Grey Matters - 400cc test

In the early 1990s, 400cc race reps were all the rage. But that was nearly two decades ago. Are these pocket rockets still a viable buy in the secondhand market or simply relics from the past?

Posted: 29 July 2010
by Jon Urry

If you were young and looking at buying a sportsbike in the early 1990s your choice was limited. This was long before the times of the 0% finance deal or free insurance currently being offered to try and entice younger buyers.

In the 1990s you could either go for a fairly dull 600, bite the bullet and fork out a gigantic insurance premium for a large capacity four-stroke superbike, or look at smaller machines. These consisted of the largely forgettable GPz500 or fast, but fragile, two-strokes like the Suzuki RGV250 or Kawasaki’s KR-1S.

Then something wonderful happened, dealers started importing containers crammed with four-stroke 400cc bikes from Japan. And not just any old 400cc bikes: exotic replicas of bigger 750cc brothers, visually identical in every way and only lacking engine capacity. The ‘grey import’ market exploded and soon dealers specialising in these baby sportsbikes appeared all over the UK as younger riders hungrily snapped up these insurance friendly, and mechanically reliable, machines. But that was then, this is now…

When the idea of gathering four 400cc race reps together was suggested I dismissed it, arguing that with the current crop of secondhand 600cc bikes there was no point in buying a 400 anymore. They were a defunct class – outdated and pointless. But then I started calling some secondhand dealers, asking about 400s and how they were selling. It soon became apparent that the 400cc class is very much alive and kicking, but focus has shifted.

Rather than new imports arriving from Japan, the current 400s are the recycled bikes that first appeared on our shores nearly 20 years ago. They’ve been owned, outgrown, and passed onto other riders eager to purchase sportsbikes that aren’t quite as intimidating as 600s but still look the nuts. Decent quality, secondhand 400s are rapidly becoming the choice for new and female riders. They’ve low seat heights, manageable weight and affordable price tags. The class is currently booming.

VisorDown took four secondhand 400s with price tags of less than £2,000 for a quick zip to see if they lived up to their billing. Oddly enough, they more than did…

Read on for the Honda CBR400 NC29



Previous article
Buyer's Guide: Triumph Street Triple		 Next page
1993 Honda CBR400RR NC29 Review


honda, 400, vfr, kawasaki, zxr, suzuki, gsx-r, cbr
TwitterStumbleUponFacebookDiggRedditGoogle


Discuss this story


c_havers
I have one of these but it is the last -R version ('1995' is the stated year of manufacture but chassis number tells which version). Upgraded suspension as the only difference I am aware of, and I have also had '1988' Tri-arm NC23-J and two CB-1s (detuned and naked).

With bikes of this age the recorded mileage is unreliable and there is bound to be a wide variation of condition and riding experience. It is probably for this reason that I would still disagree with the first point made in the review. The second just seems wrong.

1. The brakes should have plenty of power and feel, fully in keeping with the sporting character of the bike.

2. The reasons given for the double bubble screen 'upgrade' are unconvincing. The latest 900cc fireblade is actually quite a bit smaller and I have not seen it suggested that it might be too tight for anyone over 5'10". The riding position (for 5'10 1/2" in my case) of the various CBR400RRs is magic. In the natural stance your head is already in relatively calm air above the turbulence created by the screen and sitting up or crouching down are not required. I haven't tried it but I guess the double bubble would just tend to remove this advantage.

There is room to move around but you don't need to, the seat is very comfy and there is something about the crouch which takes the strain off your wrists - I guess your knees being flexed more than normal is what supports the trunk.

For comparison the un-faired CB-1 with more upright riding position becomes uncomfortable above 60 or 70, while CB400RRs would let you cruise at 90-100, if it were legal. Don't bother with changing the screen!

Posted: 03/08/2011 at 18:15

Talkback: Grey Matters - 400cc test