Luyện nói tiếng Anh bằng Shadowing qua video: How a Poor Japanese Boy Created Honda

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In 1922, a 15-year-old boy shows up for his first day at work at a small auto repair shop in Tokyo, Japan.

Năm 1922, một cậu bé 15 tuổi xuất hiện vào ngày đầu tiên đi làm tại một cửa hàng sửa chữa ô tô nhỏ ở Tokyo, Nhật Bản.

The owner, who questioned if the boy was even meant for this type of business, assigned him to clean the workshop and look after his child instead.

Chủ tiệm, người đã nghi ngờ liệu cậu bé có thực sự phù hợp với loại hình kinh doanh này hay không, đã giao cho cậu nhiệm vụ dọn dẹp xưởng và trông coi con của mình thay thế.

At the time, nobody thought much of it, neither did they care, but only because they had no idea who this kid would eventually become.

Lúc đó, không ai để ý nhiều đến chuyện đó, cũng chẳng ai quan tâm, chỉ đơn giản là họ không hề biết cậu bé này cuối cùng sẽ trở thành người như thế nào.

Fast forward a few decades, and that boy, Soichiro Honda, was now competing with some of the biggest car brands in the world,

Nhảy nhanh qua vài thập kỷ, cậu bé đó, Soichiro Honda, giờ đây đã cạnh tranh với một số thương hiệu ô tô lớn nhất thế giới.

while also owning the largest motorbike manufacturer.

đồng thời sở hữu nhà sản xuất xe máy lớn nhất.

This is the story of how one poor Japanese boy went from babysitting children to building the multi-billion dollar brand Honda Motors.

Đây là câu chuyện về cách một cậu bé Nhật Bản nghèo khó đã đi từ công việc trông trẻ đến việc xây dựng thương hiệu hàng tỷ đô la Honda Motors.

The story begins in 1906 in a small poverty-ridden village called Tenryu Shizuoka, at the foot of Mount Fuji.

Câu chuyện bắt đầu vào năm 1906 tại một ngôi làng nhỏ nghèo khó tên là Tenryu Shizuoka, nằm ở chân núi Phú Sĩ.

It was there that Gihei Honda and his wife welcomed their first son, Soichiro Honda.

Chính tại nơi đó, Gihei Honda và người vợ đã chào đón người con trai đầu lòng của họ, Soichiro Honda.

Soichiro's father was a local blacksmith from the village who also fixed bicycles on the side, while his mother was an accomplished weaver.

Cha của Soichiro là một thợ rèn địa phương trong làng, đồng thời còn sửa xe đạp thêm nghề, còn mẹ của ông là một người dệt vải rất khéo léo.

Raised in difficult economic situations, Soichiro lost five of his siblings growing up due to health issues.

Lớn lên trong hoàn cảnh kinh tế khó khăn, Soichiro đã mất năm người anh em ruột của mình khi còn nhỏ do các vấn đề sức khỏe.

When Soichiro was eight years old, he was going about his normal routine in the neighborhood when he heard a strange rumble that grabbed his attention.

Khi Soichiro lên tám tuổi, cậu ấy đang thực hiện thói quen hàng ngày quanh khu phố thì đột nhiên nghe thấy một tiếng ầm ầm lạ lùng thu hút sự chú ý của mình.

He followed the sound until he came across a big piece of strange machinery rolling along on four wheels.

Anh ta đi theo tiếng động cho đến khi bắt gặp một cỗ máy lạ lớn đang lăn bánh trên bốn bánh xe.

This machine was a Ford Model T, and Soichiro was left captivated by what he had just witnessed.

Chiếc máy này là một chiếc Ford Model T, và Soichiro đã bị cuốn hút bởi những gì mình vừa chứng kiến.

It was the first car I saw.

Đó là chiếc xe đầu tiên tôi nhìn thấy.

What a thrill!

Thật là phấn khích!

I could not understand how it could move under its own power.

Tôi không thể hiểu làm thế nào nó có thể di chuyển bằng chính sức mạnh của nó.

And when it had driven past me, without even thinking why, I found myself chasing it down the road as hard as I could run.

