Yamaha SR400 – RETRO classics and technical characteristics

Model of a retro classic motorcycle Yamaha SR400

begins its history in 1978 and is produced to the present day. The main reason for the appearance of this model was Yamaha’s desire to present to the market the simplest retro classic in familiar forms and without any modern technologies that are unacceptable for motorcycles of this class. As a result, the Yamaha SR 400 was born, equipped with a simple 1-cylinder air-cooled engine producing 27 hp. power and 29 Nm of torque. It is also noteworthy that the motorcycle was not equipped with an electric starter, but was started using a traditional kick starter. However, to make starting easier, Yamaha installed a standard decompressor on the left console and an inspection window on the right engine cover, making it easier to find the optimal position of the piston in the cylinder.

The key features of the Yamaha SR400 include a simple steel frame, a dry sump (the oil was in the frame), simple suspension in the form of a telescopic fork at the front and a double shock absorber at the rear, a rear drum brake and 18′ spoked wheels.

The Yamaha SR400 model is rarely used in stock condition and is often the basis for building custom motorcycles - mainly cafe racers. This is why it is difficult to find a fully stock motorcycle. In the Russian Federation, this model is quite rare, but in Japan it is in great demand, so the Yamaha SR400 is presented in large quantities at Japanese auctions. Since 2014, the model has been available in the North American and European markets.

In 2022, Yamaha introduced new versions of the SR400, which will be the last - Yamaha SR400 Final Edition

and
Yamaha SR400 Final Edition Limited
. The models are distinguished by their exclusive style and anniversary nameplates.

The “big brother” of the model is the Yamaha SR500.

The main competitors of the Yamaha SR400 in the class:

• Kawasaki W400
• Honda CL 400 / Honda CB400SS

Return of a Legend

Interestingly, when the company closed production in 2008 (30 years later) due to obsolescence, there were so many people wanting to buy this model that in 2010 it had to be returned to the production line.

The Yamaha SR400 is a legendary motorcycle that has been in demand for many decades.

In 2015 (2 years of downtime were also taken into account), the company noisily celebrated the child’s 35th birthday by releasing a limited batch.

The bike is not very familiar to Russian users (at about the same time we were offered Java), but at world auctions demand still exceeds supply . You rarely see a motorcycle in stock configuration. Many buyers take it as the basis for their own custom bike, mostly to create a cafe racer.

Yamaha SR400 (1978 - present)

There are not many symbols of constancy and steadfastness in the motorcycle world. One of the main ones is the Yamaha SR400. This is a real time capsule. The motorcycle came onto the assembly line in 1978 and is still being produced almost unchanged!

This device is interesting both from a technical and aesthetic point of view. The Japanese, by creating “easy to use” technology, managed to avoid total economy, which largely laid the foundation for popular love. One of the options for deciphering the abbreviation SR is “sweet ride”. In appearance, the Yamaha SR400 is a true classic motorcycle. Nothing superfluous, every detail is in its place. Timeless minimalism in the interpretation of the SR400 is a drop tank, a long seat rounded at the tail, a lot of chrome, a cone-shaped muffler running along the pendulum, spoked wheels, corrugations on the fork and a small round headlight.

The motorcycle is powered by a Yamaha XT500 engine slightly adapted for civilian use. In the case of the SR400, the four-stroke, two-valve air “single-barrel” with a displacement of 399 cm3 is equipped with a manual decompressor and a five-speed gearbox, but lacks any balancing structures and an electric starter. Dry sump lubrication system. The oil tank and supply channel are made of a steel frame. The oil is stored in the frame pipe just below the gas tank. The simple and reliable SR engine is not characterized by the absence of vibrations and noise. Quite the contrary. It rattles and trembles so much that it seems broken to many. By the way, the Honda CB400SS is much quieter and smoother.

You can read lectures with historical overtones on the suspension and elements of the brake system of the Yamaha SR400, especially early releases. Until 1984, the motorcycle was equipped with a simple non-adjustable “telescope”, a pair of shock absorbers (adjustable by preload), a rear drum brake and a front disc brake with a single-piston caliper. Since 1985, the front brake on Japanese models has been replaced with a drum. In 2000, the drum brake went to the Japanese Museum "Field of Miracles". It was replaced by a ventilated disc with a two-piston caliper. As of 2016, the rear brake remains a drum brake.

In 2008, production of the Yamaha SR400 was briefly suspended. Already in 2010, SR returned, but in a slightly modified form to suit the harsh reality. The motorcycle received electronic fuel injection, catalysts and a transistor ignition system. You can't fight against the environment! However, uprooting annoying plugs is not difficult. Since 2014, the SR400 begins to be officially sold in the markets of Europe, America and Oceania. Until this time, the SR400 was officially sold only in the Japanese domestic market. In Russia, the SR is much less common than the Honda CB400SS. Fresh copies with fuel injection do not reach us at all for reasons of high cost. From 1978 to 1999, a motorcycle with the SR500 index was produced for the European and American markets. It differs from the SR400 only in the engine displacement, which is pumped up to 499 cm3 due to the piston stroke. In 1983, a limited edition version of the SR400SP was released on alloy wheels with a limited color scheme.

