NS400R - Buying Guide/Originality Pointers

Buying any motorcycle of the age of the NS400R is not a decision to take lightly. If you have a hankering after the finest of the 500cc Grand Prix replicas then the NS400R is arguably the bike to look for. Quick, light and responsive, it is a joy to ride and own but has its maintenance demands and thirst for unleaded. Like all sporting 2 strokes it requires a committed riding style to extract the best from it but for most contemplating the bike that is part of the satisfaction. Low down torque is better than you might expect courtesy of the ATAC valves but to get anywhere in a hurry, the gearbox and power band have to be used effectively. Do remember that you are buying a modern classic so do not expect it to run with the latest machinery. My personal preference is to regard the bike as a classic and keep it as such, but there is a school of thought that thinks of it as source of powerplant for a modern bike and another that sees the potential to convet to 500cc and extract the full potential of the motor. To help those that are looking for an original bike, there are some originality pointers further below.

The Competitors

Both the Suzuki RG500 and the RD/RZ/RZV500R Yamaha are fine motorcycles. Both have the power advantage of being full 500cc motorcycles but neither was as well built as the Honda. The Suzuki has a fearsome reputation not only for its performance but for shredding gearboxes which is an expensive and dangerous habit. The Yamaha is a more relaxed motorcycle but suffers from handling problems courtesy of the indifferent rear shock mounted under the motor between the expansion chambers. There are also suggestions of a short 20,000 mile crankshaft life between rebuilds.

Values/What is the NS400R worth?

The obvious answer to this is whatever it is worth to you! Naturally this will depend on condition as well as your country of residence. USA residents may well expect to pay twice what a European resident would because of the rarity/illegality factor. You really need to decide what you want the bike for. Someone looking for an original bike would be likely to pay a fair premium for faultless bodywork as the cost of new items is high as is the cost of getting them re-finished. Anyone looking for a parts bike or track bike would probably not pay more for pristine appearance. From my own observations, a UK resident may expect to pay anywhere between £500 to over £2,000 for a roadworthy machine depending on condition and mileage. Generally the later the bike, the more it is worth, even at this age, specifically because of the better gearbox.

The Issues

The Engine

Let us clear up one popular misconception up. 2 strokes, even old ones do not have to be disaster areas costing huge amounts to repair whilst giving dubious reliability. However if you buy a dog of a bike then do not be surprised if it gives you grief. The build quality of the Honda and its relatively mild state of tune mean that a well looked after example can be an excellent buy. Properly looked after, the Honda NS400R is a very reliable motorcycle with solid performance that does not fade with use unlike some other bikes. The cylinders are Nicasil coated and as hard as nails. The cylinders were size graded by the factory and a similar exercise was performed on the pistons ensuring a perfect fit. The crankshaft is a good solid assembly that is good for many many miles provided it is not abused. Like the cylinders, the big ends on the crank were size graded by the factory to ensure a perfect fit when new. The crank webs were heated blue hot prior to press fitting together on a jig ensuring perfect true and resistance to twist resulting in a truly superior crank assembly. But if it has been abused by being ridden flat out for mile upon mile, pushed when cold and run on poor quality oil, then one may reasonably expect problems. Beware of such bikes for although the crank can be rebuilt, it is a specialist job and new ones are no longer available. Japanese bikes have power restrictors in the exhaust. Avoid tuned bikes like the plague unless you harbour masochistic tendencies for large doses of mechanical grief and have an open wallet.

The Gearbox

Early NS400R’s had a gearbox that was prone to slipping out of the lower gears from new. This was cured by a Hondamod in the later bikes but not applied retrospectively to the earlier bikes so later bikes are a better buy. There is also evidence of gearboxes shearing their gear dogs off with use, particularly the early bikes. On a well kept example this is likely to be less of an issue as the owner is likely to have been more careful with his ‘box, but be aware of the issue when looking at a bike. Neither NS I have owned has suffered a broken box. The first was an early one and was ridden hard for many many miles but my current and later example has the later box and I can confirm that the later box is the one to seek for a more positive action. The race bikes used to have their boxes dismantled after every race for checking and the dogs welding up before the release of the Hondamod just to keep the gearbox together but remember that the race track is an extreme environment.

Tyres

Tyre fitments, always an issue, are becoming more and more difficult to find. Bridgestone make 2 good fitments (sport touring and sticky) but that is about it these days. Others make non standard sizes which fit but care needs to be taken not to go too far outside the standard sizes otherwise handling may be compromised.

Support

Many parts are now not obtainable new from Honda and being a decidedly rare bike in most if not all markets, the supply of quality second-hand parts is not plentiful.