Và khi chiếc xe vừa lướt qua tôi, chẳng cần suy nghĩ lý do gì, tôi tự thấy mình đang đuổi theo nó dọc con đường với tốc độ chạy nhanh nhất có thể.

This experience left a mark in his life that would forever change the way he would engage with machines.

Trải nghiệm này đã để lại một dấu ấn trong cuộc đời anh ta, mãi mãi thay đổi cách anh ta tương tác với các máy móc.

He learned how to wet the blades of the farm machinery and repair bicycles.

Anh ấy đã học cách làm ướt các lưỡi máy nông nghiệp và sửa chữa xe đạp.

He was fascinated by all kinds of engines and motors.

Anh ấy bị cuốn hút bởi tất cả các loại động cơ và mô-tơ.

But Soichiro hated the idea of going to school, and instead of pursuing a proper education,

Nhưng Soichiro ghét ý tưởng đi học, và thay vì theo đuổi một nền giáo dục đúng đắn,

he spent the majority of his childhood helping his father with his bicycle repair business.

Anh ấy đã dành phần lớn thời thơ ấu của mình để giúp cha mình trong việc kinh doanh sửa chữa xe đạp.

His lack of interest in school affected his grades so terribly

Sự thiếu hứng thú với việc học đã ảnh hưởng rất nghiêm trọng đến điểm số của cậu ấy.

that he used some rubber that he found to forge his family's stamp on his grade reports.

rằng cậu ta đã dùng một miếng cao su tìm được để đóng giả con dấu của gia đình vào bảng điểm của mình.

That way, his father wouldn't need to sign the paper and see his grades.

Như vậy thì cha anh ấy sẽ không cần phải ký vào tờ giấy và xem điểm số của mình.

Eventually, he got caught, and his father punished him by making him kneel on his knees for an entire day without lunch.

Cuối cùng, cậu ta bị bắt gặp, và người cha đã phạt cậu bằng cách bắt quỳ suốt cả ngày mà không được ăn trưa.

In 1922, Soichiro came across a magazine ad for a Tokyo-based automobile servicing company called Art Shokai.

Năm 1922, Soichiro tình cờ thấy một quảng cáo trên tạp chí về một công ty dịch vụ ô tô có trụ sở tại Tokyo tên là Art Shokai.

He reasoned that, since the company was one of the most popular motor car services in the city, they might be in need of new workers.

Anh ấy lý luận rằng, vì công ty là một trong những dịch vụ xe hơi phổ biến nhất thành phố, nên họ có thể đang cần thêm nhân viên mới.

So he wrote a letter to Art Shokai, inquiring about a job, and luckily enough, he received a positive reply.

Vì vậy, anh ấy đã viết thư cho Art Shokai để hỏi về một vị trí công việc, và thật may mắn khi anh ấy nhận được hồi đáp tích cực.

So at the age of 15, Soichiro dropped out of school, left home, and headed for Tokyo in pursuit of his dreams.

Vì vậy, ở tuổi 15, Soichiro nghỉ học, rời nhà và đi đến Tokyo để theo đuổi ước mơ của mình.

When Soichiro got to Tokyo, he was overwhelmed to see how fast and different city life was compared to the village he had come from.

Khi Soichiro đến Tokyo, anh đã choáng ngợp trước sự nhanh chóng và khác biệt của cuộc sống thành thị so với ngôi làng nơi anh lớn lên.

When Soichiro arrived, the shop's owner, Yuzo Sakakibara, had a job already prepared for him.

Khi Soichiro đến, chủ cửa hàng là Yuzo Sakakibara đã chuẩn bị sẵn một công việc cho anh ấy.

He was to babysit the owner's child.

Anh ta được giao nhiệm vụ trông con cho chủ nhà.

Soichiro was disappointed to find that, over the next few months, he wasn't making any money

Soichiro thất vọng khi nhận ra rằng trong vài tháng tiếp theo, anh ấy không kiếm được đồng nào.

and the only work tasks he was assigned was to carry a baby wrapped around on his back.

và những công việc duy nhất mà anh ta được giao là bế một đứa bé quấn trên lưng.

