Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/127804
The XR400 also ran into problems when landing off hard jumps or hitting hard objects, which caused the motor to cough slightly. Ogilvie traced the problem to the carburetor floats. He found that the floats fall down too far, thus opening the fuel valve, on a hard hit, which would then dump a heavy load of gas into the bowl. The gas would then splash up and block the vent tube openings, causing the gas to quit flowing through the jets, resulting in a momentary hesitation. To prevent this from happening, he suggests limiting the " downward stroke of the floats by bending the small float-arm tang slightly, limiting the downward travel to 19mrn instead of 25mm, as was the case with our stock bike. The shut-off travel .. (upward stroke) should be 14 to 14.5mm. These relatively easy changes did wonders to our bike. In stock condition, our 400 was barely ridable, but with the jetting changes and the float modification, it now runs crispy clean, except for a slight burble while riding through large whoops, or slamming into the face of large jumps - barely crack the throttle while you're in the air and it still would sometimes produce a slight hesitation. However, these riding conditions are most commonly found on motocross tracks, not on the trail, where our rejetted XR ran really good, far better than with the stock carburetor settings. - (Above) The 43mm Showa cartridge fork offers a plush ride. (Above right) Honda's remedy for clutch problems In '96 was stiffer springs and better lubrication for '97. (Left) The 400 Is a looker and weighs In at a claimed 256.8 pounds. (Right) For those who want more power, Honda will be offering a powerup kit for the XR400R In the near future. C' Jetted correctly, the XR400 is a blast to ride. It delivers decent power and has that off-the-bottom pull and smooth torque that gives the rider confidence to attempt any hillclimb or tackle any gnarly trail. The bike can be revved out as well, and it responds with respectable top-end speed. If you chose to yank out the stiffuser, which isn't as easy as it sounds, Ogilvie suggests staying with the stock jetting but perhaps change to the dual-tapered needle when it becomes available. Removing the diffuser will increase horsepower by approximately 10 percent, Ogilvie says. But, as mentioned, it also will increase exhaust noise. For those WhO want even more power, Honda will be offering an engine power-up kit for the XR400 soon. The kit will include such items as a new piston, camshaft, clutch springs, different clutch-hub drive ratio, a carh-setting kit, an owner / installation manual, a racing spark plug and gaskets. Honda has not yet determined a price for the kit or when it will become available. As far as the stiffer clutch springs on the '97 XR400, you probably won't even notice a difference when working the clutch lever. The pressure doesn't seem any more resistant than on other bikes in its class, if not any less. We experienced no clutch problems while the bike was in our posession. Our test bike was at first a little difficult to start, hot or cold. Starting got a lot easier after the jetting changes. Honda made no changes to the 43mm, non-inverted, cartridge Showa fork or to the single Showa shock, or to the XR's chassis. Basically, the 400 still feels like an XR Overall, the suspension is plush yet sturdy enough to take a lot of abuse. If you plan on taking the XR400 to the track a lot, stiffer fork springs are in order, but you'll lose that cushy feeling on the trail. "We spent a lot of time trying to come up with the best all-around suspension settings for the XR4DO," Ogilvie said. "We think we've done it. For motocross, yes, it's going to be too soft, but for offroad... I know I could race this bike right now and be happy with it." So would we. The 400's relatively short 56-inch wheelbase is great for the corners and single-track twisties but not-so-great for the whoops, especially sand wh06ps, where the XR has the tendency to wallow around a bit and produce the occasional swap. But its rather light weight makes it easier to bring back under control than. say, the XR600. We loved the 400's trim tail section. Unlike the XR600, the rear fender / seat junction is smooth and narrow, and there's no fender bag to smack you in the butt when hanging off the back, as you would over the aforementioned sand whoops. Another nice thing about the XR is that you don't have to go around and buy a lot of aftermarket goodies for the XR right after you buy it. It already comes stock with a mechanical odometer, plastic hand guards, quality Dunlop tires, an o-ring chain, and a complete lighting system. Just buy it and ride it. Honda also has available a competition handbook for the XR400. It's basically written by Ogilvie himself, and it's full of interesting and useful tuning tips and "how-tos," including a whole list of jetting combinations (or a variety of riding conditions. All and all, it looks like its going to be another good year for Honda and the XR400R. l'N 1997 Honda XR400R Specillclbs &tIM enDr " II I I ... & CaR'rlllh I NIio V........ . Air-cooled. 4-stroke single 397cc 85x7Omm 9.3:1 SOHC. 4-vaIve RFVC e..tw lIa 36mm Keihin piston·vaIIIe ...........SoIid-state CO w/electronic adwnce Tn FIMI I h 5.speed O-ring. 15/45 S rp rh. FroM Rear ....... 'rani .43mm Showa cartridge leading-axle fori< w/lS·way compression and 12·way rebound damping adj. Pro-Unk sirge Showa shock w/spnng preload. 16·way compression and 18-way rebound damping adj. Rear . . s.t"'" Will e II . Single disc. twln·piston caliper Single disc 56.1 in. Go-..I "t t.n Dry (claimed) , ....., c.- 36.6 In. 12.2'". 256.81bs. 2.5 gal.. O.4-gal. tegeIVe White ............................. .$5.199