The CB350 four-cylinder engine was often seen as somewhat under motorized. He wanted to go on a nice tour, but there was no real progress. The Honda CB400 F was the first Japanese four-cylinder to even receive compliments in the British press.
Fast looks
The new four-cylinder with its six-speed gearbox also looked slick sporty and dynamic. With its somewhat angular lines and its wonderfully sculpted four-in-one exhaust system, he definitely had different, sharper 'looks' than the other Honda four-pits. And until recently, the lovers of classic Hondas found him moderately interesting.
If you start such a small four-pitter it is wise to give the oil a moment to go around. But once the engine is up to temperature, the Honda remains intact, even though the whip passes over.
Before the time comes, the clutch goes lightly and you tap the bin with a clear click in its one. Then the party starts. The Honda is hungry for revs and turns cheering into the red. Of course his 37 horsepower at 8500 rpm doesn't give the driver a kick in the ass, but with the Honda CB400 you can be relentlessly fast on secondary roads.
All that vibrancy was not what the Americans were looking for
The CB 400 F was well received in Europe due to its simple, sporty lines, excellent performance and good road holding. Even the English press forgot to complain. But in the United States, sporting riders opted for the unbridled two-stroke of Kawasaki and Yamaha. Because Americans also had a preference for two-cylinder engines at the time - with the exception of the CB750, of course - Honda tried to please the American market with the two-cylinder Honda CB 1976 T presented in 400, which appealed to Europeans less. For the American market, the Honda CB400 also received a higher handlebar and further placed footrests.
A modified CB 350 block
The engine was an upgraded Honda CB 350 Four block, with a bore of 51 mm and with a different cylinder head, giving the Honda CB400 F more compression. The cylinder block consisted of one whole, just like the cylinder head. The overhead camshaft was driven by a chain between the middle cylinders, just like the other Honda four-cylinder. The crankshaft and the connecting rods turned in plain bearings. The 12 volt dynamo was on the left-hand tap and the double contacts on the right
The machine had four 20 mm Keihin carburetors that not only forced open, but also closed via the desmo principle. The starter motor was behind the two left-hand cylinders and powered the crankshaft via a gear transmission. The front of the crankcase was well equipped with cooling fins, also on the far-protruding oil filter housing. The unique design of the exhaust system was due to the fact that the exhaust bends had to keep that filter free to cool it better and to replace the filter more easily.
A nice detail of the Honda CB400 F was also the small cap that embraced the rear of the brake disc. It was intended to keep street dirt and water away from the caliper and the brake disc.
On the first Honda CB400 Fs, the footrests were on the swing arm, keeping the knees of the passenger flexible.
In the meantime, the Honda CB400 Fs have been discovered and can no longer be bought for change. Originality must weigh heavily on the purchase. But a nice after-market exhaust system is generally seen as acceptable.
