Good to know! Glad you found the right XR400R with minimal fuel system damage. Enjoy every minute...You'll see more of my son's XR400R as we ride. Thanks for your subscription!
Honda needs to bring these back? I own a 2002 400 in black plastics I kinda wanna turn it back to red for how iconic these are. These are getting sort after, first full size bike I rode was an 84 maybe 83 twin carb if I remember correctly kickback was crazy
Well, this sounds familiar. I have the two '84 twin carb XRs, a 350R and 500R. We were fortunate to find the XR400R with super low use, a virtual time capsule. I'm discovering that Honda parts availability wanes after 15 years or so. If you need red plastic OEM parts, some are getting hard to find. Some turn up at eBay, new or used. Enjoy your XR400R and thanks for subscribing!
@@MotorcycleTechandTravel yes my brother fully rebuilt the 350r after I bought my 400 he wished he kept it, fyi my mate has an xr 500 it ran on a fully cracked piston, I also bought a 99 cr 250 and the owner had the piston installed backwards it still ran but weirdon high revs, I ended up buying a new piston gave it a DIY hone with wet n dry ran fine, that's Honda for ya🇭🇲
Yep, Honda works for us! The 350R and 500R with dual carburetors are not complex or a liability as some claim. The second carburetor is "progressive" and has no idle circuit. Following the factory kick-in adjustment for the secondary carburetor, you cannot tell that these bikes have dual carburetors-other than the great performance of the RFVC (radial four valve chamber cylinder head) engine. For the era, and even today, these Pro-Link bikes are great performers. Reliability is a hallmark of Honda dirt bikes! Thanks for the input and your subscription to the channel...More to come!
if honda started making these again no dealer would be able to keep them in stock. way better option than the xr150l and xr650l for the majority of riders in my opinion
I agree...Like the XR650R, Honda let the XR400R slide in favor of the CRF450F and X. The XR400R was an evolved air-cooled model. I'm very impressed with this bike, it's "as new" and easy to assess the engineering and build quality. Superior dry sump lubrication and oil-to-air cooling with a cooler are ample. I do like my XR650R's liquid cooling. However, my air-cooled wet sump XR350R and dry sump XR500R enduro bikes, both 1984 models, are high compression and have never suffered from overheat. They're true "open desert" motorcycles.
I can see why your '96 is unbeatable after getting our "as new" XR400R running. We have the generations of XRs in our stable, and the 400 is an evolved machine. Power is significant and, to Michael-lu2tz's point, the XR400R stands out when compared to the XR650L or smaller, late model dual-sport CRFs. (In a price-competitive world the CRF and XR650L factory dual-sports are excellent values and have reliable Honda engineering.) The XR400R engine is more robust and purpose built for open desert, single track and woods riding. This powertrain and suspension engineering would be welcome today. Throw on a water pump and a cylinder and head with cooling ports like the XR650R to quiet any critics...Can anyone share how the XR400R has held up as a converted ("plated") dual-sport? It seems like a natural with dry sump lubrication and an oil-to-air cooler.
@@MotorcycleTechandTravel I’m from Canada and in the summertime I commute on my XR and she’s awesome, if only there was another gear it would be even better 8/10 with road tires
I appreciate your comment about the "missing" 6th gear. On my converted XR650R, I'm hunting for a 6th speed "cruising" gear all the time. My '84 XR350R has six speeds, we had a six-speed '82 XR200R in the family, but my '84 XR500R has only five speeds, as does an air-cooled XR600R. These bigger bore Honda open desert bikes use beefier gear sets and can run taller sprocket gearing. Apparently, they did not need a 6th gear. Proof was the XR650R winning the Baja 1000 races year after year. My mildly modified XR650R (uncorked with a HotCams Stage 1 camshaft) passes 105 mph while still pulling. Enough for me! Your XR400R is in the Honda "big bore" league.
Nice find! I have the 650R and would love to have trails like that near where I live. The petcock thing happened to mine when it was parked for a year by the previous owner.
