Honda Shadow Vlx
HONDA SHADOW VLX
CYCLE WORLD TEST
Reinventing the past for a better tomorrow
IT’S HARD TO FIND MUCH ORIGINALITY THESE DAYS. If they're not caught up in reruns, repeats and recycles, people are busy remarrying, replanning, rereading and reusing. Nothing seems new anymore. But that’s not necessarily bad. Sometimes, further refining an existing idea is a better formula for success than starting from scratch. And motorcycles are no exception. After all, some of the most popular and successful models of the Eighties have been Japanese-built V-Twin cruisers, which are little more than re-interpretations of the timehonored Harley-Davidson theme.
For proof, you need look no farther than Honda’s latest cruiserbike, the VLX Shadow. Because while many of the earlier Japanese cruisers seemed to miss the point altogether, the VLX hits the target mighty close to dead-center. And it does so not by breaking new styling or technological ground, but simply by combining existing traditional elements into one of the most integrated-looking cruisers Japan has ever produced.
With its hardtail-styled single-shock rear end and seamless bodywork, the Shadow looks like the result of a midnight meeting of a Harley Softail and a Suzuki Intruder. But functionally, it does not repeat the worst errors of either of those machines, or of the typical Japanese cruisers. Gone is the harsh ride, weird handling and characterless nature that marked many bikes of this ilk. Instead, the VLX is a remarkably refined motorcycle, one that works, regardless of what you think of its looks.
At the heart of the chain-drive VLX Shadow is a 583cc V-Twin engine. This solidly mounted, liquid-cooled powerplant was first seen in an earlier form in the 500 Ascot, and is currently used in the XLV TransAlp that is not imported to this country. The dual-sparkplug, three-valve heads combine with twin 34mm carburetors to give the bike snappy throttle response; and rather than use its patented staggered-crankpin design, Honda gave the VLX a single-pin crankshaft so the small engine would have the thumpity-thump feel of a big V-Twin.
Thankfully, the engine gives the bike more than just the requisite palpitations; it also has the perfect around-town powerband. From low rpm, the engine chugs and chuffs contentedly along, and is willing to lug down to schoolzone speeds in top gear with little complaint. The wide ratio, four-speed transmission is well-suited to power output, although the bike could make do with a fifth gear so you wouldn’t have to whip the engine with sustained highrpm running on the open road. Certainly, the XLV will rev, quickly and easily, but it is a shame to needlessly spin an engine that so loves to boom-lacka-boom-lacka-boom its way down the road.
For those times when you need to stop rather than go, the Shadow is equipped with a single disc up front and a drum brake on the rear. The front disc has ample stopping power and gives good feedback through the lever; and while the rear drum is nothing to get excited about, it offers adequate stopping. Best of all, the bike shows no unruly behavior during hard braking, slowing quickly and controllably.
That same kind of confidence-inspiring control is evident in the VLX’s handling, no matter if it’s thumping around town or cruising out on the backroads. At parkinglot speeds, the 63-inch wheelbase, combined with 33 degrees of rake and over six inches of trail, makes the bike feel a little cumbersome for its size; but the high and wide handlebar allows you to control the front end with little effort.
By the time the bike reaches cruising speeds, it has an almost nimble feel, requiring only a mild push on the grips to initiate a turn. Even at more aggressive speeds, the VLX retains its light and precise steering. Cornering speeds are limited more by the bike’s ground clearance than by its handling abilities.
But this bike is designed for urban cruising, not backroad peg-dragging, and in town it has impeccable manners and a supple ride, even on bumpy sections of road. The rear shock only allows a little over three inches of rear-wheel travel, but it is nicely damped and sprung travel, certainly better than what is found on the majority of V-Twins, and light-years beyond the only other middisplacement V-Twin cruiser from Japan, the Yamaha Virago 535. The front fork is a little soft, but still does a fine job of soaking up the bumps.
The supple ride of the VLX makes it quite comfortable, and nicely plays off the pleasant, roomy ergonomics. The footpegs are well forward, allowing the rider to stretch out and assume the classic cruiser position. And the handlebar has a nice bend that lets the rider stay in a relaxed position. In addition, the well-shaped seat is only 28 inches above the ground, allowing even the shortest of riders to keep a foot firmly planted at stops.
As you can see, then, there is not much new to be found on the Shadow VLX. It is simply a familiar form that has been repackaged for better looks and, thankfully, better performance. And while there may be nothing new under the sun, at least Honda has realized that what we do have can always be made better. The VLX is dramatic proof of that.
HONDA SHADOW VLX
$3998
