[New Vehicle Impression] This is wonderfully delicious, top-tier white rice! Honda New CB400 Super Four Test Ride Report

The new CB400 Super Four E-Clutch has finally debuted, and it has already received orders for more than half of its annual planned production volume. Looking at the content, almost nothing has been carried over from its predecessor. Yet, from every angle, it undoubtedly looks like the Super Four we all know. Is the new generation Super Four still the same Super Four, or has it been reborn as something completely new inside??

●Photo: Toru Hasegawa / Honda

I wholeheartedly welcome the "incredible momentum" of China!

HONDA CB400 SUPER FOUR E-Clutch (998,800 yen)

HONDA CB400 SUPER FOUR E-Clutch (998,800 yen)

The CB400 Super Four, which had been the top runner in the 400cc class since its debut in 1992, ended its model life in 2022. Despite its basic design being over 30 years old, the Super Four had achieved a unique, superb balance through repeated refinement, and it never lost its luster until the very last model. Because of this, there were many voices lamenting that the Super Four brand itself, including the 1300, had come to an end.

However, that gap was only four years. Our Super Four, and the Super Four that has been an important Honda brand for the past 30 years, is back. Many riders rejoiced at the revival of the "F" with the arrival of the CB1000F, but I think the group of people happy about the revival of the Super Four is even broader. I am filled with joy and a sense of relief that Honda's royal road brand has returned.

The first-generation CB400 Super Four (NC31) released in 1992. Amidst the naked bike boom created by the Kawasaki Zephyr, it suddenly became the central figure of the genre due to its imposing vehicle size and high overall performance.

The NC39 model, which appeared in 1999, was equipped with "Hyper VTEC," which would later become synonymous with the CB400SF. The undercarriage and design were also refreshed, including the addition of radial tires.

The conventional CB400 Super Four (NC42) appeared in 2007 after receiving changes such as FI conversion. Until production ended in 2022, its high level of perfection, achieved through repeated refinement, was highly praised by both beginners and veterans.

It is said that the motorcycle scene currently booming in China has had a major influence on this background. In the past, the conventional CB400 Super Four entered China as a parallel import and apparently gained enthusiastic support there. And now, many Chinese manufacturers have been established, and the 500cc class is said to be the center of the excitement.

Due to this "incredible momentum of China" (a phrase actually used in the technical explanation), the CBR500R FOUR was initially planned due to the local popularity of full-cowl bikes, and then the CB500 Super Four was planned. However, as the project progressed, the popularity of cowl-less bikes also increased in China, and it is said that the actual sales ratio is likely to be higher for the CB. This reversal phenomenon likely occurred because of the existence of the once-parallel-imported Super Four and the strong local longing for it.

Thanks to this growth in China, the volume could be expected, and new challenges became possible for the CB/CBR (500). Naturally, it became a logical flow to want to make a 400 version as well. In creating the new 400 Super Four, the goal was not to pay homage to the predecessor, but to re-propose what a Japanese-born sports bike is. High performance in all situations, fun and easy to handle for any rider, and matched to the rider's senses. The 400 version was shaped with such a concept.

As a result, the model that started with one machine, the CBR500R FOUR, expanded to four models: CB and CBR, and their respective 500 and 400 versions. Thanks to this background, the Super Four was able to be revived in Japan. As a writer in my late 40s, right in the middle of the Super Four generation, I say from the bottom of my heart, "Thank you, Honda" and "Thank you, China's incredible momentum."

The scene at the 2025 Chongqing Motorcycle Show where the Chinese-spec CB500 Super Four was announced. Many generations of the CB400 Super Four were displayed at the Honda booth.

Many young riders in China view motorcycles as communication tools, and it is said that there are not many examples of them seeking speed. The fact that the new CB/CBR emphasizes versatility over sharp performance is based on that user base.

Such "incredible momentum" in China has led to the appearance of the 400cc version.

Completely different yet the same? What is the core of the Super Four?

I used to think that the recipe for a naked bike was a double cradle frame, dual shocks, and upright front forks. In fact, naked bikes from the 1990s to 2000s basically adhered to this. However, the new Super Four has inverted forks, an engine-hanging diamond frame, and even a single rear shock, making it a completely modern configuration. ...Yet, it is mysterious because it looks like a Super Four no matter how you look at it.

