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34-469: Honda Dream may refer to any of the following Honda motorcycles: D-Type (1949), Honda's first complete motorcycle C71, C76, C72, C77 Dream (1960–1967) Dream CB250 (1968–1969) Super Cub EX5 Dream (1986–), a.k.a. Honda Astrea, or Dream 110i (2011– ) AC15 or Dream 50 (1997–1998) Dream Yuga (2012– ) Honda Dream C125 (2000–) Cambodia, Burma [REDACTED] Index of articles associated with

68-455: A belt-drive to power the rear wheel. When the supply of surplus motors was gone Honda designed a unique two-stroke engine as a replacement. This engine had rotary valves, a stepped-diameter piston and a tall extension to the cylinder head that caused it to be nicknamed the 'chimney'. This engine was not put into production, and the engineering drawings were subsequently lost. One copy was recreated by Honda engineers in 1996 and put on display in

102-412: A closed circuit carrying liquid coolant through channels in the engine block and cylinder head. A fluid in these channels absorbs heat and then flows to a heat exchanger or radiator where the coolant releases heat into the air (or raw water , in the case of marine engines ). Thus, while they are not ultimately cooled by the liquid, as the heat is exchanged with some other fluid like air, because of

136-430: A fluid is a function of its capacity and the difference in input and output temperatures. As the boiling point of water is reduced with lower pressure, and the water could not be efficiently pumped as steam, radiators had to have enough cooling power to account for the loss in cooling power as the aircraft climbed. The resulting radiators were quite large and caused a significant amount of aerodynamic drag . This placed

170-486: A great percentage of the heat generated, around 44%, escapes through the exhaust. Another 8% or so ends up in the oil , which itself has to be cooled in an oil cooler . This means less than half of the heat has to be removed through other systems. In an air-cooled engine, only about 12% of the heat flows out through the metal fins. Air cooled engines usually run noisier, however it provides more simplicity which gives benefits when it comes to servicing and part replacement and

204-440: A horizontal fashion as a Flat engine , while vertical Straight-four engine have been used. Examples of past air-cooled road vehicles, in roughly chronological order, include: During the 1920s and 30s there was a great debate in the aviation industry about the merits of air-cooled vs. liquid-cooled designs. At the beginning of this period, the liquid used for cooling was water at ambient pressure. The amount of heat carried away by

238-532: Is different from Wikidata All set index articles Honda D-Type In October 1946 Soichiro Honda established Honda Gijutsu Kenkyu Sho (Honda Technical Research Laboratory). The company was based in Hamamatsu , Shizuoka prefecture . Their earliest product was a motorized bicycle , called a pon-pon in the Hamamatsu area. Honda's pon-pon used a WWII surplus generator engine made by Mikuni Shoko and

272-418: Is usually cheaper to be maintained. Many motorcycles use air cooling for the sake of reducing weight and complexity. Few current production automobiles have air-cooled engines (such as Tatra 815 ), but historically it was common for many high-volume vehicles. The orientation of the engine cylinders is commonly found in either single-cylinder or coupled in groups of two, and cylinders are commonly oriented in

306-703: The Asahi AA built by Miyata in Japan in the 1930s. The front suspension used telescopic forks, while the rear end was rigid. The bike came with a full lighting system, an upright seating position, and a rear luggage rack. The first D-Type was completed in August 1949. Production began at the company's Hamamatsu factory. By late 1949 frames for the D-Type were being produced in the Yamashita plant in Hamamatsu and engines were coming from

340-509: The D-Type to 167 units per month by the end of the year and 300 units per month after that. By the end of 1950 production of the D-Type was over 3500 units. Sales of the D-Type began to slow. Honda recognized that some owners did not like the semi-automatic transmission. The two-speed transmission required the rider to keep constant pressure on the shift pedal while riding or the transmission would drop into neutral. Also, while tube-framed bikes were liable to break on Japan's poor roads of

374-459: The D-Type, they would have to become Honda distributors exclusively and could no longer mount Honda engines in frames bought from other manufacturers. Fujisawa was threatened physically because of this policy, and Honda lost some distributors because of it, but this also opened new sales areas for the company. The Korean war broke out on 25 June 1950, and the US military's special procurement purchases for

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408-556: The E-Type, which was unveiled in 1951. Honda did not export motorcycles from Japan until 1952, when the Type-F Cub was introduced to Taiwan. Any bikes that made it out of Japan prior to that did so by the efforts of individual owners. Honda considers the D-Type their first motorcycle, and they count their motorcycle production milestones from the start of production of the D-Type. Air-cooled engine Air-cooled engines rely on

