The Shadow Spirit is a cruiser taking its styling cues from classic choppers of old. A pullback handlebar, bobbed rear fender, cruiser footpegs and a powerful V-twin engine make this as fun to stare at as it is to ride.
Thanks to a brawny 1099cc 45° V-twin engine, the Shadow Spirit delivers performance to match its classic styling and low-slung good looks.
Features & Benefits
New for 2005
• New Candy Red color joins classic Black.
• The Shadow(r) Spirit's offset-dual-crankpin, smooth-running 1099cc 45° V-twin engine pumps out massive low-end and mid-range power. • The engine's broad power delivery and five-speed transmission offer exceptional rideability around town and on the open road. • Three-valve cylinder head design utilizes two spark plugs per cylinder for efficient combustion and high power output at all rpm. • High-capacity nine-plate clutch with cable operation. • Maintenance-free hydraulic valve-lash adjusters make routine valve adjustments a thing of the past. • Other maintenance-free features include digital ignition and automatic cam-chain tensioners. • Dual 36mm CV carburetors offer crisp throttle response at all rpm. • Reliable electric-starter system. • Shaft final-drive system provides smooth, virtually maintenance-free operation.
• Specially designed steel frame gives the Shadow Spirit(tm) a long, low custom stance. • Large, 41mm extended front fork provides 6.3 inches of plush yet responsive travel. • Dual chromed shocks feature an advanced internal valve system for a comfortable ride. • Large-diameter front disc brake with twin-piston caliper combined with a heavy-duty drum rear brake provide excellent stopping power. • Strong and lightweight five-spoke cast alloy wheels. • Massive, 170/80-15 rear tire offers a wide footprint and a radical custom look. • Relaxed, comfortable riding position results from a long, low chassis and low, 28.7-inch seat height.
• Large, 4.2-gallon fuel tank offers extended cruising range. • Handlebar switches and controls use internationally approved ISO graphic symbols. • Custom saddle and padded passenger backrest offer a high level of rider and passenger comfort. • Powerful halogen headlight. • Convenient push-to-cancel turn-signal switch. • Comfortably padded large-diameter handgrips. • Polished aluminum handlebar switch housings and triple-clamp assembly. • Chromed side panels and dual staggered mufflers. • Maintenance-free YTX battery. • Transferable one-year, unlimited-mileage warranty; extended coverage available with a Honda Protection Plan. • Ownership includes one-year complimentary membership in the Honda Rider's Club of America(tm) (HRCA(r)). Benefits include: discounts, travel benefits, roadside assistance, one year complimentary subscription to Honda Red Rider(tm) magazine, access to HRCA Clubhouse Web site (www.hrca.honda.com), access online to Honda Common Service Manual. For HRCA details, call 1-800-847-HRCA.
1100cc V-Twin Motorcycles Compared: Yamaha Virago vs. Honda ACE, Aero and Spirit The 1100cc V-twin motorcycles give you four ways to ride the road to happiness. Yamaha's venerable Virago is still a favorite, but Honda now has three challengers -- the Aero, the American Classic Editon (or ACE) and the Spirit. There should be one for any From the April, 2009 issue of Motorcycle Cruiser |1100S98 Xl 1998 4 Bike Group Shot View Photography by Fran Kuhn It has been less than two years since we last lined up the various 1100-class tandem V-twins against one another; but Honda has shuffled the deck in this class twice since then. Last year it introduced the Shadow Spirit, an updated version of the original Shadow 1100. The Spirit uses two offset crankpins to balance the 45-degree twin's power strokes, eliminating most of the vibration. This year Honda introduced the Aero, a variation of the best-selling Shadow American Classic Edition (A.C.E.), which returns to the line. The A.C.E. and Aero use a single-crankpin variation of the same basic engine design. The final contender is Yamaha's stalwart Virago 1100. The familiar 60-degree, air-cooled V-twin isn't too different from the first Virago introduced in 1981. Assembling the bikes for a head-to-head comparison turned out to be time well spent, since it provided some surprises. Ride any one of them around by itself and it seems not too different from the others. But run them side-by-side, or jump off one and onto another, and some pretty substantial differences emerge. Engine & Performance 1998 Honda Ace Side Left View Honda 1100 A.C.E.: Price... read full caption 1998 Honda Ace Side Left View Honda 1100 A.C.E.: Price - $9199-9599; displacement - 1099cc; wet weight - 622 lb;seat height - 28.7 in.; wheelbase - 65.0 in.; fuel capacity - 4.2 gal.; fuel mileage: 38.3 mpg; quarter-mile acceleration - 14.92 sec., 86.2 mph. This is the area with the biggest surprises when the four bikes are directly compared. Ride each one alone, and the A.C.E. might seem a little slower when passing a truck on a hill. But put the bikes side-by-side on the same hill, in top gear with open throttles and the Virago bolts away from the others. The Aero pulls away ever-so-slightly from the Spirit (another surprise) and the A.C.E. lags behind. The order is the same when you start in first and work through the gears, except the Spirit pulls ahead of the Aero. The Virago makes its acceleration edge with gearing and rpm. It revs much higher than the 5000 power peak of the Aero and A.C.E., and is geared lower too. However, its two-valve engine also makes good power down below 2000 rpm. On California "winter" mornings, all four would come to life without using the handlebar-mounted choke controls; though the A.C.E. took the longest to warm completely and felt just a little lean at lower throttle openings than