Despite the drastic change in the vehicle structure, the image held from the exterior is the "Super Four" itself.

Please compare it with the previous generations. First, the conventional NC42.

Is the image of the fuel tank design and exterior color scheme actually closer to the first-generation NC31?

This means that the elements I had previously thought were "this is natural" or "it's not a naked bike if it's not like this. It's not a Super Four" might have just been assumptions. An imposing tank. A seat that is comfortable and in a low position, including the tandem seat section. A voluminous tail cowl and twin tail lamps. A round single headlight and twin horns; if you put a Honda badge on this, it might just be a Super Four.

As for the engine, it is completely modern with downdraft intake and a side cam chain, and the only trace of the former Super Four remains in the bore x stroke value (55mm x 42mm, exactly the same as the conventional model). But this is certainly a Super Four.

Younger Super Four generations than me might not have such noisy obsessions, but from the perspective of someone with a slightly maniacal temperament, I feel like I've been taught that the "naked image" and "Super Four image" I had unconsciously held were meaningless, and I am full of reflection.

The fuel tank is said to have been focused on the texture of steel. It achieves a styling worthy of a Super Four while skillfully avoiding the frame that changed from a double cradle to a diamond, and also appeals to modernity with sharp edges.

The seat height is 780mm, which is higher than the conventional 755mm, but foot reach is ensured by narrowing the tip of the seat surface and slimming the vehicle body where the feet go down. The wide rear seat, which seems easy for tandem riding, is also a merit.

The round twin tail lamps are an evolution of the detail since the first generation (which had two lamps inside a square lens). A tail cowl with a solid presence (i.e., not short) is also a feature.

Since the LED headlight itself is small in diameter, a "large diameter feel" is produced by the design and the shape of the rim. The light case is somewhat large to accommodate harnesses such as the electronic throttle. Twin horns are also a traditional CB detail.

A definitive "Super Four"

There is still much I want to talk about, but let's ride it first. When straddling it, the lowness of the seat, the good foot reach, the naturalness of the handlebar position, and the top view of the tank that enters my eyes were completely Super Four, and there was no discomfort. The recent trend in sports bikes is the fighter type, characterized by a high-waisted riding posture, slightly open handlebars, and a ferocious look, but the CB400 Super Four has no such elements. Since the tail section is also low, it is not difficult to swing your leg over to straddle it, and the suspension that sinks slightly when you sit down gives a sense of security.

The rider straddling it is Matsuda from the editorial department (170cm tall, 70kg weight). The riding position is very natural and secure, with the handlebars in a position where the upper body leans forward very slightly, and the steps where the knees are bent at almost 90 degrees. Although it doesn't have the compactness of the NC42, it is a position that everyone will find familiar.

In the case of Matsuda as well, the foot reach is such that the heels of both feet are completely grounded. It is said that the width of the seat rail is narrowed as much as possible, and the slimness of the vehicle width around the side covers is also impressive.

This is An from the editorial department, who is 153cm tall. She says, "The lightness the moment I lift the bike is impressive." She also says that if she grounds one foot, the ball of her foot touches, so the sense of security is high.

おなじく編集部・あん。両足を着いた場合でも、車体が軽いためつま先でチョンチョンしながら支える事が可能。「身長153cmでも全然いけます！」という、あんの足着きショート動画はこちら from.

It is also wonderful that it has inherited the stance of not focusing only on sports, but being for everyone and ensuring versatility. This is also reflected in the looks; there is no eccentricity or elements that intimidate anything, and despite being the latest model, it has a universal and modern appearance that everyone would say, "That's a nice motorcycle." As a writer who grew up with the Super Four (I rode a '96 Version S for a long time), I was happy, thinking, "Yes, that's how I want Honda to be."

When you start the engine, the precise mechanical sound and the well-muffled exhaust sound are also exemplary. Taste and individuality are important parts, but gimmicks are unnecessary for the Super Four. It's fine to be an honor student forever. There is a clean charm in being an honor student.

"Ah, this feeling." As I wrote at the beginning, I am wrapped in a sense of security. I am happy that the Super Four remains an honor student. I realized that the image of the Super Four within me was the image of Honda itself, and I started riding.