Carlos, we're fortunate to have riding venues nearby. Ten minutes from our smaller town, we can be riding. Nevada does require either an OHV permit for a strictly dirt bike or a "plated" (dual-sport) bike like other Western states. Beyond that, the state is packed with public land, two-track and single track access...The XR650R is popular for a reason. The XR400R came as a surprise, its performance and handling are very impressive. Frankly, if I had never ridden the XR650R, the XR400R would have satisfied most of my riding needs. There's a place for both bikes. My vintage XR350R, which is more like the XR400R, is my choice after a long layoff from riding or for lighter practice. Then I'm ready for the XR650R...As for our shared experience around the long-term storage with fuel still in the tank, it's helpful to know that your petcock/strainer deteriorated in just a year's storage time. My formula now is to drain the carburetor and tank: 1) drain the tank if fuel sets for two to three months, and 2) if the bike sets for more than a week, even with the petcock closed, drain the carburetor. (Some drain the carburetor every time they park the bike to be safe.) We've seen the results of not doing this! Fuel goes stale and worse yet, forms the tar and corrosives that rust and ruin the strainer.
@@MotorcycleTechandTravel Absolutely agree. Drain the fuel or go ethanol free for shorter intervals. Fuel stabilizers work, but nowhere near the first two options.
Thanks for mentioning ethanol, the scourge of fuel systems! I'm sure that the eroded petcock on the pristine XR400R was due to ethanol. Ethanol loves to bind with water and drag the water through the system. Oxidation from "normal" water content in the ethanol additive pump gas (up to 10%-plus) and minute condensation while in storage likely ate up the metal petcock. We live at a dry climate, there's no other reason for a petcock within a plastic gas tank to rust away.
Always heard that when Honda started the xr400r project they wanted to, and did, use the XR350r as the benchmark but had trouble finding them. That's because they are treasured by owners! XR350r one of the best enduro motorcycles ever made. Xr400r's ain't bad either!!!
I was surprised when riding the XR400R for the first time. This pristine/time capsule is as close to "factory showroom" as possible. Very good handling, excellent performance. Much like the XR650R only a tad lighter with a drop in brute power...Many raced the 400s, though the XR650R overshadowed the XR400R from 2000 forward. The CRF450 forcibly finished off the XR400R, unfairly in my view. Rugged, well engineered, a superior dry sump oiling system with a prized oil-to-air cooler, the XR400R remains a great enduro machine...As for the timeless XR350R, the original design intent, ruggedness and rider friendliness keep them within the family!
I fully agree and am biased. We have a string of XRs in the family and continue to enjoy their reliability and performance...The XR400R will always be a great machine!
I often find the float bowls can overflow when / if my bikes haven't been run for a long time. The needles almost always seat after riding them for a bit.
To your point, fresh fuel will often flush the needle and seat, allowing the needle to seat right. Tap, tap, tap gently on the float bowl with a screwdriver handle...usually will unseat a stuck needle. I've found that leaving fuel in the bowl too long will clog the pilot/slow and main jet. I drain the bowl for that reason, easy enough with a drain screw/needle. A complete bowl drain means dropping the drain plug, not difficult.
Single Carb'd bikes are so easy to work on. If you have to clean/rebuild is a snap. Ive used the bowl tap method a time or two. Like you said the ticket is to drain the carb and put some fuel stabilizer,I like PriG, and IF your doing a long term store I like to drain the tank to minimal and fog the cylinder too. @@MotorcycleTechandTravel
You guessed it! No mods, 138 main jet (California emissions) and a 52 pilot. The carburetor had never been touched...I left the 138 main in place for a practical test: We're running the bike between 4,000 and 7,000 feet elevation. We'll see whether it's still too lean or not. Will watch the spark plug and open up the main at least to 142 (Federal/49-State stock jet) if necessary.
Wow.... What a nice bike! I have a 2003 XR250R I'm trying to restore. It runs good but I don't ride much since my son moved away. The problem I need to fix is that the decompressor mechanism is stuck and doesn't work at all. Any suggestions as to what might be the problem there?
When I got my XR650R, the auto-decompressor was balky, and the kickstart pedal would jam. I eliminated the auto-decompressor with the installation of a HotCams Stage 1 camshaft during the top engine build. I use the manual compression release lever to bring the piston just over TDC on its compression stroke before kicking through. I have the factory manuals for the XR650R, XR400R and the XR350R/XR500R FVRC bikes. These books are very helpful for the kind of issue you have. The XR250R manual is available online and well worth it for both troubleshooting and repair work. Let us know what you find.