Pointers to Originality

If you are looking to buy or to restore a bike to original condition, then the images below should be of assistance. There are a surprising number of clues, largely provided by the stickers that Honda covered the bike with. Often even good restorers forget the sundry stickers and this can give valuable pointers as to the originality and history of the bike. The images below are from my own HRC coloured original motorcycle that is practically as it left the dealer when new and has never been so much as dropped at a standstill. Personally when buying any used vehicle I tend to regard cosmetic condition and originality as being of paramount importance. Mechanical gremlins are easier and cheaper to fix. If you can find both mechanical and cosmetic perfection then so much the better. Most of the pointers will also apply to the Rothman’s colour bike. Images of a Rothman’s machine are to follow.

The Tank

The Honda wing and stripes of the tank should be lacquered in. There are two decals on top of the tank as illustrated below. Missing tank top decals could indicate a resprayed tank for some reason. It is often a good idea to check inside the tank for corrosion. There is usually corrosion on the tank lower where the side panels clip in. Ensure that this is not too severe and that rust removal will not affect the visible surface. Once you have removed the rust and painted over the clean steel, a coat of Waxoyl will ensure that it does not return - do the tank underside too. Also stick some inner tube rubber on the mating face of the side covers to prevent the paint being rubbed away again by vibration.

Lacquered in wing, Honda and stripe. Note the separation of the wing and Honda on the HRC bike but not on the Rothmans bike where the wing, stripe and Honda are a 1 piece sticker.

Warning stickers on top of tank. Note that they are not lacquered in as evidenced by the slight peel on the smaller decal. The Rothmans tank is identical so not repeated for space.

Side Covers

Side covers should bear ATAC stickers, a fuel petcock sticker on the left cover, NS400R stickers and a small side grip sticker beneath the NS400R sticker. Again, check that the lines on the colours form a straight line with the front fairing.

ATAC sticker & Fuel Petcock sticker. Note the Waxoyl in the HRC tank crease to prevent corrosion. Also note the Rothmans bike has a white fuel cock.

Upper Fairing

Like all the Honda fairings, this item is moulded in ABS. There should be a small Honda above the headlight and stripe decal separating the main body colours. None of the decals are lacquered in on the upper. The decals do not cover the trailing edge of the fairing nor go all the way up the inner front tuck in. The HRC bike should also have HONDA across the sides in individually laser cut decals in a straight line. Inside the upper on the right hand side there should be 2 information decals. The fairing inner should be matt black. Check for evidence of repaired cracks in the indicator area (in a fall the indicators collapse the fairing frame taking and snapping the fairing with it) and mirror supports and repaired paint on the hand guards, both evidence of having gone up the road. There should be 3 quick release screws on either side of the fairing to secure the lowers.

Screen

The genuine screen will have a warning sticker on the left rear side and will have a properly fitting finishing trim on the edge that faces the rider. Many aftermarket screens are too thin to refit the trim but ironically are better optically than the Honda item.

Fairing lowers

Inspect these closely for evidence of repair work on the air scoops within the yellow panel (white on the Rothmans bike). Also inspect the upper mounting points for evidence of repair. The rear mounting cracks with age and vibration though. The blue area on the HRC bike is actually a sticker not paint and this should be evident from the trailing face of the panels which should be white. None of the stickers on either the Rothmans or HRC lowers are lacquered in. Looking at the bike side on, the stickers on the lower cowl should form a straight line with the painted sections (and stickers for the Rothman's bike) on the rear side covers. I have seen genuine replacement lowers from Honda where the blue sticker droops markedly and the inside of the cowl is painted yellow.

Rothmans Right Fairing lower edge. The inside of the Rothmans lower fairing is painted blue. Unlike the HRC bike, all main colours on the Rothmans bike are painted. Note the end of the stripe. Ian had washed and polished his bike for these photos. Then it rained. How typically British.

Mirrors

Mirrors are a rectangular style in self coloured plastic. Red for the HRC bike and black for the Rothman’s bike. Refer to general photos for the HRC item. Rothmans below. In any fall, the plastic will get serious road rash. With age and sun, the plastic crazes on the red ones. This is normal and sadly unavoidable.

Radiator Overflow Bottle

Exhausts

Exhausts should have engraved Honda Sankei info on their inner faces on the stainless sleeve. The upper exhaust should have a chromed cover continuing where the side panel finishes off. The chromed cover should be securely attached to a metal frame on the silencer. Often with age and heat, this cover fatigues its clips and falls off.

Solo Seat Cover

Many markets had a solo seat cover supplied but it seems that the Japanese market bikes did not. This is a nice to have item but can cause damage to the side covers because it is often not properly secured. It should be bolted to the seat by a bracket underneath in addition to the 2 side screws and grommet location at the rear. Later covers do not have the necessary threaded holes on the cover but can easily have nuts epoxied on as I have done. UK bikes had an HRC sticker on the solo seat cover.

Paddock Stand

The NS was possibly the only bike to be supplied as standard with a rear paddock stand. A most useful accessory designed for solo use but usually missing. The stand can be seen in many of the shots of the HRC bike.

Fork Covers

General View