Honda CB-1 More of What a 400 Four is For

7 Апр 2015 | Author: | Комментарии к записи Honda CB-1 More of What a 400 Four is For отключены
Honda CB 400 Super Four
Honda CB 400 Super Four

More of What a 400 Four is For

Rich Cox/Slide Action

An of change is flowing through the motorcycle industry. It’s a to provide alternatives to single-talent to build machines that are in many areas, motorcycles utilize Japanese high while retaining the do-it-all of the much-heralded Universal Japanese of the 70’s.

Of the Big Four, Honda is the trend’s most ardent The Hawk GT, introduced last made an excellent, case for the all-around motorcycle, offering an aesthetically pleasing, fine-handling, and comfortable package. Though the sales have been than spectacular, Honda the high-tech standard motorcycle is an future favorite.

The CB-1 is the standard-spec machine to emerge Honda’s factories. It differs from the Hawk in a mechanical but there’s no arguing that the two are siblings.

Like the Hawk, designed the CB-1 to be multi-talented. It had to be and ridable enough for an across-town comfortable enough for an occasional state trek and, most important, had to offer and handling nearly equal to its competitor in the 400cc four-cylinder Yamaha’s agile FZR400. all Honda calls the CB-1 the all around bike in its class, and to that title away Yamaha, it had to provide more simple comfort.

Finding an for the bike was relatively easy. The utilizes the same basic engine found in Honda’s CBR400RR, currently the best 400cc sporter in Japan. it makes impressive power, the CBR RR makes the bulk of its oomph at rpm levels, a characteristic that wanted to very much with the CB-1.

A remedy was at hand, though; Honda simply altered cam timing, ignition and exhaust to shift the peak power toward the of the rev range.

The CB-1 displaces via 55.0 and 42.0 mm bore and numbers, using liquid- to keep temperatures in check. It its double overhead cams gears, rather than the system used in the FZR. expensive, gear-driven cam drive more consistent cam timing and is more durable at stratospheric rpm though cam-chain failures days are extremely rare.

The cams push the CB-1’s 16 through a direct shim-under-bucket that’s bulletproof but somewhat consuming come valve-adjustment Compression is on the high side at six speeds reside within the a trouble-free digital ignition sparking power, and the clutch is in the interest of simplicity and low cost.

its cylinder bank inclined at 30 degrees, the engine design nearly arrow-straight intake A quartet of downdraft 32.5mm CVs breathing through a smallish airbox provide intake while a quiet, nicely one-piece exhaust system of burned gasses. Honda’s pegs the CB-1’s crankshaft at 57 at 10,500 rpm, only 2 less than the Japanese- CBR400RR engine.

At the dragstrip our ran a corrected quarter-mile time of seconds at 99.1 mph. roughly .4 seconds and a couple of mph than the 49 state FZR400, but the does offer more power. The FZR’s best was 68.2 mph; the CB-1 through the traps at 71.6

The efforts to re-focus the engine’s delivery without shriveling power obviously worked

Though Honda was able to an existing design for the CB-1’s the frame came straight the CAD/CAM screens at Honda’s RD center. Like the Hawk and any of current sport bikes, the utilizes a twin-beam-type frame links steering head swingarm pivot almost But instead of expensive rectangularly beams formed from aluminum or steel stampings, the main beams are 42.7mm-OD steel tubing.

The round sections are practically as strong as arrayed box-section beams, and slightly heavier, they’re — and subsequently cheaper to produce.

The engine acts as a stressed and is hung from a pair of removable downtubes that to engine mounts at the base of the A fixed rear frame supports the rider and the tailpiece-fender and the swingarm is fashioned from stampings. Though the CB-1’s is 30mm shorter than the the burly nonadjustable 41mm is angled at 25 degrees, a full more than Yamaha’s tubes.

The CB-1 front end carries 9mm more trail the Yamaha.

In back, a nonprogressive and single damper handle duties, and as on the Hawk and CBR600, the lies at a 45-degree angle. the FZR, the CB-1 uses three-spoke aluminum wheels, a up front and a 4-incher in back. Excedras are mounted, a 110/70-17 along with a 140/60-17 skin.

The front binder is hefty, though only one is used; the unit uses a floating rotor and a dual-piston, caliper. To the rear, a single-piston works a 240mm disc.

on making the CB-1 comfortable, designers blessed the bike real-world ergonomics. The seat-peg-bar is much like the Hawk’s and a fine balance between a crouch and a sit-up posture. placement of the clip-ons above the top clamp ensures that the wrists don’t carry too weight, and seat-to-peg distance plentiful.

Even our tallest staffer found the bike’s position only slightly

Control feel is light and Honda. The instruments, a pair of pods, are simple and easy to A coolant-temperature gauge hides on the face, and a row of easy-to-notice turn-signal and lights lie just beneath the and tach.

Our particular test was a California model and a hesitant On cold mornings our CB-1 two or three minutes of warm-up it could be ridden away the bar-mounted enricher. Warmer were less of a problem; 49 machines might be better Once warm, however, the carburets and runs well.

Throttle response is crisp, and we detect only a slight of off-idle leanness.

Once the CB-1 is instantly familiar. Its light weight (424 wet), low seat height, neutral steering, superb feel and progressive clutch allow simple getaways, for beginners. Surprisingly positive, shifting and adequate low-end and power propel the bike up to fairly quickly.

