Motorcycle specifications HondaNC 30 - VFR 400 R 1992 The temptation

once you've met its gaze, you'll never cease to be captivated by this sporty machine of a different kind. A pure sport bike, yes, but much more. And yet, for whom? A 400 is good for Japan. What's it got to do with us, where it can't enter any championships? The answer is simple: the VFR 400 R didn't come to win races, but to win the hearts of lovers of beautiful machines. A track record? Its big sister, the RC 30, has already done that. She's here just to get the pulse racing a little harder.

the war paint job is up to you. As for the rest, it's a toss-up between magnificent and "Wow! In addition to impeccable build quality, the VFR 400 R offers little respite from a copious and suggestive list of equipment and special features. Think you're looking at a little RC 30? The silhouette, the diamond-shaped aluminum frame, the single-armed frame and the V4 lettering keep the doubt alive. What a pleasure it is to contemplate this rim in all its splendor, revealed by the characteristic single-sided arm and stripped of its left-side exhaust (its distant 750 VFR cousin is not entitled to such lightness). Radial tires, double 296 mm discs with 4-piston calipers, stainless-steel exhaust... These very sporty attributes only serve to underline the spirit that transpires from the NC 30 (its code name). Even its heart is inspired by the rumble of one of Superbike's finest female racers (the RC). A 399 cm3 V4 lives in the bowels of the VFR and, once awakened, if its song is higher-pitched than that of the 750, its beats remain characteristic of VFR-R architecture.

a full-blooded pistard, it immediately puts Honda's philosophy to the fore when you get on it: ideally placed controls, very quick to feel at ease; with the added bonus of a sporty riding position, albeit less radical than that of the RC 30. A few kilometers of country roads quickly reveal the qualities of the chassis and engine. The latter is astonishing for a 400. Of course, it doesn't have monstrous torque, but it's very usable and responds to the right hand even under 8,000 rpm, the zone where it really comes into its own. It doesn't take long to get there - once past that point, you're treated to a good push, until the needle reaches maximum power rpm. At 12,500rpm, the V4 produces 60hp and can still climb the rev range. For all that, we don't try to get the needle to hit the red zone, and the gears are shifted forward. The Kawa ZXR 400 is more convincing when it comes to "revving up".
Unruffled on the road, the VFR 400 R quickly encourages you to take to the track. You get the feeling that it's there that you'll really get your kicks. Haven't you heard it enough, with its minimalist protection, reduced comfort, firm suspension and first gear as long as a freight train?
If the VFR 400 R is a real pleasure to ride on the road, there's no limit to its enjoyment on the racetrack. Light as a feather (less than 200 kg when fully loaded), and with a redoubtable precision, the machine is as impressive as it is enjoyable to ride between the vibrators. Whatever the trajectory, it stays together and perfectly guided. It's a tool that can be controlled with the flick of a finger, and is a real pleasure to ride. As for braking quality, it's on a par with the machine's overall performance. A perfect picture? Almost. Gear selection lacks precision. A pity, and odd for a Honda. Can't you see kidneys in the mirrors? So what, you use them on the track?

let's not beat around the bush. The Honda VFR 400 R is, quite simply, a rider's dream machine. Of course, it's very expensive for a 400; and what's more, its distribution will be limited. Of course, its displacement is confusing and its positioning ambiguous. And yet, you can't help but marvel at it, and be captivated by the exhilaration of riding it. Get behind the wheel before you think - in a dream, numbers don't talk...

M.B
(inspired by B. Sebileau
Moto-journal n° 999 - internet photos Simon J.Ewans)