In terms of aesthetics and attention to small details, Yamaha puts Honda to shame. The SR400 is designed and calibrated an order of magnitude better. In the vast majority of cases, during shallow tuning, craftsmen leave in place the original controls, aluminum wheels, pendulum, footrests and much more. All the attachments, small parts and fittings have nothing to do with the budget. This is largely why the budget for building the average cafe racer is lower in the case of the SR400 than in the case of the CB400SS.

Owners sometimes complain about the poor performance of the front drum brake on motorcycles manufactured before 2000. In fact, it works well. It's all about maintenance and adjustment. Cleaning the mechanism and adjusting the operation of the cams relative to each other returns the brakes to their former tenacity.

If we compare the Honda CB400SS and Yamaha SR400 in terms of reliability and trouble-free operation, then Yamaha will be among the outsiders, which, however, does not give the right to consider it brittle and capricious. The SR400 engine is a little less balanced. Therefore, it requires more attention in maintenance. Unlike the indifferent Honda, here it all comes down to driving style. If you constantly drive “gas” to the floor/brake to the floor, then the CPG will not last long, and the valve clearances will quickly disappear. With, let’s say, hyperactive driving, it makes sense to adjust the valves (screw-nut), not once every 5000–7000 km, but once every 3500–4000 km.

In Russia, among all the small-capacity retro classics, it is the Yamaha SR400 that is most likely to have dead engines. In particular, seasoned servicemen regularly observe dead valve stem seals, worn valves and camshafts, pistons dangling in the cylinders and air filters that are completely rotten. Gearboxes and clutches rarely fall apart. It is often more profitable to replace the motor than to repair it. Most likely, this is due to the increased popularity of SR-ok in their homeland in Japan.

The Yamaha SR400 is much less likely than the Honda CB400SS to scare its owners with an empty oil tank. In the right Yamaha engine cover there is a special retaining valve that prevents oil from escaping into the crankcase. If the rubber in the valve dries out, or a deliberately thicker gasket is installed under the cover, the valve stops holding. But there is nothing critical about this!

By the way, both the Honda engine and the Yamaha engine can be fatally destroyed in literally 500–1000 km. You don't need a lot of intelligence. Small-capacity single-barreled guns are designed primarily for city driving. They don’t like long runs along the highway at maximum speed. They immediately begin to rattle everything they can. Therefore, before daring to travel on such equipment, it is worth carefully studying the theory and practice of maintenance. And don’t try to set speed records directly on the track. You can drive 140–150 km/h at one time, but driving like that for a couple of hours in a row is an unforgivable luxury!

In high-mileage vehicles, there are often heavily rusted pendulum axles. To get such an axle you have to resort to the help of a press, and sometimes an angle grinder. The key to the problem is the owner’s reluctance to spray the pendulum with lubricant at least once a season.

The Mikuni BSR33 carburetor installed on the Yamaha SR400 is not without its drawbacks. Often one of the fittings on the accelerator pump cover inexplicably cracks at the base. As a result, the carburetor begins to suck in air from outside, and the motorcycle, accordingly, stops moving. Finding the right part in stock is not easy. Often, due to age, the rubber seal under the needle valve seat cracks. Very usefully, the elastic band itself, the saddle and the needle are replaceable parts that can be purchased separately.

No secret knowledge is required to maintain the Yamaha SR400; even a novice mechanic can handle it. The vast majority of parts are in stock. Difficulties will arise with the search for driving stars. This motorcycle can withstand falls tolerably. A minimal slip takes away the steering wheel, dashboard, headlight and gas tank. Less commonly, motor covers. Further on increasing.

Customizing in the case of the SR400 is not much different from tinkering with the Sibikha. There is also little freely available documentation for the SR, but due to its close relationship with the SR500, there is still some literature available. We must not forget about the much greater scope of finished tuning than the SS. To assemble “half a liter” from the “400”, you will have to change the crankshaft. The budget for a modest rebuild is approximately the same – 60,000–80,000 rubles. A serious project will exceed 200,000 rubles in terms of money.

And in conclusion, a little about the notorious Japanese quality. Attentive technicians, when they first disassemble an SR or SS to its foundations, usually immediately grab the validol when they see the frame. The frames are noticeably crooked straight from the factory. The asymmetry can reach several centimeters. The main points (axles, fastenings, etc.) are fixed very precisely, and the pipes between them are laid as necessary. Here it is, mass market...