The seats of our tell us the CB-1 has more than the FZR, and for around-town that’s great.

The CB-1 a surprisingly comfortable ride at A CBR1000 it’s not, but for an 400cc motorcycle, the ride is Though the engine is solidly and has no internal balancer, vibration is muted at lower rpm levels. Not the tach reaches the 8000 to rpm zone does buzzinness to creep into the pegs, and seat, and even then it spoil the ride.

The CB-1 is compared to the buzzy FZR.

sprung, compliant suspension help, too. The stout 41mm fork and damper do a fine job of isolating pavement and though they lack damping for all-out back-road the ride they provide on the and during less aggressive is superb. The seat is also above average.

Much the Hawk saddle, the CB-1’s is well shaped and fairly and while it slopes forward the tank slightly, there’s room on board to move and get comfortable. Weekend trips, two-up, aren’t out of the question on the though the bike’s smallish capacity will force stops.

Over and above the relatively short gearing tach registers a frantic rpm at an indicated 65 mph), its lack of is most detrimental to its road There’s little problem at speeds, but you may wish for some protection on the freeway or during a blast down your back road.

When straight-road boredom in and the need to corner turns the CB-1 is up to the task. Not unlike a 600 steering is light and quick at and a jab of clip-on pressure initiates response immediately. The softly suspension is short on rebound and takes a second or two to settle cornering mode, but unless the is severely rutted or the rider is with the throttle and barking the bike remains largely

The Bridgestones stick adequately, and they don’t offer the or feedback of premium rubber, well worth using they wear thin. with the bike’s semilow and handy centerstand (hooraaaay!), clearance is plentiful.

Much of the back-road ability stems its engine. As you’d expect, the of power isn’t available the tach reaches skyward, unlike the FZR, which is until roughly 10,000 the CB-1 begins making power at around 7 grand. there power is constant up to the point, where it seems to off as it approaches the 13,500-rpm redline.

Honda CB 400 Super Four
Honda CB 400 Super Four

are handling problems, however, show up clearly at the limit. The short wheelbase, soft and quick steering manners to produce a somewhat unstable platform at higher velocities. The disc up front is highly providing plenty of power and feel, though it tends to chassis equilibrium when aggressively because of the short and soft fork.

A strong squeeze results in instant transfer to the front end, and the springs just can’t the load. The front bottoms, the gets light, and the hobbyhorse blows stability right out the Mid-corner bumps are also a since the suspension parts have their hands dealing with the cornering

But being overly critical of the performance at the limit is neither nor fair. Honda built the to be an all-around sporting machine, and the that it’s capable at in the twisties is high praise its all-round abilities.

Our staff gave the CB-1 marks for aesthetics. The minimal lends the bike an understated, look, and the metallic-gray chassis and contrast nicely with the electric-blue tank, fender and section. The headlight, bar assembly and details are finished with a black paint that well with the gra y and blue screen.

Other details are well thought-out. Bar switches are superb, the helmet lock is to use, reaching the rear-shock collar and fuel petcock is The mirrors, conversely, vibrate and aren’t quite wide and the horn is typically pitiful.

the somewhat high price expected to be in the neighborhood of $4500, has produced a winner. The CB-1 is enough for casual touring, and user-friendly enough for commuting and capable for sporting use. FZR400 will undoubtedly Honda through a set of corners, but the outperforms it in traffic, the open and sheer versatility.

Honda’s that the CB-1 is the best around bike in its class is on target.


Honda have the blueprint for my personal sensors. As scary as it sounds, been tickled by all the latest of small Honda’s that tested. The Hawk GT, GB500 and now the fit my 5-foot 10-inch frame, to riders with a penchant for and come in packages pleasing to the The CB-1 steers wonderfully, on its light weight to keep the effort equal to the strength to fluff a pillow.

The power is out in a much different way than the GT’s delivery, but the two bikes run bar to bar in situations and provide enough to keep my interest on all but the fastest

I’ve questioned Honda’s in the past, and still believe the is overpriced. At roughly $4500, the offers more performance and (it has two seats) than Honda’s thumper, placing this 400 of the 500 in my book. In the final tally, middleweights may be expensive, but they’re very good motorcycles.

But it sure works. I rode the over to Mitch The Butcher this morning, and traded it for a 600 Katana. As I rode away on the I found myself thinking: a huge tank this is.

Now a 600 Katana is a quick, nifty machine in the grand scheme of but that slick little made it feel like a Royale.

You may think you like faster motorcycles. But before you for sure, you owe it to yourself to climb on a

— Dexter Ford

a 400 for the rest of us. So the CB-1 doesn’t stop, go or steer with the saber precision of Yamaha’s FZR. So what?

Admittedly a bit capable in all-out … or on the racetrack, the CB with its survivable punchier midrange and compliant makes a better sporting weapon for the masses. Some motojournalistic milque toads whine about the lack of a but this is a motorcycle, sports not the Beverly Hilton. Give me the with some sticky rubber and the afternoon off, and all be well with the world.

Tim Carrithers

Honda CB 400 Super Four
Honda CB 400 Super Four
Honda CB 400 Super Four
Honda CB 400 Super Four

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