My RVF 400 is FOR SALE !
The price is negotiable.
I am waiting your offers because it's hard to estimate the true value of this bike taking in consideration it's top condition and the spares installed on the bike.
We can arrange for a meeting to view the bike in Bucharest at any time and also we can meet outside Bucharest within a radius of 300-400km, only for serious, interested buyers - to be discussed over the phone.
CONTACT:
Owner: Adrian B.
Phone: 0724 150 370
sâmbătă, 30 mai 2009
My Bike
My bike is a 1994 RVF model , barely used in Japan. In 2004 was purchased by a girl and in 2006 I purchased the bike from her - I am the second owner of this bike in Romania.
The bike has 16.200km and at this time is in top condition after being serviced by Mr. Yoshi - www.kaore.net. He had really good care of this bike paying good atention to details. Respect to Mr. Yoshi !
I love this bike and I have invested lots of time, emotions and money in the last 16 months. To name a few:
- front brake system (1400Euro)
- the RC211V street rear kit (800Euro)
- Metzeler Rennsport Tires (250Euro)
With the new rear kit, the riding position is very sporty and the looks as well :) I would recommend this bike for short trips (250 - 400km) because of the riding position and also because of the fuel tank capacity: only 15Litres (12L + 3L reserve)
The bike has 16.200km and at this time is in top condition after being serviced by Mr. Yoshi - www.kaore.net. He had really good care of this bike paying good atention to details. Respect to Mr. Yoshi !
I love this bike and I have invested lots of time, emotions and money in the last 16 months. To name a few:
- front brake system (1400Euro)
- the RC211V street rear kit (800Euro)
- Metzeler Rennsport Tires (250Euro)
With the new rear kit, the riding position is very sporty and the looks as well :) I would recommend this bike for short trips (250 - 400km) because of the riding position and also because of the fuel tank capacity: only 15Litres (12L + 3L reserve)
Upgrades
Engine:
POSH BIKE - Japanese De-Restrictor
YAMAMOTO SPEC-A twin exhaust full system
HRC Replica Air Tray
Front Brake:
Completely renewed in 2008 with:
Beringer AEROTEC BR-14 Master Cylinder
Beringer AEROTEC Cable Clutch
Brembo calipers (same as on Ducati 999R , 2001 model)
Galfer DF692 floating wave discs, 310mm
Galfer braided brake hoses & fittings
Styling:
New paint scheme : red&white + black wheels
RC211V style road carbon seat kit - from TYGA
Rizoma handlebars and bar ends
Rizoma blinking LED signals
R&G licence plate holder
POSH BIKE - Japanese De-Restrictor
YAMAMOTO SPEC-A twin exhaust full system
HRC Replica Air Tray
Front Brake:
Completely renewed in 2008 with:
Beringer AEROTEC BR-14 Master Cylinder
Beringer AEROTEC Cable Clutch
Brembo calipers (same as on Ducati 999R , 2001 model)
Galfer DF692 floating wave discs, 310mm
Galfer braided brake hoses & fittings
Styling:
New paint scheme : red&white + black wheels
RC211V style road carbon seat kit - from TYGA
Rizoma handlebars and bar ends
Rizoma blinking LED signals
R&G licence plate holder
History
The Honda RVF400R (NC35) is a motorcycle introduced by HONDA in 1994, powered by a V4 16 valve double overhead geardriven cam 400 cc 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 RVF750 RC45 as the VFR 400 NC30 was tothe VFR 750R RC30
The Honda RVF400R was the successor to the VFR 400 NC30 which ceased production in 1992. While at first glance there appear to be mainly styling changes between the VFR 400 and the RVF400R, the actual number of changes are vast as the entire bike was redesigned with numerous identical looking components being totally different.
The obvious differences between the VFR 400 and the RVF400R are that the front forks are of the upside-down type and the rear wheel takes a 17" tyre (the VFR 400R 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 RVF750 RC45 as the RC45 features twin large round headlights).
