Honda Collection Hall: The Museum of Dreams - Part 3: Motorcycles

To truly grasp the essence of the Honda Collection Hall, we have to go through the Collection Hall's extensive legacy of two-wheeled innovation. Before the cars, the supercars, or the Formula One titles, there were the motorcycles. This is the bedrock upon which Soichiro Honda built his empire—a journey that began with a surplus generator engine clipped to a bicycle and evolved into a global dominance that remains unchallenged.

Walking through this level of the museum feels like a pilgrimage. It is a dense forest of chrome, fairings, and precision-engineered frames that trace the company’s transition from a post-war startup to the largest motorcycle manufacturer in the world. As we have done with the road cars and the racing machines, we will navigate this massive collection chronologically. In this final installment, we will break down the evolution of Honda’s motorcycles by decade, exploring how a relentless pursuit of engineering perfection on two wheels eventually gave the brand the confidence to conquer the world on four.

1940's

The story of Honda begins in the wreckage of post-war Japan, where the need for affordable mobility led to the birth of the company’s first motorized experiments. In 1946, Soichiro Honda famously repurposed surplus generator engines originally intended for military radios, attaching them to standard bicycles to create the first Honda Bicycle Engine (Top Left). By 1947, as the supply of these engines dwindled, Honda designed his own in-house power unit, resulting in the First Prototype Engine Bicycle (Top Right). This was quickly followed by the 1947 Honda Model A (Bottom Left), the first product to officially bear the Honda name, which featured a distinctive "teardrop" fuel tank and became a massive commercial success. By 1949, the Honda Model C (Bottom Right) arrived, featuring a more robust frame and a 96cc engine, representing the final evolutionary step before Honda moved away from motorized bicycles toward purpose-built motorcycles.

The true turning point for the brand came later in 1949 with the introduction of the Honda Dream D (Maroon). This was a landmark machine, as it was the company's first true motorcycle, featuring a pressed-steel frame rather than a modified bicycle structure. Powered by a 98cc two-stroke engine, the Dream D was technically advanced for its time, most notably featuring a semi-automatic clutch that eliminated the need for a clutch lever—a design choice aimed at making the bike easier for the average citizen to ride. It was named "The Dream" because it represented the realization of Soichiro Honda’s ambition to become a full-fledged manufacturer, setting the stage for the global dominance that would follow in the decades to come.

1950's

The 1950s was the decade where Honda perfected the four-stroke engine, a move that would define the brand’s mechanical philosophy for the next seventy years. It began with the 1951 Honda Dream E (Top Left), the company’s first four-stroke motorcycle, which proved its mettle by successfully traversing the steep Hakone pass in a rainstorm—a feat that proved Honda’s reliability to the Japanese public. This was followed by the 1954 Honda Dream 4E (Bottom Left), which refined the overhead-valve design, and eventually the 1957 Honda Dream C70 (Right). The C70 was a breakthrough as Honda’s first twin-cylinder motorcycle; its "Oshima" styling (named after the designer) featured a unique, angular pressed-steel frame that became an iconic look for the brand during the late 50s.

While the Dream series targeted the larger displacement market, Honda was simultaneously mobilizing the masses with ingenious small-capacity designs. The 1952 Honda Cub F (Top Left) was a stylish, red-and-white auxiliary engine kit for bicycles that used a clever friction-drive system, becoming so popular it was sold through thousands of bicycle shops across Japan. In 1954, Honda experimented with the Juno K (Top Right), a sophisticated fiberglass-bodied scooter that featured a large windscreen and even turn signals, though its complexity made it a niche product. However, everything changed in 1958 with the debut of the Honda Super Cub C100 (Bottom Left). With its step-through frame, automatic centrifugal clutch, and legendary 50cc four-stroke engine, the Super Cub became the most produced motor vehicle in history, fundamentally changing the world’s perception of motorcycles. That's why the Collection Hall has an extra Super Cub C100 (Bottom Right) displayed in the main lobby area, alongside a Formula One classic, a classic RC149 race bike, a tiny S800 Cabriolet and Honda's own Passenger Jet.

The 1950s also saw the birth of the "Benly" nameplate, which means "convenient" in Japanese, focusing on practical yet sporty performance. The 1953 Honda Benly J (Left) was the first of the line, featuring a 90cc engine and a "link-type" suspension that provided a comfortable ride for urban commuters. 