@@MotorcycleTechandTravel I had exactly the same problem with the auto-deco on my 600R, hard starting and ticking in the c-head when it ran! Also mounted a Hotcam stage 1 and runs nice and quiet again... Very nice XR400R by the way! ✌
Thanks for the compliment on the XR400R, I'll share with my son. The bike was a rare find and is a great machine. Glad you are pleased with your XR600R and the HotCams Stage 1. In my experience, the camshaft is mild and not balky or rough idling. I'm glad to follow the time-honored starting method for a high compression thumper without auto-decompression. Setting the valves is easier, too. Works for us!
Bullet proof start engine every couple months if not in use pilot jet quite small good mod open air box lid go up on pilot jet and main jet leave needle stock clean Up header pipe from factory welds nice free flowing air filter Can leave stock muffler bit heavy or go lighter bit more noise big improvement
Timely comments and thanks for your subscription!...The stock jetting on the 2003 California emissions XR400R is horrible. My son had to use partial choke to keep running at 5,000-5,500 feet elevation in the dead of winter at freezing temps. (The oil-to-air cooler works, for sure, a contributing factor to running cold.) What jetting do you run with the open air box? What is your elevation for jetting? Will the stock tailpipe work? Is a modification (how so?) or an aftermarket exhaust advisable? I appreciate your point about cleaning up the head pipe flow...This bike has so much potential. We want it to last, too, and the ultra-lean mixtures are not the way to get there. My 49-State (Federal market) XR650R is HRC uncorked and tuned precisely for elevation. The XR400R needs the same.
Monk i run 65 pilot a170 main with open air box at sea level im running a440 piston start s nice no bog or backfire pulls clean right of bottom went up on oil weigh t as they do run hot @@MotorcycleTechandTravel
Very helpful for a place to start, actually sounds much like my XR650R jetting points. I'll factor in our 4,500-4,700 foot elevation base and compensate (lean) for the altitude. (We're running mostly between 4,500-7,500 feet elevation.) I'm currently running a 65 pilot/slow and 168 main in the XR650R's PE carburetor. I'll share where we land with the XR400R. Thanks for sharing!
We feel fortunate to have the XRs! I will be restoring my XR500R as a channel project. There are a number of rides and videos planned for the XR350R and XR650R from now through November. (Hard winter is finally over at the high desert.) Our son has the XR400R, so expect more views of that machine as well...We discovered XRs in the nineties and have many great memories from rides and adventures. Much more ahead. Stay tuned!
Excited that you have an affinity for the XRs! Pleased you'll be along for the ride and wrenching. We'll cover all things dual-sport/enduro, and the XRs will serve well here...There are many other brand and model favorites. I'm looking forward to deep diving into the world of dirt and dual-sport motorcycles. We'll share interests and experiences!
@@MotorcycleTechandTravel I enjoy learning about the years that I missed on, and discovering bikes that I never knew existed as well. I love old British Bikes, Japanese muscle bike era, and even a hardtail bobber. I get obsessed with the passion and knowledge that some people have for their machines.
Xr650l solid bike heavy yes but air box work and jetting mild Cam and pipe and gearing totally transforms big lazy sloth to a whart hog on roids love the girl
Many are discovering the XR650L option and building these bikes to the hilt. I shared my concern about XR650R parts availability, and that's not yet an issue with the XR650L. Go for it, and thanks for sharing details!
Ah, surprised the XR650L is not offered in the Australian market. They did offer the XR650R in dual-sport form at Australia, the envy of U.S. riders who could only get the off-road enduro model. Is Australia mandating EFI and ABS like the European countries? The XR650L is still carbureted and without ABS at the U.S.
I just cleaned up a mint 2004 with that tar everywhere 😢, two weeks later 💪 one kick start 🎉 love this thing
Good to know! Glad you found the right XR400R with minimal fuel system damage. Enjoy every minute...You'll see more of my son's XR400R as we ride. Thanks for your subscription!