Unlike the VFR400 NC30, 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 400 cc VFR and RVF models share a unique exhaust note with their larger siblings -- the VFR750R RC30 and the RVF750R RC45 -- because of their 360-firing configuration. Most of the early V4s from Honda were 360-firing. Some examples include the VF500C/F, VF750/VF1100 C/S, VF750F/VF1000F. The VF1000R was Honda's first road-going 360-firing, gear-driven cam engine.
The RVF400R has a reputation for excellent reliability and good build quality, though not quite as high as its predecessor, the VFR400R
The NC35 was built and/or sold as new by Honda dealers in Japan from 1994 to sometime in 2000 (possibly later). It was obviously an evolution of the popular NC30, but its purpose was similar to the NC30's purpose of making a "junior" RC30 available to the vast Japanese 400cc domestic market, but with respect to the then-new 750cc RC45 superbike. (Why Honda didn't just call it the "NC45" is still a mystery, however!) But, unlike the RC45's changes compared to the RC30, the NC35 did not use fuel injection or a completely redesigned engine—it's engine is a re-tuned NC30 engine with slightly smaller carburetors. In any case, there were several other significant differences between the NC30 and NC35 models apart from different bodywork, including engine mounting, fork type, swing arm width and 17" rear wheel. (Click here for a Web site with a graphic display of some of the differences touted by Honda upon the release of the NC35.
"NC35" is not the official name for the bike Honda designated the "RVF400R" (and later simply "RVF"), but this is how they are commonly known. As far as we are aware, Honda built only domestic ("J-spec") models of the RVF400R. But NC35s were so popular in Japan that they quickly overflowed and found their way (as "grey imports") into the United Kingdom and, in much smaller numbers, into other markets—including the United States. The NC35 stayed basically the same throughout its model run, except for a color change between the RR and RT models. (A complete list of non-color-related part numbers changed for the R-T model is located here.) Even though available new in Japan for many years thereafter, the NC35's specs remained essentially unchanged since 1996. Below are illustrations of the two (and only two) NC35 color schemes:
The Honda RVF400R was the successor to the VFR 400 NC30 which ceased production in 1992. While at first glance there appear to be mainly styling changes between the VFR 400 and the RVF400R, the actual number of changes are vast as the entire bike was redesigned with numerous identical looking components being totally different.
The obvious differences between the VFR 400 and the RVF400R are that the front forks are of the upside-down type and the rear wheel takes a 17" tyre (the VFR 400R 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 RVF750 RC45 as the RC45 features twin large round headlights).
Unlike the VFR400 NC30, 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 400 cc VFR and RVF models share a unique exhaust note with their larger siblings -- the VFR750R RC30 and the RVF750R RC45 -- because of their 360-firing configuration. Most of the early V4s from Honda were 360-firing. Some examples include the VF500C/F, VF750/VF1100 C/S, VF750F/VF1000F. The VF1000R was Honda's first road-going 360-firing, gear-driven cam engine.
The RVF400R has a reputation for excellent reliability and good build quality, though not quite as high as its predecessor, the VFR400R
The NC35 was built and/or sold as new by Honda dealers in Japan from 1994 to sometime in 2000 (possibly later). It was obviously an evolution of the popular NC30, but its purpose was similar to the NC30's purpose of making a "junior" RC30 available to the vast Japanese 400cc domestic market, but with respect to the then-new 750cc RC45 superbike. (Why Honda didn't just call it the "NC45" is still a mystery, however!) But, unlike the RC45's changes compared to the RC30, the NC35 did not use fuel injection or a completely redesigned engine—it's engine is a re-tuned NC30 engine with slightly smaller carburetors. In any case, there were several other significant differences between the NC30 and NC35 models apart from different bodywork, including engine mounting, fork type, swing arm width and 17" rear wheel. (Click here for a Web site with a graphic display of some of the differences touted by Honda upon the release of the NC35.