The straddling view has a particularly strong "Super Four feel" in the tank shape.

Electronic throttle also adopted. Sportiness unique to a 400cc inline-4

The natural actions of putting it in gear, engaging the clutch, and matching the throttle can be done in a very Honda-like way. Everything is light, smooth, and as you wish. And within 1km of starting, I was happy, thinking, "Ah, this is it!" That's because I was really able to shift up to 6th gear immediately.

The previous Super Four was like that too. It has a tenacity that makes you not believe that one cylinder is only 100cc, and even if you are riding in the city, you can put it in top gear immediately. The new model also, when I noticed, was only using about 2000-3000rpm, as if I were riding a bike with a larger displacement.

Even if the rotation speed drops to 2000rpm while in top 6th gear, I can open it from that speed of just 30km/h without shifting down. How reliable! With so much torque to spare, in situations where I am following the car in front, I end up trying to put it in a phantom 7th gear.

The daily range of 3000-5000rpm is particularly friendly and has a character that doesn't have "sudden" movements. With plenty of torque, you might want a "7th gear"?!

On the other hand, from 4000rpm onwards, it is a flat area in a good sense. Not just a sports bike, the Super Four is made for multiple uses, so they probably gave it this flavor. You could call it a rotation range that is not excessively affected by throttle opening/closing or road bumps, and it has a calmness as if the final gear has become long, and I imagine usage situations where you continue to ride calmly. I remembered being told, "It's a bike that can be used widely for tandem riding and camping touring."

The stretchiness typical of an inline-4 can be felt from 8000rpm onwards. From here to 12000rpm, you can enjoy the light revving and upward power feel that you can only get with a 400cc, which you can't taste with a large-displacement 4-cylinder, so even within the practicality and versatility, there is certainly a range where users with a sportier mind can grin. The power itself is 58ps, which is not a significant improvement from the 56ps of the previous NC42, but thanks to the 14kg weight reduction of the entire vehicle and the low overall friction, it is quite nimble.

The character that allows you to ride calmly should allow you to ride gently without the rear seat rider's helmet hitting yours even when tandem riding.

The maximum output of 58ps is generated at 11500rpm, and the red zone starts from 12500rpm. By the way, the conventional NC42 is 56ps/11000rpm, and the red zone is 13000rpm.

The adoption of an electronically controlled throttle is also a topic, and riding modes have also been set. Three modes are preset that change characteristics in conjunction with torque control (traction control) and engine brake level, and it has become possible to choose from a total of 5 modes, including 2 modes for user preference.

The Standard mode is standard as the name suggests, the Sport mode is a setting where the throttle valve opens more directly to the opening of the right hand with less traction control and engine braking, and the Urban mode is a setting where the throttle valve opens gently to the opening of the right hand with more traction control and engine braking. The usage is assumed to be Standard for daily use, Sport for winding roads, and Urban for rainy weather or on the way home when fatigue is visible.

However, regarding power, the output value itself is the same for each mode, and the flavor changes only by controlling the throttle opening. This time, I could only try Standard and Sport within the limited time, but there was no discomfort even when riding in the city in Sport mode, and it was fun enough to ride on winding roads in Standard mode.

Thinking about it, the difference between each mode seems not that big. Furthermore, in situations where you open the throttle gently from fully closed while the bike is leaning in low-speed corners such as hairpins on winding roads, Standard feels smoother than Sport, so the impression was that each mode is fine to use according to the rider's preference and is not directly linked to speed.

Riding modes are set with 3 presets + 2 user modes. There are settings 1-3 for engine output level, but the output when reaching the maximum output rotation speed at full throttle is the same in all modes. The process up to that point is a different flavor.

Another thing that I felt was the Super Four-ness common to the predecessor was during overtaking acceleration. As mentioned earlier, there is easy-to-use torque around 3000rpm, so I put it in top gear immediately, so I can't get energetic acceleration just by opening the throttle from there. Naturally, I shift down, but to get the tachometer to 8000rpm or more where I can accelerate energetically, I need to shift down 2 or even 3 gears.

