The Second Coming of the Gods! Honda's new CB400 Super Fore makes its world premiere at the Osaka Motorcycle Show

Honda unveiled the world premiere of the "CB400 SuperFour E-Clutch Concept" at the Osaka Motorcycle Show that opened on March 20. This is the domestic version of the "CB500 Super Fore" unveiled at the Chongqing show in China last September, and marks the return of the CB400SF for the first time in four years since its production was discontinued in 2022. Currently, it is a concept model, and specific specs have not been disclosed, but we will provide as much information as we can at this time.

⚫︎ Photo: Junya Yamauchi/Honda

Double-digit weight reduction compared to the conventional model!

At last, the remarkable "new Super Ford Super Ford" has made its appearance. When the 500cc version was unveiled at the Chongqing show last September, it attracted a frightening amount of attention, and the Webike Plus article received an overwhelming number of page views. However, this was only the 500cc version, and now the long-awaited 400cc version for the Japanese market has finally made its debut.

The long-awaited impression of the actual model is extremely sharp, yet at the same time light and nimble, as is typical of the 400 cc models. The "super-four" design that does not betray one's expectations is also pleasing, and the rich intonation is impressive, with the parts that protrude and the parts that are squeezed tightly together. The slimness of the narrowed-down design also makes it appear lighter than the conventional model, and in fact, the vehicle weight has been reduced by double digits (details to follow).

HONDA CB400 SUPER FOUR E-Clutch Concept

HONDA CB400 SUPER FOUR E-Clutch Concept

HONDA CB400 SUPER FOUR E-Clutch Concept

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As the car's name suggests, it is currently considered a concept model, so there is no explanation of any details or specs, and the official announcement from Honda is limited to the following few sentences.

So, from now on, Webike Plus will give an overview of the CB400 SuperFour E-Clutch Concept based on what we have heard from the developers.

The fuel tank has a very expressive shape with lots of rich intonation and sharp edges. Note the wide bulges to the left and right, and then the narrowed rear end of the tank, which is hard to believe that it is a four-cylinder.

Both the bore and stroke have been changed from the 500

First of all, the differences between the previously announced CB500SF and the CB400SF-E-Clutch Concept (CB400SF Concept) are basically the same. The chassis structure, including the inverted fork, single rear suspension, and diamond frame, has been retained, and the square LCD meter that has attracted so much attention is also the same as on the 500. The silver Spencer color, which was worn by the vehicle in this report, is also exactly the same.

The only difference is the name sticker on the side cover, and the only other difference is the brand of tires.

HONDA CB400 SUPER FOUR E-Clutch Concept

HONDA CB400 SUPER FOUR E-Clutch Concept

HONDA CB400 SUPER FOUR E-Clutch Concept

This is the CB500 Super FOUR that was unveiled at the Chongqing show last September. There is little difference in appearance, including coloring.

The CB400 SuperFour E-Clutch Concept wears Pirelli Diablo Rosso 4.

The CB500 SuperFour's tires are CST, a brand of Taiwan's Cheng Shin

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The CB500SF also has a 502cc displacement, DOHC 4 valves, and a 6-speed transmission (E-clutch), but the bore, stroke, and maximum output have not been disclosed. The 400c version is said to have a different bore and stroke, or both, from the 500cc version.

This is said to be the result of optimizing the 400cc version to meet the characteristics demanded by Japanese users. Although it would be more cost-effective to change only the bore or stroke, this approach was not adopted. This is reminiscent of the episode when Kawasaki downsized the displacement of the 900cc Z1 to 750cc for the domestic version of the Z2.

The maximum output is also undisclosed, but according to the developers, it is certain to exceed the 56 hp of the conventional CB400SF (NC42). However, it does not seem to have a high enough spec to surpass the 77 hp of the most powerful Yonhyoke Kawasaki Ninja ZX-4R in history. The company is aiming for more all-around performance as a standard Japanese naked.

