The Honda CB400F was the first Japanese motorcycle that the British press was enthusiastic about. The four-cylinder breathed lifestyle and dynamism. And the chassis could handle the engine (old joke: ask: "Why do Japanese motorcycles have such a thick wiring harness?" Answer: "To strengthen the frame"). The lines were dynamic. The exhaust system was unique.
But in its time there was also a traditional demand for simply tame, usable middle-class bikes. Motorcycles of around 400 cc. So there was a market for the Honda CB400T. A two-cylinder. That two-cylinder was quite a tricky thing with three valves per cylinder, balance shafts and a five-speed gearbox.
The CB400 F ran from 1976 to 1980. The twin line ran from 1978 to 1985. The two-cylinder produced 32 hp at 9500 rpm. The four-cylinder produced 36 hp at 8500 rpm. With two cylinders, the 'N' weighed in at just under 170 kilos dry. The same as its brother with four exhausts.
The CB400F with its six-speed gearbox was the sporty one. The CB400N was more of a well-behaved commuter with the option of easy, medium-length touring, civilised behaviour and proper maintenance.
Those fast four-cylinders have now been 'discovered', and that is reflected in the prices. Buy such a machine preferably as good and original as possible, whereby the original, characteristic exhaust system is a must. In terms of paintwork, in terms of spraying, the four-cylinders are clear. The colour scheme is sober. The stickers are simply for sale. But buddy seats and exhaust systems are becoming scarce. And therefore expensive.
Many of the twins that are awakened after years of sleep are still in surprisingly good condition. After all, they were the kind of motorcycle that was bought and cherished by civilized people. Later, they brought so little, neatly maintained, that they usually ended up (under a sheet or something) in the corner of the shed. And there they just kept dozing until... The 400T line was and is apparently not interesting for all kinds of creative people who want to build café racers, bobbers, customs, rat bikes or more of that kind. The parts supply for the twins is - also used - good and affordable.
The result is that even beautiful, original, well-running CB400 Twins are not expensive. But they have become delightfully dated and proof that a nice classic does not have to be an MV or Harley. The round lines, the Comstar wheels? All pure nostalgia! And there were even CB400 twin-cylinders with automatic transmission. These were of course intended for the US market, but were not a success there. Despite their fairly unique approach and the limited production numbers, there is little to no price difference between the five-speed transmissions and the automatics.
Besides the 400cc version there was also the 250cc line. That had to do with insurance.
The naming
The twins had the T for twin after the cylinder capacity. In various English-speaking countries they were called Dream or Hawk. At the time when massive quantities of new, unsold motorcycles were travelling around the world by ship in search of buyers, Hawks also came to the Netherlands. A little later they were offered for sale (again). There was no internet yet, but free advertising newspapers were very popular. And how it comes, it comes. But in the yellow ViaVia those Hawks were regularly offered as “Honda Halok”.
In 1980 a Honda CB400N was my learning bike. At that time, but also now, the angular N design appealed to me more than the round of its predecessors.
From what I can remember, it drove remarkably well. But if you just got off your moped, that might be normal…
Speaking of C's with automatic transmission: Prince drove a 400 with automatic transmission in the movie "Purple Rain", a CM400A. The CM is actually the custom version of the CB series, but the possibility of automatic transmission explains the similarity, plus the zeitgeist in which both series (the CB400 and CM400) were available.
Here in the mancave is a CB500T from 1975. At the time an orange "retro" bike that was put on the market too early. I thought it was too old-fashioned and converted it to a Black Bomber look alike with the original tank, but now I'm thinking about converting it back to original 🤔
The CB400 F was also the first Honda to have a 6-speed gearbox.
Ho ff, the 400F was the bored out 350F with a five-speed gearbox, the T was also a 5-speed gearbox, but 34 hp, the N on the other hand was a 6-speed gearbox, 175 kg dry on the hook, 43 hp, 175 km/h top speed and better in every way than the F. Under 2 minutes on the old Zandvoort
The twin in N-form pushed the four off the market; more power with fewer cylinders, so cheaper to manufacture.
The three-valve-per-cylinder twins had 43hp, it's the old model that had 35hp.
The 400 twin was succeeded by the 450 twin; the Hawk became the Nighthawk.
Since last August I have bought such a workhorse for little money in the collection, and it remains surprising that it is 'only' 450cc.
The English needed at least 650cc for the same power.
The Twin is very lively and potential, very different from the CB350F I once owned.
Where the four-cylinder had to be milked to gain speed, the twin can be driven perfectly on torque.
It is a fine all-rounder that lends itself well to commuting, or going out with two people... plenty of power.
I had a CB21F for 400 years and started my motorcycle career on a 400F in 1990. So I know them pretty well. And a CB400Four has a 6-speed.