The Super Four's red zone is 12500rpm, which is lower compared to the 16000rpm of the Kawasaki Ninja ZX-4R, which is also a 400cc 4-cylinder car, but the feeling of revving it out when shifting down and opening the throttle fully is a pleasure unique to a middle inline-4. I step on the shift pedal twice or three times, and to use a bad word, "shove it into the high rotation range!" The ride that enjoys the power band has an activeness that contrasts with the kindness and reliability around 3000rpm, and it truly shows the figure of the multi-purpose Super Four.

You can't get sharp acceleration just by opening the throttle from the daily range, but shift down 2 or 3 gears and wide open! From around 8000rpm, you can get a light and pleasant rotation rise and acceleration feeling typical of a 400cc 4-cylinder. This is probably the real thrill unique to a 400cc 4-cylinder.

The completely newly designed engine incorporates current technology such as downdraft intake, a compact cylinder head, and a triangular arrangement of the three main axes. It is interesting that the result of pursuing the optimal bore x stroke for a 400 based on a 500 settled on the same value as the conventional model.

By the way, the abolition of Hyper VTEC is also based on the concept of "rebuilding a 400cc 4-cylinder with the latest technology." VTEC requires many parts around the head, and friction loss increases accordingly. However, the development team focused on creating "the fun of variable" by focusing on sound creation that changes with throttle operation, such as making the air box ducts unequal in length on the left and right.

New value, E-Clutch adopted

The new engine had the same Super Four flavor despite the components being refreshed. However, a completely new element added to it is the E-Clutch. Many vehicles equipped with it are already on the market, but the one installed in the Super Four is the latest type that works with the electronically controlled throttle. With this, blipping is automatically entered when shifting down, allowing you to enjoy the 4-cylinder-like pleasure more directly.

The usage of the E-Clutch system itself is the same as before. While the system is operating, you can put it in 1st gear from neutral without holding the clutch lever, and after that, you can start and shift gears without needing to operate the clutch lever. The way the rider is only in charge of shifting gears without using the clutch lever is the same operation as the Super Cub, so I think it's easy to understand if you think about it that way.

The new engine was developed on the premise of being equipped with an E-Clutch. The combination of the electronically controlled throttle and E-Clutch follows the CB750 Hornet/XL750 Transalp.

By being combined with the electronic throttle, blipping for rotation matching is also performed when shifting down.

On the other hand, a feature of the E-Clutch is that those who want to operate the clutch lever by hand can also choose that operation. It is a mechanism where if you hold the clutch lever even while the E-Clutch is operating, it immediately switches to manual clutch, and if you don't touch the lever for a certain period of time, the E-Clutch system returns. Skilled riders might want to operate it with their own hands during U-turns or extremely low-speed riding. The E-Clutch responds to such feelings as well.

Also, those who want to perform manual clutch operation more clearly at all times, rather than such fuzzy ON/OFF switching, can also turn off the E-Clutch system itself. However, keep in mind that if you set the E-Clutch system to off, the quick shifter will also turn off at the same time. This is because the quick shifter equipped on E-Clutch vehicles is linked to the clutch control.

With the latest electronically controlled throttle-cooperating E-Clutch system, it is said that shifting down in particular has evolved considerably. It is said that even in situations such as shifting down while banking, control including blipping is firmly entered, and the disturbance of behavior due to engine braking is considerably suppressed.

However, in this limited test ride time, there were not many such situations, and the excellence of the latest E-Clutch system in sports riding will have to wait until there is a chance to ride it more deeply.

E-Clutch allows for smoother up/down shifting than a quick shifter due to clutch control. It is said that shifting while at full bank is also possible.

While many clutchless systems are appearing including from other companies, Honda is rapidly evolving the E-Clutch as a proposal following the DCT. Especially since this engine is designed with the E-Clutch in mind, it pursues mass centralization by tucking the E-Clutch unit, which is about 3kg heavier, behind the cell starter (on the crankcase). According to the developer, "I wanted to install it as naturally as possible. The ideal is that you don't know if it's attached or not, and if possible, I didn't even want to put on the E-Clutch emblem."

I see, whereas previous E-Clutches were on the right side of the vehicle and had a "retrofitted feel," this latest type installed in the new Super Four is beautifully integrated with the engine and vehicle body. I feel that Honda is one step ahead, including the functional evolution of the clutchless system and this natural installation feel.

