Honda Cbr400r

HONDA CBR400R

RIDING IMPRESSION

Father of the Hurricane

IN THE SPRING OF 1986. HONDA UNLEASHED ITS BEST EFfort at a sporting inline-Four: the CBR400R. Now one of the more popular 400s in Japan, the CBR conceals under its aerodynamic bodywork the most advanced of Honda’s engine and chassis technology. Liquid-cooled, the CBR’s engine leans forward at 35 degrees, an angle that allows the use of semi-downdraft carburetors and close-to-straight-shot intake ports. Inside the engine, four valves per cylinder are controlled by gear-driven camshafts, allowing 14,000 rpm as a routine engine speed. In race tune, the CBR will see over 16,000 rpm with no possiblity of that racing nemesis, cam-chain problems. Racing practice dictated chassis design, as well. With the cylinders inclined 10 degrees less than those on Yamaha’s FZR400, the CBR’s engine can be placed closer to the front wheel, allowing the front-heavy weight distribution of current GP racers. An open-cradle frame, of aluminum extrusions (the large, twin sidebeams) and castings (most everything else) bolts solidly to the engine, creating a structure that appears as rigid as a bridge truss.

Aerodynamic tricks are wrapped around the cycle parts. The CBR’s Paso-mimicking bodywork was designed to give the Honda one of the lowest drag coefficients of any production motorcycle. Much attention was paid to what Honda terms “internal air flow,” the air passing into and around the radiator and engine. Some is vented out the sides of the fairing, and the rest escapes around the rear tire; this passage is possible because of the swingarm-mounted, tire-hugging rear fender, another echo of Freddie Spencer’s NSR500 GP bike.

HONDA CBR400R

Price(in Japan)____about $4200

Engine type......liquid-cooled

four-stroke inline-Four

Displacement..........399cc

Claimed horsepower ... 59 bhp @ 12,500 rpm Bore x stroke ... 55.0 x 42.0mm

Gearbox speeds............6

Wheelbase...........54.3 in.

Rake/trail .........26°/4.0 in.

Claimed dry weight..... 364 lb.

1/4-mile performance 12.90 sec.

@ 101.57 mph

Riding the CBR conveys the chassis’s solidity. Conservative steering geometry (by 400-class standards), a 17-inch front wheel, greater-than-average weight, and narrow handlebars give the Honda good straight-line stability as well as relatively heavy steering. The wheels are isolated from the solid structure by a compliant suspension that provides a good ride; racetrack bumps, however, move the CBR around more than is desirable.

While the chassis is good, the CBR’s engine is a delight: It’s almost vibrationless, and, accelerating, it emits a deep-throated growl that makes you want to keep twisting the throttle. Adequate at low speeds, engine power picks up to a solid mid-range at 6000, then kicks in hard at 8000 and continues all the way to the 14,000-rpm redline. This is a 400 that’s only a notch down in performance on the best current 600s.

While the riding position is slightly cramped, the CBR is more comfortable than other Japanese 400s. The bars, as on some other Hondas, are higher than those on a GSX-R, a machine that takes the race-replica tag more seriously. Neither are the pegs quite as high. The CBR’s seat is comfortable for short use, but too crowned for rides of much more than 50 miles.

In the end, though, all of the CBR’s technical credentials haven’t bought it a strong character. Its engine is its strongest point, smooth and powerful. But against the GSX-R’s velvety quickness, or the FZR’s bladesharp handling, this Honda can only offer style and competence. That may be enough to make it a bestseller, but perhaps not enough to make it the bestloved.