HONDA CBR400RR

The Honda CBR400RR, or 'BabyBlade', is the (much) younger brother of the Fireblade or CBR900RR series. The CBR400RR preceded the 900 cc Fireblade by several years, going through one major rework and a year or so of production in its new form before acquiring the Fireblade name. The original CBR400RR was the NC-23. Early bikes were known as the 'Aero' but more commonly as the 'Tri-arm' after its racing inspired braced swingarm. The CBR400RR-J (1988) and CBR400RR-K (1989) are referred to as NC-23 bikes.[1] The NC-23 has a standard extruded beam frame, the rear of the seat unit slopes forwards, and the seat unit subframe is totally separate from the main chassis of the bike. The later machine, the NC-29 (only post '91 models of this bike carry the Fireblade name) had several modifications to the frame. The main rails were now of a 'cranked' design, the seat support structure had a larger rail that was welded to the frame, the rear of the tail section now had a slight recurve to it and the swingarm was given a gull-wing shape on one side to give ground clearance for the exhaust link pipe. The bodywork was re shaped to comply with changing aesthetic tastes. That reshaped swingarm earned the bike the sub title 'Gullarm'. The CBR400RR-L (1990 & 1991), -N (1992 & 1993) and -R (1994 onwards) are designated NC-29 bikes.[2]

Press release info for the CBR400RR from Honda Japan gives the following dates and guide prices.

nc23 Hurricane

Press release dated Dec 15th, has a release date January 19 1988. Price 699,000 yen.

nc29 Gullarm

Press release dated February 20, 1990. Type 1, Release date March 19 1990. Price 699,000 yen

Press release dated March 30, 1992. Type 5 (N), Release date April 7 1992. Price 710,000 yen

Press release dated Nov 19 1993. Type 7 (R & R2), Release date December 15 1993. Price 739,000 yen

Developed mostly for younger Japanese riders, the 400 cc engine still has enough power to drive the bike up to a speed-limited 180km/h (112mph). It is possible to de-restrict this bike by re-wiring the speedometer head, as the speed-limiter is a simple design based solely on the position of the needle of the speedometer. Aftermarket electronic parts can also be fitted that achieve de-restriction. The same effect can be achieved by fitting a mechanical converter on the speedometer cable that converts the Japanese spec km/h speedometer to mph; the bike is not powerful enough to accelerate to 180 mph (290 km/h), and thus the needle will never reach the position at which the ignition restrictor begins operation. De-restricted, the CBR400RR will reach a top speed of around 225 km/h (140 mph). The inline four cylinder engine produces pleasing power anywhere in its rev range, and the bike is light and relatively easy to control. Outside Japan the 400 is available only as a 'grey import', that is, Honda never exported the 400 cc CBR to foreign markets. The small capacity of the engine and manageability of the whole package makes this bike a favourite of new riders from all areas where the bike is available. This does mean however that many examples have been crashed or treated without proper care and regular servicing. Servicing is in some ways difficult as the compact nature of the bike means that some parts, particularly the spark plugs are difficult to access. The top end of the engine is also particularly complex as there are 16 valves to be checked for clearance in a head that is barely a foot wide. However the engine itself is very reliable, mainly due to its performance being capped from the factory. A well kept example is a very worthy buy as they are rapidly becoming a collector's bike.

Common rider modifications include:

Fitting aftermarket exhausts;

Removal of the speed-limiter;

Restriction of the power output (for UK riders who have not taken a direct access course and are limited to 33 bhp (25 kW) for two years on passing their full test);

Alterations to the suspension settings;

Fork changes to the upside down parts from the Honda RVF400.

Racing Modifications racing gearbox making the gears upside down (up for first, down for sixth) which takes some getting used to.

Some HRC parts are available for these bikes.

The engine from the NC-23 was later used in the Honda CB-1, the NC-27, a naked bike that is credited with inspiring the popular Honda 'Hornet' range. However the NC-27 bears little mechanical resemblance to those machines and is probably the first true factory streetfighter.

from wikipedia

salam adik ni belajar di melaka asal dari mana.........

wah..nie btul2 pro honda nie...klu bg mato lain mau dia tk amik nie..yer ker zul??huhu

zulvoyager wrote:salam adik ni belajar di melaka asal dari mana.........

salam bang zul.
ada kat ayer keroh ni, UTeM (Uni Teknikal M'sia Mlaka)

shuk gsx750e wrote:wah..nie btul2 pro honda nie...klu bg mato lain mau dia tk amik nie..yer ker zul??huhu

lebih kurang mcm tu la bang tapi xde la pro sesangat. dah merasa zxr250, bandit400 dan gsx400...rasanya ati berkenan kat honda jugak.. tapi, apa moto pun xkisah sebenarnya asalkan 4 silinder....vroommmm vroommmm..

bang zul_cbr dulu pakai bandit surat beranak mane?

dulu sy test pakai member punya Bandit400, surat beranak SG. blaja2 turun enjin pun dgn motor tu la lepas enjin dia jam atas highway sbb minyak itam kurang lepas henjut 180kmj. banyak parts dia kongsi ngn Suzuki Panther 150.

Alfatihah ... rasanye inilah zulcbr yang diberitakan tu..... semoga roh dicucuri rahmat.. rugi sorang oldskool yang berilmu dalam permotoran...
http://superbikemalaysia.com/topic/5055163/

al-fatihah..yer ker zul cbr nie...mr mod..tlg chek...

al-fatihah...
rasanya mmg dia la..

subhanallah....


innalillah hiwainna hirojiunn....

al-fatihah...

semoga ditempatkan dikalangan org2 yg beriman..... al-fatihah...... amin.....

al-fatihah jugak buat beliau
walaupun tak kenal sapa.
semoga roh beliau di cucuri rahmat
amin.