the others. Fuel mileage ranged from the Spirit's 42.5-mpg average to the 35.1-mpg average of the Aero. The Virago averaged 40 mpg and the A.C.E., 36.6. Drivetrain Though some riders experienced shifting problems with one bike or another, no one motorcycle consistently missed shifts for everyone. Some shift-lever adjustment would doubtlessly remedy the problems for those who had them. No one noted complaints about ratio staging, neutral finding or lash, either. The Honda clutches were very slightly preferred to the Virago's, though the Virago was still very good. Comfort 1998 Honda Spirit Side Right View Honda 1100 Spirit: Price... read full caption 1998 Honda Spirit Side Right View Honda 1100 Spirit: Price - $8599-8899; displacement - 1099cc; wet weight - 592 lb; seat height - 28.5 in.; wheelbase - 65.0 in.; fuel capacity - 4.2 gal.; fuel mileage: 42.5 mpg; quarter-mile acceleration - 13.86 sec., 94.1 mph. Each bike has its own unique ergonomic arrangement. The Spirit is classic American cruiser with a buckhorn bar and feet forward positioning. The A.C.E. moderates that with a lower bar and a more forward saddle. The Aero has the only floorboards and a turned-back bar. The Virago has its own odd handlebar shape -- which looks funky but fits most riders well -- and puts the footpegs more rearward than the others. Although different body types rated different bikes tops in this area, the Virago was most frequently picked as the most comfortable. One rider picked the A.C.E. The Aero bent some riders the wrong way, prompting mild criticism of the floorboard arrangement and handlebar. We think the best saddle in the class belongs to the standard model Virago. The button-tuck design on the Special model we rode is thinner and has more pressure points than the plain standard-model saddle. The seat on the Virago Special finishes just behind the other three seats in this group. Smaller riders generally got along better with all of the saddles than the bigger riders; though the Aero ended up with slightly higher marks overall than the A.C.E. and Spirit, which tied for second. Though the A.C.E. and Aero vibrate more than the others, nobody complained. Suspension compliance varied from the soft rates of the Virago to the firm settings of the A.C.E., which most felt had the poorest ride compliance. The other three were rated favorably. Adding a passenger might overload the Spirit and Virago more than the others. Handling 1998 Honda Aero Side Left View Honda Aero 1100: Price -... read full caption 1998 Honda Aero Side Left View Honda Aero 1100: Price - 9699; displacement - 1099cc; wet weight - 666 lb; seat height - 28.5 in.; wheelbase - 66.1 in.; fuel capacity - 4.2 gal.; fuel mileage - 35.1 mpg; quarter-mile acceleration - 14.73 sec., 87.5 mph. None of these four machines become awkWard in any particular mode, though the Aero's bar ends can hit your legs in tight turns. The Aero also has the most controlled suspension and is the most stable. Though you don't have to muscle it, it does require more forceful steering inputs than the others. Some testers felt the handlebar shape was a bit awkWard while riding through the mountains. The A.C.E. is almost as stable, but turns more easily. No one complained about its handlebar. Its suspension may be the best compromise of comfort and control here. It received high marks for precision, suspension and steering ease. The Virago has the softest suspension settings, which means it bounds around slightly in corners. It also suffers from the most shaft effect. Shutting the throttle in a turn made it drop more than the others. The Yamaha has the quickest, most responsive steering, which made points in twisty sections. Though a little tauter than the Virago, the Spirit's suspension is not as well controlled as the other two Hondas. The combination of a high and wide handlebar, semi-soft suspension, and semi-slow steering response, left all riders lukewarm about the Spirit's handling manners. No one liked it as much as the other three, and though the order above it differed, the Spirit was universally last. However, no one felt it handled badly, either -- they just preferred the others. All four are handy and easy to balance at low speeds, withstand side winds well, and offer reasonable cornering clearance. Braking All three Hondas offer excellent feel and good power from their similar, single-disc front brakes; thanks to the twin-piston caliper design. The Virago gets even greater power from two discs up front, with good control from the double-action calipers. The rear brakes (drums on the Spirit and Virago, discs on the A bikes) on all four performed well, too. Styling & Finish 1998 Yamaha Virago Side Right View Yamaha Virago 1100: Price... read full caption 1998 Yamaha Virago Side Right View Yamaha Virago 1100: Price - $7599-7799; displacement - 1063cc; wet weight - 536 lb; seat height - 28.1 in.; wheelbase - 60.0 in.; fuel capacity - 4.4 gal.; fuel mileage - 40.0 mpg; quarter-mile acceleration - 12.72 sec., 95.7 mph. In terms of appearance, these bikes were generally ranked in alphabetical order: Aero, American Classic, Spirit, Virago. The retro styling of the new Honda, particularly in the orange/cream paint scheme we rode, received almost universal approval. The A.C.E. was close. Most people like the Spirit better than the "1970s post-industrial" look of the Virago. The Special version of the Virago we tested has more chrome than the standard model; but some of it seems excessive or, as on the unpolished rear drive housing, wasted. The paint quality got high marks all around. The Spirit was a 1997-spec machine, which differs graphically from the '98 model but is otherwise the same. Details Since it was designed in an age when motorcycle makers were competing