Motorcycle Honda VT600C Shadow, Honda VT400C Steed or horse shadow.

Contract engines for Honda motorcycles: what are they?

Honda is a Japanese manufacturer of some of the most reliable, economical and fastest motorcycles on the world market.
The company presents several models of motorcycles: classic, sports and dual-use models. Honda also produces scooters, mopeds and four-wheeled all-terrain vehicles. With proper and careful operation, Honda engines are practically invulnerable, but they have their own characteristics and requirements. For example, some models of this brand are characterized by a high degree of boost; such engines need replacement much more often than others. Also, Honda engines are quite difficult to repair and are demanding on the quality of the oil. Oddly enough, this primarily applies to highly qualified engines. But in general, Honda engines are of high quality and have minimal defects, which distinguishes them from spare parts of other brands.

offers a large selection of high-quality contract engines of the Japanese brand “Honda”. The advantage of Japanese contract engines is that they are used in different road conditions: on smoother and even roads. Moreover, engines in Japan are changed much more often and they simply do not have time to fail, maintaining good performance.

So, I rode the first season on a Honda VLX 600. Before this motorcycle I had absolutely no experience riding cruisers, I rode a light endurike for 4 seasons, and the first feeling was - How heavy it is! Well, yes, adding 100 kg to your usual weight won’t seem like much. But nothing, I rolled quickly, learned to cope with the innate desire of the motorcycle to turn into a turn (for this reason I dropped the bike twice at near-zero speeds) and began to truly enjoy it. Some will say that 600 cubic meters is not enough for a cruiser, but as for me, its 36 horses and 51 Newton Meters are quite enough. On the highway 100-120 is quite easy, without strain. When overtaking, it picks up 130 - 140 quite briskly, but the complete absence of any wind protection makes riding at such a speed extremely uncomfortable; you have to hold on tightly to the steering wheel so as not to be blown off the motorcycle. A comfortable speed is 100-110, but there is one minus - the stock steering wheel is very tilted back and there are no adjustments in it. My height is 186, my arms are long, and when moving along the highway my elbows get tired, I want to straighten them. The problem was solved by purchasing steering columns and the steering wheel itself from Shadovka 750. The steering wheel was bolt-on, I adjusted it with a slight tilt forward - it became comfortable for my hands. As for the acceleration dynamics, the manufacturer does not provide data, but my measurements showed something like 7.5-8.0 seconds. It's quite enough to kick the boys in Priors at the traffic lights. ) Initially, I got the moto with the fork feathers snotty and piercing the bumps. The snotty problem was solved by replacing the fluid and seals/anthers. Additionally, I made minor changes to the design of the fork itself - instead of the stock extension tubes inside the stays, I installed 32mm polypropylene pipes shortened by 40mm relative to the stock. Additionally, I installed one valve spring from VAZ. The fork stroke increased, the breakdowns disappeared completely. What else was done - I welded a trunk from a 10mm rod and pieces of iron, made something like crash pegs from an inch water pipe. This theme works - in both collapses, the motor rested on the pipe and the tank was not damaged. When the season was already over, I decided to add a little style and functionality. The stock gas tank has a capacity of only 9 liters and on long-distance trips there is always the worry that I won’t make it to the next gas station, so when traveling I carried a plastic one and a half truckload of gasoline with me. Then a rather chewed stainless steel flask with a capacity of 1.2 liters broke off for me. A sticker was peeled off a bottle of whiskey, stuck to a flask, and the whole thing was generously filled with semi-matte varnish. Using a simple bracket and trouser belts, I attached the flask to the motorcycle. I think it turned out quite nicely, and a liter of gasoline in a flask “just in case” allows you to worry much less.