Honda needs to bring these back? I own a 2002 400 in black plastics I kinda wanna turn it back to red for how iconic these are. These are getting sort after, first full size bike I rode was an 84 maybe 83 twin carb if I remember correctly kickback was crazy
Well, this sounds familiar. I have the two '84 twin carb XRs, a 350R and 500R. We were fortunate to find the XR400R with super low use, a virtual time capsule. I'm discovering that Honda parts availability wanes after 15 years or so. If you need red plastic OEM parts, some are getting hard to find. Some turn up at eBay, new or used. Enjoy your XR400R and thanks for subscribing!
@@MotorcycleTechandTravel yes my brother fully rebuilt the 350r after I bought my 400 he wished he kept it, fyi my mate has an xr 500 it ran on a fully cracked piston, I also bought a 99 cr 250 and the owner had the piston installed backwards it still ran but weirdon high revs, I ended up buying a new piston gave it a DIY hone with wet n dry ran fine, that's Honda for ya🇭🇲
Yep, Honda works for us! The 350R and 500R with dual carburetors are not complex or a liability as some claim. The second carburetor is "progressive" and has no idle circuit. Following the factory kick-in adjustment for the secondary carburetor, you cannot tell that these bikes have dual carburetors-other than the great performance of the RFVC (radial four valve chamber cylinder head) engine. For the era, and even today, these Pro-Link bikes are great performers. Reliability is a hallmark of Honda dirt bikes! Thanks for the input and your subscription to the channel...More to come!
if honda started making these again no dealer would be able to keep them in stock. way better option than the xr150l and xr650l for the majority of riders in my opinion
I agree...Like the XR650R, Honda let the XR400R slide in favor of the CRF450F and X. The XR400R was an evolved air-cooled model. I'm very impressed with this bike, it's "as new" and easy to assess the engineering and build quality. Superior dry sump lubrication and oil-to-air cooling with a cooler are ample. I do like my XR650R's liquid cooling. However, my air-cooled wet sump XR350R and dry sump XR500R enduro bikes, both 1984 models, are high compression and have never suffered from overheat. They're true "open desert" motorcycles.
My 96 XR400R has never let me down,
I can see why your '96 is unbeatable after getting our "as new" XR400R running. We have the generations of XRs in our stable, and the 400 is an evolved machine. Power is significant and, to Michael-lu2tz's point, the XR400R stands out when compared to the XR650L or smaller, late model dual-sport CRFs. (In a price-competitive world the CRF and XR650L factory dual-sports are excellent values and have reliable Honda engineering.) The XR400R engine is more robust and purpose built for open desert, single track and woods riding. This powertrain and suspension engineering would be welcome today. Throw on a water pump and a cylinder and head with cooling ports like the XR650R to quiet any critics...Can anyone share how the XR400R has held up as a converted ("plated") dual-sport? It seems like a natural with dry sump lubrication and an oil-to-air cooler.
@@MotorcycleTechandTravel I’m from Canada and in the summertime I commute on my XR and she’s awesome, if only there was another gear it would be even better 8/10 with road tires
I appreciate your comment about the "missing" 6th gear. On my converted XR650R, I'm hunting for a 6th speed "cruising" gear all the time. My '84 XR350R has six speeds, we had a six-speed '82 XR200R in the family, but my '84 XR500R has only five speeds, as does an air-cooled XR600R. These bigger bore Honda open desert bikes use beefier gear sets and can run taller sprocket gearing. Apparently, they did not need a 6th gear. Proof was the XR650R winning the Baja 1000 races year after year. My mildly modified XR650R (uncorked with a HotCams Stage 1 camshaft) passes 105 mph while still pulling. Enough for me! Your XR400R is in the Honda "big bore" league.
Nice find! I have the 650R and would love to have trails like that near where I live. The petcock thing happened to mine when it was parked for a year by the previous owner.