The new 400's E-Clutch unit is arranged in an inverted L-shape behind the generator from the cell motor (the photo is of the sibling model, the CBR400R FOUR).

The most interesting evolution of the vehicle body

Although the engine became the latest, it had a certain Super Four-ness. Similarly, the vehicle body's friendliness and depth are also Super Four. However, there are too many things that are different from the predecessor, and my interest is endless.

What I want to emphasize most is the thorough weight reduction. While equipped with the E-Clutch system, which is about 3kg heavier, it achieved a 14kg reduction compared to the predecessor for the entire vehicle. It is said that the engine weight alone is suppressed to 52kg, the same as the 2-cylinder CBR400R, despite being a 4-cylinder. When I thought that was crazy, it is said that the frame is 7kg lighter than the CBR400R.

At the fundamental design stage, there is the fact that they adopted plated cylinders, made the rear a mono-shock, or because both the engine and frame were completely newly designed, they could do thorough lightweight design from the start, but apart from that, a weight reduction battle was unfolded between each department of development, saying "How many grams did you shave off there?" "We shaved off even more grams here!", and the awareness of weight reduction apparently became even higher. The result of such thorough efforts to the details is minus 14kg.

As an example, they removed the left step on the spot and let me hold it, and it certainly felt lightweight. Its weight is 345g, and as a writer, I didn't have a scale for how light it is compared to other models, but the developers were picking up the steps one after another and getting excited, saying "It's light after all!" "This is considerable!" "You worked hard!", so it must be light.

The two points in the photo were shown as examples of thorough weight reduction. The die-cast step plate (left) is a lightweight design of 345g (measured) including the step bar and the bank sensor at the tip, with thorough weight reduction and a 2mm thick thin-wall design. Also, the triangular plate of the rear suspension link is the first hole-opening design for a Honda car (right).

The frame is also 7kg lighter than the 2-cylinder. This is achieved by optimizing how inputs are received and by making the pipes larger in diameter and thinner. The fact that the seat rail, which has a different angle from the CBR, is a welded structure is also because weight reduction was prioritized.

The CBR400R has become standard with the E-Clutch from this year's model, and the vehicle weight is 195kg, which is 8kg heavier than the CB400SF. Even considering that it is a full-cowl and a model whose basic design dates back to 2013, the lightweight design of the CB400SF shines.

The 14kg weight reduction also contributes to ease of handling. Pushing and walking is clearly lighter than conventional 400cc bikes.

Although it is each component of the undercarriage different from the predecessor such as inverted forks and mono-shock, I feel that the handling is something with versatility typical of the Super Four that successfully balances lightness and stability. The predecessor had a low center of gravity, and by wearing 160-width tires on 5-inch width rims at the rear, it also acquired stability with a gentle round shape. Even so, the reason it could ride sportily was probably because it had an exquisite and unique sense of balance, wearing 60-profile tires at the front, which are small-diameter tires at the 16-inch wheel level in terms of outer diameter.

In contrast, the new model has general 70-profile tires at the front, and while the rear is the same 160-width tire, the rim width is narrowed to 4.5 inches. The front and rear wheels are the same as the twin CBR400R, which is a modern setting. This expands the front tire choices, and achieves weight reduction at the rear. And since the rear tire has a sharper round shape than the predecessor, the feeling of lightness has increased.

The charm inherited from the predecessor is that you can enjoy even the first winding road with room to spare with an upright riding posture. The reason it feels quite light compared to the predecessor is thanks to the 14kg weight reduction and mass centralization.

While having such a modern undercarriage, the reason it realizes handling that can turn crisply like the former 60-profile tires is probably the numerical value of caster angle 25° / trail amount 98.4mm, which is in a sportier direction than the CBR400R (CBR400R is 25°30′ / 102mm). While it is a bike with a low seat height and center of gravity, and as a result, the rider's center of gravity is also low and stability is high, it firmly ensures sportiness. That approach is a modern and logical one different from the predecessor's "exquisite and unique sense of balance," but I felt that the result landed in the same place.