As the decade drew to a close, Honda’s racing ambitions began to bleed into their street bikes, resulting in the 1959 Honda Benly CB92 Super Sport (Right). This was a high-performance 125cc twin-cylinder machine that looked and performed like a miniature GP bike, setting the stage for the legendary "CB" series of sporting motorcycles that would dominate the 60s and 70s.

Perhaps the most fascinating display in this section is the 1953 MV Agusta 125 Sport Competizione (Bottom Right), a bike Honda did not build, but rather bought to study. After Soichiro Honda visited the Isle of Man TT in 1954 and issued his famous "Declaration to Enter," he purchased the MV Agusta to understand the European standard of racing technology. This led to the creation of the 1954 Honda R125 (Bottom Left), a prototype racer that served as a laboratory for the engineers. By the end of the decade, Honda was ready to compete on the world stage, entering the 1959 Honda RC142 (Top Left) into the Isle of Man TT. It was a 125cc twin that secured a team prize in their debut year, while the 1959 Honda RC160 (Top Right) — a 250cc four-cylinder masterpiece — showcased the terrifying level of technical sophistication Honda was bringing to the international racing circuit.

1960's

The 1960s was the decade where Honda’s creativity exploded, transforming the motorcycle from a mere utility tool into a vehicle for leisure and global sport. This spirit of fun was perfectly captured by the "Monkey" bikes, which began with the 1961 Honda Monkey Z100 (Top Left). Originally built as a ride for children at the Tama Tech amusement park, its popularity led to the 1964 Honda Monkey CZ100 (Bottom), the first export version. By 1967, the Honda Monkey Z50M (Top Right) arrived for the Japanese market, featuring folding handlebars and a compact frame designed to fit into the trunk of a car—a precursor to the "lifestyle" biking culture that would sweep the world. Funnily enough, with nostalgia having a resurgence since the 2000's, the Honda Monkey is still being built, with new "Grom" technology, while still retaining its classic look!

While the Monkey was finding its niche, the Super Cub was being adapted for every imaginable terrain and market. The 1960 Honda C100 Boss Kit (Top Left) showed early customization potential, while the 1962 Honda CA100 (Top Right) became the face of the "You Meet the Nicest People on a Honda" campaign in the United States, effectively stripping away the "outlaw" image of motorcycling. 

For those heading off the beaten path, the 1963 Honda Hunter Cub C105H (Bottom Left) and the 1964 Honda Trail 90 CT200 (Bottom Right) introduced high-mounted exhausts and knobby tires, proving that the reliable Cub platform was just as capable in the woods as it was on city streets.

Innovation continued with specialized kits and unique export models that expanded the Cub’s identity. The 1963 Honda C310 (Top Left) was a unique moped produced in Belgium to meet European pedals-required regulations, featuring a distinctive step-through design. 

Meanwhile, Honda offered factory-supported modification kits that transformed the standard commuter into something entirely different: the 1967 Super Cub C102 Rally Kit (Top Right) added a sporty, streamlined look, the C102 Roadstar Kit (Bottom Left) emphasized a sleek street presence, and the C105 Student Kit (Bottom Right) offered a youthful, accessible aesthetic for the campus-bound generation.

The decade reached its mechanical crescendo with the birth of the modern superbike. In 1965, the Honda Dream CB450 (Red) — famously nicknamed the "Black Bomber" — arrived as Honda's first big-displacement machine, featuring a sophisticated DOHC engine that could outperform much larger British bikes. However, the true earthquake occurred in 1969 with the Honda Dream CB750 FOUR (Black). With its smooth four-cylinder engine, front disc brake, and electric starter, it was the world’s first "Superbike," setting a standard for performance and reliability that fundamentally changed the industry forever. 

Honda's "CB" nomenclature is thought to mean "City Bike"; and therefore subsequent models like the CBR and CBX would become the City Bike Race and City Bike Cross-Country!

Finally, the Hall’s 1960s collection wouldn't be complete without the racing machines that cemented Honda’s technical supremacy. The 1961 Honda RC162 (Top Left) and its successor, the 1961 Honda 2RC163 (Top Middle), were the 250cc four-cylinder weapons that brought Honda its first world championships. For privateers, Honda released "over-the-counter" racers like the 1962 Honda CR72 Dream Racing (Top Right) and the 1962 Honda CR93 Benly Racing (Bottom Left), alongside the surprising 1962 Honda C110 Cub Racing (Bottom Middle). The decade of competition culminated in the 1966 Honda RC149 (Bottom Right), an unbelievable 125cc five-cylinder masterpiece that revved to 20,000 rpm—a testament to the extreme engineering heights Honda reached during its first golden era of Grand Prix racing.