Carlos, we're fortunate to have riding venues nearby. Ten minutes from our smaller town, we can be riding. Nevada does require either an OHV permit for a strictly dirt bike or a "plated" (dual-sport) bike like other Western states. Beyond that, the state is packed with public land, two-track and single track access...The XR650R is popular for a reason. The XR400R came as a surprise, its performance and handling are very impressive. Frankly, if I had never ridden the XR650R, the XR400R would have satisfied most of my riding needs. There's a place for both bikes. My vintage XR350R, which is more like the XR400R, is my choice after a long layoff from riding or for lighter practice. Then I'm ready for the XR650R...As for our shared experience around the long-term storage with fuel still in the tank, it's helpful to know that your petcock/strainer deteriorated in just a year's storage time. My formula now is to drain the carburetor and tank: 1) drain the tank if fuel sets for two to three months, and 2) if the bike sets for more than a week, even with the petcock closed, drain the carburetor. (Some drain the carburetor every time they park the bike to be safe.) We've seen the results of not doing this! Fuel goes stale and worse yet, forms the tar and corrosives that rust and ruin the strainer.
@@MotorcycleTechandTravel Absolutely agree. Drain the fuel or go ethanol free for shorter intervals. Fuel stabilizers work, but nowhere near the first two options.
Thanks for mentioning ethanol, the scourge of fuel systems! I'm sure that the eroded petcock on the pristine XR400R was due to ethanol. Ethanol loves to bind with water and drag the water through the system. Oxidation from "normal" water content in the ethanol additive pump gas (up to 10%-plus) and minute condensation while in storage likely ate up the metal petcock. We live at a dry climate, there's no other reason for a petcock within a plastic gas tank to rust away.
Always heard that when Honda started the xr400r project they wanted to, and did, use the XR350r as the benchmark but had trouble finding them. That's because they are treasured by owners! XR350r one of the best enduro motorcycles ever made. Xr400r's ain't bad either!!!
I was surprised when riding the XR400R for the first time. This pristine/time capsule is as close to "factory showroom" as possible. Very good handling, excellent performance. Much like the XR650R only a tad lighter with a drop in brute power...Many raced the 400s, though the XR650R overshadowed the XR400R from 2000 forward. The CRF450 forcibly finished off the XR400R, unfairly in my view. Rugged, well engineered, a superior dry sump oiling system with a prized oil-to-air cooler, the XR400R remains a great enduro machine...As for the timeless XR350R, the original design intent, ruggedness and rider friendliness keep them within the family!
Such a nice looking bike
I fully agree and am biased. We have a string of XRs in the family and continue to enjoy their reliability and performance...The XR400R will always be a great machine!
I often find the float bowls can overflow when / if my bikes haven't been run for a long time. The needles almost always seat after riding them for a bit.
To your point, fresh fuel will often flush the needle and seat, allowing the needle to seat right. Tap, tap, tap gently on the float bowl with a screwdriver handle...usually will unseat a stuck needle. I've found that leaving fuel in the bowl too long will clog the pilot/slow and main jet. I drain the bowl for that reason, easy enough with a drain screw/needle. A complete bowl drain means dropping the drain plug, not difficult.
Single Carb'd bikes are so easy to work on. If you have to clean/rebuild is a snap. Ive used the bowl tap method a time or two. Like you said the ticket is to drain the carb and put some fuel stabilizer,I like PriG, and IF your doing a long term store I like to drain the tank to minimal and fog the cylinder too. @@MotorcycleTechandTravel
Excellent strategy! In a humid climate, fogging the cylinder(s) is even more important.
So, almost new! And by the sound I would guess the original lean jetting is also still in place, right??
You guessed it! No mods, 138 main jet (California emissions) and a 52 pilot. The carburetor had never been touched...I left the 138 main in place for a practical test: We're running the bike between 4,000 and 7,000 feet elevation. We'll see whether it's still too lean or not. Will watch the spark plug and open up the main at least to 142 (Federal/49-State stock jet) if necessary.
Wow.... What a nice bike!
I have a 2003 XR250R I'm trying to restore. It runs good but I don't ride much since my son moved away.
The problem I need to fix is that the decompressor mechanism is stuck and doesn't work at all.
Any suggestions as to what might be the problem there?
When I got my XR650R, the auto-decompressor was balky, and the kickstart pedal would jam. I eliminated the auto-decompressor with the installation of a HotCams Stage 1 camshaft during the top engine build. I use the manual compression release lever to bring the piston just over TDC on its compression stroke before kicking through. I have the factory manuals for the XR650R, XR400R and the XR350R/XR500R FVRC bikes. These books are very helpful for the kind of issue you have. The XR250R manual is available online and well worth it for both troubleshooting and repair work. Let us know what you find.
