Exclusive: India bound Honda 400 specifications revealed

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The launch of the new 400cc twins from Honda for the Japanese and Asian markets might have brought disappointment on faces aplenty considering most of the expectations being inclined towards the larger displaced 500cc series from the Japanese manufacturer showcased at EICMA 2013.

Won’t be incorrect to say that one of the reasons enthusiasts wanted the Honda CBR500R, Honda CB500F and the Honda CB500X to hit our shores was that even with a larger displaced motor, the bhp figures were on the higher side when compared to the much anticipated KTM Duke 390 which belts out 44 bhp from a 375cc engine. The new 500s given the A2 license tier in Europe were restricted to 46.9 bhp, and a 400cc variant would have obvious implications on reduced engine output. In fact it was speculated and we too had earlier posted about the power figures of the new 400 twins to be in the range of 40 bhp. The specifications of the Honda CBR400R, Honda CB400F and the Honda CB400X were a mystery even after being showcased at the Osaka Motor Show with Honda being extremely tightlipped on the specifications, until now. And from what we are going to disclose ahead would definitely bring smiles to the faces which have been on the frowning side.

Honda 400 engine

The biggest feel-good factor about the new Honda 400cc range is power output, which may though just look like numbers, do psychologically matter while making a purchase decision. As aforementioned since the 500s were restricted to just 46.9 bhp due to legislative norms, thankfully the 400s in the Asian markets do not have to face any such restrictions.

The power figures of the new trio of the Honda CBR400R, Honda CB400F and the Honda CB400X have been released by Honda and we’re delighted to inform that these new bikes crank out 46 ps @ 9500 rpm and 37nm of torque @ 7500 rpm. Also the fuel consumption has been rated at 39.7 kms per litre under standard test conditions.

Following are the complete set of specifications.

Engine model type Parallel Twin 4 stroke DOHC 4 valve water-cooled
Total displacement 399cc with twin counter balancers
Bore × stroke (mm) 67.0 × 56.6
Maximum power 46ps @ 9500 rpm
Maximum torque 37nm @ 7500 rpm
Fuel supply Electronically controlled fuel injection system (PGM-FI)
Ignition Self-start, Full transistor battery ignition
Gearbox 6 Speed constant mesh
Final drive O-Ring sealed chain
Clutch type Wet multi-plate with coil springs
Suspension front 41mm Telescopic- 4.3 inches travel (CBR400R, CB400F), 5.5 inches travel (CB400X)
Suspension rear Pro-Link single shock with nine-position spring preload adjustability; 4.7 inches travel
Tyres front 120/70ZR 17M / C (58W)
Tyres Rear 160/60ZR 17M / C (69W)
BrakesFront Single 320mm Single Petal Disc with twin piston caliper
Brakes Rear Single 240mm Single Petal Disc with single piston caliper
ABS Combined ABS (Optional)
Frame type Diamond
Weight (kg) Honda CBR400R- 194 kgs
Honda CB400F- 192 kgs
Honda CB400X- 194 kgs
Fuel tank capacity (L) 15 litres (CBR400R & CB400F), 17 litres (CB400X)
Fuel consumption 39.7 kpl (under standard test conditions with speed constant at 60 kph)
Minimum turning radius 2.7 metres

Other mechanical specifications state engine bore of 67mm, piston specs, stiffness and strength balance similar to that of the Honda CBR600RR. Similar configuration has been adopted in the 500s too.

Honda 400 piston

Utilization of roller rocker arm reduces friction with shim type valve adjustments.

Honda 400 head section

Twin engine balancers placed behind the cylinders for vibes reduction.

Honda 400 engine balancer

Usage of a centrifugal casting thin-valved sleeve to minimize piston distortion in the cylinder.

Honda 400 engine cross section

An internal relief oil pump structure (as similar in the CBR 600RR) reduces friction and improves aeration efficiency.

Honda 400 oil pump structure

Utilization of O2 sensors and catalytic converter to comply with current emission regulations.

Honda 400 exhaust cross section

The dimensions of the three motorcycles have been explained in detail:

Honda 400 dimension

Prices in Japan have been announced as under. For reference sake we have translated the figures into INR to get a rough idea of the prices we can expect as and when Honda decides on the India launch. We aren’t discounting the reduction in production costs considering localized manufacture.