1970's

The 1970s marked a decade of diversification for Honda, where the company focused on making motorcycling accessible to everyone while continuing to refine its leisure icons. The 1970 Honda Monkey Z50Z (Top Left) evolved the "fun bike" concept by introducing a detachable front fork, making it even easier to transport in a compact car. As the decade progressed and the global oil crisis shifted priorities toward efficiency, Honda introduced a series of ultra-lightweight "mopeds" designed for urban errands. The 1976 Honda Roadpal (Top Right) became a social phenomenon in Japan, marketed toward women as an easy-to-ride alternative to the bicycle. This was followed by the 1978 Honda Palfley (Bottom Left) and the 1978 Honda Palholiday (Bottom Right), both of which utilized simple, no-shift transmissions and friendly styling to lower the barrier of entry for new riders, cementing Honda's role in motorized commuting.

In the heavy-hitting world of high-performance road bikes, Honda spent the 70s defining new categories of touring and speed. The 1975 Honda Gold Wing GL1000 (Red) arrived as a revelation; with its liquid-cooled flat-four engine and shaft drive, it abandoned the "sport-bike" pretense to become the ultimate long-distance touring machine. Toward the end of the decade, Honda returned to its sporting roots with the 1979 Honda CB750F (Top Right), which brought sharp, "Euro-style" aesthetics and improved DOHC performance to the legendary CB line. However, the true showstopper was the 1979 Honda CBX (Bottom). Boasting a massive, transverse-mounted 1,047cc inline six-cylinder engine, the CBX was a breathtaking display of mechanical excess and engineering prowess, looking like a Grand Prix engine had been dropped straight into a road frame.

On the dirt, the 1970s saw Honda aggressively enter the motocross arena to challenge the dominant European brands. The 1972 Honda CR250M Elsinore (Top Left) was a landmark release—Honda's first production two-stroke moto-crosser—and it immediately proved that the company could build a light, fast, and reliable dirt bike. This was developed alongside the 1972 Honda RC335C/RC250M (Bottom Left), the factory works machine that served as the experimental testbed for their professional racing efforts. By the end of the decade, Honda had scaled this success to the premier class with the 1979 Honda RC500M (Right), a beastly open-class machine that utilized advanced long-travel suspension and massive power to secure Honda’s dominance in international motocross championships.

The decade concluded with Honda pushing the boundaries of endurance and engine technology. The 1976 Honda RCB1000 (Top) was an invincible force in European endurance racing, earning the nickname "The Unbeatable Fleet" for its string of victories that proved the reliability of the four-cylinder DOHC layout. Simultaneously, Honda attempted one of the most ambitious engineering projects in history: the 1979 Honda NR500 0X (Right). To compete in Grand Prix racing with a four-stroke engine against the dominant two-strokes, Honda developed "oval pistons" with eight valves per cylinder. While the NR500 faced an uphill battle on the track, its development represented the "Never Give Up" spirit of Honda’s engineers, turning a radical idea into a functional piece of high-revving art.

1980's

The 1980s was an era of radical experimentation and "lifestyle" biking, where Honda reimagined how motorcycles could fit into urban life. The decade kicked off with a flurry of small-capacity scooters and "trunk bikes" like the 1980 Honda Humming (Top Left) and the 1980 Honda Tact DX (Top Middle), the latter helping to spark a massive scooter boom in Japan. Perhaps the most famous of these was the 1981 Honda Motocompo (Top Right), a "trunk bike" designed to fold into the back of a Honda City car, and the tiny 1981 Honda Squash (Bottom Left), which offered a similarly playful approach to city transit. As the decade matured, Honda pioneered the "maxi-scooter" segment with the 1986 Honda Fusion (Bottom Left), known as the Helix, a long-wheelbase, sofa-like cruiser that prioritized comfort. This era of urban styling was rounded out by the 1987 Honda Tact Fullmark (Bottom Right), which introduced built-in storage compartments, a feature that would become a standard in the scooter world.

For the commercial and utility sectors, Honda developed unique three-wheeled solutions that balanced the agility of a motorcycle with the stability of a truck. The 1982 Honda Gyro X (Red) featured a patented tilting mechanism that allowed the front half of the bike to lean while the rear twin-wheels remained flat, making it ideal for navigating tight city streets with a heavy load. This concept was further refined for professional use with the 1985 Honda Gyro Up (Right), which featured a large, fixed rear cargo platform that remained level even when the rider leaned into turns—a design so effective it remains a staple for delivery services in Japan to this day.