to see who could include the most features, the Virago is loaded. It includes a centerstand, tachometer, self-canceling signals, a reserve fuel switch on the handlebar, and dual horns, which actually provide enough volume to be heard. The Yamaha's fork lock is integrated into the ignition atop the fork; which is convenient for both the owner and the thief, who only has to subvert one lock to steal the bike. The Hondas use separate fork locks (operated by the ignition key) and locate the ignition locks behind the engine on the left. The Hondas have self-adjusting hydraulic valve trains. The Spirit comes with saddlebag guards, though they are available for the rest. The A.C.E. currently has the most customizing options, but we expect the Aero to catch up quickly. The Virago, however, lags in this area. Bottom Line Once you determine your priorities, picking a tandem 1100cc V-twin gets easier. There are two areas where there are major differences: looks and performance. The Virago is significantly faster than the others and, to most eyes, the homeliest. If the styling doesn't grate on you and the looks of the Aero or A.C.E. don't raise your pulse rate, the Virago's functional advantage -- and low, low price -- make it an easy choice. If styling is a prime consideration, the Aero or A.C.E. probably top your list. The added flair and power of the Aero easily justify its price. If you want cleaner styling than the Virago offers, but still want the smoothness of the offset crankshaft, the Spirit might be your Shadow -- though we'd recommend riding an Aero before you dismiss it as too buzzy. This class offers no dominant player, just a series of attractive choices; none of which have any glaring functional flaws. No matter which one you choose, you'll find someone on our staff who agrees with your choice. RIDING POSITIONS 1100S98 Lg 1998 4 Bike Group Shot Front View Jamie Elvidge: If I could morph the Virago's engine with the Aero's look and the A.C.E.'s ergonomics, I might get a perfect 1100 V-twin. The Virago tops my list in the performance category. It's quick and easily controlled, even with its spongy suspension. I like to get some bang for my buck, so the price here is definitely right too. Yamaha's time-honored twin could take the whole cake, I believe, with a trip to the restyle shop. The Aero, although undeniably attractive with a ready-to-pounce profile, is a little too long and low for my taste. I felt like I needed glasses to read the speedo and my lower back didn't appreciate my hands and feet being anchored so far forward. The A.C.E. gave me the best fit. It may lack power, but the comfort combined with taut suspension (something I prefer), bearable vibration, and above-average looks make it my pick for a long haul. Evans Brasfield: Leave it to Honda to introduce the Aero and eviscerate the competition, even if two-thirds of those competitors are also from Honda. The A.C.E. had the looks department locked up until the Aero appeared with its cool headlight/instrument cluster, which cleaned up the handlebar lines and set the tone for the whole long look of the bike. What about the fishtail pipe? In this case, size definitely matters, and the Aero's exhaust note clinches the decision. Usually, I lean toward function over aesthetics in a bike, but this time I didn't have to compromise too much. Although the Virago has the power, the Yamaha has a face only a mother could love. Yeah, I know it's got a great personality, and with a few suspension mods, it would run away from the Aero. Still, the Aero is the machine I'd rather escort to Cruiser Night at the local watering hole. Call me shallow, but good looks are important. Having the second-best performance only sweetens the prize. Honda, with its relentless improvements, has a firm grip on the 1100 class -- for now. A Star-ized Virago 1100 would really shake things up. Brasfield, Motorcycle Cruiser's former associate editor, can be reached through his website: Evans Brasfield. Art Friedman: As Evans requested, I'll call him shallow. A pretty face has turned his head. Sure the Aero is a striking companion for a dalliance at the drive-in; but for a lasting relationship, the comfort, performance, and handling of the Virago win me over. I wouldn't kick the Aero out of bed -- er, the garage -- for eating crackers, however. It is beautiful, and I enjoy it when trolling around town. It should also put to rest that tiresome saw about Japanese cruiser styling being an imitation. This motorcycle sets new standards for flawlessly executed retro looks. Though the flat floorboards, turned-back handlebar and bucket saddle are just fine when motoring down Main Street, it gets old after a 100 miles or so. The Virago continues to be a pleasure when no one else is looking. It's more confident on a challenging road or in heavy traffic. It's more comfortable, particularly on a long ride. And like the old song says, "She's ugly, but she sure can cook." The Aero's performance gains leave the A.C.E. in its dust. The A.C.E. is a pretty but uninspired ride. The Spirit falls behind as well, though it remains a pleasant-enough machine. I agree that Yamaha owes it to cruiser enthusiasts everywhere (and to itself) to give the Virago 1100 the Star treatment. Don't change the engine performance one iota, or mess with that wonderful chassis too much. Just give her some clothes that she can flaunt on Saturday night. -- E-mail Friedman at [email protected] . Richard Cicchino: You won't be disappointed if you buy any one of these motorcycles. Spending two days on the road with these four machines was an absolute blast. The Aero has eye-catching good looks and the most power of the Hondas. It has neat features like the speedo and the exhaust note, but the floorboard