@@MotorcycleTechandTravel I had exactly the same problem with the auto-deco on my 600R, hard starting and ticking in the c-head when it ran!
Also mounted a Hotcam stage 1 and runs nice and quiet again...
Very nice XR400R by the way! ✌
Thanks for the compliment on the XR400R, I'll share with my son. The bike was a rare find and is a great machine. Glad you are pleased with your XR600R and the HotCams Stage 1. In my experience, the camshaft is mild and not balky or rough idling. I'm glad to follow the time-honored starting method for a high compression thumper without auto-decompression. Setting the valves is easier, too. Works for us!
Bullet proof start engine every couple months if not in use pilot jet quite small good mod open air box lid go up on pilot jet and main jet leave needle stock clean Up header pipe from factory welds nice free flowing air filter Can leave stock muffler bit heavy or go lighter bit more noise big improvement
Timely comments and thanks for your subscription!...The stock jetting on the 2003 California emissions XR400R is horrible. My son had to use partial choke to keep running at 5,000-5,500 feet elevation in the dead of winter at freezing temps. (The oil-to-air cooler works, for sure, a contributing factor to running cold.) What jetting do you run with the open air box? What is your elevation for jetting? Will the stock tailpipe work? Is a modification (how so?) or an aftermarket exhaust advisable? I appreciate your point about cleaning up the head pipe flow...This bike has so much potential. We want it to last, too, and the ultra-lean mixtures are not the way to get there. My 49-State (Federal market) XR650R is HRC uncorked and tuned precisely for elevation. The XR400R needs the same.
Monk i run 65 pilot a170 main with open air box at sea level im running a440 piston start s nice no bog or backfire pulls clean right of bottom went up on oil weigh t as they do run hot @@MotorcycleTechandTravel
A jetting change is forthcoming on the XR400R! It's a California edition and starving, especially in cold weather...
Very helpful for a place to start, actually sounds much like my XR650R jetting points. I'll factor in our 4,500-4,700 foot elevation base and compensate (lean) for the altitude. (We're running mostly between 4,500-7,500 feet elevation.) I'm currently running a 65 pilot/slow and 168 main in the XR650R's PE carburetor. I'll share where we land with the XR400R. Thanks for sharing!
Beautiful Machines! ❤ Any possibility for adopting a grown man?
We feel fortunate to have the XRs! I will be restoring my XR500R as a channel project. There are a number of rides and videos planned for the XR350R and XR650R from now through November. (Hard winter is finally over at the high desert.) Our son has the XR400R, so expect more views of that machine as well...We discovered XRs in the nineties and have many great memories from rides and adventures. Much more ahead. Stay tuned!
@@MotorcycleTechandTravel That is quite the collection, I look forward to your journey. Safe Travels!
Excited that you have an affinity for the XRs! Pleased you'll be along for the ride and wrenching.
We'll cover all things dual-sport/enduro, and the XRs will serve well here...There are many other brand and model favorites. I'm looking forward to deep diving into the world of dirt and dual-sport motorcycles. We'll share interests and experiences!
@@MotorcycleTechandTravel I enjoy learning about the years that I missed on, and discovering bikes that I never knew existed as well. I love old British Bikes, Japanese muscle bike era, and even a hardtail bobber. I get obsessed with the passion and knowledge that some people have for their machines.
Enjoy them all...motorcycles! I never tire of the technology, history and evolution of bikes! Be safe and have fun.
Xr650l solid bike heavy yes but air box work and jetting mild Cam and pipe and gearing totally transforms big lazy sloth to a whart hog on roids love the girl
Many are discovering the XR650L option and building these bikes to the hilt. I shared my concern about XR650R parts availability, and that's not yet an issue with the XR650L. Go for it, and thanks for sharing details!
@@MotorcycleTechandTravel there not bringing the big red lady to Australia its a shame i would love too get my paws on one and go to town 😎
Ah, surprised the XR650L is not offered in the Australian market. They did offer the XR650R in dual-sport form at Australia, the envy of U.S. riders who could only get the off-road enduro model. Is Australia mandating EFI and ABS like the European countries? The XR650L is still carbureted and without ABS at the U.S.