinery from the likes of Ferrari, Porsche and Lotus, the NSX was conceived to capitalise on Honda’s recent success as an engine supplier in Formula 1.
The Beat was a two-seat Roadster with a mid-engined rear-wheel drive layout. Honda sold the car exclusively through its Primo dealerships as a Japanese Domestic Market special (JDM).
It was designed for fun city driving and proved to be the last car signed off by company founder, Soichiro Honda, before his death in August 1991.
Chassis
The Beat was based upon a steel monocoque with a 2280mm wheelbase.
A compact fully independent coil sprung MacPherson strut suspension layout was used at both ends together with an anti-roll bar up front.
Brakes were solid un-ventilated discs (213mm diameter at the front and 238mm at the rear). ABS was included on the flagship PP1-110 variant, but not the entry level PP1-100.
The standard wheels were 10-hole pepperpot rims made of steel. The fronts measured 13 x 4.5-inches and the rears were 14 x 5-inches.
To accommodate the diminutive 24-litre fuel tank in the right-hand side of the engine bay, the Beat’s power unit had to be offset to the left.
Engine / Gearbox
The engine itself was a transversely-mounted water-cooled all-alloy inline three cylinder lump. It ran a single overhead camshaft, four valves per cylinder, wet-sump lubrication and a drive-by-wire throttle.
Whereas some Kei Car builders utilised forced induction to boost performance, that was famously not the Honda way. Instead, the free-revving Type E07A motor used a state-of-the-art Multi Throttle Responsive Engine Control system (MTREC) that incorporated individual throttle bodies for each of the three cylinders. This gave a very smooth intake flow and enabled the engine to produce an impressive 96bhp per-litre.
The E07A engine used in the Beat also ran Honda’s latest PGM fuel-injection. The compression ratio was 10.0:1. It displaced 656cc thanks to a bore and stroke of 66mm and 64mm respectively.
Peak output was 63bhp at 8100rpm and 44lb-ft at 7000rpm.
The only gearbox offered was a five-speed manual. In addition to ABS brakes, the flagship PP1-110 variant came with a limited-slip differential.
Bodywork
To style the Beat, Honda enlisted the help of the famous Turin design studio, Pininfarina. In turn, Pininfarina sub-contracted the job out to freelance stylist, Pavel Husek.
To accommodate the long wheelbase but come in at less than 3.3m overall, the Beat had very short overhangs.
The front end incorporated distinctive single piece halogen lights that swept round to the wheelarches. Full width intakes fed air into the front-mounted radiators.
Behind each door was a slim vertical duct that helped cool the engine. Two banks of vents were also cut from the rear bumper, but otherwise the engine bay was fully enclosed.
To give the Beat a slender profile, the sills were left in satin black. The windscreen surround was also finished in black.
A manually operated canvas roof was easy to raise or lower, but it did not fold completely out of view when retracted. Instead, a cover was supplied to help conceal the mechanism.
Interior
The interior was a mix of hard plastics and fabric upholstery.
The Beat’s seats, centre console pad and floor mats were given a zebra print pattern unlike anything seen before or since.
Air-conditioning and electric windows were standard.
Behind the three-spoke non-airbag steering wheel was a large rev counter. Off to the right of was a slightly smaller speedometer. Both instruments had a white face and red markings while the combined fuel and water temperature gauge off to the left had a black face.
The central control panel was home to a pair of air vents, the air-conditioning controls, a hazard warning button and a storage tray. The electric window switches were mounted alongside the gear lever on the transmission tunnel.
Aside from headroom for tall drivers (which was somewhat lacking), the Beat’s cockpit was surprisingly spacious.
However, there was no luggage space under the front lid as this area was occupied by the spare wheel. Instead, passengers had to make do with a small trunk behind the engine.
Options
Honda offered customers a choice of four exterior colours: yellow, red, silver or white.
The list of optional extras included 10-hole alloy wheels, a driver’s side airbag, a stainless steel exhaust tip, a rear spoiler with high level brake light, a leather Momo steering wheel, passenger lighting, an audio system, mud flaps, a luggage rack, a luggage net and a chrome fuel filler cap.
In addition to the entry level PP1-100 variant there was the aforementioned PP1-110 that came with a limited-slip differential and ABS.
Weight / Performance
The Beat had a 43 / 57 weight distribution and, despite its high level of equipment, tipped the scales at just 760kg.
Top speed was electronically limited to 83mph (as per domestic regulations). Around 100mph was possible in de-restricted form.
0-62mph took 13 seconds, but performance figures alone didn’t tell the whole story; with its revvy engine and go kart-like handling, the Beat was great fun to drive.
Special Editions
To stimulate demand, a series of special editions were produced between 1992 and 1993.
In February 1992, Honda launched the Version F which came with special Aztec Green Pearl paint and alloy wheels. 800 were built.
In May 1992, Honda released the Version C which came with Captiva Blue Pearl paint and white alloy wheels. 500 were built.
In May 1993, the PP1-110-based Version Z arrived which came in a choice of two colours: Blade Silver Metallic or Evergrade Green Metallic. Standard equipment included alloy wheels, a stainless steel exhaust tip, a rear spoiler with high level brake light and mud flaps. Inside, all three gauges came with black faces whereas the standard car had a white-faced rev counter and speedometer. How many Version Z Beats were built is unknown.
End of Production
Honda produced the Beat from May 1991 until February 1996. 33,635 were built, all of which were right-hand drive.
About two thirds of production occurred during the first 18 months, after which sales tailed off dramatically.
As a consequence, the Beat was not replaced until 2015 when Honda introduced the S660.
Text copyright: Supercar Nostalgia
Photo copyright: Honda - https://global.honda/