"NC35" is not the official name for the bike Honda designated the "RVF400R" (and later simply "RVF"), but this is how they are commonly known. As far as we are aware, Honda built only domestic ("J-spec") models of the RVF400R. But NC35s were so popular in Japan that they quickly overflowed and found their way (as "grey imports") into the United Kingdom and, in much smaller numbers, into other markets—including the United States. The NC35 stayed basically the same throughout its model run, except for a color change between the RR and RT models. (A complete list of non-color-related part numbers changed for the R-T model is located here.) Even though available new in Japan for many years thereafter, the NC35's specs remained essentially unchanged since 1996. Below are illustrations of the two (and only two) NC35 color schemes:
Specificatii Tehnice
| Item | Specifications | |
| Dimensions: | Overall length | 1.985m (78.1 in.) |
| Overall width | 685mm (27.0 in.) | |
| Overall height | 1.065m (41.9in.) | |
| Wheelbase | 1.335m (52.6 in.) | |
| Ground clearance | 125mm (4.9 in.) | |
| Dry weight | 183kg (403.5 lb.) | |
| Curb weight | [200kg (440.9 lb.)] | |
| Maximum weight capacity | [347kg (765.0 lb.)] | |
| Frame: | Frame type | Twin-spar aluminum |
| Front suspension | 41mm Showa USD cartridge forks | |
| Front wheel travel | [120mm (4.7 in.)] | |
| Rear suspension | Single-sided swing arm | |
| Rear wheel travel | [120mm (4.7 in.)] | |
| Rear damper | Gas-filled damper | |
| Front wheel size | 17x3.5 in. | |
| Rear wheel size | 17x4.5 in. | |
| Front tire size | 120/60-R17 55H | |
| Rear tire size | 150/60-R17 66H | |
| Front brakes | Double floating disc; 4-piston Nissin calipers | |
| Rear brake | Single solid disc; 2-piston Nissin caliper | |
| Caster angle | [25-deg 20'] | |
| Trail | [96mm (3.8 in.)] | |
| Fuel grade | Unleaded, minimum 91 RON | |
| Fuel tank capacity | 15 liters (4.0 U.S. gal., 3.5 Imp gal.) | |
| Fuel tank reserve capacity | 2.0 liters (0.5 U.S. gal., 0.4 Imp gal.) | |
| Engine: | Bore and stroke | 55.0mm x 42.0mm (2.16 in. x 1.65 in.) |
| Displacement | 399 cm³ (24.3 cu in.) | |
| Compression ratio | 11.3 : 1 | |
| Cylinder compression | 489.5-1,468.6 kPa (10.8-14.7 Bar, 157-213 psi) | |
| Valve train | Gear driven DOHC; 4 valves per cylinder | |
| Intake valve opens @ 1mm lift | [15-deg. BTDC] | |
| Intake valve closes @ 1mm lift | [35-deg. ABDC] | |
| Exhaust valve opens @ 1mm lift | [35-deg. BBDC] | |
| Exhaust valve closes @ 1mm lift | [5-deg. ATDC] | |
| Inlet valve clearances | 0.12-0.18mm | |
| Exhaust valve clearances | 0.21-0.27mm | |
| Lubrication system | Forced pressure and wet sump | |
| Oil pump type | Trockoid | |
| Cooling system | Liquid cooled; dual radiators and cooling fan | |
| Air filtration | Paper filter | |
| Crankshaft type | Unit-type; 4 main journals; 360-deg. | |
| Firing order | #1 @ 90 deg.; #4 @ 270 deg.; #3 @ 90 deg.; #2 @ 270 deg. | |
| Cylinder arrangement | 4 cylinders; 90-deg. V | |
| Cylinder numbering |  | |
| Carburetor: | Carburetor type | Constant velocity Keihin; 4 carburetors |
| Throttle bore | [32mm (1.3 in.)] | |
| Drive train: | Clutch system | Multi-plate, wet |
