power and efficiency, while retaining performance over 6,750 rpm by resuming four valve operation. The light-weight aluminium muffler (previously special edition), 40 mm shorter wheelbase, 10 mm lower engine mount position, and front suspension lifted from the super-sport CBR900RR resulted in improved handling. Weight reduced by . 2000: Stronger combination switch to deter theft. 2002–2003 2002: The CB400SF Hyper VTEC Spec II changed the operation of the VTEC system to trigger at 6,300 rpm along with updated ignition timing map. An LCD odometer/trip-meter and clock + fuel gauge were integrated in the speedometer and tachometer faces respectively, as well as adding the HISS ignition security system. Air intake noise was reduced by enhancing the surface rigidity of the air cleaner case. Lighter, smaller oil filter and front brake calipers were lifted from the super-sport CBR900RR. Chipping guards were added to the front fork tubes. Weight increased by . 2004–2007 2004: The CB400SF Hyper VTEC Spec III further changed the operation of the VTEC system to trigger at 6,750 rpm in 6th gear, remaining at 6,300 rpm in gears 1–5, along with further updated ignition timing map. Increased quantity of glass wool in the exhaust pipe collector reduces exhaust noise to 72 dB to comply with government regulations. A new lower seat with single grab rail instead of surface belt, light rear brake caliper and updated front suspension offer better ergonomics. Multi-reflector headlight, LED tail-lights, new fuel tank and rear cowl provide improved safety and styling. Weight increased by . 2005: Added analogue pre-load adjustment mechanism for the front suspension and high-density polyurethane material for the seat cushion. From 2005, the CB400 Super Bol d'Or has been available with a half-fairing in Japan and later in SE Asia as well. 2006: Larger ignition coils supply a more stable spark at lower rpms; clear smoke lenses on the turn indicator lights. 2008–October 2022 2008: The CB400SF Hyper VTEC Revo introduced Honda's PGM-FI programmed fuel injection and an idle air control valve for improved fuel economy and reliability. Revised engine materials and an integrated crank-case cover reduced the engine weight by . The VTEC operation was further refined such that in gears 1–5 four-valve operation engaged at 6,300 rpm for wide open throttle, otherwise at 6,750 rpm, and remaining at 6,750 rpm in 6th gear. Independent cylinder ignition timing map, revised air intake geometry and a larger stainless steel muffler contribute to fuel