What else - there are some problems with the carburetor or both at once - during intense acceleration, when the throttle is open to full, the thrust is initially uniform, then closer to the maximum speed a tr-ta-ta sound appears, similar to a cut-off, followed by a good kick under rear and the motorcycle begins to accelerate simply brutally, right up to maximum speed. The maximum speed, by the way, in 2nd gear is 100 km/h according to the speedometer. The 600, unlike its younger brother, has a few 400 gears, but they are stretched out and the maximum torque level is much lower - from 3500 rpm, so having only 4 gears is not at all annoying. You can quite easily start off in 2nd gear and accelerate to 100 in it. There were also some minor “tunings”. The stock turn signals on the front, which look more like the ears of a Cheburashka, were replaced with Chinese handicrafts, inside of which, in addition to the bulbs, orange LEDs were installed to preserve the existing function of side lights in the turn signals. I tried to install double-thread tabs, but they get very hot and melt the turn signal housing. It’s not for nothing that the Japanese made the turn signals so huge - they need air inside for cooling - 8 watts in size is a lot. LEDs consume significantly less and do not heat up at all. And the appearance suits me quite well. Also on the electrical side, I installed a cigarette lighter socket under the left plastic, in the place where the manufacturer intended the tools to be stored. I connected it directly to the ignition switch via a fuse and a two-position toggle switch. In one position of the toggle switch, the cigarette lighter is constantly powered, in the second - only when the ignition is on. I inserted a car charger into it, providing a charging current of up to 3A. It makes no sense to set less power - with navigation running, the phone will consume more than the charge. The wire should also be taken to provide high current. Weak wiring limits the charging current. From a standard phone case, a piece of hardware, a bolt and a magnet, I made a smartphone holder for the steering wheel, connected it to power from the charger. Yes. About consumption. On the highway in 100-110 mode, about 5 liters per hundred. In the city it's about 7-8. It's a bit much, but it's not really a big concern. About the oil. I didn’t bother with motor oils, I filled it with regular engine Ravenol 5W40 and happily drove 7,500 km on it. There is no oil burner at all. From the moment of purchase there was some slipping of the clutch when shifting to 3rd gear, which lasted a couple of seconds. Then it disappeared and is repeated extremely rarely. Well, maybe once a week for daily rides. So far I've given up on this matter - it doesn't bother me. If it continues, I'll pull the clutch. What else has been done - the rear turn signals have been moved closer to the license plate, the license plate mount is reinforced with metal tires. The Steeds’ eternal problem “the number fell off” has been completely solved. Plans for the next season are to install leg stems, the stock footpegs are a bit close. I would like to push them forward by 5 centimeters. Maybe I'll add extra light. A stock headlight, even with a good Knight Breaker bulb, is not enough.

Well, that’s the whole report for the past season. The motor is thickly coated with Teflon polish, oil is poured into the cylinders, the transmission chain is washed and generously lubricated, the battery is removed and taken home. It sits in the garage, covered with a construction awning, waiting for the next season.

Steed Black Classic

If you need advice on engine size and power, give us a call and we can help you make your choice.

We build motorcycles only from donors in excellent technical condition and with a transparent legal history. By purchasing a motorcycle from us, you can concentrate entirely on appearance, performance and comfort, leaving the routine to us.

Replacement of necessary consumables is included in the cost of construction, so you always receive a motorcycle serviced and ready for the season.

BROBBOBBER does not welcome uncomfortable motorcycles with a “dry” frame (hard trail), of course, unless you ask for it - therefore, each of ours has a full-fledged, comfortable suspension by default.

At your request, LED optics with excellent light beam brightness with a glow temperature of 4000-5000 can be installed on any motorcycle. Turn indicators and brake lights can also be diode.

Model features:

Great city bike. Small dimensions, convenient for girls. Easy to operate, mobile between rows. Suitable as a first motorcycle. It is possible to install a removable passenger seat. Moderate fuel consumption. Low price.

Characteristics 400cc

Characteristics 600cc

Honda Steed 600

Brief review of Honda Steed 600

The Honda Steed 600 is a cruiser motorcycle that has legendary status. Produced along with its 400 cc brother at the end of the last century, it is distinguished by a simple but very reliable design and appearance in the spirit of American school motorcycles. The combination of all these qualities has earned it the recognition of hundreds of thousands of bikers around the world, and the affordable price for a used Steed 600 makes it extremely popular among new chopper enthusiasts.