position makes long rides a bit uncomfortable. The A.C.E. has classic styling and was the most maneuverable, but it lacks the power of the Aero. (Don't believe Honda's claim of a five-horsepower difference; it feels like 10 or 15.) The Spirit rounds out Honda's line nicely, with great Honda quality and a proven track record. Then there is Yamaha's Virago, a bike that has been around forever for good reason. With proven reliability, great power, wonderful handling and comfy ergonomics, it was also the cheapest of the bunch. If I were buying one of these 1100 V-twins, it would be the Virago. With the extra cash, I'd buy some neat goodies for the bike and myself. Cicchino is a veteran rider and a California Motorcycle Safety Program instructor. Kevin Smith: I have two favorites in this group, depending on how we define our terms. Honda's lovely new Aero sweeps the beauty pageant, no question. The period motif is handled deftly, with deeper fenders that still look graceful and well-balanced. The detailing is clean, and the finish work is impeccable. I especially like how the motorcycle seems to drop down out of the way of your view in front. Snuggling the speedo into the headlamp shell feels much less intrusive than propping it up in my face, as the other Shadows do. But the Aero isn't my first choice when it's time to ride, especially if the route has a curve or two along the way. Then, Yamaha's venerable Virago easily seduces me with its narrow, close-coupled feel, and class-crushing horsepower. In this company, it is far and away the sportiest, fastest, most responsive player. That may not rate high on everyone's priority list. But I'm not prepared to give up the inherent benefits of speed and maneuverability a motorcycle offers in traffic, nor the unbridled delight of swinging through corners with some enthusiasm, just to make a styling statement. (But one look at the gaudy, overdone splashing of chrome geegaws all over the Virago would tell you that.) The high but narrow handlebar gives fine control into and out of corners, throttle response is lively, and the Yamaha does pretty much whatever you ask of it -- just like a modern motorcycle should. That's what catches my eye.
Honda VT1100 Shadow: review, history, specs
Class : cruiser
Production : 1985-2007
Successor : Honda VTX1300
Honda VT1100 Shadow: specs.
Honda VT1100 Shadow: images, gallery.
Honda VT1100 Shadow: video.
Honda VT1100 Shadow: manuals, parts, microfiches.
- Honda VT1100 Shadow: Owners Workshop Manual (Haynes)
- Honda VT1100 Shadow: Service Manual, 1997-2007
- ↑ Motorcycle Consumer News (MCN) "Performance Index 2015" | Honda VT1100 ACE Tourer (03/1999) | Average MPG
- ↑ Motorcycle Consumer News (MCN) "Performance Index 2015" | Honda VT1100 ACE Tourer (03/1999) | 0-60 mph
- ↑ Motorcycle Consumer News (MCN) "Performance Index 2015" | Honda VT1100 ACE Tourer (03/1999) | Top speed
- General Information
- Search Glass
Honda Shadow 1100 Specs
America's bad-to-the-bone love of V-twin bikes goes back to WWII; Japan, not so much. Soldiers, in particular fighter pilots, returning from the war with cash in their pockets and a yen for the brutal thump of radial engines found a spiritual connection to big cruisers with radial-derived V-twin engines. In the 1960s, Honda found a niche in America with the "you meet the nicest people on a Honda" advertising campaign. But a dogfight with Harley Davidson was inevitable if Honda was to keep a piece of American streets. Enter: The Shadow.
The Honda Shadow 1100 motorcycle belongs to the Shadow line of cruiser bikes produced by the Japan-based Honda Motor Company Ltd. The Shadow has been produced since 1983 and ranges in engine displacement from 125 cc to 1,099 cc. Larger Honda motorcycles, ranging from 1,300 cc to 1,800 cc, do not belong to the Shadow line. Among the Shadow models manufactured are the VF100s, the Shadow ACE, the ACE Tourer, the Shadow Sabre and the Shadow Aero. The VT1100 model debuted in 1985, and continued on to 2000 until it was renamed the and reconfigured as the lightweight Shadow Sabre. The 2007 model year was the last for the Shadow Sabre.
The Honda Shadow 1100 was medium-sized cruiser for riders who wanted a bit more heft and road comfort for long distance traveling, but was smaller than touring bikes that were difficult to handle in the city. The bike generally came in black, Pearl Dark Red, Metallic Dark Gray and Candy Dark Red, depending on the model-year. Late 1990 models were offered in Pearl Ivory Cream, Pearl Glacier White, Pearl Hot Rod Yellow with black trim and American Red with Pearl Glacier White, among other color schemes. Mechanically, the motorcycle generally remained unchanged over the years; however, its styling did gradually evolve. Oil and cooling lines in the later 1990 models, for example, were relocated to improve the bike’s profile. However, it maintained a utilitarian handlebar-mounted speedometer, perhaps as a gesture to its roots.
Dimensions and Chassis
The seat of the 2000 VT1100 C3 Shadow 1100 stood 28.5 inches off the ground. The front forks were angled at 32.4 degrees, with the fork travel allowing 4.7 inches. The rear trail was 6.3 inches. The wheelbase measured 64.6 inches. The Shadow carried 4.2 gallons of fuel in the tank with just a tad over a half-gallon in reserve. The 2000 Shadow Sabre’s front and rear brakes were single discs measuring 12.44 inches in diameter for the front brakes and 10.86 inches in diameter for the rear. Tire size was 120/90 x 18 inches. The suspension featured spring-loaded rear dual shock absorbers adjustable in five positions. The shocks had a maximum travel of 3.9 inches. The 2000 Honda VT1100 C3 Shadow’s dry weight was about 615 lbs. The 2000 Shadow Sabre that replaced it was considerably lighter at 573 lbs.
