- motorcycle model, Honda brand
The classic motorcycle model Honda VRX 400 Roadster was first introduced on July 21, 1995, and official mass production began on August 5 of the same year. The motorcycle was positioned as a retro classic and was intended for those who liked the classic shapes of models from the 70s and 80s. The Honda VRX400 was a domestic Japanese model and was not officially exported anywhere.
The basis was a V-shaped 2-cylinder liquid-cooled engine with a volume of 398 cm³, producing 33 hp. power and 34 Nm of torque. The engine was not an independent development, but migrated from the Honda Steed 400 cruiser. The same engine was installed on many other models, such as Bros 400, Transalp 400 and Shadow 400.
The main features of the model include a steel tubular frame, liquid cooling, disc brakes front and rear, simple suspension in the form of a conventional telescopic fork and a classic double shock absorber, an 11-liter fuel tank, a 5-speed gearbox and a 205 kg curb weight.
In June 1996, the Honda VRX400 Roadster received minor updates - the emblem on the tank became gold, and most of the chrome parts were repainted black (except for the fork legs and air filter housing). This version was called "Special Black" and was available in limited quantities.
1996 was the last year of production of the model, after which it finally left the assembly line. Sales of new motorcycles continued until 1999 inclusive. Currently, the model is quite widely represented at Japanese auctions and is in definite demand on the Russian market.
Owner reviews
Owners of a mixture of chopper and road motorcycle emphasize the external extraordinary beauty of the bike, as well as the features of its layout. Among the objective advantages, lovers of two-wheeled cars from Japan note the following aspects:
- A variety of chrome parts and minimal presence of plastic.
- Ease of entry and control of the motorcycle.
- Dynamic and smooth running.
- Decent suspension.
- The power and confidence of a powertrain that performs well at a variety of speeds.
In addition, motorcycle owners note that after purchasing a Honda BPX 400, the desire to change vehicles frequently disappears, since the unit gives a feeling of confidence and reliability. Not without finding disadvantages, of which there are not so many.
Firstly, at speeds over 100 km/h you get the feeling that you are being blown off the motorcycle: stability is lost a little. Secondly, there is no gas gauge and kickstarter. The main problem is that original spare parts for Japanese motorcycles have a high price. Otherwise, users did not find any cons.
MY MOTORCYCLE
The VRX400 was produced exclusively for the Japanese market. This partly explains the fact that it was produced with only a cubic capacity of 400 cubic meters and a relatively small payload mass in the form of a pilot and passenger. Because the difference between the maximum weight of 315 kg and the weight of a motorcycle filled with fluids of 205 kg is only 110 kg. Probably, the designers proceeded from considerations of the average weight of the “rider” of 55 kg.
Partly because of these considerations, the suspension is quite soft. However, some other four-hundreds from Honda also suffer from this sin, in particular the HONDA CB400. This is not surprising, because if you look closely at them, you can find many similarities, for example, the front fork is identical to that of the VRX400.
By the way, the unification of some components of Japanese motorcycles of those years led to the fact that there were no problems with basic consumables. Considering that the reliability of Honda motorcycles is said to be legendary, then basically, with proper maintenance in the form of timely replacement of fluids, filters and seals, there are few problems with them. This fully applies to the Honda VRX400.
The V-Twin engine is one of the most reliable of all produced by the motorcycle industry. It has gone through many editions and is used on almost all possible types of motorcycles - tourers, classics, choppers, enduros. By the way, the closest relative of the Honda VRX400 is the Honda Steed400/600. They were released almost at the same time. There is much more information about Steed. So you can take Steed's repair tips and apply them to the VRX. Even the electrical circuit is 90% compatible.
But let's return to the Honda VRX400. Anyone who is looking at this motorcycle must determine for themselves the purpose of the purchase and realistically assess their desires and its capabilities. This is almost the perfect motorcycle for beginners. He is friendly, does not rush off like a young stallion. The speed picks up smoothly. The seating position is very comfortable. Review too. Medium height saddle. It is also suitable for those who previously had IL or Java. A classic, he is a classic. This is not an enduro - it is too soft for potholes and bumps with the standard suspension. For comparison: the VRX has a little more than 10cm of suspension travel, and the Transalp has more than 17cm.
The maximum speed to which the VRX can be accelerated is 130-140 km/h. The optimal speed is in the range of 80-110 km/h. At the same time, the most economical mode is 80-90 km/h. Whether it’s a little or a lot, everyone decides for himself based on the same proportion of what is desired and what is actual. As for me, these speeds are quite enough for driving with pleasure. During operation, people often came up to me and asked what and how - I honestly answered that the cubic capacity is small, 400 cubic meters, and it also doesn’t go relatively fast - most often on the highway it’s 110-120. I don't speed up anymore. And they reasonably asked me, “Why more?” That's the truth - why?
Public roads are not a testing ground for generating adrenaline. There are activities that are much more suitable for this. Bungee jumping, skydiving, rafting, kayaking, yachting, etc. At the same time, you decide whether to take risks or not, to get adrenaline or not. Without a threat to others, without a threat to their lives. Driving at high speeds requires EXPERIENCE. It is acquired in movement, realizing what you are doing and why you are doing it. Analyzing, learning from your own and others' mistakes.