Note that it is said that weight reduction, of course, and mass centralization contribute greatly to creating such free handling. It is said that moving the E-Clutch system closer to the crankcase and making it a mono-shock are also effective.

The ease of handling and effectiveness of the front brake were also very impressive parts. Perhaps helped by the rigidity of the inverted forks, free deceleration and speed adjustment were possible.

The front brake is a radial-mount Nissin 4-piston. The combined fork is not Showa of the same Astemo group, but KYB. The tires are Pirelli Diablo Rosso IV (Quattro) with special tuning, and this is the only type of OEM tire.

It is stable even at low speeds, U-turns are easy, you can ride without any hesitation in the city, and you can control it as you wish on winding roads. The Super Four had very high overall ability even after becoming a new model. However, if I were to dare to express its character among them, the lightness typical of the NC31 type Super Four before that, rather than the Super Four after the NC39 type equipped with radial tires, remained in my impression.

The NC31 type Super Four is a vehicle with thin bias tires at the front and rear, and compared to the stability-oriented NC39, it has a higher center of gravity and a fluttering impression. The new Super Four also pushes this fluttering impression by wearing tires of a sporty brand called Pirelli Diablo Rosso IV on a narrower rim at the rear.

Together with the weight reduction of the vehicle body, this lightness is a part that I realized had changed compared to the predecessor (NC39-NC42), and a part that I felt was successfully modernized. In addition, as a successive Super Four maniac, it reminded me of the NC31, which I thought was a respect for history, and I was happy. Although, when I asked the development team while leaning forward from this impression, "Were you conscious of the NC31's handling??", they said, "No, we didn't compare it with the NC31..." (lol).

Perhaps thanks to the thinner rear wheel and the adoption of sporty tires, the handling is more impressive for its lightness, like the first-generation NC31 with thin bias tires, than the NC42.

Aiming for a model life of the next 10, 20 years

I heard a strong thought about the revived Super Four, inheriting the 30-year history so far, "I want to aim for 20 years, not to mention the next 10 years." If that is realized, the total model life will be over 50 years.

Since it was made completely new, the engine and vehicle body, when I asked the development team, "Does that mean it's only for the Super Four??", I heard an answer with implication, "In the current world, it's not... allowed to make a completely new engine just for a single model, right? (lol)." This new engine was released with performance matched to the Super Four for now, but it is said that it is made with plenty of room so that it can be developed in any way in the future.

"Currently, it is set to 58ps according to the Super Four's character, but it is fully possible to make it a higher-rotation, higher-output specification without adding major hands to the engine itself, and conversely, it is fully possible to make a specification with thicker low-rotation torque," it is said.

This time, Webike Plus was able to hear various stories from the development team of the CB400SF/CBR400R FOUR. I would like to introduce that at another opportunity, but...

One of them is a long spacer bitten between the frame stay and the engine. This is a shape that was reached as a result of considering not only handling but also the reduction of vibration transmitted to the rider. They said self-deprecatingly, "It's rugged, so I'll probably release aluminum custom parts," but behind that, I also saw confidence that "This is the best!"

Another thing. There are holes everywhere around the frame neck and engine hanger pipe (see photo above). It is said that they are tuning the handling with this position and diameter, and during development, they repeated opening and filling holes of various diameters in various places. The places where you can open holes in the frame are truly infinite. The sensibility of the test rider who finally decided, "In this place, with this diameter, this number" from among them!

The future is nothing but delusion, but that means that with relatively easy-to-change parts such as intake/exhaust and cams, there is a possibility of a sportier hot version (Version R or Version S?), or "Custom" or "Custom Exclusive" like the former Japanese-made cruisers.

Furthermore, a classical version like the CB400FOUR that appeared in 1997 should not be impossible. It might be early, but since it's a new package, I'm looking forward to developed versions and variation expansion.

The "Iron Horse" racer displayed at the venue is meaningful?!

試乗会場には九州のアマチュアレース「鉄馬」に出場予定のレーサー also displayed. Does this imply "future variation expansion"?

The front fork was changed to one for the CBR600RR, the rear shock was changed to Ohlins, and the wheels were changed to Gale Speed. The exhaust system is made by Earl's Gear.