442-589: The Honda Collection Hall. A second, more conventional, two-stroke engine that still used rotary valves was designed next. Designated the A-Type, this engine was later nicknamed 'bata-bata' for its distinctive sound. The A-Type engine displaced 50 cc (3.1 cu in) and developed 1 hp (0.7 kW) at 5000 rpm. Beginning in November 1946 the engine was installed into converted bicycles that, like

476-677: The Light-Sport Aircraft ( LSA ) and ultralight aircraft market. Rotax uses a combination of air-cooled cylinders and liquid-cooled cylinder heads. Some small diesel engines, e.g. those made by Deutz AG and Lister Petter are air-cooled. Probably the only big Euro 5 truck air-cooled engine (V8 320 kW power 2100 N·m torque one) is being produced by Tatra . BOMAG part of the FAYAT group also utilizes an air cooled inline 6 cylinder motor, in many of their construction vehicles. Stationary or portable engines were commercially introduced early in

510-565: The Navy underwriting air-cooled engine development at Pratt & Whitney and Wright Aeronautical . Most other groups, especially in Europe where aircraft performance was rapidly improving, were more concerned with the issue of drag. While air-cooled designs were common on light aircraft and trainers, as well as some transport aircraft and bombers , liquid-cooled designs remained much more common for fighters and high-performance bombers. The drag issue

544-557: The Noguchi-cho plant. Officially the origin of the Dream name is unknown. The most commonly reported story is that at a party to celebrate the completion of the D-Type an employee spontaneously remarked "It's like a dream!" Honda felt that the D-Type was a step on the path to fulfilling his own aspirations, and made the bike's official name "Dream Type D". The D-Type proved popular and sales were good to begin with. Shortly afterwards

578-558: The bicycle pedals of Honda's previous models and the girder fork from the B-Type. The C-Type engine displaced 96 cc (5.9 cu in) and produced 3 hp (2.2 kW). Sales of the C-Type started in 1949. The D-Type featured an air-cooled two-stroke single-cylinder engine like that of the C-Type but with displacement increased to 98 cc (6.0 cu in) and power at 3 hp (2.2 kW) at 5000 rpm. The carburetor

612-868: The circulation of air directly over heat dissipation fins or hot areas of the engine to cool them in order to keep the engine within operating temperatures. Air-cooled designs are far simpler than their liquid-cooled counterparts, which require a separate radiator , coolant reservoir, piping and pumps. Air-cooled engines are widely seen in applications where weight or simplicity is the primary goal. Their simplicity makes them suited for uses in small applications like chainsaws and lawn mowers , as well as small generators and similar roles. These qualities also make them highly suitable for aviation use, where they are widely used in general aviation aircraft and as auxiliary power units on larger aircraft. Their simplicity, in particular, also makes them common on motorcycles . Most modern internal combustion engines are cooled by

646-748: The conflict boosted the economy in general and Honda's fortunes specifically. In Autumn 1950 Honda bought a former sewing machine plant in Kita ward in Tokyo, outfitted it for production of D-Types and installed a conveyor system to speed assembly. Assembly of the D-Type was moved to this location. Honda received a Bicycle Industry Grant of ¥400,000 from Japan's Ministry of International Trade and Industry (MITI) in October 1950 and an additional ¥100,000 Bicycle Innovation Grant in December, which enabled Honda to increase production of

680-848: The effects of the United States' occupationary General Headquarters (GHQ) program of fiscal austerity called the Dodge Line began pushing Japan's economy into recession and putting pressure on Honda. In August 1949 Honda met with Takeo Fujisawa at the home of mutual friend Hiroshi Takeshima. Fujisawa joined the Honda Motor Company in October 1949 as managing director. He would be responsible for financial matters and sales while leaving design and production to Honda. After discovering that their distributors were installing more D-Type engines into competitor Kitagawa's frames than selling D-Type motorcycles, Fujisawa told them that if they wanted to sell

714-408: The engine, were known as the A-Type. In February 1948 Honda established a new engine manufacturing plant at Noguchi-cho. On 24 September of the same year Honda reorganized his company and incorporated it as Honda Giken Kogyo (Honda Motor Company). 1948 was also the year that Honda developed a small cargo carrier called the B-Type. The chassis of steel channel was built by outside suppliers and