Drivetrain and Performance
The engine of the Honda VT1100 C3 Shadow model was a 1,099 cc water-cooled, 45-degree V-twin with an 8.0-to-1 compression ratio. Its bore measured 3.44 inches, and the stroke 3.59 inches. The engine, equipped with twin carburetors, generated 58 horsepower and 70 foot-pounds of torque. By contrast, the lighter 2000 Shadow Sabre made 64 horsepower and 72 foot-pounds of torque. Power went aft on the 2000 Shadow through a five-speed transmission; early versions were equipped with a four-speed transmission.
The 1998 Shadow Aero 1100 could achieve an average 35 MPG with a range of 147 miles on a full tank of gas. It ran the quarter-mile in 15.13 seconds at 85.7 mph, holding a steady 3,310 RPM in top gear at 60 MPH. The lighter Shadow Sabre 1100 trounced the older VT model in acceleration, hitting 60 mph in about 6 seconds flat, and thundering through the quarter-mile in 14.26 seconds at 88 mph.
Rob Wagner is a journalist with over 35 years experience reporting and editing for newspapers and magazines. His experience ranges from legal affairs reporting to covering the Middle East. He served stints as a newspaper and magazine editor in Saudi Arabia and the United Arab Emirates. Wagner attended California State University, Los Angeles, and has a degree in journalism.
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Honda ACE Tourer Motorcycle Test
Honda returns to the root of the motorcycle verb "To Cruise." From the June 1997 issue of Motorcycle Cruiser
What’s Honda Shadow 750 & 110s Top Speed? (Checked)
The Honda Shadow line of motorcycles is a line of cruiser motorcycles the Japanese manufacturing company based on the increasingly popular American muscle-cruiser style.
The Shadows mirror their American contemporaries by stocking a V-Twin engine, updated with liquid-cooling.
Table of Contents
Two of the most iconic Shadow models are the various 750cc and 1100cc iterations, including the Aero, ACE, Spirit Shadow, Shadow Phantom, and the Shadow Sabre, but how fast do 750cc and 1100cc Honda Shadows go?
Here’s the Top Speed for Honda Shadow 750s and 1100s:
Although the top speed for the Honda Shadow Sabre 1100 is listed at 112 MPH, various riders have proven speeds of 120+ MPH on their 1100cc street rod cruisers with videos and photos. The 750 Shadows reach 95 MPH. The Shadow line’s secret power source is its liquid-cooled, 45-degree powertrain that runs on three valves per cylinder.
What Is the Fastest Recorded Speed on the Bigger Honda Shadow Models?
The Honda Shadow Sabre was a street rod muscle bike that could top 120 MPH, thanks to its 1100cc, liquid-cooled, SOHC 45-degree V-twin engine, which packed three valves per cylinder.
The Shadow 1100’s bigger sibling, the Shadow VTX1800, punches the pavement with 115 ft pounds of torques at 3,000RPM on a smoother-shifting gearbox than you’d expect on a Big Twin.
But how fast can the Honda Shadow VTX 1800 go?
While there have been several claims that the Honda VTX1800 can hit 140 MPH, the highest I’ve seen proof of is 134 MPH; still plenty fast for a Big Twin cruiser.
Is the Honda Shadow 750 Fast Enough?
A 750cc Honda Shadow is fast enough to ride on the highway anywhere in North America, as its top recorded speeds are 95+ MPH, and the highest Speed Limit in America is 85 MPH.
Even the previous 750 cc Shadows could be 70-75 MPH without feeling shaky enough to sketch out the rider.
Like we said earlier, the highest speed limit in the U.S. is 85 MPH (Highway 130 in Texas), meaning there’s no place the Shadow 750 models can’t compete with highway speeds.
Even the older models that chill in the 70s are fast enough for highway speeds since most states cut the highway limits off around 5-70 MPH, anyway.
Even if you’re fortunate enough to be ripping the 130 into the Texas Hill Country, 75 is plenty fast for the right-hand lanes.
But don’t take our word for it; here are some real-life examples of Honda Shadow 750s that prove it’s more than fast enough for highway riding:
- An SRK Cycles video on YouTube showed a 300-pound passenger go from 0-60 MPH in 6.65 seconds. In the same video (linked below), the rider cruises with Fastlane traffic between 80-90 MPH, joyfully addressing viewers through his Go Pro audio as he effortlessly rips and roars along with the cars and trucks.
- In another video from the same channel, the rider proves the bike to be more than fast enough by showing a Honda Shadow 750 taken to the highway with a combined rider/passenger weight of 400 pounds. The goal was to show that this beefy, mid-sized moto-cruising monster can compete with highway traffic regardless of the rider’s weight, stature, and body type.
And that’s not all; a quick crawl through the Shadow sites yields testimony after testimony of riders praising their 750s ability to rip highway miles at full speed.