The only thing that made him stay was the shame of returning home a failure and facing his parents.

Điều duy nhất khiến anh ta ở lại là nỗi xấu hổ khi phải trở về nhà với tư cách một kẻ thất bại và đối mặt với cha mẹ mình.

As time went by, the owner couldn't keep up with the high demand of his automobile business, so he finally pulled Soichiro in to help him out.

Theo thời gian, người chủ không còn đáp ứng được nhu cầu cao của doanh nghiệp ô tô của mình, nên cuối cùng ông đã nhờ Soichiro đến để hỗ trợ.

Even though Soichiro started out doing menial tasks, he gradually climbed his way up until he became a trusted mechanic at the company.

Mặc dù Soichiro ban đầu chỉ làm những công việc vặt vãnh, nhưng dần dần ông đã tiến bước lên cho đến khi trở thành một thợ máy đáng tin cậy tại công ty.

His talent and dedication eventually caught the attention of the owner, who decided to take little Soichiro under his wing and teach him not only mechanical repairs,

Tài năng và sự cống hiến của ông cuối cùng đã thu hút sự chú ý của chủ sở hữu, người đã quyết định nhận cậu bé Soichiro làm đệ tử và dạy cho cậu không chỉ cách sửa chữa máy móc,

but the business side of the company as well.

mà còn cả khía cạnh kinh doanh của công ty nữa.

Although Sakakibara's repair work included both automobiles and bicycles, cars were not as popular then as they are today.

Not only were automobiles a luxury that only people of the upper class could afford, but most of the automobiles around at the time were foreign made.

Through his work, Soichiro quickly became familiar with a wide range of automobiles,

including Lincolns, Mercedes, Daimlers, and even various motorcycles that were brought into the workshop.

Soichiro poured everything he had into expanding his knowledge and understanding of his craft.

It was through this company that Soichiro was also introduced to the world of motorsports.

Around this time, motorsports were quickly gaining popularity around Europe, America, and even Japan.

And in 1923, Sakakibara himself began to build racing cars with the help of his workers, including Soichiro.

Their first model was the Art Daimler, built using a second-hand Daimler engine, and their second model was the Curtis.

The Curtis was made using another second-hand engine from an American Curtis biplane, placed on the chassis of another American car, the Mitchell.

This car would go on to race in the fifth Japanese Motor Car Championship in 1924,

taking a stunning first position with Saka Kibara's brother as driver and Soichiro as the accompanying engineer.

It was a special experience for the 17-year-old boy, and from then on, motorsports became his religion.

In 1926, Soichiro was drafted for military service, but didn't pass the medical exams as they revealed that he was colorblind.

Thus he was excused from the army and was able to keep working at Art Shokai.

By 1928, Yuzo Sakakibara wanted to expand his business and decided to open a branch of art shokai in Hamamatsu.

He believed there was no better man to leave in charge than his young apprentice, and at the age of 21, Soichiro was called upon to run the new branch.

However, Soichiro's repair shop struggled during the first year, largely because people didn't want to entrust their cars with someone so new and so young.

So Soichiro had to live off the scraps that other repair shops cast aside.

Still, the young man used all the knowledge and skill he had acquired over the years, and in time, he successfully managed to grow his business.

By the 1930s, his new shop had grown from a one-man operation to a staff of 30 people.

The branch grew at an incredible pace during the next few years, and with so much work to be done, Soichiro had to bring his wife in to help run the company.

Even though Soichiro was known as a brilliant mechanic, he was also a prodigious racing driver and this was another skill that helped him stand out from his peers.

Inside his shop, Soichiro had built the Hamamatsu racecar, in which he managed to set a new speed record by driving it up to 120 kilometers per hour,

a record that stood for 20 years in Japan.

However, racing at the time was far more dangerous than it is today, and in June 1936, Honda was involved in a serious crash

while racing the Hamamatsu in the suburbs of Tokyo and almost died.

Soichiro's left arm was fractured, his shoulder was dislocated, and his face was damaged.