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748-568: The liquid-coolant circuit they are known as liquid-cooled . In contrast, heat generated by an air-cooled engine is released directly into the air. Typically this is facilitated with metal fins covering the outside of the Cylinder Head and cylinders which increase the surface area that air can act on. Air may be force fed with the use of a fan and shroud to achieve efficient cooling with high volumes of air or simply by natural air flow with well designed and angled fins. In all combustion engines,

782-506: The much smaller radiators and less fluid in the system, the weight and drag of these designs was well below contemporary air-cooled designs. On a weight basis, these liquid-cooled designs offered as much as 30% better performance. In the late- and post-war era, the high-performance field quickly moved to jet engines . This took away the primary market for late-model liquid-cooled engines. Those roles that remained with piston power were mostly slower designs and civilian aircraft. In these roles,

816-481: The radiator size by 50% compared to water cooled designs. The experiments were extremely successful and by 1932 the company had switched all future designs to this coolant. At the time, Union Carbide held a monopoly on the industrial process to make glycol, so it was initially used only in the US, with Allison Engines picking it up soon after. It was not until the mid-1930s that Rolls-Royce adopted it as supplies improved, converting all of their engines to glycol. With

850-493: The same name This set index article includes a list of related items that share the same name (or similar names). If an internal link incorrectly led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Honda_Dream&oldid=1098375039 " Categories : Set index articles Honda motorcycles Hidden categories: Articles with short description Short description

884-454: The simplicity and reduction in servicing needs is far more important than drag, and from the end of the war on almost all piston aviation engines have been air-cooled, with few exceptions. As of 2020 , most of the engines manufactured by Lycoming and Continental are used by major manufacturers of light aircraft Cirrus , Cessna and so on. Other engine manufactures using air-cooled engine technology are ULPower and Jabiru , more active in

918-458: The steam through tubes located just under the skin of the wings and fuselage, where the fast moving outside air condensed it back to water. While this concept was used on a number of record-setting aircraft in the late 1930s, it always proved impractical for production aircraft for a wide variety of reasons. In 1929, Curtiss began experiments replacing water with ethylene glycol in a Curtiss D-12 engine. Glycol could run up to 250 C and reduced

952-410: The time, they were considered better looking than the pressed-steel D-Type. The bikes' narrow space between the tire and fender was prone to filling with mud. Competitors had introduced four-stroke motorcycles, and Fujisawa told Honda that their motorcycle was not selling well was because its two-stroke made "unpleasant, high-pitched noises". Honda would address these issues with his next motorcycle,

986-454: The two designs roughly equal in terms of power to drag, but the air-cooled designs were almost always lighter and simpler. In 1921, the US Navy , largely due to the efforts of Commander Bruce G. Leighton , decided that the simplicity of the air-cooled design would result in less maintenance workload, which was paramount given the limited working area of aircraft carriers . Leighton's efforts led to

1020-578: The volume of water required and the size of the radiator by as much as 30%, which opened the way to a new generation of high-powered, relatively low-drag liquid cooled inline engines such as the Rolls-Royce Merlin and Daimler-Benz DB601 , which had an advantage over the unpressurized early versions of the Jumo 211 . This also led to development work attempting to eliminate the radiator entirely using evaporative cooling , allowing it to turn to steam and running

1054-427: Was in the front of the engine and exhaust in the rear. The ignition was powered by a magneto, and the bike was started with a kick-start assisted by a decompressor . The transmission was a two-speed semi-automatic unit that integrated the clutch with the gear pedal; the first use of such a transmission in a motorcycle. The rear wheel was driven by a chain rather than a belt. Brakes were drums front and rear. A toolkit

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1088-409: Was laid out as a tricycle with a single front wheel in a girder fork and a cargo box between the two rear wheels. Power came from an 89 cc (5.4 cu in) engine. The vehicle proved unstable and was cancelled before it went beyond the prototype stage. The C-Type that followed was another belt-driven two-wheeler. It had a tubular frame designed by Honda and built by contractors that kept

1122-400: Was mounted under the seat in a cylindrical holder. The D-Type was the first Honda model without bicycle pedals. The frame of the D-Type was not made of steel tubes, but rather of sheets of steel that had been pressed into shape. The design of the frame was said to have been influenced by German motorcycles like the star-framed BMW R11 and R16. The D-Type's frame is also reminiscent of

1156-489: Was upset by the 1929 introduction of the NACA cowl , which greatly reduced the drag of air-cooled engines in spite of their larger frontal area, and the drag related to cooling was at this point largely even. In the late 1920s into the 1930s, a number of European companies introduced cooling system that kept the water under pressure allowed it to reach much higher temperatures without boiling, carrying away more heat and thus reducing

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