The main difference between the Honda Steed 600 and the 400 cc version of the Honda Steed 600 is the CPG (cylinder-piston group), but there are other differences - for example, the transmission of this motorcycle has only 4 stages, not 5. There are other differences, but not so significant. The motorcycle was officially sold not only in Japan, but also in Europe (under the name Honda VT600C) and in the USA (under the name Honda Shadow VLX 600).

Despite the fact that the power of the Honda Steed 600 and Steed 400 is almost the same, the 600 cc version has significantly higher torque, in addition, long gears make it possible not to switch them too often in city driving, and on the highway you can safely engage the top gear already at 60-70 km/h.

Similar motorcycles:

• Yamaha XVS 650 Drag Star (V-Star 650)
• Yamaha XV535 Virago
• Kawasaki EN500

Technical characteristics of Honda Steed 600

• Years of production: 1988-1996
• Class: cruiser
• Frame: steel
• Engine: 4-stroke, 2-cylinder, V-shaped
• Engine capacity, cubic meters see: 583
• Cooling: liquid
• Valves per cylinder: 3
• Fuel supply: carburetor
• Power: 36 hp (at 6500 rpm)
• Torque: 44 Nm (at 3000 rpm)
• Maximum speed, km/h: 150
• Acceleration from 0 to 100 km/h: ~6 seconds
• Transmission: 4-speed
• Wheel drive: chain
• Front tire: 100/90-19
• Rear tire: 170/80-15
• Front brakes: 1 disc 296 mm, 2-piston caliper
• Rear brakes: drum
• Front suspension: telescopic fork
• Rear suspension: monoshock absorber
• Gas tank volume, liters: 11
• Fuel consumption at 110 km/h, liters: ~4.7
• Dry weight, kg: ~205

Pros and benefits of the Honda Steed 600

• High torque available from the lower rev range
• Low price
• Extremely robust design
• It’s easy to find spare parts and consumables

Pros and cons of the Honda Steed 600

• Low power
• Archaic 4-speed transmission
• Small gas tank volume
• Mediocre brakes
• Vibrations at high speeds (after approximately 110 km/h in 4th gear)
• Modest dimensions make the Steed 600 inconvenient for tall bikers

Motorcycle Honda VT600C Shadow, Honda VT400C Steed or horse shadow.

Pavel KURLAPOV, photo by the author and from the editorial archive

HONDA VT600C Shadow / VT400C Steed, 1988-2007, 399/583 cm3, 31/41 hp, 80,000 - 220,000 rub.

This motorcycle introduced many Russians to the world of Japanese technology, for some it became a study desk, and for others it became their only and favorite motorcycle for many years.

THE BIRTH OF A LONG-LIVER. The main “chopper” of All Rus' - not very modest, but essentially true. This one is small

the motorcycle became the first “Japanese” for thousands of motorcyclists, and to this day, in response to the question: “I want a chopper, I used to ride a Ural (“Izhe”/“Sove”/“Minsk” - underline what is necessary), what do you recommend? You will probably hear: “take Steed, you won’t regret it.” The same answer most likely awaits those choosing “first motorcycle”, “motorcycle for a girl”, “motorcycle for short people” and “cheap and cheerful motorcycle”. However, before getting into the weeds of features and technical characteristics, it’s worth understanding the herd of “horses” and “shadows”.

The frame number is stamped on the steering column and covered with a plastic cover that can be easily removed

In 1988, Honda introduced a completely new model of the custom Honda VT600C Shadow (“Shadow”) VLX to the American market to replace the 400, 500, 700 and 750 cc Shadow variations that had not gained much popularity in the New World. And the VT400C and VT600C Steed (“Horse”) models entered the domestic Japanese market. Since the motorcycles are almost identical in design and construction, Russian motorcyclists and motorcycle dealers have already mixed “shadows” with “horses” into one pile. So only in Russia can you find the “four hundredth Shadovka”.