On the performance front, the early 80s marked a major shift toward liquid-cooled V-engines. The 1982 Honda VF750F Interceptor (Left) introduced the world to the V4 layout that would become a Honda hallmark, blending narrow dimensions with a smooth, high-output power delivery that dominated early superbike racing. Simultaneously, Honda addressed the enthusiast market with the 1982 Honda VT250F (Right), a 250cc V-twin that offered high-revving performance and sophisticated styling in a lightweight package, quickly becoming one of the most popular sport-bikes of its class in the Japanese market. (If you would like to know more about the VT250 evolution, I have done a complete timeline reference right here.)

The late 80s saw Honda produce some of the most iconic machines in its history, focusing on both raw speed and ultimate luxury. The 1986 Honda NSR250R (Top Left) brought Grand Prix two-stroke technology to the streets, becoming a "race replica" legend. This was followed by the 1987 Honda VFR750R RC30 (Top Right), a hand-built homologation special that is still considered one of the finest-handling motorcycles ever made. At the other end of the spectrum, Honda redefined long-distance travel with the 1988 Honda Gold Wing GL1500 (Bottom), which introduced the silky-smooth flat-six engine, turning the Gold Wing into a "two-wheeled car" with unparalleled comfort and features, and even included a reverse gear!

The decade also showcased Honda's dominance in the All-Terrain Vehicle (ATV) market. The 1986 Honda TRX70 FourTrax (Left) was a small, rugged quad that introduced a generation of young riders to off-road exploring. This lineage of durability is bridged in the Collection Hall by the 2004 Honda TRX500 Foreman Rubicon (Right), a heavy-duty workhorse featuring an innovative continuously variable transmission (CVT) and four-wheel drive, representing the evolution of the utility ATV from a leisure toy into an essential tool for farmers and laborers worldwide.

Off-road competition remained a core focus, with the Hall featuring machines that mastered the dirt and trials. The 1981 Honda XL250R (Top Left) introduced the "Pro-Link" rear suspension to the masses, a technology that revolutionized handling on rough terrain. For more serious competition, the 1982 Honda XR500R (Bottom Left) became a desert-racing icon, known for its unstoppable torque and reliability. Honda even excelled in the slow-speed, high-precision world of trials with the 1984 Honda RS360T (Right), a specialized machine designed to hop over obstacles that would be impassable for any other vehicle.

The 1980s was also the decade Honda conquered the grueling Paris-Dakar Rally. The 1989 Honda NXR750 (Left) was a purpose-built desert racer that won the rally four years in a row, proving that Honda’s engineering could survive the most punishing environment on Earth. This success led directly to the birth of the 1988 Honda Africa Twin (Right), a legendary adventure bike that brought that desert-conquering DNA to the public, featuring a rugged V-twin engine and long-travel suspension that arguably sparked the modern "Adventure Bike" craze. (Richard Hammond has an Africa Twin, and it makes him look even shorter than he already is... though I can't exactly say much, as the new shape Africa Twin's headlights is at my eye level...)

In the world of endurance racing, the 1981 Honda RS1000 (Red) continued the legacy of the "Unbeatable Fleet." Based on the CB900F, this high-tech racer was a dominant force in the 8-hour endurance races that were—and still are—incredibly prestigious in Japan. Its presence in the Hall serves as a reminder of Honda’s commitment to proving that their engines weren't just fast, but could sustain maximum performance for hours on end under extreme heat and pressure.

The final part of the 80s racing collection focuses on the fierce return to Grand Prix dominance. The 1982 Honda NR500 2X (Top Left) represented the final evolution of the oval-piston four-stroke experiment before Honda realized that two-strokes were necessary for victory. This led to the 1984 Honda NS500 (Top Right), a lightweight three-cylinder machine that took Freddie Spencer to a world title. The evolution culminated in the 1984 Honda NSR500 (Bottom Left) and its refined 1988 Honda NSR500 (Bottom Right) successor; these V4 two-stroke monsters were famously difficult to ride but incredibly powerful, securing a string of championships and cementing the NSR name as the most feared badge on the GP grid.