By the way, although the inside of the engine is normal, it seems that 500 genuine parts are diverted to the intake system. "Since performance can be raised considerably by a combination of genuine parts, I think it's easy for general people to enjoy," it is said. I remembered the custom scene of the 1990s when genuine diversion tuning was popular, and my chest became hot!

Wonderful sub-1 million yen

As I wrote at the beginning, the fact that the CB400 Super Four was revived is largely due to China's "incredible momentum." On top of that, it's really wonderful that they lined up a 400cc version, and that it is 998,800 yen including tax.

No matter how good a bike is, it's hard to get your hands on it if it's too expensive, and I think it's big that it's under 1 million yen, especially for young riders. However, I think it must have been quite difficult for a brand-new 4-cylinder to be at this price.

When I asked about the trick, it is said that there was an approach of reviewing overall resources. Just looking at the vehicle body, for example, the front fork was changed from Showa of the CBR400R (2-cylinder) to KYB, the rear suspension is from a Chinese manufacturer, and the chain is also CHOHO, which is also a Chinese manufacturer.

CHOHO, which was adopted for the chain & sprocket, is a huge manufacturer that has an 80% share in China. It has a deep relationship with Honda, such as joint development and sponsorship of MXGP. By the way, the fact that the standard tire is Pirelli is also due to ease of procurement (Pirelli is also made in China) as well as performance.

Since such Chinese suppliers have also become very high quality in recent years, they took off their colored glasses and approached various suppliers, and as a result of thoroughly investigating & pursuing not only inspection methods but also the inspection equipment that performs those inspections, "When I thoroughly tested various parts from various suppliers, I encountered many things that were totally good!", so they were able to actively incorporate things that meet Honda's global standards.

Of course, there is the size of the pie that 20,000 to 25,000 units can be expected to be sold annually for a total of 4 series worldwide, but I could see the background of development that put considerable effort into price setting that gave competitiveness before that. In fact, if it's this price for this quality, it can be said to be exceptional. Isn't it a story to be honestly grateful for that the Super Four, which has a 30-year history as a commoner's all-round sports bike, continues to be something that commoners can reach even when it becomes a new generation?

By the way, the final price of the conventional CB400SF (NC42) was 884,400 yen for the black solid color, and 928,400 yen for the white x red and the white x blue color in the photo. The price of the new model, which is 998,800 yen with a completely new design & E-Clutch, is very strategic (however, the conventional model has ETC as standard equipment).

"Good quality white rice" Super Four Season 2

The goodness of the new model is... delicious white rice?!

The Super Four was loved for 30 years precisely because it was a good standard. And the new model also has many latest technologies introduced, and although its content has changed significantly, it remains a "good standard." I heard from the development team, "It's a bike like white rice, isn't it? But it's good quality white rice." I think that's correct.

Because of its excessive ease of association and ease of riding, paradoxical comments such as "it lacks interest because it's too easy to ride" or "it's too much of an honor student, so anyone can ride fast" were sometimes heard from some people in the past regarding the Super Four. However, being easy to ride and easy to associate with is overwhelmingly "correct." On top of that, the rider-led individuality can be demonstrated by how you use it and how you ride it.

In that sense, the new Super Four was indeed a Super Four. It might not have the strong taste or punch like seasoned rice or fried rice. But isn't making "good quality white rice" more difficult than making seasoned rice or fried rice? The Super Four brand that has entered Season 2, the 2026 CB400 Super Four E-Clutch that stood on the starting line, looked very imposing, including not only the looks but also what it is carrying.

Honda CB400 Super Four E-Clutch - Main Specifications

• Overall length x width x height: 2,110 x 770 x 1,085 mm
• Wheelbase: 1,405 mm
• Minimum ground clearance: 135 mm
• Seat height: 780 mm
• Equipped weight: 187kg
• Engine: Water-cooled 4-stroke parallel 4-cylinder DOHC 4-valve 399cc
• Maximum output: 43kW (58PS) / 11,500rpm
• Maximum torque: 38N・m (3.9kgf・m) / 9,750 rpm
• Fuel tank capacity: 15L
• Transmission type: 6-speed return (E-Clutch)
• Brake type (F/R): Double disc / disc
• Tire size (F/R): 120/70ZR17 / 160/60ZR17
• Price: 998,800 yen