Unlike its predecessors, which were, frankly, pathetic attempts to create a bike in the Harley-Davidson style to please obstinate Americans, the new Shadow was released after serious “work on the mistakes.” A teardrop-shaped gas tank, a step saddle, a sea of ​​chrome, a “170” wheel at the back, and - bomb - rear suspension a la Harley hardtail - a pendulum with a monoshock absorber hidden in the depths of the frame, disguised as a ridged - dry frame - a necessary attribute of all "true" choppers." The Honda team met the American consumer halfway in design, but in the technical department they remained true to themselves - the full high-tech filling clearly did not correspond to the then ideas about a “real motorcycle.” Liquid cooling, a carburetor and two spark plugs for each cylinder, three-valve heads and... a four-speed gearbox. The designers decided that the elasticity of the engine would be enough for comfortable movement - and they were not mistaken (by the way, the 400 cc brother is equipped with a five-speed gearbox).

The engine number is stamped on the right, at the base of the rear cylinder

Perhaps the VT600 is the first Japanese custom that was graciously accepted by the Americans. It is still incredibly popular all over the world. Overseas, in almost every state, there are clubs for fans of this model, as well as in Europe, where the motorcycle was also supplied. In Russia, it also firmly took its place at the top of the second-hand charts.

DUAL WITH THE “SHADOW”. How, besides appearance, did the middle peasant of the class earn such an attitude, leaving Yamaha Virago, Suzuki Intruder, and Kawasaki Vulcan far behind?

The relay-regulator is open to all elements, and therefore vulnerable

First of all, it is worth noting the “pilot friendliness” inherent in almost all Hondas and which has become the talk of the town. Motik is truly amazingly flexible. Despite the rather long wheelbase (1600 mm) coupled with a large fork angle (35 degrees) and thanks to the rigid “triangular” pendulum with a monoshock absorber, as well as a low center of gravity, the motorcycle listens very well to the pilot both at high speeds and in traffic jams thicker. Even novice motorcyclists and, importantly, female motorcyclists can easily handle it. By the way, about speeds: the Shadow’s rated maximum speed is about 180 km/h, the Steed’s is about 160, but the “cruising” speed for both devices does not exceed 140 and 120 km/h, respectively. The non-racing geometry of the chassis and the low power of the engines have an impact. Despite this, in turns the Vitishka behaves stable and predictable, allowing you to playfully scrape the pegs along the asphalt with some skill. At the same time, the device forgives many, even very serious mistakes of the pilot, and this is another plus in the piggy bank.

The engine of the “Shadovukha” is a special “song”. It’s time to write a separate essay. Well, what other engine, pray tell, works almost unchanged in the frames of custom (Shadow/Steed), enduro (XL400/600/650 Transalp and XRV750 Africa Twin), neoclassics (Bros 400/NTV650), tourists (NT650V Deauville and PC800 Pacific Coast) and roadster (VRX400)! Amazing versatility, phenomenal reliability, enviable elasticity, low vibration level, unpretentiousness... The advantages of this V-twin can be listed almost endlessly. You can only “kill” him purposefully. It happened that the owners (out of ignorance or due to laziness and sloppiness) did not change the oil and spark plugs for several years, having traveled tens of thousands of kilometers, and their faithful “Horses” and “Shadows” meekly endured this mockery (by the way, many owners “ Steedov" and "Shadovukh" do not know at all that the engine is capable of "eating" oil). Of course, this is not a guide to action, but only a vivid illustration. Probably, the legend about the absolute “indestructibility” of the Japanese was born largely thanks to this motorcycle. And if the “Shadovka” is serviced and looked after in a timely manner, it will serve faithfully almost forever.

