Honda RVF400
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The Honda RVF400R (NC35) is a motorcycle introduced by Honda Motor Company in 1994, powered by a V4 16 valve double overhead geardriven cam 400cc engine and known for its supreme handling capabilities. There were two models, the R and the T, which were mainly identical apart from paint scheme. The RVF (as it was marketed by Honda in Japan) finished production in 1996, though unsold RVFs remained available to purchase from Japanese Honda dealers through 2001. The RVF400R is the smaller sibling of RVF750R (RC45), as the VFR400R (NC30) was to the VFR750R (RC30).
The Honda RVF400R was the successor to the Honda VFR400R NC30, which ceased production in 1992. While at first glance there appear to be mainly styling changes between the VFR400R and the RVF400R the actual number of changes are vast, the entire bike was redesigned with numerous identical looking components being totally different.
The obvious differences between the VFR400R and the RVF400R are that the front forks are of the upside-down type and the rear wheel takes a 17" tyre (the Honda VFR400R took a 18"), there are two air tubes that feed fresh air to the area just in front of the air box (this is not a ram air system, the airbox is unpressurised) and the headlights have changed from twin round headlights to twin 'fox-eye' lights (this is one feature not mirrored from the RVF750R (RC45) as the RC45 features twin large round headlights).
Unlike the VFR400R the RVF400R was only officially sold new in Japan. The RVF400R outputs slightly less peak power than the VFR400R, but with a stronger midrange. There is a Haynes Manual for the RVF400R.
Like other Hondas with gear-driven camshafts, the RVF's engine makes a loud 'whine' sound when operating. The exhaust note of the V4 engine is also different from that of a more conventional inline four. The 400cc VFR and RVF models sound different from the 750cc VFR and RVF models (not just in volume!) because it features a 360degree crank (the 750's have a 180degree crank).
The RVF400R has a reputation for excellent reliability and good build quality, though not quite as high as its predecessor, the VFR400R.
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[edit] VFR400 to RVF400 changes
[edit] Engine
The carburettors were changed, the RVF's carbs featuring a flat slide and smaller diameter (30mm against the NC30's 32mm) but claimed to be better flow, the velocity stacks were also changed to allow a straighter flow.
The valve timing was changed with the exhaust valves opening earlier and closing later, the inlet valve was changed from 20mm to 19mm.
The engine position was changed with large cast sections of the frame now holding the engine lower down (these lower engine mounting points were unused on the VFR).
[edit] Frame and Suspension
While the front cartridge forks were changed from RWU to USD forks, they remained the same diameter (41mm) and make (Showa).
The frame was totally redesigned, with engine mounting and steering geometry changes.
The swingarm while looking identical at first glance is narrower (192mm against 202mm) and runs on a smaller diameter spindle (17mm against 22mm) with the rear hub and brake mounting points changed.
[edit] Wheels Brakes and Tyres
The rear wheel was changed from 18" to 17".
The front brakes remained as 4 opposed piston calipers but the trailing pistons were increased in diameter from 25.4mm to 27mm (the leading pistons remained at 30mm).
The Honda RC30 was fitted with a 'Pro Squat Rear Brake Linkage' that linked the rear caliper to the frame via a linkage through the swingarm (reducing rear wheel hop under braking), the NC30 had the swingarm machined to allow a torque arm shaft and featured the cast boss on the frame but the linkage wasn't fitted (probably for cost reasons) and the caliper was instead held in place with a simple torque reaction arm bolted into the swingarm (it is possible to modify the NC30 to fit the 'Pro Squat Rear Brake Linkage'). The RVF400 has lost all of this, the rear caliper is now held in place by a boss on the swingarm, it is not possible to easily modify the RVF400 to full 'Pro Squat Rear Brake Linkage' as the swingarm would require unmachining).
It is possible on the VFR400 to change the rear brake disk without removing the rear hub, it is impossible to do this on the RVF400 as the mounting plate is larger and the entire hub requires removal.
[edit] Exhaust
The exhaust has a number of changes, the main change is that the silencer and collector are now separate and the silencer is held to the frame by one mounting point rather than two.
The silencer is now aluminium and held by 3 bolts to the collector.
[edit] Dimensions and weights
The dry weight went up from 175kg (385.8 lb.) to 183kg (403.5 lb.), overall width dropped from 705mm (27.8 in.) to 685mm (27.0 in.), overall height changed 1.075m (42.3in.) to 1.065m (41.9in.), wheelbase dropped 10mm from 1.345m (53.0 in.) to 1.335m (52.6 in.)
[edit] Handling
The VFR400 is wildly acknowleged to be a very good handling motorbike, the RVF400 is more of the same, the main difference being that while the VFR400 likes one line, on the RVF400 it is not a problem to change lines mid corner.
[edit] Racing
The RVF400 NC35 is still being raced in various classes including in the TT on the IOM.
[edit] HRC
HRC (Honda Racing Corporation) supply a number of parts to adapt the RVF400 for racing
Parts available include: A genuine ram-air inbox (using a scoop in between the radiator and frame, doesn't use the air tubes). Rear ride height adapter (A number of U shaped plates that fit in between the frame and shock). Oil Cooler (a CBR600 oil cooler can be fitted and the water pump drilled to fit the water takeoff) Jet kit ECU
[edit] Aftermarket Parts
There are a large number of aftermarket parts for the NC35. If an aftermarket full exhaust system is fitted it may be problematic to change the oil filter as some aftermarket downpipes are straight and do not have the bends in them to clear the filter.
[edit] Specifications
[edit] Dimensions
- Wheelbase
- 1335mm
- Length
- 1985mm
- Width
- 685mm
- Height
- 1065mm
- Ground Clearance
- 125mm
[edit] Engine
- Configuration
- 399cc liquid-cooled 90-degree V-four
- Bore and Stroke
- 55.0mm x 42.0mm
- Compression Ratio
- 11.3:1
- Valve Train
- DOHC; four valves per cylinder
- Redline Begins
- 14,500rpm
- Carburetion
- 4 x CV 32mm bore
- Exhaust system
- 4 into 2 into 1
[edit] Drive Train
- Transmission
- Close-ratio six-speed
- Final Drive
- Chain
- Primary Reduction
- 2.117:1
- Final Reduction
- 2.533:1
- 1st
- 3.307:1
- 2nd
- 2.352:1
- 3rd
- 1.875:1
- 4rd
- 1.591:1
- 5th
- 1.435:1
- 6th
- 1.318:1