1990's

The 1990s was a decade where Honda refined its most beloved icons while continuing to innovate for the urban landscape. The 1990 Honda Gyro Canopy (Top Left) took the tilting three-wheeler concept to a professional peak by adding a roof and a large windscreen, creating an all-weather delivery solution that is still a common sight in Japanese cities today. For the nostalgia-seekers, the 1997 Honda Little Cub (Bottom Left) arrived with smaller 14-inch wheels and a lower seat height, making the legendary Cub platform even more accessible for younger or shorter riders. It was part of the Collection Hall's special Tomica themed exhibit, displayed alongside other Honda Icons like the 1966 Honda S800 Cabriolet, Honda City Turbo II and the 2002 Honda NSX-R NA2! That same year, Honda celebrated three decades of its most playful bike with the 1997 Honda Monkey Z50J 30th Anniversary Limited Edition (Right). This special model was a tribute to the original 1967 Z50M, featuring a beautiful "Plazma Red" frame and fork, a distinctive checkered seat pattern, and a chrome-plated fuel tank adorned with a 30th-anniversary emblem, making it a highly coveted piece for collectors in the Hall today.

As the decade progressed, Honda leaned into the "Big Naked" bike trend, prioritizing muscular styling and effortless torque. The 1992 Honda CB1000 Super Four (Left), the first of the "Project BIG-1" series, was designed to capture the imposing presence of classic motorcycles but with modern liquid-cooled performance. This philosophy was pushed even further with the 1998 Honda CB1300 Super Four (Right), which remains one of the most physically imposing machines in the collection. With its massive inline-four engine and classic twin-shock rear suspension, the CB1300 became a symbol of refined power, offering a smooth yet relentless surge of acceleration that made it a king of the open road.

The 1990s also saw Honda revolutionize the sport-bike world twice over. The 1992 Honda CBR900RR FireBlade (Top) fundamentally changed the industry by proving that a liter-class engine could be fitted into a chassis as light and compact as a 600cc bike, creating the blueprint for the modern "Superlight" sport-bike. However, the most enigmatic machine of the era is undoubtedly the 1992 Honda NR (Bottom). This road-going masterpiece was the commercial realization of the "oval piston" technology developed for the NR500 racer. A technical marvel, it featured a 750cc V4 engine where each "oval" piston actually resembled two cylinders merged together, utilizing eight valves and two connecting rods per piston. Clad in carbon-fiber reinforced plastic bodywork and featuring a digital dashboard and a magnesium single-sided swingarm, the NR was—and remains—one of the most expensive and technologically complex production motorcycles ever built. (If you'd like to know more about the full timeline of the FireBlade, click here!)

2000's

The dawn of the millennium saw Honda embrace a radical new design language, specifically targeting a younger, urban demographic with the "N-Project" series. The 2001 Honda Ape (Top Left) kicked things off as a fun, naked mini-bike that invited customization, followed by the stripped-back, industrial-looking 2001 Honda Zoomer (Top Middle), also known as the Ruckus outside Japan, which became a global cult icon for its exposed tube frame and fat tires. The experimentation continued with the 2002 Honda Bite (Top Right), which looked like a motorized office chair with an adjustable seat height, and the ultra-minimalist 2003 Honda Solo (Bottom Left), a bike that prioritized personal style with its retro, bobber-esque silhouette. This creative streak culminated in the 2004 Honda PS250 Big Ruckus (Bottom Right), a rugged, "utility-chic" scooter that featured a fold-up passenger seat that doubled as a rider backrest, proving that Honda wasn't afraid to break every rule in the motorcycle design book.

In the touring and crossover segments, the 2000s were about pushing the limits of comfort and transmission technology. The 2001 Honda Gold Wing GL1800 (Top Left), evolving from the 1500, arrived with a massive 1,832cc flat-six engine and an all-new aluminum frame, transforming the "two-wheeled limousine" into a surprisingly agile machine. Toward the end of the decade, Honda released the 2008 Honda DN-01 (Top Right), one of the most polarizing and futuristic machines in the Hall. Blurring the lines between a cruiser and a scooter, the DN-01 featured a "Human-Friendly Transmission" (HFT)—a sophisticated, continuously variable hydraulic mechanical transmission—and a low-slung, shark-like profile that looked like it had been plucked straight from a science-fiction film. The sport-bike world remained a fierce battleground, and Honda continued to sharpen its premier weapon, the FireBlade. The 2000 Honda CBR900RR FireBlade/CBR929RR (Bottom Left) introduced fuel injection and a completely new "pivot-less" frame design, further reducing weight and increasing agility. Just two years later, the 2002 Honda CBR900RR FireBlade/CBR954RR (Bottom Right) pushed the concept to its logical extreme; it was the final FireBlade designed under the legendary Tadao Baba, and it remains celebrated as one of the most perfectly balanced power-to-weight machines ever to wear the RR badge, offering a raw, visceral riding experience that many modern bikes struggle to replicate.