| Clutch operation | Cable operated | |
| Transmission | 6-speeds | |
| Primary reduction | 2.117 (34/72) | |
| Final reduction (sprockets) | 2.533 (15/38) | |
| Drive chain slack | 15-25mm (5/8-1 in.) | |
| Drive chain size/links | 525/102 | |
| Gear ratio, 1st | 3.307 (13/43) | |
| Gear ratio, 2nd | 2.352 (17/40) | |
| Gear ratio, 3rd | 1.875 (16/30) | |
| Gear ratio, 4th | 1.590 (22/35) | |
| Gear ratio, 5th | 1.434 (23/33) | |
| Gear ratio, 6th | 1.318 (22/29) | |
| Gearshift pattern | Left foot operated return system: 1—N—2—3—4—5—6 | |
| Electrical: | Ignition system | Digitalized full transistor ignition |
| Starting system | Electric starter motor | |
| Charging system | Triple phase output alternator | |
| Regulator/rectifier type | SCR Shorted/triple phase full wave rectification | |
| Lighting system | Battery (YTX7A-BS) | |
| Lubrication: | Engine oil capacity at draining | 2.4 liters (2.54 U.S. qt., 2.11 Imp. qt.) |
| Engine oil capacity at disassembly | 3.0 liters (3.17 U.S. qt., 2.64 Imp. qt.) | |
| Engine oil capacity at oil filter change | 2.5 liters (2.64 U.S. qt., 2.2 Imp. qt.) | |
| Recommended engine oil type | API grade SE, SF or SG | |
| Recommended engine oil viscosity | SAE 10W-30, 10W-40 or 20W-50 | |
| Oil pressure at oil pressure switch | 490-588 kPa (5.0-6.0 Bar, 71-85 psi) @ 5,000 rpm (80 deg.C, 176 deg.F) | |
| Fuel system: | Main jets (All cylinders) | # 108 |
| Slow (idle) jets | # 35 | |
| Pilot screw initial opening | 1 5/8 turns out | |
| Pilot screw final opening | [1/4 turn out] | |
| Float level | 12.5mm (0.49 in.) | |
| Carburetor vacuum difference | Within 40 mmHg (1.6 inHg) | |
| Base carburetor (for carburetor synchronization) | No. 2 carburetor | |
| Idle speed | 1,300 +/- 100 rpm | |
| Throttle grip free play | 2-6mm (0.08-0.24 in.) | |
| Clutch system: | Clutch lever free play | 10-20mm (0.4-0.8 in.) |
| Clutch disc thickness | 2.92-3.08mm (0.115-0.121 in.) | |
| Clutch disc service limit | 2.8mm (0.110 in.) | |
| Clutch plate warpage limit | 0.30mm (0.012 in.) | |
| Cooling system: | Coolant capacity (radiators & engine) | 2.1 liters (2.22 U.S. qt., 1.85 Imp. qt.) |
| Coolant capacity (reserve tank) | 0.2 liter (0.21 U.S. qt., 0.18 Imp. qt.) | |
| Radiator cap relief pressure | 108-137 kPa (1.10-1.40 kg/cm², 16-20 psi) | |
| Fan cut-in temperature | 98-102 deg.C (208-216 deg.F) | |
| Fan cut-out temperature | 93-97 deg.C (199-207 deg.F) | |
| Temperature sender resistance | 130-180 ohms @ 50 deg.C (122 deg.F); 45-60 ohms @ 80 deg.C (176 deg.F); 10-20 ohms @ 120 deg.C (248 deg.F) | |
| Thermostat begins to open | 80-84 deg.C (176-183 deg.F) | |
| Thermostat fully open | 95 deg.C (203 deg.F) | |
| Thermostat valve lift | 8.0mm (0.23 in.) min. | |
| Wheels/Tires: | Axial wheel runout (maximum) | 2.0mm (0.079 in.) |
| Radial wheel runout (maximum) | 2.0mm (0.079 in.) | |
| Axle runout (maximum) | 0.20mm (0.0079 in.) | |
| Cold tire pressure (driver only, front) | 32 psi (2.25 kg/cm²; 2.2 bar) | |
| Cold tire pressure (driver only, rear) | 32 psi (2.25 kg/cm²; 2.2 bar) | |
| Cold tire pressure (driver & pass., front) | 32 psi (2.25 kg/cm²; 2.2 bar) | |