To be continued…

For assistance in preparing the material, we thank the motorcycle workshop RSWmoto and personally Yaroslav Tatarinov, tel.: (499) 110-15-19, www.vk.com/rswmoto, www.RSWmoto.ru

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Similar materials

Yamaha SR400 design

The year of production began determined the material.

Front fork with corrugations.

Rear shock absorber with open spring.

Most of the bike's parts, from the frame to the suspension, were made of steel . a duplex scheme was used .

The stock suspension setup is simple - a telescopic fork for the front wheel with a travel of 105 mm and a stay diameter of 35 mm , a pair of shock absorbers on a pendulum for the rear. Their working stroke was longer - 150 mm .

The only nod to modernity was the ability to adjust the preload in the rear . You can set one of five fixed positions.

The highlights of the model are the transparent right engine cover and an additional button for controlling the standard decompressor, located on the left steering wheel. Both were supposed to help start the engine.

Exterior

For many, it is the exterior of this model that is the decisive reason for purchase, because now it is quite difficult to find a “real” motorcycle without unnecessary plastic and wires.

As bikers say, the SR400 is a motorcycle for real men. Everything is iron, except for two decorative triangular trims on the sides between the rear wheel and the engine.

A characteristic feature of the exterior is the abundance of chrome

Chrome plated shock absorber springs.

Chrome plated brake foot.

Chromed passenger handle.

Chromed gas tank cap.

Front end

For a user who has at least once seen domestic Java, the front panel does not raise any questions.

Within the framework of retro classics, this motorcycle is simply perfect.

• The large fender fits tightly against the 18-inch spoked wheel. The fork stays along it are covered with covers; above, up to the headlight mount, they are covered with corrugated tubes.
• Headlight large, round. The low and high beams are output to different filaments. The instrument panel cups rest on it. There is no windshield, but based on user reviews you can find a original one. DRLs, of course, no.

  A classic round headlight and the same classic turn signals on long brackets.

• The turn signals are located on the fork legs, but stick out quite high. An average-sized driver will probably notice if he forgot to turn them off. The steering wheel is slightly tilted towards the motorcyclist, there is no need to stretch . Mirrors on it. Several hinges allow them to be rotated in any direction and adjust the viewing angle to suit the height and build of the owner.

According to user reviews, the motorcycle vibrates at any speed, but this does not interfere with displaying the picture. The mirrors are located not much higher than the ears of passenger cars and a non-impact maneuver can lead to problems with the driver of the car.

Dashboard

This dashboard layout was found on almost all bikes of those years.

The bike does not offer a wide selection of indications, but everything that is necessary for control is here .

• Two cups of dial indicators rest on the headlight , below, between them there is an ignition switch with a shutter.
• On the left is the speedometer . Since the model was offered to all countries, the American version will have markings in mumbles, the European version in kilometers. The marks are 100 or 160, respectively.
• The second cup is a tachometer . It is marked up to 10x1000, red starts from 7.2x1000, maximum power from 7x1000.
• Indicator lamps were not installed separately; they were placed under the windows of the main instruments.
• The speedometer has engine indicators and an indicator that the fuel is running low. There is also a mileage counter in 2 copies - general and current.

Speedometer with a universal scale and indicator lights.

The tachometer has power indicators:

• neutrals;
• high beam;
• turn (one for both).

Back view

General rear view.

Back light.

Double seat.

Fuel tank.

• The curved rear wing forced designers to invent a mount for the brake light and clearance . But the solution turned out to be successful - they can be seen both from the cabin of a tall car and from a bicycle. There, on the wing there is a plate with the number.
• The turn signals are located outside the bike, located at saddle height. It is large and has no separation between passengers . The second number has a slight bend forward along the way. There is a handle behind the seat that he can hold onto while driving. It has folding footrests. There is no trunk, and there is no space for it either. Due to the fact that the rear fender is curved and the stop is placed directly on it, and not under it, there is no possibility to install a pannier .
• The fuel tank is large, holds 12 liters . (including 2.2 l reserve). It is round in shape and has no grooves for the knees. On the top edge there is a lamb with a keyhole inside - the lid of the tank neck. Turn the key, then screw the cap. It is semicircular in shape and problems may arise when using a tank bag.

Honda CB400 SS (2001–2008)

“If you don’t know what to build a cafe racer from, take a CB400SS,” says popular wisdom. This motorcycle is like a cockroach - omnipresent and almost indestructible. Despite the fact that production of this model ended in 2008, it is known and is still extremely popular around the world. There are a lot of ready-made ideas and components, maintenance and operation issues have been studied inside and out. Take it and build it! But there are certain nuances that we will now consider.

The Honda CB400SS is powered by a single-cylinder, four-stroke, four-valve, air-cooled NC38E carburetor engine with a five-speed gearbox, balancer shaft, kickstarter and electric starter, familiar to many from the Honda XR250/XR400 enduro. Dry sump lubrication system. The oil tank is located above the rear swingarm mounting axis. The motor is rigidly mounted in a steel semi-duplex frame made of round pipes. The entire sparse tail consists of a pair of wings, side covers and a teardrop-shaped gas tank. The SS is a pure classic small-capacity motorcycle with a timeless design. Minimum electronics. All mechanisms, including the speedometer, which lives in a chrome glass above the round headlight, are with an “analog” drive.

