Honda CB400 Super Four E-Clutch is confirmed for production. Japan gets it first — August 21, at 998,800 yen, which works out to around $6,100 at current exchange rates.
The concept version appeared in March and generated the kind of attention a bike earns when it gets three things right simultaneously: retro styling that actually looks good, accessible ergonomics, and technology that makes riding easier without making it worse. The production version keeps all of that. Whether it reaches the US is still unconfirmed.
The Engine — An Inline-Four at 399cc
At this displacement, most manufacturers reach for a single cylinder or a parallel twin. The Honda CB400 Super Four gets an inline-four — the unusual choice and the correct one for what this bike is trying to be.
The newly designed 399cc unit produces 57 horsepower and 28 lb-ft of torque. Those numbers are not going to frighten experienced riders, but that is the point — the Honda CB400 Super Four is not built for experienced riders to be frightened. It is built for new and returning riders to feel confident, and a smooth-revving inline-four that encourages use of the rev range does that better than a thumping single at the same output level.
The exhaust is a four-into-one — the configuration that runs four individual pipes from each cylinder into a single collector, which produces a note noticeably different from the blended sound of a twin. On a retro bike with this styling, it is the right choice aesthetically as well as acoustically.
The E-Clutch Is the Real Story
Honda first introduced E-Clutch in 2024 and has been rolling it out across the range since — Transalp ADV, Rebel 300, and others. The Honda CB400 Super Four gets it too, and on this bike it makes more sense than on almost anything else Honda sells.
E-Clutch allows for optional clutch actuation — the system can handle clutch engagement automatically when the rider needs it to, but it does not take over when the rider does not want it to. No constant computer intervention, no feeling that the machine is managing the ride rather than the rider. A virtually stall-free experience for beginners who are still building confidence. A transparent system for experienced riders who just want to focus on the road.
What is new specifically on the Honda CB400 Super Four is the pairing of E-Clutch with throttle-by-wire. Together, the ECU manages clutch engagement and throttle angle simultaneously. During deceleration specifically, this means the system is actively matching revs to maintain rear wheel stability — the kind of smoothness that used to require a practiced blip of the throttle and now happens automatically for riders who need the help.
For someone learning to ride or returning after years away, that combination removes the most common source of stalled engines and unsettled rear ends without teaching bad habits. The clutch lever is still there. The skill is still needed eventually. The E-Clutch just means the learning curve does not start with frustration.
Weight, Seat Height, and Ergonomics
412 pounds wet. 30-inch standover height. Upright riding position.
412 pounds is not lightweight. The 30-inch standover puts both feet down for most riders. Honda shaped the seat specifically for foot placement when stopped — a detail that matters more at low speed than almost any other spec on the sheet.
New frame, upright position, neutral geometry. Not sporty enough to punish a commuter, not lazy enough to bore someone on a longer run. The Honda CB400 Super Four covers both without being built for either.
Screen, Connectivity, USB-C
5-inch full-colour TFT as standard. Honda RoadSync connects a phone — navigation, music, calls on screen. USB-C port sits on the headlight housing for charging while riding. For a $6,100 bike in 2026, that package is exactly where it needs to be.
For a bike at this price point launching in 2026, that list is appropriate rather than surprising. Riders who have spent any time on newer middleweight and larger bikes have come to expect TFT displays and phone connectivity. A machine targeting newer riders in particular needs to offer that package — arriving on a bike with a 1990s instrument cluster while every other screen in the rider’s life is full colour and connected would be a harder sell than the price alone.
The Styling — and the Wolf Silver Metallic Specifically
Styling on the Honda CB400 Super Four connects to earlier CB400s without recreating any specific year without being a recreation of any specific year. Four-into-one exhaust, round headlight, clean tank lines — the kind of design that works because it is not trying to look like any particular decade while still reading as classic Japanese motorcycle.
The Honda CB400 Super Four comes in multiple colours. Wolf Silver Metallic is the one worth pointing at — a shade Honda developed as a reference to Freddie Spencer, the American rider who won the 250cc and 500cc World Championship in the same year in 1983, racing for Honda. Calling a paint colour a tribute to a specific rider from a specific championship year is an unusual choice, and it lands exactly the right kind of weight on a bike that is already leaning into Honda’s history.
The US Question Honda Has Not Answered
Japan: August 21, 998,800 yen, confirmed. US: nothing.
Honda has not said the Honda CB400 Super Four is coming to America and has not said it is not. For context, Honda has introduced several Japan-first or Japan-only models over the past decade that never made it to North American showrooms — the market regulations, the homologation costs, and the commercial calculus do not always favour a US launch even when demand is obvious.
The Honda CB400 Super Four is exactly the kind of motorcycle the US market says it wants and then struggles to actually buy in numbers. Retro styling, accessible ergonomics, useful technology, inline-four character, sub-$7,000 price if it came across at close to parity. The argument for bringing it is straightforward. Whether Honda makes it is a separate conversation.
Honda has left good bikes in Japan before. The Honda CB400 Super Four joining that list would be the obvious outcome that nobody wants.
FAQs
What is the Honda CB400 Super Four E-Clutch?
399cc inline-four, 57 horsepower, E-Clutch with throttle-by-wire, retro bodywork, 30-inch seat. Japan launch August 21.
How much does the Honda CB400 Super Four cost?
998,800 yen in Japan — approximately $6,100 at current exchange rates. US pricing has not been announced.
What is E-Clutch on the Honda CB400 Super Four?
Optional automatic clutch engagement — no intervention when you do not need it, stall prevention when you do. Paired with throttle-by-wire here, so the ECU also blips revs on deceleration. Rear wheel stays settled.
When does the Honda CB400 Super Four launch?
August 21 in Japan. No confirmed date for other markets.
What engine does the Honda CB400 Super Four use?
399cc inline-four, 57 horsepower, 28 lb-ft. Most bikes at this size use a single or a twin. Honda went four cylinders.
Is the Honda CB400 Super Four coming to the US?
Not confirmed. Honda has only announced a Japan launch so far.
What is Wolf Silver Metallic?
A paint colour Honda named after Freddie Spencer — won 250cc and 500cc World Championships in the same year, 1983, on Honda. The silver is a reference to that era.
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