Honda-SOHC
SOHC.co.uk Forums => CB500/550 => Topic started by: Charliecharlcomb on October 12, 2018, 04:28:48 PM
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Always wondered. There are a lot of 400/4 fans out there as there were also probably a lot of 400/4s to love, but how many of the two models were made? Anyone have an idea?
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All I know is the Brits in particular liked the CB400F. BTW, was the CB350F ever imported in the UK?
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The 350f was never officially imported to the U.K. by Honda. Germany certainly saw some, and one or two were probably brought over by military personnel that had been based there. Most of the ones here now are from the U.S.
Sent from my X6pro using Tapatalk
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Well, that probably explains the attention the CB400F always had in mags like Classic & Motorcycle Mechanics. I used to read that magazine regularly, but unfortunately I haven't seen it in the shops here for years. BTW, in my archives I have a copy (original) of Motorcycling Monthly, April 1976 (30p! :)). In it: an article titled Tuning man or machine? That's what it says on the cover. On page 41-43 it is: Tuning Man v Machine. The bike concerned is a CB400F. If the article is not in your archives yet, I can scan it.
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Hondas biggest market was the US. And they had the 750, then the 500 and the 350 very shortly after.
The UK never saw the 350 as presumably Honda UK felt that that area was already covered by the 350 twin.
But the 400 was a runaway success in the UK, but that didn't stop Honda ceasing production after a couple of years.
So although 400s feature in nostalgia here they are much less common in the US. The US had the 500K0, which we only got a tiny number, then the K1 and K2.
So here is my guess for you all to argue over as it's raining outside. Might trigger some facts.
CB750: 800k
CB500: 320k +CB550: 250k
CB400: 200k
CB350: 250k
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Wiki reckon around 105,000 CB400/4's manufactured. If that true or not, I wouldn't know. As with all the Honda SOHC/4 range, unless you were the person on the end of the production line counting them off one by one, it's all a guessing game of how many, what specs and what country they ended up in.
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Is that Noel Edmonds on the front cover ;D
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I have no idea how many 400’s were sold here in the UK but it was a lot especially when compared to the 500. Back then most people who had bikes usually only had one, their only mode of transport and it was used 12 months of the year to commute to work on and ride at the weekends for fun. The 400 just hit the spot pretty much perfectly. A bike for its time when most people were riding 200 to 350cc bikes and aspired to a CB750 or a Z900 the CB400 was affordable fun.
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In the Netherlands the 350four was sold massively.
I must have bought maybe 10 of them in a row in the 90's.
All for little cash (say 100 euro or less).
It was easier to buy another used one than to do a mayor repair which would involve taking the engine apart.
The 400four as well but a friend of mine exported them in great numbers back to Japan in the 90's.
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Is that Noel Edmonds on the front cover ;D
Dunno, had a quick glance at the tekst and discovered two names: race mechanic Dave Degens and service school manager Brian O'reilly. If needed I can scan the article for the archive.
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Is that Noel Edmonds on the front cover ;D
Dunno, had a quick glance at the tekst and discovered two names: race mechanic Dave Degens and service school manager Brian O'reilly. If needed I can scan the article for the archive.
The 400 engine would fit perfectly into a wideline frame actually :)
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Is that Noel Edmonds on the front cover ;D
Dunno, had a quick glance at the tekst and discovered two names: race mechanic Dave Degens and service school manager Brian O'reilly. If needed I can scan the article for the archive.
I'd like to see that if you can do it. 👍
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Is that Noel Edmonds on the front cover ;D
Dunno, had a quick glance at the tekst and discovered two names: race mechanic Dave Degens and service school manager Brian O'reilly. If needed I can scan the article for the archive.
I'd like to see that if you can do it. 👍
Expect it end of this week. I need to reread it as I remember there were one or two errors in it and I therefore like to add my comment on those errors as well.
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Is that Noel Edmonds on the front cover ;D
Dunno, had a quick glance at the tekst and discovered two names: race mechanic Dave Degens and service school manager Brian O'reilly. If needed I can scan the article for the archive.
I met Brian O'reilly back in 1973/4, my new cb750 k2 was jumping out of 3rd or 4th gear regularly when on full chat dicing with my mates, of course the rev counter needle would hit the end stop before i could react. I was concerned that this would damage the valve's or pistons, and having no faith in my local dealer and his monkeys (mechanics) i decided to take a ride up to Honda HQ, Power Rd, Chiswick. There i met with Mr O'reilly who assured me that no damage would occur as the 750 was over engineered. That was good enough for me.
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Is that Noel Edmonds on the front cover ;D
Dunno, had a quick glance at the tekst and discovered two names: race mechanic Dave Degens and service school manager Brian O'reilly. If needed I can scan the article for the archive.
I'd like to see that if you can do it. 👍
I've scanned the article. Can someone explain how to attach it to a PM here???
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When you open a reply window there is an Attachment link below the 'box". Click on that then select your file for attachment. I don't think you can put an attachment in a pm so just post it here? 👍
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Did my best to make a decent scan, but please realise the font size in the original is minute and the magazine was printed on toiletpaper (the cheap, grey kind). Hope it's readable. I read the article over myself and I have a few comments. I wouldn't qualify plugcaps with a 10k to 12kΩ resistance still usable. And a 2 CO% at idle, well, I don't know, to me that sounds like too lean for a good driveability on acceleration from idle. On the subject of CO testers, I just acquired a used one real cheap (Hawk), but I don't have it working yet. I have a problem to get the needle in the middle (balance), prior to testing. Any of you who can guide me on this?
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I remember reading a book some years back about motorcycles in general, and oddly enough it showed a 750F1 being emmisions tested for whatever reason, and I remember that stating that it should be around 2% CO reading at idle. Bear in mind of course that U.S. emissions regs were already getting tight by that time, that's why the later K's were detuned quite a bit compared to K0's etc, and the F1 was an effort to restore 1969 performance levels on what was becoming quite an old design by then
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Thanks deltarider. £3 an hour for Labour! Those were the days. 😁
I always set tappets when the engine is cold after leaving it overnight. Interesting that they just set them when still warm.
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I remember reading a book some years back about motorcycles in general, and oddly enough it showed a 750F1 being emmisions tested for whatever reason, and I remember that stating that it should be around 2% CO reading at idle. Bear in mind of course that U.S. emissions regs were already getting tight by that time, that's why the later K's were detuned quite a bit compared to K0's etc, and the F1 was an effort to restore 1969 performance levels on what was becoming quite an old design by then
Could well be the case as the US was in particular keen on lowering emissions at idle. Bikes like mine however need 6% CO overall to run right.