Of course, a barrel of honey traditionally cannot do without a fly in the ointment (however, in this case, the honey remained quite edible). The main complaint is the brakes. One 296 mm disc with a floating two-piston caliper does not cope well with its duties, and the archaic rear drum does not help the situation much. These components have not undergone any changes throughout the life of the motorcycle on the assembly line, which is almost 20 years (from 1988 to 2007)!

Another disadvantage is the fairly high labor intensity of maintenance. The problems lie in the design and layout of the motorcycle and the power unit. Even a seemingly simple procedure for replacing spark plugs takes half a day: to get to the spark plugs located at the ends of the cylinder heads (those located on the side of the cylinders are easily accessible), you have to disassemble almost half the engine. The same “song” with replacing the coolant (the expansion tank is hidden in the lower part of the frame, behind the engine) and many other regular procedures.

Externally, the 400 and 600 cm3 engines are indistinguishable

Perhaps the only weak point of the Shadovka is the voltage regulator relay. It is located quite low and is constantly “washed” by water from puddles and from under the wheels of oncoming cars. And in general, Hondas of the late eighties and late nineties for some reason suffer from the weakness of this unit. True, replacement is inexpensive (which cannot be said about the part itself), and sellers usually have a stock of vulnerable electrical appliances in stock. The motorcycle does not suffer from other pronounced “congenital diseases”.

Due to the prevalence of the model, there are no problems with consumables and spare parts either. Filters, pads, chains, sprockets and other parts that need regular replacement are usually available in motorcycle shops, and if there is a breakdown or fall, you can always find “used” spare parts at engine dismantling yards.

Front brakes leave much to be desired

ETERNAL VALUES. The price factor is often the deciding factor in choosing a Shadow. Moreover, there is plenty to choose from on the secondary market. It is already quite difficult to find copies of the first years of production, but devices from the early 90s are still in use. A “four hundred” with mileage in Russia, but in quite good condition, can be bought for 80-110 thousand rubles, a “six hundred” of the same years will cost 10-30 thousand more. For devices from 2005-2007, on average they ask for 230-250 thousand rubles.

Over 19 years, many modifications have been released, although the differences between them mainly come down to different color options. The only Shadow version worthy of special attention is the VT600C Shadow VLS. Introduced in 1998, it was produced in limited quantities and differed from others in the lever fork of the front wheel (increased from 19 to 21 inches) and, as a result, a slightly modified frame, as well as a gas tank, saddle and some other finishing elements. Finding such a device on sale is quite difficult, and even if this wonder pops up somewhere, they ask for it 25-35 percent more than for “regular” VLX or VSE.

The rear drum saves the situation only thanks to the peculiarities of the motorcycle’s weight distribution

It should also be noted that almost every second device ends up in Russia in a fairly “tinted” form. It is the Steeds, that is, motorcycles from the Japanese market, that are especially guilty of this. Japanese chopper drivers have enough desire to stand out from the gray mass of their own kind, and opportunities to realize their fantasies. So finding a suitable device “in stock” is not easy.

As practice shows, in Russia VTs do not often live with one owner for more than 2-3 seasons, and even give way to more powerful devices within a year. But the reason is not at all that the motorcycle is bad - not at all! After all, you always want more, and the modest “Shadovukha” is often only the first step into the world of motorcycles. When buying a Shadow or Steed, you don’t have to worry that you’ll end up with a headache selling it later. These models are always in use and in price. Thanks to its reliability and simplicity of design, as well as the constant rise in prices on the market, in a season or two you will be able to sell the motorcycle for almost the same money that was spent on purchase. Of course, if the “horse” was not injured in battles with asphalt. But let us note one nuance: a rather old and low-power model is becoming less and less popular in large cities with their high standard of living; In recent years, there has been an exodus of “Stids” and “Shadows” to the regions, so it will be possible to sell a motorcycle faster if you place advertisements not only in the “central” newspaper or on the Internet, but also in regional publications.

The VLS modification features a Springer fork and a 21-inch front wheel

The motorcycle for the shooting was provided by the DriveBike motorcycle dealership.