By modern standards, the elements of the suspension and braking system can already be called archaic. At the front there is a conventional non-adjustable telescopic fork and a hydraulic disc brake with a two-piston caliper, at the rear there is a pair of chrome-plated shock absorbers with adjustable spring preload and a drum brake. Wheel rims of different sizes. 19th in front, 18th in back.

Within one model there are two different generations - CB400SS and CB400SS-E. SS is a simple basic version with a one-color paint job, which was produced from 2001 to 2003 with virtually no changes. In 2004, the SS-E version replaced it; it is distinguished by the presence of an electric starter, battery and two-tone coloring. Since 2007, the HISS electronic immobilizer began to be installed on the CB400SS, and in the same year the shape of the exhaust pipe changed slightly. Using Honda CB400SS units, the retro classic Honda CL400 (1998–2001) was created almost simultaneously. The differences are in the details. The CL400 is a move towards a scrambler. Hence the high exhaust on both sides, increased ground clearance, toothy tires and trunk.

For customization, a more optimal option is the CB400SS. Since it is structurally at least a little simpler. Especially regarding electrics. A motorcycle equipped with an electric starter, during the “construction” process, will naturally require a beautiful solution to the issue of placing the battery. A compact and reliable battery will be expensive! Most likely, it will have to be cleverly hidden, which will inevitably lead to serious costs.

The Honda CB400SS is one of the least technically sophisticated options in its segment. Japanese engineers did not put enough aesthetics into their creation, making the motorcycle, on the one hand, laconic and pretty, but on the other hand, as simple and cheap as possible. Here and there simple clumsy details are visible, which in the event of a serious modernization will inevitably have to be replaced or hidden. For example, obscene-looking rubber running boards, a simple rear brake pedal and not particularly aesthetically pleasing steel rims.

However, the clumsiness more than pays off with fantastic reliability. Killed SSs are a rarity. You have to try really hard to break anything on this motorcycle. In terms of reliability, the Honda CB400SS beats even its eternal rival, the Yamaha SR400. The engines of the CB400SS do not die by death. Single-barreled guns, even with a long mileage, rattle with the piston dangling in the cylinder, groan, but they go. The particular power unit is not familiar with overheating in principle! The most common cause of fatal damage is that the owner stupidly forgot to pour oil into the engine during the next maintenance. The CPG parts, crankshaft, clutch and gearbox are made with a very large margin of safety. The SS and SSE engines are interchangeable in everything except the electric starter, crankshaft and left engine cover.

One of the few inherent problems with the CB400SS powertrain is a rattling automatic centrifugal decompressor that forces one exhaust valve open at startup. As a rule, after 40,000 km, this unit begins to knock unpleasantly at idle due to wear of the complex system of connecting stops and springs. There is nothing destructive here, but there are some difficulties in repair. The fact is that the decompressor is pressed onto the camshaft. You can’t just dismantle it without special equipment. The problem is solved either by replacing the shaft and decompressor with new ones, or by installing a shaft with a mechanically driven decompressor from a Honda XLR250, or by installing aftermarket components (Hot CAM, Yoshimura, etc.). There are radical measures - removing the decompressor at the root by installing a cylinder head from the XR400 (the XR has exactly the same engine, but without a decompressor). Starting a Honda single-barrel gun with a kick without auxiliary systems is not at all difficult. In cold weather, the engine tends to be capricious and does not start for a long time, and then you have to tinker.

Do not overestimate the capabilities of the engine regarding lubricants and fuel. It is better to avoid using expensive synthetic oil. The very middle-aged “meat grinder” does not digest it well – the clutch begins to noticeably slip. It is much more correct to fill in semi-synthetics. There is no oil waste on a working engine as such. Fuel with an octane rating of 95 or more will not inhale any additional speed. AI-92 will be enough.

The Honda CB400SS is a great learning desk for the tech enthusiast and budding mechanic. Access is open to all nodes; any work can be done independently if you have a conditionally complete knowledge of the hardware. Consumables for Sibikha are available in full in Russia. The exception is the final drive stars. They will most likely have to be delivered to order. With long-term use, the CB400SS teaches its owner wisdom in a fairly harmless way. The motorcycle tolerates any abuse to the last, but you should not abuse it. Once every 7000 km you need to adjust the valves (screw-nut), once every 3500–5000 – change the oil, spark plugs and filters. The dry sump lubrication system takes some getting used to. The oil level is checked only when the engine is warm.