The decade concluded with a seismic shift in the racing world as Grand Prix racing transitioned from two-strokes to four-strokes, leading to the birth of the RC211V. The 2001 Honda RC211V Prototype (Left) is a fascinating artifact in the Hall, showing the raw, unrefined development of the V5 engine layout—a configuration chosen to balance high power with a narrow profile. By the time the 2002 Honda RC211V Race Bike (Right) hit the track, it was a masterpiece of engineering. Powered by that 990cc V5, it dominated the inaugural MotoGP season in the hands of Valentino Rossi, winning 14 out of 16 races and proving that when the rules of the game change, Honda’s engineers are usually the ones writing the new playbook.

2010's

The 2010s at the Honda Collection Hall represent an era of unparalleled electronic sophistication and the ultimate blurring of lines between the track and the showroom. The 2011 Honda RC212V (Top Left) stands as the pinnacle of the 800cc MotoGP era, the machine that propelled Casey Stoner to a dominant world championship with its seamless-shift gearbox and relentless V4 power. As the regulations shifted to 1,000cc, the 2013 Honda RC213V (Top Right) took center stage, marking the beginning of the Marc Márquez era and a new level of aggressive, elbow-dragging cornering speeds. However, the most breathtaking inclusion in this section is the 2015 Honda RC213V-S (Bottom). This was the impossible made real: a street-legal version of the MotoGP prototype. By maintaining the same mass centralization and lightweight components of the race bike, Honda allowed a select few riders to experience the exact handling characteristics of a premier-class grand prix machine on public roads.

The decade also saw Honda pushing the boundaries of touring technology and celebrating its most historic milestones. The 2010 Honda VFR1200F (Red) arrived as a futuristic sport-tourer, famously introducing the world’s first Dual Clutch Transmission (DCT) for motorcycles—a technology that allowed for lightning-fast gear changes and paved the way for the automatic shifting found in many of Honda’s modern flagships. Fittingly, the journey through the Collection Hall concludes with the 2017 Honda Super Cub 110 "100 Million Anniversary" Concept (Below). This beautiful, gold-accented machine was created to celebrate the staggering production milestone of 100 million Super Cubs. As the final bike in the Hall’s chronological display, it serves as a perfect bookend: a modern tribute to the simple, reliable, and world-changing design that Soichiro Honda first dreamed up in the 1950s, proving that even after seven decades of high-speed evolution, the "Spirit of Honda" remains rooted in bringing joy and mobility to people everywhere.

Conclusion

Our journey through the Honda Collection Hall has taken us through three distinct worlds: the ingenious road cars that transformed a nation, the fire-breathing racing machines that conquered the globe, and the motorcycles that served as the heartbeat of the company’s "Never Give Up" spirit. Seeing these machines in person is a reminder that Honda isn't just a manufacturer; it is a repository of dreams, engineering risks, and an obsession with perfection. Whether you are moved by the high-pitched wail of a V12 Formula One engine or the humble, rhythmic thrum of a Super Cub, the Hall is a testament to the idea that mobility—in all its forms—is the ultimate expression of human freedom.

If you are planning your own pilgrimage to this mechanical sanctuary at Mobility Resort Motegi, here is how to get there:

• By Car: This is the most flexible option. From Tokyo, take the Joban Expressway and exit at the Mito IC. From there, it is about a 40-minute drive through the scenic Tochigi countryside. The resort offers ample parking, and the drive itself is a beautiful introduction to the region.

• By Public Transport: From Tokyo, take the JR Tohoku Shinkansen to Utsunomiya Station. From the West Exit of Utsunomiya Station, you can catch a dedicated JR Bus bound for Twin Ring Motegi (though these typically run on weekends and holidays). On weekdays, you may need to take the Moka Railway to Motegi Station and then a short taxi ride to the resort.

This concludes our deep dive into the legendary archives of Honda, but the journey through the Land of the Rising Sun is far from over. From hidden tuner shops in the backstreets of Tokyo to the high-speed passes of the Japanese Alps, there is so much more to explore.

Get ready for more Japan content coming your way soon!