“Those 750 Shadows will really surprise you with the power. I am 6’3” 280lbs, I rode a friend’s Shadow, a few years back at 75-80 mph on the highway for several hours. That thing had tons of power. They are excellent bikes.” “As a 400+lb man who is also 6’3, who currently rides a 2007 Shadow Aero 750… yeah, I was surprised at how well that bike does [at high speeds]. I have no complaints. I certainly want to upgrade to a bigger bike, but considering I had pretty much no riding experience before, this was the perfect “starter bike” for me. I’ve had it for about 2 years, put 5,000 miles on it.” “I live in Germany where I’m able to ride 160 km/h (100mph) on a highway with my Shadow Aero 2014. The seat is very comfortable. It’s a great shaft driven bike. It has enough torque and power to ride 50 km/h in the very final gear at 1500 rpm, which is nice. I have no desire revving high the engine and no one is in my way.”
So there you have it; not only is the Honda Shadow 750 fast enough to get close to clearing 100 MPH, it’s fast enough to safely co-ride with cars and trucks at highway speeds.
Note: If there’s one thing a particular 90s movie about dinosaurs taught us, it’s that just because you can do something doesn’t mean that you should—consult the owner’s manual for your specific year and model Honda 750 Shadow and follow Hondas riding instructions to be sure the particular 750 you’re on can handle the speeds you need it to before attempting to ride on the highway.
Have These Models Been Modified?
So far, we’ve mentioned some historical MPH figures associated with the 750cc, 1100cc, and 1800cc Honda Shadows; 95MPH, 120MPH, and 134MPH, respectively. All these figures can be easily achieved on stock Honda Shadow models with zero modifications.
There are aftermarket upgrades available that can increase the speed of the Shadows, but tampering with your stock setup always comes with at least a slight performance cost in other areas.
For more information on making your Honda Shadow 750 or 1100 faster, read on.
How Well Do These Models Handle High Speed?
The Honda Shadows 750 and 1100 models typically handle very well at high speeds.
Most of the Shadows have a relatively low center of gravity, giving them an edge in aerodynamics.
The 750, in particular, is incredibly lightweight for how much weight it supports and how powerful its engine is, giving it the power to handle great even while you’re rip-roaring and road-roasting.
Multiples of the 750 models also came with a lightweight wheelbase, adding to the bike’s effectiveness at high-speed riding.
Furthermore, in recent years, even the base model Shadow 750 produces 45 HP without trying, not to mention the higher specs on the more feature-rich models up the food chain, though still in the 750 range.
And finally, the comfortable “lounge” position is great for cruising, but it also makes high-speed riding more comfortable for the rider.
How Can You Make Honda Shadow 750 Faster?
There are multiple aftermarket parts available to make your Shadow 750 faster. If you’re on a brand new Shadow, be wary of upgrades, as they can void your factory warranty.
Also check out the common Honda 75o shadow issues.
That aid, consult your neighborhood Honda expert before attempting any of the installations listed below, as using non-Honda parts can damage and have adverse effects on your engine performance.
1. Upgrade to an Adjustable Suspension
While some of the newer Shadow 750s have some pretty spiffy suspension packages, that hasn’t always been the case; bikes have come a long way since their 1986 iteration.
If your trusty steed is an older or base model Shadow, adding an adjustable suspension improves handling at high speeds.
A more dynamic suspension allows improved handling and eliminates any excess resistance that might be straining your momentum. The customizable compression settings will enable you to integrate your brake with your body type and riding style.
2. Professional Suspension Adjustments
This is a bonus tip to tack on to the last section—if your Shadow 750 is loaded with adjustable shocks, you can gain a few more speed points by getting your suspensions tuned by a professional.
You get the most integrated riding experience by fine-tuning your suspension over time based on real-time feedback. If you’re a savvy home mechanic, adjust it as you go based on any lags or shock upsets you experience while riding.
If you prefer to take your bike to a Honda-literate pro-wrencher, developing a relationship with one technician and chatting about your riding experiences can result in adjustments that increase handling, performance, efficiency, and, by proxy, makes your Shadow 750 go faster.
3. Install High-Performance Brakes
If you plan to roast roads at limit-pushing speeds, steel braided brake lines and high-performance brake pads are required to maintain your Shadow’s stopping power.
See, this is why we gave you a disclaimer upfront. Your Shadow is engineered to be a dynamic, efficient, actual Honda class system.
The clincher is this: if you start swapping out parts to gain performance in one attribute, like speed, you need to upgrade the interacting components to maintain your Honda-motors signature and dependably dynamic operation.
This isn’t just here to help you stop; high-performance racing brakes are made to stop at high speeds while utilizing lightweight materials.
An excellent high-end disc brake system has more surface area for increased stopping while also being fabbed from lighter-than-stock materials!
Related: How Long Do Honda VTX1300 & 1800 Shadows Last? 4 Examples
4. Swap Out for a Lighter Wheelset
This is another area where motorcycles, in general, improved over time.
But the fact remains that, like all vintage bikes, the Shadow 750 had some heavy wheels in the old days.
Suspension upgrades can only do so much if your wheels are lagging on your momentum.
If you’re in the business of conducting speed-oriented upgrades, why not swap out your wheelset to shed some weight and boost your speed?