Despite spending a couple of months at the hospital nursing his injuries, Soichiro returned to the racetrack only four months later.

His family, however, was unhappy with his return to racing, and after several arguments with his wife and father, Soichiro never raced again.

By 1936, Honda became tired and weary of his repair work.

He wanted to do more and was planning to move on to manufacturing car parts.

He proposed turning the Art Shokai Hamamatsu branch into a separate company for this purpose, but the shareholders of the company disagreed with him.

The investors saw that the current orders

and workload from the repair shop were bringing in enough profit

and they didn't want to take a gamble on a venture they believed was unnecessary.

So, Soichiro decided to open his own company to manufacture piston rings, and founded the Tokaiseiki Heavy Industry, and made one of his close friends,

Shichiro Kato, the president of his company.

Soichiro and Kato worked tirelessly in their new venture, and together started the Art Piston Ring Research Center.

Soichiro in particular was still working at his Hamamatsu branch, spending his days at the repair workshop and his nights developing pistons.

For a long time, they struggled to make any breakthrough, and during the next couple of years Soichiro had worked so much that he lost a lot of weight,

causing his face to look emaciated.

All the stress his body and mind were going through made him look like a completely different person.

And after a series of failures, Soichiro decided to enroll as a part-time student at the Hamamatsu Industrial Institute to improve his knowledge of metallurgy.

It wasn't until 1939 when Soichiro would finally create a successful working piston.

Confident in his design, he quit his job at Art Shokai, handing the branch off to some of his trainees, and proceeded to work full-time at his new company.

Honda began producing pistons day in and day out, but his creations were still flawed and nowhere near the quality they needed to be.

Toyota contacted Soichiro to make pistons for the company, and out of the 50 he submitted, only three passed Toyota's standard.

It was a big setback for Soichiro, but he didn't give up.

He spent the next few years traveling around Japan, visiting steelmaking companies and universities to improve his knowledge of manufacturing piston rings.

After gaining confidence in his knowledge and experience, Soichiro gave it another try.

The result was incredible.

Not only did his new pistons pass quality control, but orders also began to come in from all over the country.

So much so, that the company went on to employ around 2,000 people just to catch up with the orders.

Things were starting to look great for Soichiro and his company until…

Japan joined the Pacific War in 1941

and Soichiro's company was placed under the direct command and control of the Ministry of Munitions.

The following year, Toyota took over 45% of the company's equity, and Soichiro was downgraded from president to the position of senior managing director.

Things went from bad to worse as many male employees began to resign as they were drafted for military service, and his company began to struggle.

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Soichiro did everything he could to keep his company afloat, but he wasn't ready for what was yet to come.

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In 1944, air raid sirens began to intensify in Japan, and it became very obvious that the country was headed towards defeat.

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Hamamatsu was in great danger, and Soichiro's company was struck by a direct bomb blast, destroying the factory.

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The company would go on to suffer a second misfortune in January 1945, when the Nankai earthquake shook the region and the Iwanta plant collapsed.

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Japan eventually surrendered in August 1945, but by then, Soichiro had nearly lost everything.

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After the war, Soichiro decided to sell what was left of his company to Toyota for a sum of 450,000 yen

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and publicly told everyone

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that he was going to take some time off to figure

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out what the future would hold as Japan was left in ruins.

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A year after the war, the country experienced an economic meltdown that threatened the lives of its citizens.

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There was a shortage of food, clothing and shelter, and resources were rationed.

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As a result, Soichiro couldn't even find enough gas to drive his car to the market and buy food for his family.

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One day, Soichiro came across a generator engine that belonged to the Japanese Imperial Army, which was used during the war to power up a wireless radio.

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He was fascinated with the engine, and after figuring out how it worked, a bright idea came to him.

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What would happen if he attached this engine to a bicycle?

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By no means was this a new invention.

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The practice of clipping a motor onto a bike was common in Europe, and a few of these had even made their way to Japan.

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But Soichiro knew the country was in desperate need of cheap transportation. And

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so, in 1946, Soichiro used his old warehouse to establish the Honda Technical Research

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Institute for the sole purpose of figuring out a way to make motorbikes.