| Cold tire pressure (driver & pass., rear) | 36 psi (2.50 kg/cm²; 2.4 bar) | |
| Front suspension: | Fork spring free length | 234.2mm (9.22 in.) |
| Fork spring direction | Tighter coils on top | |
| Fork oil weight | 10W | |
| Fork oil level | 74mm (2.91 in.) | |
| Fork oil capacity | 445cc | |
| Fork tube runout (maximum) | 0.2mm (0.0008 in.) | |
| Steering bearing pre-load | 1.0-1.5kg (2.2-3.3 lbs.) | |
| Rear suspension: | Shock spring free length | 121mm (4.75 in.) |
| Shock spring installed length | [147.7mm (5.81 in.)] | |
| Nitrogen gas pressure | [98 kPa (142 psi; 97.9 bar)] | |
| Brakes: | Brake fluid type | DOT 4 |
| Brake disc runout (maximum) | 0.3mm (0.012 in.) | |
| Front brake disc thickness | 4mm (0.16 in.) | |
| Front brake master cylinder I.D. | 14.000mm (0.5512 in.) (9/16") | |
| Front brake caliper cylinder I.D. (upper) | 30.230mm (1.1902 in.) | |
| Front brake caliper cylinder I.D. (lower) | 27.000mm (1.0630 in.) | |
| Rear brake disc thickness | 6mm (0.24 in.) | |
| Rear brake master cylinder I.D. | 14.000mm (0.5512 in.) (9/16") | |
| Rear brake caliper cylinder I.D. | 25.400mm (1.0000 in.) | |
| Battery/Charging system: | Battery capacity | 12v (6AH) YTX7A-BS |
| Battery charging rate (normal) | 0.7A/5-10 hr. | |
| Battery charging rate (quick) | 3.0A/1 hr. | |
| Battery voltage | 13.0-13.2v | |
| Current leakage (maximum) | 1.0 mA | |
| Stator coil resistance | 0.1-1.0 ohms @ 20 deg.C (68 deg.F) | |
| Reg/rec regulated voltage/amperage | 13.5-15.5v (0-6A) @ 5,000rpm | |
| Regulated voltage output | 13.5-15.5v @ 5,000 rpm | |
| Regulated current output | 0-6.0A @ 5,000 rpm | |
| Ignition system: | Spark plug (standard) | NGK ER9EH or ND Y27FER |
| Spark plug (racing) | NGK ER10EH or ND Y31FER | |
| Spark plug (cold climate) | NGK ER8EH or ND Y24FER | |
| Spark plug gap | 0.6-0.7mm (0.024-0.028 in.) | |
| Ignition timing "F" mark | 15-deg. BTDC @ 1,300rpm | |
| Advance starts | [1,800rpm +/-200rpm] | |
| Advance stops | 7,500rpm +/-100rpm | |
| Full advance | 36-deg. BTDC @ 7,500rpm +/-100rpm | |
| Pulse generator coil resistance | 450-550 ohms @ 20 deg.C (68 deg.F) | |
| HT coil resistance (primary winding) | 2.5-3.5 ohms @ 20 deg.C (68 deg.F) | |
| HT coil resistance (secondary winding, w/plug cap) | 14.0-25.0 ohms @ 20 deg.C (68 deg.F) | |
| HT coil resistance (secondary winding, w/o plug cap) | 11.0-14.0 ohms @ 20 deg.C (68 deg.F) | |
| Lights/Meters/Switches: | Main fuse | 30A |
| Fuse | 15A x 1; 10A x 3 | |
| Headlight (high/low beam) | 12v 60/35w (H4) | |
| Tail/brake light | 12v 5/18w | |
| Position light | 12v 1.7w x 2 | |
| Turn signal light (front) | 12v 5/18w x 2 | |
| Turn signal light (rear) | 12v 15w x 2 | |
| Instrument light | 12v 1.7w x 5 | |
| Oil pressure warning indicator | 12v 1.7w | |
| Oil temperature indicator | 12v 1.7w | |
| High beam indicator | 12v 1.7w | |
| Turn signal indicator | 12v 1.7w | |
| Neutral indicator | 12v 1.7w | |
| Sidestand indicator | 12v 1.7w | |
| Starting system: | Starter motor brush length | 12-13mm (0.47-0.51 in.) |
| Starter motor brush length service limit | 6.5mm (0.26 in.) | |
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