HONDA CB400 SUPER FOUR E-Clutch Concept

This parallel four-cylinder engine is a completely new design, different from the NC42. The reason for the renewal was to comply with stricter emission regulations and to fundamentally review the performance as a standard sport naked required in the modern era.

Although no specific details were given, it can be seen from the exterior that the three main shafts (crankshaft/mainshaft/countershaft) are arranged in a triangular shape to shorten the engine length, a side cam chain is used (the NC42 has a center cam chain), a downdraft and electronically controlled throttle is used, and the position of the oil filter has been changed. throttle, and a change in the position of the oil filter.

In addition, it should be noted that Honda's latest technology, the "E-clutch," has been incorporated into the design stage. The unit, which was previously located on the right side of the crankcase, is now placed at a 90-degree angle to the rear of the case, and a push rod is used to push the clutch lifter from the left side of the engine. This layout is a significant improvement over the conventional E clutch, and achieves a layout that is naturally integrated with the engine.

The engine of the CB400SF Concept was designed on the premise of an E-clutch. Due to ingenious placement, the overhang is contained within the same size as the generator cover.

This is a conventional CB400SF engine. Note the positioning of the crankshaft and main shaft.

In the CB400SF concept, the clutch position (=main shaft) has been moved up significantly.

VTEC is not used, but the "sound" can be enjoyed!

The variable valve mechanism "Hyper VTEC" that was synonymous with the conventional CB400SF was not adopted in the new model. This is because it was judged that the situations in which the benefits of VTEC can be felt are limited in today's road conditions and in the speed range of general touring.

However, the development team is aware of the fact that the "variable fun" of the CB400SF was its unique character due to the hyper VTEC, so they focused on creating an "intake sound" that appeals to the rider's senses in the new model. The air cleaner box is now located under the tank, which makes it easier for the rider to hear the intake sound. By adjusting the length and cross-sectional area of the air cleaner duct, the rider can enjoy a clear intake sound that varies with throttle operation from low to mid to high speeds.

Furthermore, by incorporating a blipping function with coordinated control of the throttle-by-wire and E-clutch, the "variable pleasure of a new dimension" has been achieved, allowing the driver to experience the parallel 4-cylinder feel in any environment.

Another major exterior feature around the engine is the beautifully curved exhaust pipe. Needless to say, this shape was inspired by Honda's CB400FOUR, the originator of the 400cc parallel four-cylinder engine, and is an element that strongly appeals to Honda's origins. The shape of the exhaust pipe had to be changed in order to comply with emission regulations, but Honda was determined to keep it.

Hyper VTEC, which deactivates the two valves to generate ample torque at low and medium rpms and activates all four valves at higher rpms for optimum combustion, is a mechanism that has symbolized the CB400SF since its introduction on the 1999 model (NC39).

With the downdraft intake system, the air cleaner box has been moved under the tank. The placement is effectively utilized to make it easier for the rider to hear the intake sound.

The CB400SF Concept's exhaust pipes are beautifully arranged, with four of them grouped side-by-side.

The CB400 Fore was launched in 1975. The first Honda four-cylinder with a collective muffler, it was also noted for its sleekness.

It was so lightweight that it reminded one of a 250 cc?

The chassis configuration also underwent a dramatic change from the previous model. The traditional package of a double-cradle frame, upright forks, and twin shocks has been replaced with a diamond frame, inverted forks, and link-type monosuspension. This is the result of reconstructing the essence of the CB400SF with modern technology, while sharing it with its sibling, the full-cowl sport CBR400R FOUR (presented this time as the E-Clutch Concept).

The CBR400R E-Clutch Concept (right), shown for the first time at the Osaka MC Show, is a sibling model sharing the same basic configuration as the CB400SF Concept.

The most significant topic in the chassis is the significant weight reduction. The engine and chassis have been completely redesigned, resulting in a double-digit (= more than 10 kg?) weight reduction from the previous NC42 model. The weight reduction is surprisingly significant, reaching double digits (more than 10 kg?) compared to the previous NC42. In addition, the mass centralization represented by the optimal placement of the E-clutch and other measures have resulted in a lightweight feel that makes one feel as if the bike is a 250cc when it is raised up. The bike is said to be so light that when the rider starts it up, he or she feels as if it were a 250 cc bike.