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There, he and a staff of 12 men followed through with his idea

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and successfully managed to put together a motorbike using some engines he found along with other spare parts.

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These new bicycles instantly became a hit and orders began to come in from different parts of the country.

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Soon enough, Soichiro was running out of used engines, so he decided to design and develop one of his own.

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In 1947, he finished the Type A engine, and for the very first time, the Honda name was emblazoned on a machine.

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Soichiro founded the Honda Motor Company in 1948 with the initial goal of building motorcycles to help get Japanese workers around.

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The only problem was, Soichiro needed more money to expand his production.

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So he wrote an open letter to all 18,000 bicycle shop owners in Japan, telling them that he had thought of a solution to get Japan moving again.

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Out of the 18,000 stores he wrote, he received positive responses from 3,000 of them,

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and they provided him with the money he needed to start making his first shipments.

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A year later, the company produced its very first complete motorcycle, the Model D.

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Even though the Model D was a big achievement for Honda, it was too big and heavy.

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And because of this, only a few people bought the motorcycle.

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Soichiro wasn't satisfied with this, so he stripped down the motorbike and worked long hours to make another bike that was smaller and lighter.

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After three years of trial and error, he succeeded in building another motorcycle and named it The Super Cub.

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The Super Cub was an instant hit and became so successful that it won the Emperor's Prize.

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Honda also joined efforts with investor Takeo Fujisawa, who provided the capital he needed as well as financial and marketing strategies.

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This partnership became the foundation upon which the Honda Motor Company was built on.

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The Super Cub reached the United States in 1958 with a sticker price of just $295,

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which which was a quarter of the price of what other American motorcycles cost, and thanks to the company's marketing and engineering skills,

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it soon outsold both Triumph and Harley-Davidson in their respective home markets.

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But by then, Soichiro had also expanded his motorcycle brand into the racing world.

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Racing at the time was more than a sport.

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It was the biggest platform for these manufacturing companies to showcase their cars and motorbikes to the rest of the world.

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So he traveled all over the world to see the races, studying and examining all the motorcycles of his competitors.

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In fact, throughout his career on the track, whenever a benchmark was set by one of his competitors, Honda would take this information home and strive to surpass it.

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It was this attitude that took Honda motorcycles from an awful

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and disappointing finish at their first international race in 1954 to the Manufacturers Team Prize at the 1959 Isle of Man TT,

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the biggest motorcycle race in the world.

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Two years later, Honda would win again at the Isle of Man TT, and his success on the race track put the Honda name on the map.

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By the 1960s, Honda had become the biggest motorcycle company in the world.

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After the release of the Honda Dream in 1949, they had produced a total of 10 million motorcycles by 1968.

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However, becoming the biggest motorcycle company wasn't enough for Soichiro.

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There was another big dream he'd been chasing since he was 8 years old, and it was none other than entering the car-making industry.

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When Soichiro announced he was going into the automobile market, many people warned him that it was too risky for the company and that he was better off just making motorcycles.

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Around this time, Japan had Nissan, Toyota and a few other companies who were competing in the tough world of the automobile market.

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And Japanese officials tried to convince Soichiro that the country didn't need another car manufacturer, but Soichiro didn't listen to their arguments.

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Honda debuted its first automobile in 1963 with the release of the T360 Mini Truck, a small but reliable pickup truck.

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Unfortunately, the Mini Truck never gained much traction, and it was soon followed with the company's first ever sports car, the S500.

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This S500 was a two-door roadster with a four-speed transmission, capable of reaching 80 miles per hour.

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It was a smaller car, but it was smooth and easy to drive.

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But sadly, only around 1,300 cars of this model were built, making it one of the rarest Honda cars ever made.

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But just like Soichiro did with his motorcycles, Honda brought its cars into the racing world.

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The Honda RA271 made its Formula 1 debut at the 1964 Belgian Grand Prix.

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It only took one year for Honda to achieve a first

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place victory at the 1965 Mexican Grand Prix with their new successor, the RA272.