The Honda CB400SS/SS-E comes factory equipped with a Keihin VE carburetor. His main problem is the needle valve. Even on new motorcycles, the shut-off needle may not fit tightly, which leads to overflow and leakage of gasoline from the drain. On devices with high mileage, a worn needle begins to wedge a little inside the channel. In any case, to eliminate problems, the needle has to be ground into the pressed-in seat.

Regarding the chassis of the SS, provided there are no serious falls, it does not present any surprises. If the motorcycle nevertheless lands on the asphalt or runs into a car, pole, fence, curb or something else, the dashboard, headlight, fork and gas tank usually suffer. The engine almost always remains unharmed.

The SS, like many other Honda motorcycles, makes money for the manufacturer by rejecting relay regulators. Not massively and not often, but this happens. Finding a new relay on the market is not a problem.

Based on the Honda CB400SS/SS-E, if you have enough imagination and money, you can build anything you want. The most common options are cafe racer and scrambler. The construction budget starts from 60,000–70,000 rubles. for a full-fledged entry-level project and reaches 200,000–250,000 rubles. for a well-detailed, complex and original post.

From the point of view of a customizing practitioner, the Honda CB400SS is slightly less interesting than the Yamaha SR400. All because of the same savings in design. In the process of creating a verified image, you will inevitably have to redo a lot, which will bring additional labor costs. The stock SS has a couple of bottlenecks that you have to either put up with or fight. The combination of a frame made of a round pipe and a pendulum made of a square one looks clumsy, the simple rubber footrests are begging to be thrown away, and the wheels of different sizes look ugly from the outside. To straighten the tail line and install a thin seat, you will definitely have to saw the rear part of the frame and weld additional spacers over the shock absorber mounts.

A great help for the enthusiast customizer is the modular design incorporated at the production level. Much of the parts, technical documentation, accessories and tuning for the CB400SS are similar to the XR250/400. So, for example, when building a scrambler, there is absolutely no need to saw and weld a new exhaust manifold, which leads the exhaust upward along the motorcycle. There is a ready-made option - collectors from XR or CL.

Specifications

The air-cooled engine is quite loud.

The break in production did the bike good. The fuel supply and ignition system has been changed .

Apart from this, no changes were made to the motor part. The bike is equipped with a 1-cylinder, 4-stroke engine:

• working volume - 399 cm3;
• power - 27 hp;
• number of cylinders - 1;
• number of valves - 2 (2 per cylinder);
• cooling - air;
• fuel supply - carburetor;
• ignition - transistor (CDI);
• start - kick starter, no electric starter;
• fuel tank - 12 l.

Since 2010, the carburetor has been replaced by an injector. The ignition becomes digital, TCI.

Transmission and clutch

Classic chain drive – there could be no other option here.

The motorcycle has a 5-speed gearbox .

According to user reviews, it works well, gears are switched on clearly, and there are no problems finding neutral.

• Multi-disc clutch . Inherited from racing relatives, the lubrication system is dry sump.
• The main drive is chain .

Brakes

More than 30 years of production have not changed the brake on the rear wheel. Still a drum.

When choosing a motorcycle, do not be afraid of drum brakes - their capabilities are fully consistent with the power and purpose of the bike.

But the front axle has gone through a full cycle of modifications.

• Until 1985 - no front brake.
• WITH 1985 to 2001- drum.

  Front drum brake.

  Front disc brake.

• From 2001 to 2008 - one disc with cable control.
• 2008 and onwards - the disc remains the same, 298 mm, 2-piston caliper, hydraulics.

There are no options or electronics provided.

Reviews

Yamaha SR400 reviews:

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I haven’t tried the maximum speed - it should be somewhere around 150. The dynamics are chopper-like, I was stuck at a traffic light with the Dryga 650 - they were going nose to nose, even putting the gears in at the same time. I drove 300 km, if you can call it a long distance. It’s quite good, your back and arms don’t get tired, vibrations don’t bother you, there’s enough power for confident overtaking at speeds up to 120.

Off-road, if with appropriate tires, it’s almost enduro. The ground clearance is high, the wheels are 18″, the suspension is long-travel, the weight of the bike is small, the engine is elastic (Endurovsk, by the way). In first gear, I think it will scrape out any shit.

400 cc, 2 valves, 26 horses at 6500 rpm. Tank - 12l. Consumption - 2.5...3l/100km (or 44km/l according to the Japanese method at an average speed of 60km/h). Starting with a kick starter. There is a manual decompressor (handle on the steering wheel) and a ready-to-start indicator. Standard Yamaha anti-theft system (I will supplement it) and simple self-diagnosis (Check Engine). The device is as simple as an axe.

Length is slightly less than 2.1 m. Dry weight about 156 kg. (Almost on par with the Java-350 “Old Woman”) Speed ​​(as measured by an American journalist who tested this motor) is about 152 km/h. Acceleration to hundreds (based on a Google search - of course, there is no official data) - 7.5...8 seconds. Year - 2010, mileage slightly less than 8K, price in Moscow - 228 thousand rubles. Auction ratings are all “6”.