Related: 3 Most-Common Problems With Honda VT750 Shadow
5. Only Use Honda-Recommended Tires
You’re off to a great start if you’ve got adjustable suspension and had it adjusted by a pro. If you swapped out your wheelset for some lighter rims, the following order of operations is to install high-performing tires intended for the type of riding you do most often.
If, for example, you ride rain or shine and live in an area where the weather swings back and forth, you can get some all-weather Commander 3’s sized to fit the wheelset, which should match the spec dimensions in your owner’s manual whether they’re stock or upgrades.
On the other hand, if you hate wet weather and refuse to ride in the rain, all-weather tires won’t provide the ideal traction on the hot, dry pavement.
The way your tires interplay with your wheels and suspension is critical. We suggest talking to a pro and doing extensive research during the selection process, keeping your riding style and habits.
Related: 4 Most-Common Problems With Honda VT600 Shadow VLX
6. Exhaust Upgrades and Power Commander Installation
These days, kits are available for the 750 Shadow models that upgrade everything from the header pipes to the air intake to the fuel mapping to the throttle response and everything in between.
If you update the air and not the pipes or vice versa, you need to make sure your new parts can play well with the features that came on the bike via research or a Honda tech consultation.
It would be best if you also had the engine thoroughly re-tuned to account for the intake and exhaust upgrades, or your air-fuel ratio will shift and affect performance.
How Fast is the Honda Shadow 750 0-60 | YouTube
Is Shadow 750 Big Enough for a 400lb Man(Highway Run) | YouTube
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Ranking Honda's Greatest Cruiser Bikes, Ever
Posted: January 12, 2024 | Last updated: January 13, 2024
Japan's eminent motorcycle manufacturer, Honda , has been at it for well over 70 years now. In that time, they've been making scooters, motorcycles, sportbikes, superbikes, and everything in between, all with varying degrees of success. While there's no doubt about the phenomenal ease of ownership their vehicles are known for, including their reliability, a lot of people forget that Honda has been producing some fantastic cruisers, too.
UPDATE: 2024/01/11 13:40 EST BY RAUNAK AJINKYA
Honda's technical and engineering expertise doesn't just extend to commuters and the odd sport bike here and there. They're also quite commendable at making some very desirable cruisers. Given that, this list has been updated to include a few more selections of some of Honda's best cruisers over the years.
As this list attests, the Japanese giant knows a thing or two about making relaxed, long-range motorcycles. They may not be as prominent as some of their other offerings, but there's no shortage of glowing reports for their cruisers, either. From the Valkyrie ( and the gorgeous Valkyrie Rune ) to the Shadow, the Magna to the Fury, and even the more recent Rebel lineup, Honda's cruisers need celebrating. This, then, is the list ranking 11 of Honda's greatest cruiser motorcycles ever.
How we got our model selections: To compile this list, HotCars drew up a list of all the Honda cruiser motorcycles manufactured since its inception. To narrow down the list, we focused on the cruisers that had the most impact on buyers, be it in terms of sales numbers, the ability to redefine the expectations of a segment, or simply in terms of providing outstanding value. In addition, it should be noted that this list is a mix of motorcycles that are currently in production and those that have been discontinued.
These Are The Most Underrated '80s Honda Motorcycles
Honda shadow spirit, used price range: $1,000-$4,500.
Some of the cruiser bikes in the Honda lineup aren’t considered as such by many riders. But there are no disputes over the Shadow's status.
First appearing in 1983, it has evolved into a wide range of bikes from 125cc to 1,100 cc with special trims such as the Spirit and RS. The latest Shadow Phantom is another winner with its 745cc engine and one of the best riding bikes you will ever see.
2004 Honda Shadow Spirit 750 Specs
Specs sourced from Motorcycle Specs
Used price range: $1,900-$5,000.
The Honda Magna could be the bike to convince you to buy a Honda cruiser (that was co-built by Harley-Davidson, no less ). If the likes of the Valkyrie and Rebel haven’t done so already, that is.
The Magna has an almost unrivaled smoothness on the roads, something other cruisers from brands like Yamaha could only dream of having. And when it comes to styling, well, not a lot beats the Magna for clean lines and Japanese modesty.
1995 Honda Magna Specs
Honda rebel 250, used price range: $2,200-$3,100.
When it comes to a basic, beginner-friendly cruiser motorcycle that's not too demanding, the Honda Rebel 250 was one of the best out there . It's unfortunately been discontinued for quite a long time, but you can get a good used example for next to nothing.
For the internals, the Rebel 250 didn't rely on anything flashy. Its forte lay in allowing people to simply get going with minimal fuss and in a particularly comfortable manner, at that. In terms of simply bringing in new customers to the brand, the Rebel 250 was a masterstroke, and Honda has taken notice, as its current Rebel lineup shows.
2015 Honda Rebel 250 Specs
10 iconic honda motorcycles we would love to ride, honda cb750, used price range: $3,000-$10,000.
A cruiser? Well, it might not seem like it at first, but the CB750 is one of the best classic Honda bikes you can buy. It's louder than more modern equivalents, but it's comfortable for its age despite being first manufactured in 1969.
The last of these bikes was built in 1982, and they are much loved by classic bike enthusiasts worldwide.
1971 Honda CB750 Specs
Honda deauville, used price range: $3,500-$4,000.