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But despite its early success on the racetrack, Honda was nowhere near beating its competitors in the car market.

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So they took a break from racing

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and turned their attention to building one of the most successful cars in the automobile market, the Honda Civic.

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Toyota debuted their new model in 1972, and in the following years, it became one of the most popular cars in the world.

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One of the reasons for its success, especially in European and American markets, was due to the oil crisis of the 1970s.

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During this period, shortages of fuel spread all over the world, and to tackle this, Soichiro devised a brand new method for fuel management,

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called the Compound Vortex Controlled Combustion, or CVCC for short.

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This allowed people to travel further distances with their car without burning too much fuel.

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The Honda Civic also tackled the pollution problem caused by exhaust gases by adding a catalytic converter to its vehicles,

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something that other big automakers didn't consider as much at the time.

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And just like that, Honda was rapidly becoming popular in the automobile market.

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Even though Americans might have bought the Civic out of necessity, it was the Honda Accord that really changed the game.

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Initially, the Honda Accord debuted as a compact hatchback, but it later expanded to sedans.

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This new model contained the same fuel-efficient feature as the Civic, but with a better moderate size, and thanks to their wider interior space and comfort,

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the Honda Accord would later become one of the best-selling sedans in the automotive history.

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At the beginning of the 80s, the Honda Motor Company was the third-largest producer of cars in Japan, and by the end of the decade,

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it was the third biggest car company on the planet.

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Soichiro Honda retired from the company in 1973 and later died on the 5th of August, 1991.

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Looking back on my work, I feel that I was doing nothing more than mistakes, blunders, and serious omissions.

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But I am proud of the achievements.

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Although I did one mistake after another,

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my mistakes and failures never occurred for the same reasons." Honda has now expanded into multiple industries,

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including jets, boat engines, power equipment, and robots to name a few.

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Thank you all for watching.

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Make sure to subscribe and like the video.

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Until then, I'll see you in the next one.

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Bài luyện nói trình độ B2 này dựa trên video “How a Poor Japanese Boy Created Honda”. Những từ được nhắc lại nhiều nhất trong bài: Soichiro, Honda, motorcycle, Japan. Video này có 191 câu và 3325 từ để luyện shadowing. Phần lời nói dài 21:41. Người nói nói với tốc độ tự nhiên, khoảng 153 từ mỗi phút, gần với hội thoại hằng ngày. Chỉ 81% số từ nằm trong 3.000 từ tiếng Anh thông dụng nhất, nên từ vựng khá khó.

Từ vựng quan trọng trong video

15 từ khó nhất trong video, kèm phiên âm và nghĩa:

Từ	Phiên âm	Nghĩa
motorcycle danh từ	/ˈmoʊtɚˌsaɪkəl/	xe mô tô, mô tô
automobile danh từ	/ˈɔː.tə.məˌbil/	xe hơi, ô tô
piston danh từ	/ˈpɪstən/	pít tông
bicycle danh từ	/ˈbaɪsɪk(ə)l/	xe đạp
competitor danh từ	/kəmˈpɛt.ɪ.tɚ/	đối thủ
workshop danh từ	/ˈwɝk.ʃɑp/	xưởng
racetrack danh từ	/ˈɹeɪsˌtɹæk/	đường đua
sedan danh từ	/səˈdæn/	kiệu
mechanic danh từ	/mɪˈkænɪk/	thợ máy
investor danh từ	/ɪnˈvɛs.tə(ɹ)/	người đầu tư
sibling danh từ	/ˈsɪb.lɪŋ/	anh chị em
shareholder danh từ	/ˈʃɛəˌhəʊl.də(ɹ)/	cổ đông, người có cổ phần
disappoint động từ	/ˌdɪsəˈpɔɪnt/	làm thất vọng
apprentice danh từ	/əˈpɹɛntɪs/	người học nghề
sticker danh từ	/ˈstɪkə/	nhãn

Cụm động từ bạn sẽ nghe

Từ	Nghĩa
give up động từ	đầu hàng

Ngữ pháp trong video

Những cấu trúc người nói dùng nhiều nhất, kèm đúng cụm từ trong video:

Cấu trúc	Trong video
Câu bị động be + quá khứ phân từ — nhấn vào việc xảy ra, không phải người làm	was even meant · was left · was fascinated
Mệnh đề quan hệ who / which + mệnh đề — thêm thông tin về người hoặc vật	Army, which was · which which was

Phát âm cần chú ý

Người nói dùng 17 dạng rút gọn, ví dụ didn't, wasn't, couldn't. Hãy nói theo dạng ngắn đúng như bạn nghe.

