I first spied Honda’s new CB400 on the back of a ute at the launch of the 2008 CBR1000RR Fireblade at Phillip Island. The assembled throng of Australia’s motorcycle scribes were immediately drawn away from the exciting new Fireblade to ogle this stunning looking nakedbike resplendent in Honda’s red, white and blue HRC livery. None of us knew what this unexpected machine was until we got close enough to read the CB400 lettering amidships on its attractive flanks.
Honda had said little about their plans to bring the traditionally Japanese domestic market only model Down Under so we were a little surprised to see the CB400 on Australian shores. But the cat was out of the bag and Honda admitted they were releasing the machine into the Australian market that April.
Since introduction the CB400 has been on special at various times for under 10k. That proved to be quite a bargain for those that got in early as the price quickly increased to around 11k and the latest model complete with ABS is more like a 12k proposition.
To say I was eager to ride the CB400 would be quite an understatement although due to stock shortages and the vagaries of distance it was more than nine months later when I finally managed to swing my leg over the CB400 to find out whether my excitement was warranted, or not.
I am glad to say that I was not disappointed.
Visually, the machine is an absolute standout amongst its small capacity opposition. In my opinion, no other motorcycle that qualifies as learner approved under the L.A.M.S. system can hold a candle to the CB400 in the styling stakes. The gorgeous classic lines prove timeless and the CB400 looks more contemporary than the Fisher-Price plastic toy quality of some competitors.
Ergonomically, the CB400 is one of the few machines in the smaller capacity range to actually accommodate your average full grown Aussie. On the highway or scratching in the hills the CB400 makes its rider feel welcome. Even the pillion is reasonably well catered for which is a real turn up for the books on a learner machine.
The suspension is certainly one of the best in class but is by no means perfect.
Preload adjustable 41mm Showa forks team with a pair of beautifully styled Piggyback shocks of the same brand to deliver a good ride.
Performance was not quite up to the promise that Showa gear generally delivers but is still light years ahead of the majority of learner approved motorcycles.
Two-up the CB400 struggles to retain its composure over bumps even with plenty of preload dialled in.
Again, I am measuring this performance against its larger peers in the marketplace and some may see this criticism as unfair. However, I see no reason why learner level machinery should be judged to a lower standard. Thus while the CB400 is better suspended than its direct competitors, I still feel it could be improved, especially when considering the far from bargain above $10,000 price point Honda are pitching the model.
When it comes to braking hardware I am pleased to say the performance delivered was well above par.
A pair of 285mm floating discs up front are gripped by a pair of four-piston calipers on the standard model does the business but the ABS model with three-piston calipers linked to the 235mm disc at the rear are outstanding.
Disappointingly the ABS system is an extra $1000 ask over the base model. In my opinion it should be standard.
This is a learner machine after all and unfortunately the extra grand is causing more than 75% of buyers to keep the extra money in their pocket which is a crying shame as the system is simply brilliant and a potential life saver.
If you were buying the machine for your partner or loved one it’s not hard to work out which machine you would want them to have. Perhaps Honda should have made the decision for them and only brought the ABS equipped machine to the Australian market?
With the ABS system the braking performance is absolutely outstanding. I believe it not only sets the standard for the learner category, but for all weather performance is equal to anything on the road, and better than most.
Powering the CB400 smartly off the mark is a well proven 399cc engine brought into the 21st century by Honda’s excellent PGM fuel injection and Hyper VTEC variable valve timing systems.
Rather than a truly variable timing system Honda’s Hyper VTEC is a relatively simple affair that simply switches from two-valve per cylinder running under 7000rpm to four-valve per cylinder operation at higher revs.
The engine pulls cleanly from the traffic lights with as little as 2500rpm onboard and revs freely through to 12,000rpm with no perceptible steps or glitches in the power delivery.
Thanks to its small capacity and modest 53 horsepower the CB400 is never going to get a learner into trouble but remains just enough for an experienced rider to still find some thrills in the hills.
I spent plenty of time in tight terrain with the noise needle rarely getting under 10,000rpm and enjoyed the experience immensely.
An aftermarket muffler would certainly add to the aural pleasure and really let the little mill clear its lungs and sing what no doubt would be a glorious tune.
The gearbox enjoys being worked hard and is married to a clutch with nice feel and engagement which also helps immensely around town.
There would be absolutely no worries in working the CB400 hard as the engine is now in its fifth generation and a well proven unit due to its top seller status in Japan. A generous 3.2 litre oil capacity and liquid cooling ensures it never gets hot under the collar. On the second-hand market however be aware of very high mileage examples as major servicing of the VTEC system is likely to be frighteningly expensive.
Thoughtful luggage hooks make the CB400 more than up to long distance touring while a generous 18 litre fuel tank can stretch as far as 400km between fills on the daily commute.
The CB400 is a fantastic little machine that has few foibles. If the suspension was just a little tauter and the price a little more competitive then it would probably be the biggest selling motorcycle in the land. As it is, even with its fairly high price point, sales of the CB400 have been stellar. And it’s not hard to see why.
- Model – Honda CB400 Super Four
- Engine – 399cc, liquid cooled, DOHC, in-line four-cylinder
- Bore x Stroke – 55 x 42mm
- Compression Ratio – 11.3:1
- Induction – PGM FI fuel injection, 36mm throttle bodies
- Transmission – Six speed, chain drive
- Seat Height – 770mm
- Kerb Weight – 194kg (198kg with ABS)
- L x W x H – 2040 x 725 x 1070mm
- Wheelbase – 1410mm
- Ground Clearance 130mm
- Front Suspension – 41mm forks, pre-load adjustable
- Rear Suspension – Twin Showa shock, pre-load adjustable
- Brakes – 285mm dual discs, four-piston calipers (ABS has 3-piston) (F), 235m disc (R)
- Tyres – 120/60-17 (F), 160/60-17 (R)
- Fuel Capacity – 18 Litres
- Average Consumption on test – 5 litres per 100km
- Range – 360km
- Warranty – Two years
- Price – Expect to pay between $11,000 and $12,000