The meaning of the word “EXPERIENCE” in explanatory dictionaries in relation to driving a motorcycle: - Reflection in human consciousness of the laws of the objective world and social practice, obtained as a result of active practical knowledge. — A set of practically acquired knowledge and skills. - Knowledge of life based on experiences and experiences. — Reproduction of a phenomenon in artificially created conditions for the purpose of its research. — Testing the acquired knowledge empirically. The ideal vehicle for gaining experience is the Honda VRX400 Roadster
As a result, Honda VRX400 Roadster:
Pros: — very good and stable engine operation at low speeds. — comfortable fit — reliable engine — no problems with spare parts — reasonable price — easy to maintain
Cons: - not enough dynamics when transporting 2 people. — a 2-disc front brake would be nice — soft suspension
review from vrx400.ru
It all started when in the summer of 2012 I went to study for category A. But I didn’t finish my studies - I was too lazy. As a result, having saved up some dough, in May 2014 I looked around the market and came across a moped that I considered suitable for my level. Honda VRX 400 Roadster. I owned it for a short time, but quite intensely. Which is what I’ll tell you about now. So, inspection. An ordinary moped. Without much trash, but the condition is far from ideal. Starts up. It even seems to be moving somehow. OK. I'm picking it up. I register without any difficulties. Not even interesting. That's all. The moped stays until September. Firstly, the lack of an open category A, coupled with the lack of time for completion of studies and passing. I arrived at the delivery only on September 10th. True, I’ve already been in an accident on a moped. September 9th. I went and called the service center to change the oil and chain. Stopped at yellow. But the guy couldn’t do it in a Camry as old as mammoth shit. I was thrown over the steering wheel and gently pressed against a car standing in the left lane. Moped - a dent on the tank and a bent gear shift tab. I have a bruised hip and scratches on my helmet. The third car was not damaged. The pendulum tore open Kamryukha's bumper and wheel and dented the disc. The moped went to the service station - where it was originally going; on the way, another car crashed into the trailer with the moped. And the next day I passed it to category A. In the winter of 2014-2015, first of all, troubleshooting was carried out, the carbs were checked - the membranes were torn. The membranes were replaced, after which the engine's performance became much better. The moped was then dismantled. Fully. The frame and everything that could be painted went to the paint job. Only the front fender failed to be painted. It has a fiercely resistant chemical chrome plating, which was more expensive to strip than to paint. After painting, the process of assembly and preparation for the season began. The arches were made, LED foglights were installed, and new tires were installed. The Aurora fog lights shine VERY brightly and helped on the road even during the day - visibility is a motorcyclist's friend. As a result, at the end I got this beauty: On March 17, 2015, the service technician called me and said that the moped was ready. I arrive, sit on it and roll out to the additional road. It was... well... like this... Snow track, some ice. Drivers point their fingers at their temples. In principle, the Metz Turans Next is a very cool tire for light motorcycles. Thanks to her, I didn’t fall apart that day or later. But I experienced a couple of ugly drifts in corners during my ownership. Fortunately, the moped is very light and strong and, most importantly, a well-timed kick into the ground saved my carcass from slipping.
The dynamics of the motorcycle are extremely friendly, V-tvina traction from the bottom. Taxiing - well, a bicycle and a bicycle. Nimble, narrow. For the city it is wonderful. The downside is that it’s very light, which, coupled with the short wheelbase and short-travel suspension, turns any bump into a pretty big springboard. The wind rearranges it with a bang. Strangely enough, I have never caught a roach.
Having traveled about three thousand in and around the city, on May 15, 2015, I decided on an incredible “long-haul” for me along the route Ekaterinburg - Perm, a couple of jumps there, and back the same day. The total is a little more than 700 km. But these were just plans. I left in the morning. And immediately caught the temperature +6. Primerz. I stopped several times and warmed up. Closer to the Perm region it became warmer, the grip became confident and I began to accelerate a little more than 80 mph. The numbers, of course, are not so great. The lack of dynamics in long-distance driving gnawed at me both days. And that’s where I got there. All. In addition to the parachute, I developed another addiction. An indescribable feeling of the road, the air, it is something akin to free fall. Only the ground is very close. It's scary. I found myself in Perm without incident. A couple of jumps, waited out a short thunderstorm, and headed back at four o’clock in the afternoon. Having driven 70 km from Perm, I find myself in the same thunderstorm that I sat through in Perm. The only difference was the duration. This just never ended and never ended. The downpour turned into a wall of rain. The equipment began to get wet, but I couldn’t find any places where I could hide, so I decided to break through in the hope that after the pass at Suksun the storm would end. Yeah. Schaz. While driving through Shakharovo, I discovered that the thunderstorm had turned into a serious hail storm. The cars stopped. I remembered about the hotel between Shakharovo and the post and decided to stay there. Oh, what was going on there? Five centimeters of water on the asphalt. Hailstones hit my legs and arms painfully. Water is everywhere. Right down to the streams on the back of the visor, the equipment that was holding on and just starting to get wet turned into a wet sponge. That’s when the state of adrenaline frenzy set in. Complete shutdown of emotions. Concentrating only on not damaging the moped and yourself. Cold? We will survive. Wet? Let's dry. The main thing is not to stop and not to become limp. I reached the living room and stopped to dry myself. Moped in the garage. Go to the room yourself. Trousers for the battery. Promise yourself not to do this again. It was cold in the morning. +5 all the way to Yekaterinburg. Low clouds and light drizzle. A small engine that is impossible to heat up while driving. The lack of dynamics began to irritate me fiercely - you want to go home, but you can’t even overtake a truck properly. A couple of times when overtaking, due to lack of acceleration, I found myself between oncoming trucks and it was very scary. Closer to Yekaterinburg, the rain became torrential and very cold, but there was no stopping me. At home. In front of the garage door, I get off the motorcycle, holding it by one handle, lift my leg to fold back the kickstand, and my body falls onto the right side, onto the arch. Gripsa remains in my hands. A curtain. After this trashy trip, I realized that I needed another motorcycle. Bigger, more powerful, more stable. But I still had great pleasure riding the vryx around the city for a couple more months. Then I sold it and took the X4, big, powerful, stable. Another. But Vryks remained in my memory as the first motorcycle that gave me new impressions and made me addicted to travel.