Âm “th”: thrill /θɹɪl/, breakthrough /ˈbɹeɪk.θɹuː/, threaten /ˈθɹɛt.n̩/, earthquake /ˈɝθkweɪk/
Âm “sh” và “zh”: workshop /ˈwɝk.ʃɑp/, machinery /məˈʃiːnəɹi/, shareholder /ˈʃɛəˌhəʊl.də(ɹ)/, shipment /ˈʃɪpmənt/, traction /ˈtɹæk.ʃən/
Từ dài — đặt trọng âm cho đúng: motorcycle /ˈmoʊtɚˌsaɪkəl/, automobile /ˈɔː.tə.məˌbil/, competitor /kəmˈpɛt.ɪ.tɚ/, machinery /məˈʃiːnəɹi/, accompany /əˈkʌm.pə.ni/

Những âm người Việt thường gặp khó:

Cụm phụ âm cuối — đọc đủ từng âm, đừng nuốt âm cuối: overwhelm /ˌoʊ.vɚˈwɛlm/, disappoint /ˌdɪsəˈpɔɪnt/, shipment /ˈʃɪpmənt/, forge /fɔɹd͡ʒ/, exhaust /ɪɡˈzɔst/
Âm /tʃ/, /dʒ/ và /ʒ/ — tiếng Việt không có, đừng đọc thành “ch” hay “gi”: forge /fɔɹd͡ʒ/, shortage /ˈʃɔː(ɹ)tɪd͡ʒ/, generator /ˈdʒɛnəɹeɪtə(ɹ)/
Âm /æ/ — mở miệng rộng hơn âm “e”: fascinate /ˈfæsɪneɪt/, racetrack /ˈɹeɪsˌtɹæk/, sedan /səˈdæn/, mechanic /mɪˈkænɪk/, traction /ˈtɹæk.ʃən/

Cách luyện với video này

Nghe hết video một lần, chưa cần nói, và ghi lại những từ bạn chưa biết.
Bắt đầu ở tốc độ 0,75×, nói đuổi từng câu, rồi quay lại tốc độ bình thường khi đã quen.
Ghi âm giọng mình rồi so với bản gốc, chú ý các từ như motorcycle, automobile, piston.

Phương Pháp Shadowing Là Gì?

Shadowing là kỹ thuật học ngôn ngữ có cơ sở khoa học, ban đầu được phát triển cho chương trình đào tạo phiên dịch viên chuyên nghiệp và được phổ biến rộng rãi bởi nhà đa ngôn ngữ học Dr. Alexander Arguelles. Nguyên lý cốt lõi đơn giản nhưng cực kỳ hiệu quả: bạn nghe tiếng Anh của người bản xứ và lặp lại to ngay lập tức — như một "cái bóng" (shadow) đuổi theo người nói với độ trễ chỉ 1–2 giây. Khác với luyện ngữ pháp hay học từ vựng bị động, Shadowing buộc não bộ và cơ miệng phải đồng thời xử lý và tái tạo ngôn ngữ thực tế. Các nghiên cứu khoa học xác nhận phương pháp này cải thiện đáng kể phát âm, ngữ điệu, nhịp điệu, nối âm, kỹ năng nghe và độ lưu loát khi nói — đặc biệt hiệu quả cho người luyện IELTS Speaking và muốn giao tiếp tiếng Anh tự nhiên như người bản ngữ.

Phương pháp shadowing: đọc hướng dẫn từng bước đầy đủ →

Luyện nói tiếng Anh bằng Shadowing qua video: How a Poor Japanese Boy Created Honda

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