The only downside is the rear tire. She only has a maximum of half a season left. (Stock Metzeller). The motor is entirely made of iron, except for two decorative triangular caps on the sides. Produced virtually unchanged since 1978. It is a road version of a 500 cc sports motorcycle, which the Japanese raced in some local competitions. A feature inherited from racing is a “dry sump” lubrication system and two oil pumps: a pressure pump and a pump-out pump.

It has oil cooling of the piston crown using nozzles. Since 2010, it has been equipped with injection and a neutralizer. Very popular in Japan among the “advanced youth” there. The hero of a series of romantic novels on Japanese television. Honda also makes a model similar in spirit and class (CB400SS). But the authenticity of the latter suffered slightly after the installation of the electric starter began.

It is planned to purchase additional items for the motorcycle: category A, roll bars, an original tank bag, original installation for saddle bags and an original mini-windbreaker. Well, and some outfit that suits the style, if there is money left. At least a jacket and boots. But that will come later: the money has run out. Why did you choose this one when for that kind of money the choice is really huge? Fell in love. Love at first sight in the photo.

Where did you get it? At one well-known office, which has long and successfully carried coins from Japanese auctions. With 50% prepayment in November. In total, there are about 30...50 such devices in Russia. Some people have already converted them into “bobbers”. We have a VKontakte group. The cafe racer style is very popular in Britain and the USA. This style is very close to me. But - aesthetically: I won’t rush to buy, of course.

Driving performance

User opinions are contradictory regarding the maximum speed. From 115 km/h to 150 km/h . The developers are more categorical - 130 km/h . No longer possible for this design!

Dynamics (overclocking)

There are also different opinions on the dynamics of speed gain. From standstill to 100 km/h from 7 to 12 seconds. The designers do not comment on such data dispersion.

Fuel consumption

The developers announced the consumption only for the mixed cycle - 4.8 liters . According to user reviews, on the highway you can meet 3 liters .

A short report on summer rides after another modification of the Yamaha SR400. Observations, comments, experiments... Hello again! So, with the arrival of warmer days, I finally rolled the motorcycle out of the house. Having settled all the matters with maintenance and compulsory motor insurance, the time has come to check the fruits of our labors in action. The very first kilometers showed that the fruits had not yet ripened and some nuances began to emerge...))) The old tires greatly limited the control capabilities, because driving with a ghostly grip is such a pleasure, but I wanted to ride immediately, even on “woody ones”))) I had already forgotten that a stiff Dunlop could be so terrible))) A fresh set of IRC RS-310 was already on its way to me, and as soon as I received it, I immediately rushed to change it. After the replacement, it felt like I had switched to another motor! It rolls smoothly, does not vibrate, and allows you to lay it even up to the footrests. Which was immediately tested at the gymkhana. The feelings are only positive. Ideal on dry asphalt. In the wet it’s not so rosy, but for the price it’s also not bad. Everything is relative here.

The Harley shock absorbers (293mm, ~50mm travel) turned out to be a bit short and at certain moments, on large bumps, the rubber reached the fender, which really upset me. It was simply mentally uncomfortable to drive, although this only happened on very large holes/bumps, nevertheless. Something had to be decided. We purchased and installed a YSS RE302-320T-47-X (320 mm, ~80 mm stroke) model specifically for SR. The difference, of course, was globally noticeable, in the direction of comfort, BUT... The back of the motorcycle rose very high, which did not fit in with my ideas about beauty (in this particular project). Still, it was made not only to “carry the butt”, but also had to please the eye, and the gap that appeared under the wing did not contribute to this action at all. Obviously, something in between was needed, more rigid and with a small stroke, the search continued, but for now I drove like this...

Travel along the highway showed that the steering wheel is not quite as comfortable as we would like. After hundreds of kilometers I began to feel tension in my back. I decided that I should try a lower steering wheel. I ordered Hurricane, a la British style. (this was already the tenth steering wheel tried on this motor) It became somewhat more convenient, but still, it was still a little different. To me, with short arms, it also seemed a little far away; when landing, I had to move closer to the tank, and the design of the saddle (not everything works with it either, more on that later) does not allow me to ride for so long.

The saddle... fucking (sorry) long-suffering saddle! Naturally, the motorcycle was periodically exposed to rain, but according to the assurances of the “master”, the saddle should not have gotten wet. As the autopsy showed, the saddle was wet through and through and I constantly had the feeling of a freezing ass, because of this, well, at least my pants didn’t get wet. It's simple, he didn't put the film between the case and the foam rubber. As a result, at the end of the season, all the stuffing was simply thrown away and the saddle was remade again. For the third time already! How long?! This is what it looked like after four months of use... Simply gloomy.