Honda CBR400R

Honda CBR400R (Non ABS):
Graphite Black, Victory Red- 669,900 Yen (INR 364,048/-)
Ross White- 701,400 Yen (INR 381,166/-)

Honda CBR400R (ABS)
Graphite Black, Victory Red- 719,250 Yen (INR 390,867/-)
Ross White- 750,750 Yen (INR 407,985/-)

Honda CBR400F

Honda CB400F (Non-ABS)
Graphite Black, Pearl Sunbeam White- 648,900 Yen (INR 352,636/-)

Honda CB400F (ABS)
Graphite Black, Pearl Sunbeam White- 698,250 Yen (INR 379,497/-)

Honda CBR400X

Honda CB400X (Non-ABS)
Pearl Sunbeam White, Matt Black Powder Gun Metallic, Candy Prominence Red- 679,350 Yen (INR 369,225/-)

Honda CB400X (ABS)
Pearl Sunbeam White, Matt Black Powder Gun Metallic, Candy Prominence Red- 728,700 Yen (INR 396,046/-)

The converted prices stated above might seem on the higher end, but as a matter of record, the Honda CBR250R Non-ABS in Japan costs 449,400 Yen which translates to INR 244,254/- and ABS being priced at 499,800 Yen translating to INR 271,647/-. If we consider the CBR250R pricing as an assumed point of reference, there is a good difference of 25 to 30 percent in the pricing, courtesy localization. If we have to apply the same yardstick to the 400s India pricing, it makes for an extremely optimistic reading.

Now only if Honda could play wise on the pricing and trample onto the value-for-money proposition that the KTM Duke 390 should offer. The Duke might still humble the 400s on acceleration considering that the Hondas weigh nearly 60 kgs more than the KTM, but the advantages of a twin pod motor, taller gearing and a wider powerband would enable the Hondas to score a few brownie points over the Duke 390. And not to forget, there are three flavours on the offering depending on your type of riding.

So are you ‘Ready to Race’ or would wait till your ‘Power of Dreams‘ sees form?

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  • John says:

    Not very sure of what is happening but the 400 cc Honda looks to be the real deal for Indian roads n riding conditions.
    Please keep us posted guys of any information that comes along.


  • @Samarth Singh: Thanks for the appreciation and your comments.

    Yeah I do agree when you say that major of the population doesn’t look beyond the cc of a bike. I’ve come across hilarious comments where people treat the Unicorn and the R15 in the same category just coz they are of similar displacement.

    About choosing the 400 instead of the 500, I feel the first and foremost point would be fuel consumption. It isn’t a big deal for a mfr like Honda, who with their engineering prowess could easily make a 400 twin produce 100 bhp. So what they have done is creating a 400 for markets like Asia where fuel efficiency is given substantial importance. Something which pumps equal horsepower as its 100cc+ sibling and at the same time being a more efficient performer. By the looks of both the bikes, though most of the parts would remain the same- but somewhere there should be some savings in cost when it cuts down on displacement. Hence to conclude, its a mix of efficiency and manufacturing costs.

    About Honda talking about launching performance bikes, I think Honda as a manufacturer is an expert in preserving their secrets- I’ve learnt that by experience 😉

  • Samarth Singh says:

    @ Deepak: Its a good article. I did some brainstorming to understand why Honda chose the 400 instead of a 500, and I could come up with only one realistic logic.
    I think Honda wants to go in equal steps… Why? For the sake of next big thing that will come from Honda. See, CBR 600F making 100 bhp is based on the CBR 600RR platform. So, that might be on Honda’s mind for India.

    If they had launched the quite cheaper 500 first, the 600 would’ve been cannibalised due to its obviously higher price and “only 100cc” advantage.
    As you know, in India people don’t really look beyond cc of a bike.

    And with their present plan, its a lineup worth liking at first look:- 150, 250, 400, 600F… and so on…
    And even in the past news, Honda did mention about more performance motorcycles in India. So, that’s what I believe. What do you say?

  • Samarth Singh says:

    When a 100cc from Bajaj can make 10 bhp, its obvious to expect “even a torquey twin cylinder” 400cc to make above 40 bhp easily. Anyways, that’s not a big deal.

    The big deal is the 60 kgs extra on the Honda. Some folks might argue that it gives a solid feel, reliability, etc, etc..

    But in a country where we starve for power and every bhp counts, I would anyday get a bike that gives me wheelies with some maintenance, than an immortal bike, that doesn’t raise the pulse rate.
    Yes, Duke 390 is what I’m considering for the long term. After all, if my Pulsar can live for 6 years straight without breaking down ever, Duke should do better anyday I guess.

    As far as CBR is concerned… In 90’s, inline fours roaring, she was great. Today, she’s just overweight. At Just 4-8 kgs lighter than S 1000RR, is this really “modern engineering”?

  • Rahul Nargundkar says:

    Well whoever thought that the horses were less then 42 was a fool.. I too was expecting a minimum of 45.. The unrestricted 500 pumps out 54 (that’s what I read somewhere), then the question arises why on Earth did Honda spend money on making a smaller 400cc variant..? When they could have simply make one engine work globally.. With restriction in Europe and without it everywhere else.. We will never know..
    And coming to the prices, if the X will be priced higher then the R, I and many others might start loving fairings again.. 😛