I think these secondhand 400cc screamers are as exciting as they are iconic

Compared to the latest bikes, a 400cc sportsbike no longer appears revvy, light or high-tech. Time and technology have moved on. But find a good example of the diminutive four-cylinder 400 and the sensations and rewards are as great as ever.

There’s more to a bike than peak power or the number of toys, and few bikes offer the engagement and togetherness of a fit 400. They just get under your skin.

• Related: Sportsbike riders kit buying guide

Read on for our expert guide to used 400cc screamers!

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MCN Recommended: Kawasaki ZXR400

MCN’s Best Buy

Spec:

• Power 398cc
• Engine capacity 62bhp
• Seat height 760mm
• Kerb weight 160kg

The ZXR400 H1 arrived in Japan in ’89 looking like a scaled-down version of the also-new 750. It’s arguably the prettiest ZXR400, but the later bike (L1 onwards) is better. The 16-valve motor sings to 14,500rpm and will hit 140mph on a good day, and the stiff chassis is more confidence inspiring than a 250cc two-stroke of the era. Early blue bikes have ‘modern classic’ appeal; however, Kawasaki UK imported the ZXR into the 2000s, and getting the newest you can means less chance of an abused pig. You pay more for imported SP versions.

Kawasaki ZXR400 used buying advice

Being around for so long and so readily available meant the ZXR was (still is) popular with club racers and trackday addicts, so check it’s not a tired ex-track bike under pristine bodywork. The forks are super-rigid and prangs often pass the damage to the frame, watch for paint flaking off welds near the headstock. Corrosion is a problem on all ZXRs – crusty radiators cause overheating, exhausts dissolve (and are now hard to find). The engine’s nature means it’ll have been worked hard; don’t expect a full service history, but do inspect for clean oil and quality filters, and listen for rattles. Suspension is stiff, so if it feels soft, it’s because it’s worn.

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Honda CBR400RR

The Quality Choice

Spec:

• Power 399cc
• Engine capacity 59bhp
• Seat height 750mm
• Kerb weight 162kg

Honda launched the first CBR400 back in 1983 (with REV, their first variable-valve system), but it’s the NC23 Tri-Arm (87-on) and NC29 Gull Arm (90-on) that are way more common. Go far a later ‘Baby Blade’ model (94-on) and get 90s Honda details and build quality, the super#2;reliable motor and perhaps the most secure handling of any 400.

Honda CBR400RR used buying advice

The CBR wasn’t officially imported and had soft suspension for svelt Japanese riders. Chip-loving Brits will have squashed-out the shock’s damping. Race-replica paint is common, so make sure it wasn’t applied following a trip through some hawthorn. There were loads of CBRs imported during the 90s, so go for the most original bike you can. This spotless bike was imported new in 1996 and has done minimal miles – it’s expensive, but should also be a problem-free joy.

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Yamaha FZR400RR SP

Best-Handling 400

Spec:

• Power 399cc
• Engine capacity 58bhp
• Seat height 780mm
• Kerb weight 165kg

The first choice for any discerning headcase. The FZR isn’t the most powerful or fastest, nor does it have the finest build quality, but it’s the sharpest of the bunch – it loves revs and corner speed. The first FZR400 was launched in ’86 and there have been umpteen variants – but it’s a multi-adjustable, close-geared SP version (1990-on) that defines the breed. If you can find one, that is…

Yamaha FZR400RR SP used buying advice

Brakes on 1980s models need to be kept in top fettle. All versions can suffer dicky clutches – check for slip from cold or under load in a high gear. And check all the ratios are there too, especially if you suspect the bike’s seen track use. EXUP models can suffer with corrosion to the valve, which stops it working – listen for rattles in the exhaust. Do your homework so that you don’t buy a base bike dressed as an SP.

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Suzuki GSX-R400

Stand Out From The Rest

Spec:

• Power 398cc
• Engine capacity 58bhp
• Seat height 760mm
• Kerb weight 152kg

The first GSX-R wasn’t the 750 in ’85 but a 400 the year before, with just the name ‘GSX-R’ – there’s no 400 bit. It was only produced for two years (and was the GSX-R400 for ’85). There are lots of the later beam-framed Suzukis for sale and prices are rising for the 750-style model (’90 on), but the original is still affordable: they start at £1300.

Suzuki GSX-R400 used buying advice

Condition, condition, condition. This is a 35-year-old bike, so you want a bike as standard as possible and that hasn’t been messed with. Reg/recs are a common fault, and there are two coils – if one goes it can take out the other, so always replace in pairs. Engines are proven, but take the odometer reading with a pinch of salt. Expect spares to be a bit problematic. If it has a fuel gauge then it’s the 1985 model (chassis No GK71B-114715 onwards), not a first-of-the-type ’84 bike.

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Honda RVF400 NC35

Feel Like A TT Hero

Spec:

• Power 399cc
• Engine capacity 60bhp
• Seat height 760mm
• Kerb weight 165kg

Everyone loves the VFR400R NC30 but there’s less of a following for its RVF replacement, due to a bit lower build quality and less-impressive suspension. However, the RVF is still a sweet-handling tool with a glorious, whining, droning V4. It has more midrange drive and hasn’t the VFR’s too-tall first gear, so is nicer on the road. Because it’s recent, it is likely to be in better nick.

Honda RVF400 NC35 used buying advice

Honda’s reg/recs in the early 90s were rubbish, and R6 parts are a common upgrade. If it runs hot then expect the radiator to be full of crap and in need of a thorough sort-out or even replacement. Rear calipers seize if a bike hasn’t been used for a while. Setting-up the carbs on the compact V4 can be awkward, and if the bike has been dormant and has gummed-up its fuel system then expect to use a few expletives. Make sure skint previous owners haven’t knackered the eccentric chain adjuster on the rear hub.