On paper, the Honda Deauville might not seem to be the best cruising bike for most people. But it works really well because it is available even to those on a lower budget, has great capability in all weathers, and has a very user-friendly V-twin engine.
The chassis and 150-section tire combination provides an almost unbelievably smooth and comfortable ride, and add that in with familiar Honda reliability, and you are on to a winner. Additionally, for just under $5,000 used, it makes for a great value buy.
2002 Honda Deauville Specs
Honda valkyrie, used price range: $3,500-$10,500.
Now a bit of a classic, the Valkyrie could be one of the best Japanese cruiser bikes ever made. Despite only being produced from 1997-2003, it made a big impression, especially with that mighty 1,520cc liquid-cooled flat-six engine, which produced 100 hp.
It looked every bit like an American cruiser but with Japanese refinement. The lack of sales killed the Valkyrie compared to other bikes in the Honda range. But a revival probably wouldn’t have that trouble.
2000 Honda Valkyrie F6C Interstate Specs
5 honda motorcycles we'd love to ride (5 we steer clear of), used price range: $4,800-$9,500.
Is the Honda Fury a wild-looking thing ? Yes. And technically, it’s a chopper. But despite being way more abstract than you might expect from Honda, it doesn’t suffer when cruising.
The six-foot-long wheelbase and smooth-running 1,312 cc V-twin engine make the chopper an unlikely cruising icon. Plus, abstract it may be, but abstract in the cleanest and most beautiful way too.
Honda Fury Specs
Honda rebel 300, starting msrp: $4,849.
Picking right where the Rebel 250 left off, the Honda Rebel 300 is a small displacement cruiser that gives people a fuss-free, relaxed way to get around.
And the proof is in the pudding as far as its success goes. The Rebel lineup, not just the 300, has been a huge success for Honda regarding numbers. The 300, more specifically, has proven itself to be an able all-rounder, with good fuel efficiency, relaxed ergonomics, typical Honda reliability, and a great overall ownership experience.
2022 Honda Rebel 300 Specs
Specs sourced from Webbikeworld
Honda Rebel 500
Starting msrp: $6,499.
It wouldn’t be correct not to cover the mid-spec bike in the Rebel range. The Rebel 500 has thrown down the gauntlet as the best rookie cruiser since 1983, and a major update in 2015 jumped the bike back up the pecking order after a few years of being quite mundane.
Appealing to a new generation of motorcyclists, the Rebel 500 is still one of the very best user-friendly cruisers.
2023 Honda Rebel 500 Specs
10 old honda motorcycles you can buy for cheap, honda rebel 1100, starting msrp: $9,549.
Honda’s Rebel is one of the most popular ranges of cruiser bikes globally, with a wide range available. Designed as an upgrade for the Rebel 500, the 1100 offers similar value for money to the 500, its 1,084cc engine providing a more-than-enough top speed of 120 mph, and the clever Dual Clutch Transmission makes it absolutely effortless to cruise on.
2023 Honda Rebel 1100 Specs
Specs referenced from Motorcycle Specs
Starting msrp: $24,700.
The Honda Goldwing has been a staple of the Japanese company’s lineup since 1972, a bike that quickly became an icon of the motorcycling world.
It's still considered one of the most comfortable cruiser bikes on the market, and with over 100 liters of luggage space, it is also a highly practical bike as well. It's still going strong, the Goldwing, and even bagged HotCars' best cruiser motorcycle for 2024 .
2023 Honda Goldwing Specs
- Sources for features: Honda
- Sources for technical specifications: Motorcycle Specs, Webbikeworld
- Source for used prices: Cycle Trader
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1997 Honda VT1100C2 Shadow Sabre
Back to Honda Motorcycle Specs Index Page
– 1997 Honda VT1100C2 Shadow Sabre
Manufacturer – Make – Model – Year: Honda VT 1100 C2 Shadow Sabre 1997 Motorcycle Style: Cruiser
ENGINE SPECS Engine Type: 1099 cc, water cooled, V-Twin, 4-stroke Engine Bore and Stroke: 87.5 mm x 91.4 mm Compression Ratio: 8:1 Valves SOHC, 3 valves/cylinder Carburetion: 36mm CV Ignition System: Solid-state digital, two spark plugs per cylinder Claimed Horsepower: 50.3 hp (375.1 kW) @ 4500 rpm Maximum Torque: 88.2 Nm (650.5 ft. lbs) @ 2500 rpm
Transmission type: 5 speed Final Drive: Shaft Starting: Electronic
CHASSIS SPECS Suspension – Front: 41mm fork, 150 mm travel Suspension – Rear: Dual shocks with five-position spring-preload adjustability, 110 mm travel
MISCELLANEOUS SPECS Tire – Front: 120/90-18 Tire – Rear: 170/80-15 Brakes – Front: single 316 mm disc with 2-piston calipers Brakes – Rear: single 276 mm disc with 1-piston calipers
DIMENSIONS Overall – Length: 2440 mm (96.1 inches) Overall – Width: 965 mm (38 inches) Overall – Height: 1160 mm (45.7 inches) Seat Height: 730 mm (28.7 inches) Wheelbase 1650 mm (65 inches) Fuel Capacity: 15 l (4 Gal) Dry Weight (without fluids): 261 kg (575.4 pounds)
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