Honda's '07 sport quads all have similar styling. Chances are this new, razor-sharp look will eventually make its way to the 300 and 450.
Engine and Transmission
Why change a good thing? The 397cc RFVC powerplant in the 400EX has proven itself over the years in the chassis of both the 400EX and the XR400. As it was in its 1999 debut, the dry-sump, single-cylinder remains air-cooled as it continues to carve a path into history. Helping to keep engine temperatures to a minimum is a large-capacity oil tank accompanied by a high-efficiency oil cooler. A 38mm carburetor feeds the air-fuel mixture into a radial four-valve combustion chamber maximizing combustion efficiency and extracting the most possible horsepower. The 400cc heart is no match for the monstrous power of the 450s of today, but its reputation of being bulletproof says a lot for the long-term owner. The chain drive links a five-speed transmission with reverse to the axle and is easily regulated using Honda's eccentric chain adjuster that has become an industry standard in recent years. Adjustments can be made in a matter of moments with the use of minimal tools, and frustrating alignments aren't necessary. This helps to eliminate adjustment hassles as well as premature chain and sprocket wear due to improper alignment providing the longest possible life of the drive components. We've always been big fans of this design.
Braking
Unlike big brothers' dual-piston front brakes, the 400EX's front stopping power is provided by dual single-piston hydraulic disc brakes. It's been a few years since I've spent any extended amount of time on the 400, and I figured I'd notice a difference with the inferior single-piston design. To my surprise, the 400EX provided remarkable stopping power to the front tires while one single-piston hydraulic disc balanced the system in the rear. The nimble chassis could easily be manipulated with a slight pull of the front brakes sending the machine into an effortless controlled slide. This enabled us to navigate the winding trails of our test facility at speed with great precision and inspired the confidence and to get things quickly slowed down when we needed.
Honda's Tim Patnode doesn't spend all of his time behind a desk. He eagerly jumped into his riding gear to show us how the 400ex can rip.
The Ride
Riding the new 400 after its light overhaul was a blast. Tim, Thad and I blew through miles upon miles of the thick Georgia forest with huge smiles on our faces. The sleek, new plastic somehow makes the machine appear a bit smaller from the saddle, which gives you that greater feeling of being able to throw this machine around. Although I did bottom the suspension on a couple of occasions, the retuned Showa shocks soaked up the bumps while pounding through most terrains. The suspension is adjustable and with a few turns of the spanner wrench, I was able to pick up the pace without the fear of bottoming or having the front dip when diving into harsh turns. Honda retuned these shocks to be a much more comfortable ride for weekend riders, and they were nearly perfect for our long trips. Steering was predictable, which makes faster riding achievable by instilling a high level of confidence in the machine. The 400EX has always been noted as having great ergonomics that were inherited from the 250R. In my opinion today, after another decade of ATV evolution the 400EX remains one of the top-handling ATVs of all time. And that's no joke.
Aftermarket
In the dawn of the new four-stroke era, the 400 had to hold its ground against the 250s of yesteryear. There were countless companies developing performance parts for the 400EX, and these were produced in abundance. Today the high-performance crowd has moved on to bigger and better things to tackle the tracks, but those race components for the 400EX are still readily available for your choosing. Many can be had for pennies on the dollar in the used market or on eBay. So if you decide to go with a 2008 Honda 400EX, just know that your possibilities for improving it are absolutely endless.