HONDA The Power of Dreams

Honda’s 4-cylinder series was completed with the release of the third model, the Dream CB350 FOUR in 1972. This model, however, did not reach expected sales targets, as 350 cc was not large enough for the power output needed, and the styling was too conservative.

However, the development team believed that there should be high demand for an easy-to-handle 4-cylinder bike in the mid-size class.

This led to development of a road sports model aimed at young riders, sportier than the CB350 FOUR it was based on.

Displacement was increased to 400 cc to achieve powerful output characteristics, leading to several design directions.

• - A performance-oriented sprinter image overall, while simple in design, unseen in 4-cylinder models to date
• - A racing-inspired design emphasizing a slim, flowing line from the fuel tank to the seat
• - A new exhaust system design that would enhance the appeal of the powerful 4-cylinder engine

The development team tackled these issues, while being tasked with ideas that would reduce cost, the most challenging aspect for a 4-cylinder model.

The Dream CB400 FOUR was Honda’s first motorcycle to adopt the 4-into-1 exhaust system, which combines four exhaust pipes into a single muffler. In addition to improving exhaust efficiency, this system was also an idea derived from thoroughly reducing weight and cost.

In December 1974, the Dream CB400 FOUR was launched as a completely new, stylish road sport model based on the CB350 FOUR.

Once launched, the Dream CB400 FOUR was highly popular among young people, as the development team had expected.

Young riders appreciated the styling reminiscent of a café racer, as well as the powerful performance achieved by the increase in maximum output from 34 PS/9,500 rpm of the CB350 FOUR, to 37 PS/8,500 rpm, and the 6-speed transmission suitable for sporty riding.

An event occurred, however, that threatened the future of the popular Dream CB400 FOUR. In 1975, shortly after its release, Japan’s motorcycle license system was suddenly changed.

Under the new system, licenses were classified by displacement. Motorcycles over 400 cc required an automatic motorcycle license, while those under 400 cc required the newly established medium-sized automatic motorcycle license (now the standard automatic motorcycle license).

As the CB400 FOUR’s precise displacement was 408 cc, an automatic motorcycle license was required. At the time, designated riding schools did not issue motorcycle licenses, so riders had to learn the skills on their own. This caused an extremely low issuance rate.

On the other hand, riders could learn practical skills for the medium-sized automatic motorcycle license at designated riding schools. This change in Japan’s licensing forced Honda to urgently develop a model under 400 cc.

One year after the licensing system had changed, Honda launched the Dream CB400 FOUR in March 1976 with a displacement of 398 cc. In addition to the change in displacement, two types of handlebars were available to meet user needs, and the price was set at 327,000 yen, the same price as the 408cc model.

The 408 cc model was marketed overseas, while the 408 cc and 398 cc models were sold in Japan.

Although the development team succeeded in drastically reducing costs, Honda was placed in a difficult situation from a sales standpoint. As a result, the 1977 model became the final model.

The Dream CB400 FOUR, despite its high popularity, was only sold for three years. However, its café racer style and 4-into-1 exhaust system, ahead of its time, were passed on to subsequent Honda models and had a great impact on other companies’ road sports oferings.