Many people view the RVF400 as a repackaged VFR400R. This, however, is not the case. The RVF400 (NC35) was released to the Japanese market in 1994, one year after the £18,000 RVF750 RC45. As the NC30 looks every bit like a miniature RC30, the NC35 looks like a scaled down RC45 in all but the headlight design. The NC35 was never officially imported into the UK; however pristine low mileage examples still command prices in the region of £4000 (2008).

Beneath the restyled bodywork there are many design revisions setting the NC35 apart from the NC30. The frame has changed, engine and swingarm mount points are different, the overall package is stiffer. Forks are inverted, brake calipers have different internals. The riding position is more upright, and the 18-inch rear wheel found on the NC30 is replaced with a 17-inch item, drastically improving tyre choice.

The engine is fed through smaller carburettors with improved flow, cams are lighter and sport revised durations and lobe profiles. The exhaust is mounted to the subframe in one point instead of two, and the end-can is easily changeable, being attached to the system with three bolts.

As a riding experience, the NC35 is lighter and has a slightly stronger midrange than the NC30. Thanks to the changes in geometry, it is easier to change line mid-corner too.
Mouse over the numbers or RVF image for a summary of the main difference between the models. More detail can be found in the articles below, continuing on the next page.

Ident	Dimensional Difference	VFR400R NC30	RVF400 NC35
1	Forks	Ø 41mm "RWU" (Right-Way Up)	Ø 41mm "USD" (Up-Side Down)
2	Calipers	Ø 25.4mm Trailing Pistons	Ø 27.0mm Trailing Pistons
3	Air Intake	/	/
4	Engine & Mountings	/	/
5	Cams	1mm Exhaust lift @ 142°	1mm Exhaust lift @ 145°, +3° Intake Duration
6	Carburettors	Ø 32mm Circular-Piston, Ø 20mm Intake Valve	Ø 30mm T-Piston , Ø 19mm Intake Valve,
7	Frame Geometry	25°`20 Rake, 96mm Trail, 1345mm Wheelbase	25° Rake, 92mm Trail, 1335mm Wheelbase
8	Rider Position		+10mm (From Ground) -24mm (From Rear)
9	Swingarm	202mm Width, Ø 20mm Pivot diameter	192mm Width, Ø 17mm Pivot diameter
10	Rear Wheel	18-inch (150/60 R18)	17-inch (150/60 R17)
11	Exhaust	/	/

Forks

The Showa Forks remained the same diameter (41mm), however the “Right Way Up” items found on the NC30 were switched for “Upside Down” models. Generally speaking upside down forks are stiffer, as the larger diameter is the mounted section. Less flex under heavy braking is good, but you’re unlikely to notice the difference on the road. Upside down forks are often heavier than conventional items, however Honda have avoided this by using lighter springs and smaller diameter stanchions.

Brake Calipers

The Nissin front calipers on the NC35 are different both internally and externally. The configuration (four opposed pistons) is the same. Whilst the leading pistons remained the same diameter (30mm) as those found on the NC30, the trailing pistons are larger, increased by 1.6mm to 27mm. The rear caliper is the same on both bikes.

Air Intake

Despite common believe, the NC35 is not equipped with a Ram Air System. The NACA ducts on the top fairing feed air to the space in front of the airbox via the intake tubes. There is no sealed linked between the two. Although this system does not pressurise the airbox, the air provided may be cooler, as the sole source is no longer areas around the engine and radiators.

Engine & Mountings

The front engine mountings on the NC35 are larger than those found on the NC30. The front of the engine is held lower down and in two locations on each side, closely mimicking the RC45’s frame design. The rear mounting point is identically positioned to the NC30. Overall the engine position in the NC35 is marginally different, CoG position is the same distance from the front spindle (578mm).

Fairing panels around the engine and radiators are lined with thermal insulating sheets on the RVF400.

The engine itself has some internal changes, as a whole it is half a kilo lighter. The Oil cooler found on the UK specification NC30 model is absent. Amongst the internal changes were the ratios of gears 1-3, and the final reduction.

Ratio	VFR400R NC30	RVF400 NC35
Primary reduction	2.117	2.117
Final reduction	2.666	2.533
Gear ratio 1st	2.928	3.307
Gear ratio 2nd	2.166	2.352
Gear ratio 3rd	1.800	1.875
Gear ratio 4th	1.591	1.591
Gear ratio 5th	1.435	1.435
Gear ratio 6th	1.318	1.318

Cams

A good deal of the weight saved in the engine comes from the use of hollow camshafts. This also helps to reduce inertia. The NC35 exhaust cam is a slightly steeper profile; 1mm lift is achieved at 142-degrees, as opposed to 145-degrees on the NC30 cam (measured from 0-degrees cam angle). This will help speed up venting of the cylinder, effectively giving more opportunity for the rising piston to push out the exhaust gases. Total lift and duration are identical between engines.

The NC35’s inlet cam has a slightly longer duration; the extra 3-degrees are gained before effective opening, suggesting the cam initially opens the valve less aggressively, whilst still achieving the same total lift of 7.7mm.

(Continued next page)