The previous CB400SF models, starting with the NC42, were appealing because of their ability to be handled by anyone with a sense of security, and the new model is expected to dramatically improve on that capability.

The conventional CB400SF (photo shows the final model, NC42) has a traditional configuration with a double cradle frame, upright forks, and a two-piston suspension. However, thanks to years of maturation, its chassis capability was first class.

The styling is based on the authentic naked style that has long been a favorite, while sprinkled with iconic essences reminiscent of the first-generation CB400SF (NC31). On the other hand, the instrumentation in the rider's field of vision features a square, full-color LCD meter that is highly compatible with smartphones.

This is the result of a strong awareness of the younger generation in China, the main target group, and the people who will be responsible for the motorcycle culture of the future. It has been chosen as an interface that is in tune with their sense of values as they touch their smartphones on a daily basis, and to make their enjoyment of parallel four-cylinder motorcycles easier and less stressful. Three driving modes are available: Urban, Standard, and Sport (plus two custom modes), and the LCD meter makes switching between them more intuitive.

The square LCD gauges are currently controversial, especially on the Internet...

In addition to three driving modes (Sport/Standard/Urban), two user modes are available. The red zone starts at 12500 rpm, 500 rpm lower than the NC42.

The aim of the CB400SF concept is to make the smartphone generation stress-free and enjoyable. A USB-C power supply socket is equipped inside the right light stay.

The left switch box features a cross switch that is compatible with Honda's smartphone-linked Honda RoadSync function.

In contrast, the right side switch box has only a kill switch-linked cell button and a hazard switch.

The bar handle has a tapered bar with a thicker clamp. The right side grip area is simple, with no wires due to the electronically controlled throttle.

The CB400SF/NC31 model was introduced in 1992. The CB400SF Concept that is now on the market has the atmosphere of this "first generation" in many places.

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Price under 1 million yen? Will it go on sale this summer or fall?

The price is yet to be determined, but it is said to be set at a price that is affordable for riders in their teens, 20s, and 30s who have just obtained their driver's license. Based on Honda's existing lineup (CBR400R: 863,500 yen, CB650R E-clutch: 1,089,000 yen), we can expect a strategic price of less than 1,000,000 yen with the E-clutch (by the way, we could not obtain an answer about the regular MT version).

The release date is also undecided, but last year's CB1000F was announced at the spring MC show and went on sale in the fall. Unofficial sources say that the new CB400SF will not be that late, and it may be released as early as this summer.

In China, the main market for the new SuperFour, the conventional CB400SF is not officially sold, but there are quite a few used CB400SFs in circulation, and they are said to be charismatic and popular "god bikes. This is because the "Legend" has continued to evolve over the past 30 years since its introduction in 1992, and it can be said that this is the reason why the completely new design, which is rare these days, was able to be realized.

The front and rear views are moderately slim, due in part to the 400 cc displacement. The rounded taillights are a repetition of the double-horn design.

LED headlights illuminate the lower half on low and both top and bottom on high. A bar-shaped position light is also provided in the center.

The tail lamps are a two-lens round eye design. Three LEDs light up in the lenses when the brakes are applied.

The iconic double horns of the CB. The center garnish has the letters "CB" on it.

Around the front are KYB inverted forks with Nissin radial mount calipers. Tire sizes were 120/70ZR17 front and 160/60ZR17 rear.

The rear suspension is a combination of an aluminum swingarm and a link-type monoshock. Parts from Chinese manufacturers are also used for the rear shock and drive chain.

The seat has ample area both front and rear, and looks good for tandem and loading. The square lid on the tail cowl can be removed to reveal bolt holes for attaching grab bars and other items.

The model number stamped on the frame is "NC70," which is also shared by its sibling, the CBR400R FOUR. Incidentally, the two-cylinder CBR400R/NX400 is NC65.

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