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VFR400RK-N (NC30) Model Info

History

The NC30 was built and/or sold as new by Honda dealers in Japan from early 1989 to sometime in 1994 (possibly later). "NC30" is not the official name for the bike Honda designated the "VFR400R", but this is how they are commonly known. (The NC30, after all, is a 400cc version of the RC30, which is officially the "VFR750R".) Honda built domestic ("J-spec") models as well as export models built for a few markets (such as the United Kingdom, Germany and, apparently, Austria) during the early 1990s. NC30s were so popular in Japan that they eventually overflowed and found their way (as "grey imports") into the UK and, in much smaller numbers, into other markets—including the United States. Apart from the first-year models and the market-specific modifications made on the export models, the NC30 stayed basically the same throughout its model run, except for color changes. Below are illustrations of the eight NC30 color schemes available throughout its production:

Although not factory options, many NC30s have been painted to resemble various factory-sponsored Grand Prix and Superbike race bikes. Some of the most common of these paint schemes have been the Repsol, Smokin' Joe's, Castrol, NSR, Shell Advance and Nastro Azzurro (Rossi) schemes shown below:

Models

Note that there is no "Type3" VFR400R. For some unknown reason the NC30 Honda Parts Catalogue does not include that as a Type, which has resulted in a mis-match between the "No." and "Type" designations.

In the front of the Honda Parts Catalogues of this era are small colour pictures of the different colour schemes available for each model. These pictures are labeled "No.1", "No.2", etc. and include the paint color for that paint scheme. However, the "No." designations are not used on the parts pages within the catalogue. Parts that are painted are (usually) described using "Type" designations as well as the paint code for the colour they are painted. What is the connection between the "No." designations under the pictures and the "Types" used on the parts pages? Usually, they are the same, so paint scheme No.1 corresponds to *Type1* in the parts pages. But not always!

NC30 model letters can be found on a small white sticker located under the passenger seat (and also on the bar code sticker behind the license plate). Because many NC30s were not imported through "official" channels, their registration documents are notoriously unreliable as a means of determining their year of manufacture. This is because registration documents on 'grey' imports are often intended to reflect the year a bike was first sold in the country of import, which is usually not the year the bike was manufactured. In addition, many NC30s appear to have been sold by dealers as new in Japan some time after being manufactured, so the year that ended up on even the Japanese registration document may not correspond to the bike's actual year of manufacture. Consequently, the most accurate way of referring to NC30s (and other 'grey' imports) is by model letter.

Model letters used by Honda appear to correspond with the VIN model letters used in the United States since the early 1980s (although the same cannot be said for the frame numbers themselves). (Here is a bit more about VINs.) As a result, bikes manufactured in 1989 carry the model letter "K", 1990 bikes are "L" models, etc. (with the letters "I", "O", "Q", "U" and "Z" being skipped). Some Honda models, however, have additional sub-designations (possibly relating only to color scheme) using roman numerals, and the NC30 is one of these.

The first NC30 was the "K" model introduced in 1989. Although Ks are not much different than the later models, they have at least two significant differences that make them somewhat less desirable. The first difference is the standard Showa forks, which, in addition to being of an older design, lack external rebound damping adjustment. Because these forks use the older damping-rod design, they work less well than—and are more difficult to modify than—the now-conventional "cartridge" forks found on the later models (and on most later model Honda sport bikes). (For more information about the differences between the two kinds of forks, an excellent primer is RaceTech's Paul Thede's article on cartridge forks.) The second less-desirable aspect of the "K" models is their rear shock design. Later NC30 models came equipped with remote reservoir Showa shocks, while the earlier models lacked this, and they are known for having very soft suspension. Apart from the suspension differences, Ks had relatively small same-size carburetor jets (Keihin 110s) in all four carburetors, rather than the different (115s in the front carbs and 118s in the rear carbs) jets found on the later models.

Paint schemes on the NC30s evolved from emulating the RC30's angular red-white-and-blue design into an RC45-esque (also known as 'OKI' colors) red-white-and-blue—with several color variations within each of these basic themes. The only other obvious cosmetic differences between the "K", "L" and "N" models related to the colors of the braking components (i.e., the brake calipers and disc carriers), which went from gold on the "K" to black on the "L" and early "N" and finally to gold on the final "N" variations, the "N-III" and "N-IV".