So, it seems like I’m done with the bad news, it’s time to move on to the good!

Soon I managed to find shock absorbers YSS RZ362-300TRL-09-X that were suitable in all respects, with the ability to adjust the length (295-305 mm), 50 mm stroke and rebound adjustment. They came, installed what we needed! The shock absorbers turned out to be a little harsh, but for two it will be just right. And what is also important is that the view is completely different. The wing returned to the desired line. Finally the search was over)))

I skated in this configuration for the rest of the summer.

The motorcycle made every trip a joy, every departure with a smile, from the first kick to covering it with a cover for the night! An excellent technique for leisurely walks, over medium distances, in good weather. (although people even travel around the world on fifty kopecks) Yes, it doesn’t rush from a stop to a hundred and its brakes are mediocre, which does not make it possible to aggressively force the flow, with constant acceleration and braking on the verge of a foul... Only the question here is different: A Is all this really necessary to enjoy driving??? No to me! You chatter to yourself leisurely, reflecting on abstract topics, enjoying the surrounding views... Beauty!

By the end of the season, I finally decided to do another experiment with the steering wheel and did not regret it. The next “Hurricane” turned out to be just perfect. From the very first minutes of driving I felt how much easier the taxiing had become and how much more comfortable the landing had become. Width (+10cm), shift (+4cm) is exactly what the previous version lacked.

Somewhat belatedly, I thought that it would be nice to finally order frames for the trunks, which had been lying in the closet for some time, waiting in the wings. because Constantly traveling with a backpack strained my back. I made a sample from what was at hand and sent it to the workshop so that they could make everything for me from stainless steel, according to Feng Shui. While I was waiting for them, summer was completely over. Therefore, I installed these new things at home when I left for the winter. Such things) Preliminary plans for the winter: 1. Remake the seat. I will also change the uniform to a more classic one. Once again I’m already afraid to give it for reupholstery =( 2. Change the front fender, there is one option that has been haunting me for a long time, from the Japanese workshop “2%”. 3. Order/make a suitable windshield. I would like something old, maybe with a rag, “like my grandfather’s in the Urals,” and maybe I’ll think of something else. Well, it seems like that’s all... (but that’s not certain)

Mileage: During our short season I drove only 8000 km. The main mileage was on highways, of course, but I also had the opportunity to travel along forest paths and along hills and rocky terrain. Goes well everywhere! Although the motor turned out to be understated in comparison with the original, this did not greatly affect the cross-country ability; you can easily turn off the asphalt and make your way to a lake or a forest (without fanaticism, of course). There is also no particular fear of planting a moth, because... It won’t be difficult to pull it out, unless of course it’s drilled into a swamp. On the track, his strength is also quite enough. Comfortable cruiser 100± (drive sprocket +1 tooth), the motor at this speed does not strain itself and has a reserve for overtaking. Average consumption was 3.7 l/100 km. My tank is about 9 liters, it allows me to go ~140 km to the reserve, and on reserve I still have a power reserve of 50+ km for sure. There were no breakdowns during operation, I only changed the oil and filled it with gasoline. The engine always starts from the first (very rarely from the second) click on the kickstarter, even with a completely dead or missing, as in my case, battery. (*we are talking about models before 2005 without an immobilizer) During the time that it I have used (and more than one, there was also an SR) and I am completely unaccustomed to the “button”. I have already formed in my head the only correct way to start a motorcycle. It happens that one of my comrades asks me to try out the SR, then we change for a small circle, and when I get on another bike, in the first seconds I get lost, not finding the coveted lever)))

A short video

Photos from the surrounding area And some lyrics I bought my first Japanese motorcycle in 2012, it was an old 750cc cruiser. Having not even skated a season on it, it wasn’t enough for me and I wanted something more frisky. I switched to a liter road car, then I was in max 1200 (full power) At which, fortunately, I began to realize that all this power and speed did not bring me satisfaction at all. As a result, I switched to a 1400 cc cruiser and drove it for two seasons. But I constantly wanted something else, and then I didn’t understand what exactly. After some thought, I finally decided to change the vehicle class. I realized that I needed a more universal, easy-to-maintain motorcycle, which, if desired, would not be difficult to customize to suit my wishes. That's how I met SR. If someone had told me earlier that I would switch to a moped, I would have just laughed))) But you can’t escape fate. And since then I have had a final and irrevocable love for this model. And now, when they ask me: “What would you take after SR”? “Another SR,” I reply.

Thanks everyone and have a nice winter!

Dimensions and weight

This model, made according to the canons of English bikes of the sixties, can become an excellent donor for a cafe racer.

Considering that at the time of the break no development was carried out, it seems that replacing the carburetor with an injector added an additional 6 kg to the weight. Until 2008, the curb weight was 168 kg . After 2010 already 174 kg .

But the dimensions remained unchanged:

• length - 2,086 mm;
• width - 751 mm;
• in height - 1,095 mm.

