Werbung & Artikel zu Honda Modellen

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Honda CB350Four - Little Big Four

Im Motorrad 1974 Heft Ausgust wurde der Langstreckentest mit 20.000 km der CB350 Four vorgestellt.

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Honda CB350 Four - Prospekt Deutschland

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Honda CB350 Four - Prospekt & Werbung Italien

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Honda CB350 Four - Prospekt & Werbung USA

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Honda CB400 Four - Prospekt & Werbung Deutschland

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Honda CB400 Four - Prospekt & Werbung Italien

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HONDA CB400F SuperSport Article SOHC4 Club

Mehr Artikel zur CB400F auf der SOHC Seite

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[Source : Cycle World - June 1977]

Imagine you're riding a modified Z-1 at Ontario, driving hard out of Turn
Nine onto the back straight. Suddenly a bright yellow form materializes at
your shoulder, shoots past, and is gone with a howl.

Was the motorcycle that flew past another, faster Z-1? A faired GP
machine? A turbo-charged GS750? Nope. It was a Honda CB400F.

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Hard to believe? Plenty of riders and spectators at club road races in
Southern California have a hard time believing the horsepower put out by
several 492cc CB400Fs built by Kazuo Yoshima, the owner, manager, mechanic
and sole employee of Yoshima Racing Service (YRS) in North Hollywood.

Yoshima, 28, arrived in the United States in 1972, after a broken back
suffered in a light sedan race crash in Japan ended his career in the small
engine R&D Department of Honda Motor Corp., Ltd. Kazuo, or "Kaz" worked as
a commission mechanic in a Honda shop until he learned enough English and
saved enough money to open his own tiny storefront racing shop on Burbank
Boulevard in August of 1975.

The obvious question is, why did Yoshima pick modifying the CB400F as his
specialty?

"Some people around this business told me that there was no way to make
the 400 go, because of valve angle and other things inside", answers Yoshima.
"Because I'm just kind of new to this business, I needed a 'business card.'
I picked the hardest one to make it go, to prove myself. I must make it go
even faster."

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It's hard to compare Yoshima's hottest version of the CB400F with other motorcycles in
absolute terms. Last year, a 458cc version turned in a 12.7-second elapsed time at the
drags, with stock gearing and no wheelie bar. Every attempt to get the ETs down resulted
in broken connecting rods - from polished stockers to trick replacements - splitting the
engine cases.

Now, with YRS 492cc engines using Carillo connecting rods, the case-splitting days seem
to be over. At Ontario on March 27, Yoshima's product test bike went from a second-wave
start in the combined Super Cafe (Open) and Cafe (under 600cc) race to second overall in
six laps, turning a 2:17.5 lap time on the 3.19-mile long course and finishing with the
winning 845cc GS750 in sight Yoshima's bike turned 13,000 rpm with no problems.

Besides the Carillo rods built to Yoshima's specifications (the smallest rods Carillo
has ever made, according to the company foreman), the YRS CB400F is packed with
performance modifications and parts, including: YRS balanced and matched 56mm pistons and
cylinder liners (stock bore is 51 mm); balanced and matched wrist pins and rocker arms;
YRS "Hot Street" camshaft; modified cam chain tensioner; modified S&W CB500
valve springs; 27.5mm intake valves (26.5 valves are stock); Keihin 29mm CR sandcast
aluminum carburetors (20mm carbs are stock); YRS hand-bent exhaust System; lightened and
balanced crankshaft with polished journals; Honda Racing Service Center (RSC) CB350
magneto ignition system, with a hand-made adaptor; RSC close-ratio six-speed transmission;
larger capacity oil pump rotor; Earl's Supply oil cooler; Lockhart oil cooler adaptor
plate; turned-down CB750 front discs and CB750 calipers, with 1976 CB750F caliper carriers
and hand-made aluminum disc carriers; RSC CB750 racing master cylinder; DID WM-3 aluminum
front rim with Michelin 3.25 x 18" PZ-2 tire; aluminum front fender; shimmed fork
springs, RSC racing steering damper; Custom Canyon Racers instrument panel with
Stewart-Warner oil temperature and pressure gauges and RSC CB500 racing tachometer;
Tommaselli clip-on handlebars and RSC quick-throttle; Morris WM-5 magnesium rear wheel
with Michelin 4.25 x 18" PZ-2 tire; turned-down and drilled CB500 front disc mounted
on the rear wheel with a hand-made carrier; CB200 mechanical caliper; YRS aluminum-bronze
swing arm bushings; S&W shock absorbers; frame bracing; and a modified Rickey Racer
Laverda custom seat.

Yoshima started out running Castrol-R (castor-based) oil in his engines, but recently
switched to AmsOil 10w-40 synthetic racing oil when he found that oil pressure under
racing conditions stayed higher with the synthetic.

Ready-to-race, Yoshima's Honda weighs 275 pounds, and is marginally legal for
street-based Cafe classes. On the racetrack, the motor pulls evenly and strongly from
8,000 rpm up to 13,500 rpm. With plenty of horsepower, relatively light weight and
unlimited ground clearance, it is easy to pass machines twice as large entering, in the
middle of, and exiting turns.

The price. According to Yoshima, he'd build another CB400F like this one for $2,600-for
the engine alone. Asked about the price of the complete package, Yoshima looked at the
work piled up in his cramped shop, shook his head, and said, "Just like this one?
You've got to be kidding..."

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[Quelle : 1978 Motorrad Heft 14]

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