Although their numbers are relatively few, it is clear that there were NC30s produced for official sale in a few markets outside of Japan. The NC30 was sold in the United Kingdom and Austria, as indicated in the UK-spec Owners Manual and Microfiche, from 1990 through sometime in 1993, and in France and Germany from late 1991 through sometime in 1993. In the UK and Austria, there were no more than two color schemes available, the "RC30"-like red-white-blue on the "L" model and a different red-white-blue scheme (very similar to the red-white-blue J-spec "L") on the "M" model. France and Germany, in which only the "M" model was oficially imported, had a similar red-white-blue paint scheme as on the UK and Austrian "M" model. As a rule, officially exported NC30s sold through official Honda dealers in Europe were very expensive, compared to other Hondas being sold in the same showrooms—and compared to what the bikes sold for in Japan. Not surprisingly, they didn't sell very well, which may account for the mis-matched model letters and sales dates.

Apart from the color schemes, country-specific differences are minor, but can be noticeable. In general, UK- and Austrian-spec bikes, had larger, hinged mirrors (similar to the RC30's), market-specific carburetors, oil coolers and (in the UK) MPH speedometers. German-spec and French-spec NC30s had significantly larger headlights, hinged mirrors, different carburetors and oil coolers. Export models also lacked the Japanese home market's speed restrictions, so they were not restricted and, accordingly, were equipped with higher-reading speedometers.

The following table details the beginning serial and engine numbers for most of the NC30 production run:

Specifications¹

Item		Specifications
Dimensions:	Overall length	1.985m (78.1 in.)
	Overall width	705mm (27.8 in.)
	Overall height	1.075m (42.3in.)
	Wheelbase	1.345m (53.0 in.)
	Ground clearance	125mm (4.9 in.)
	Dry weight	175kg (385.8 lb.)
	Curb weight	192kg (423.3 lb.)
	Maximum weight capacity	347kg (765.0 lb.)
Frame:	Frame type	Twin-spar aluminum
	Front suspension	41mm Showa cartridge forks2
	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 with remote reservoir2
	Front wheel size	17x3.5 in.
	Rear wheel size	18x4.5 in.
	Front tire size	120/60 VR17
	Rear tire size	150/60 VR18
	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 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
	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
	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)	2.666 (15/40)
	Drive chain slack	15-25mm (5/8-1 in.)
	Drive chain size/links	525/104
	Gear ratio, 1st	2.928 (14/41)
	Gear ratio, 2nd	2.166 (18/39)
	Gear ratio, 3rd	1.800 (20/36)
	Gear ratio, 4th	1.591 (22/35)
	Gear ratio, 5th	1.435 (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 viscosity	SAE 10W-40
	Oil pressure at oil pressure switch	490-588 kPa (5.0-6.0 kg/cm², 71-85 psi) @ 5,000 rpm (80 deg.C, 176 deg.F)
Fuel system:	Main jets (Front cylinders)	# 122
	Main jets (Rear cylinders)	# 120
	Slow (idle) jets	# 35
	Pilot screw initial opening	2 turns out
	Pilot screw final opening	1/4 turn out
	Float level	6.8mm (0.28 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)
	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:	Cold tire pressure (driver only, front)	33 psi
	Cold tire pressure (driver only, rear)	33 psi
	Cold tire pressure (driver & pass., front)	33 psi
	Cold tire pressure (driver & pass., rear)	36 psi
Front suspension:	Fork spring free length	277.3mm (10.92 in.)
	Fork spring direction	Tighter coils on bottom
	Fork oil weight	10W
	Fork oil level	122mm (4.8 in.)3
	Fork oil capacity	390cc3
	Steering bearing pre-load	1.0-1.5kg (2.2-3.3 lbs.)
Rear suspension:	Shock spring free length	158.7mm (6.2 in.)
	Shock spring installed length	147.7mm (5.81 in.)
	Nitrogen gas pressure	98 kPa (142 psi)
Brakes:	Brake fluid type	DOT 4
	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)	32.030mm (1.2610 in.)
	Front brake caliper cylinder I.D. (lower)	30.230mm (1.1902 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:	Reg/rec regulated voltage/amperage	13.5-15.5v (0-6A) @ 5,000rpm
	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
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	18-deg. BTDC @ 1,200rpm
	Advance starts	1,800rpm +/-200rpm
	Advance stops	12,000rpm +/-200rpm
	Full advance	37-deg. BTDC +/-2-deg. @ 12,000rpm
Lights/Meters/Switches:	Main fuse	30A
	Fuse	20A x 1; 10A x 3
	Headlight (high/low beam)	12v 60/55w (H4)4
	Tail/brake light	12v 5/21w5
	License light	12v 5w6
	Position light	12v 5w7
	Turn signal light	12v 21w8
	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
Starting system:	Starter motor brush length	12-13mm (0.47-0.51 in.)

Notes:

Copyright © VSource.org 1999-2014 [Sources: Honda VFR400RL-M Service Manual, Parts Manuals and Microfiche; Honda CBR VFR, Guido Saliger and Thomas Beyer, Art Motor Verlag 1994]