Seat height - 786 mm .

Wheelbase - 1,411 mm .

For whom is it intended?

Positioning the bike for all markets, primarily for Japan, automatically means that a person of medium and small height will be comfortable riding a motorcycle.

The Yamaha SR400 is an excellent option for leisurely trips around the city, especially if you belong to the class of lovers of spartan cars.

Tall bikers may need to look for something more comfortable.

Do not forget that the simplicity of the motorcycle allows you to customize it . If you want and can put your hands to it, what difference does it make how many centimeters you have?

Modifications

There was only one official modification. To celebrate the SR400's 35th anniversary, the company produced 1,000 models . They differed from the main one only in the color of the body.

Dark green metallic, gold lined brand and series logos, as well as a 2-color saddle in brown tones. The limited edition is indicated by markings on the dashboard.

It’s interesting that at manufacturer’s prices it should cost less than the original one.

Competitors (Comparison)

Honda CL 400.

Honda CB 400 SS.

Kawasaki W 400.

Both the manufacturer and users believe that in the retro series only one model can be compared with the Yamaha model: This is the Honda CL 400 , and then the Honda CB400SS .

But both models have some differences.

In particular, the first one does not have a tachometer. Everything else is identical. It was produced for only 3 years from 1998 to 2000. It was replaced by the Honda CB400SS . She got a tachometer, but the decompressor disappeared. And the main difference was the appearance of an electric starter (the foot remained).

In detail - 4-valve engine, carburetor, 3 more powerful. It seems that fuel consumption is half as much .

But also discontinued.

In 2006, the model received a new competitor. Kawasaki tried to enter the retro niche. Their Kawasaki W400 had 2 cylinders, 29 horsepower and achieved the best performance already at 7x1000 . The stock model had kick and electric start. Tightening environmental regulations for Japan in 2008 proved fatal for the bike. Production is closed.

Brief history of the model

• 1978 - start of production and sales.

Model

: Yamaha SR400 (Japan).
Factory designation
: 2H60.

• 1983 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 34F.

• 1984 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 34F.

• 1985 - the model receives a drum front brake and an 18′ front wheel.

Model

: Yamaha SR400 (Japan).
Factory designation
: 1JR0.

• 1992 - no significant changes.

Model

: Yamaha SR400S;
Yamaha SR400C (Japan). Factory designation
: 3HT4; 3HT3.

• 1993 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HT5.

• 1994 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HT6.

• 1995 - no significant changes.

Model

: Yamaha SR400S (Japan).
Factory designation
: 3HT7.

• 1997 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HT8.

• 1998 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HT9.

• 1999 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTA.

• 2000 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTB.

• 2001 - The model returns to a disc front brake and receives exhaust updates to meet new environmental standards.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTC.

• 2002 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTE; 3HTD.

• 2003 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTH, 3HTG, 3HTF.

• 2004 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTJ.

• 2005 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTK, 3HTL.

• 2006 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTN, 3HTM.

• 2007 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTP.

• 2008 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTS.

• 2010 - due to the introduction of new environmental standards, the model is equipped with an injector.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTR.

• 2012 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTU.

• 2013 - no significant changes.

Model

: Yamaha SR400 (Japan).
Factory designation
: 3HTV.

• 2014 - no significant changes.

Model

: Yamaha SR400 (Japan, Europe).
Factory designation
: 3HTW, 2RD1.

• 2015 - no significant changes.

Model

: Yamaha SR400 (North America).
Factory designation
: 2RD2, 2RD3.

• 2016 - no significant changes.

Model

: Yamaha SR400 (Japan, Europe, North America).
Factory designation
: 3HTY, 3HTX, 2RDB.

• 2017 - no significant changes.

Model

: Yamaha SR400 (Japan, North America).
Factory designation
: B0H1, 2RDE, 2RDD.

• 2018 - no significant changes.

Model

: Yamaha SR400 (Japan, North America).

• 2019 - no significant changes.

Model

: Yamaha SR400 (Japan).

• 2020 - no significant changes.

Model

: Yamaha SR400 (Japan).

• 2021 - the appearance of the final versions of the Yamaha SR400 Final Edition and Yamaha SR400 Final Edition Limited.

Model

: Yamaha SR400 (Japan).

Disadvantages of the Yamaha SR400

Wheels with spokes require periodic tightening, so immediately after purchase you should hang the wheels and check their tension.

Since the model is quite specific, the situation with minuses is unusual. Many users note that the motorcycle does not have the details that characterize a modern bike - fox eyes, ABS, combi-breaks.

Those who ride it don’t see any shortcomings.

and dignity

Overall, the Yamaha SR400 is a good choice for those looking to purchase a full-fledged classic motorcycle for city riding.

• Reliability.
• Easy to maintain.
• Dynamics.
• Controllability and maneuverability.
• Suspension.