Design
All the numerous modifications of the Honda Shadow 750 look more or less similar, a classic – it’s a classic in Africa too. The earliest model, the NV750, and the VT750RS, which is somewhat reminiscent of the VRX400 and is a kind of nod to classic retro motorcycles, stand out. In any case, the adoration of millions of bikers suggests that Japanese designers worked 100% for their salaries.
History of changes
During its long journey, the bike went through the following stages:
- 1986 – Custom changes its characteristics and becomes Shadow 750;
- 1997 – the BT 750 C Shadow A.S.E. version appeared;
- 1998 - Shadow 750 A.S.E. version appeared. Deluxe;
- 2006 – an immobilizer was added to the kit;
- 2007 – the BT 750 C2 Shadow Spirit version appeared;
- 2009 – the VT 750 S2B Phantom version appeared;
- 2010 – the VT 750 RS Shadow RS version appeared;
- 2011 is the last year of production of the Shadow 750.
The motorcycle is a successful representative of the class that will suit most connoisseurs of classic mid-power cruisers.
Specifications
At the end of the last century, a general reduction in the cost of production began along with the tightening of environmental standards, so the old Shadows are noticeably more powerful than the newer ones. So, the NV750 had a 66-horsepower engine, and the first VT750C, model 1986, had a 60-horsepower engine. But all their followers sharply lost power , which is 42-45 hp. , so, paradoxically, modern Shadow 750s have more modest characteristics than the old ones.
Engine
Until 1968, a V-twin with a classic 45° cylinder angle was installed, but there are almost no such old bikes on sale. And on all Honda Shadow 750 released in 1987 and later, the engine is completely different. This is a 745 cc liquid-cooled V-twin with 3 valves per cylinder , one or two carburetors (from 2008 - with injection) and either a chain or cardan drive, depending on the modification. Maximum speed – 160 km/h (180 km/h for the RS version), acceleration from 0 to 100 km/h – about 7 seconds , torque – from 59 to 69 Nm.
Transmission
All versions of the cruiser received the same 5-speed transmission . In the 80s, this was not bad, because competing models sometimes still had 4-speed gearboxes. But what prevented the designers from transferring the KPP-6 from the NV750 is absolutely unclear. It is also unclear why it was necessary to replace the cardan with a chain. The cardan drive later returned, but all modifications currently produced are equipped with a chain.
Chassis and brakes
The best front brakes, double-disc, were installed on the NV750, but then the Japanese decided to save money. Starting in 1986, this model was equipped with a single-disc 296 mm disc with a 2-piston caliper, and an ancient “drum” was installed on the rear wheel. Fortunately, in 2009 it was replaced with a disc brake an ABS system was added , which came in handy.
Electronics
All of it can fit in a small bag from the nearest Pyaterochka. Were there a lot of electronics in motorcycles half a century ago? The Honda VT750C has about the same amount of it, and there is nothing more complicated than a generator, a battery and a switch in which all the wires converge. Although the latest European versions even have a standard immobilizer!
Weight and dimensions
Dry weight ranges from 211 to 246 kg , and curb weight - from 225 to 263 kg . Despite the impressive figures, the motorcycle does not seem heavy, because the lion's share of its weight falls on the engine, located at the very bottom . In terms of size, the Honda VT 750 is closer to “four hundred” than to “liter”, making it really convenient to drive around the city.
Controllability
It’s hard to expect impressive maneuverability from an old-fashioned cruiser, but the brainchild of Japanese engineers can surprise here too. Of course, this chopper is inferior in handling to classics and sportbikes, but it still steers much lighter than its heavier counterparts, and feels great even in dense city traffic.
Fuel consumption
Thanks to the engine developed almost four decades ago, the Honda VT750C is not at all demanding on fuel quality, especially on carburetor (until 2008) versions. But with carburetors it is more voracious, and the average consumption is about 5 liters compared to 4.3 liters for injection modifications.
Driving performance
The device accelerates quite confidently, and easily outpaces most ordinary automobiles up to a hundred. but then it starts to deflate.
Introducing the new model, the developers indicated the main parameters - speed, acceleration to hundreds, fuel consumption; according to users, these figures directly depended on the weight of the motorcycle.
Thus, the Shadow RS model launched in 2010, with reduced weight, a chain and a 10-liter tank, was supposed to show 177 km/h.
ACE - the first-born of the new one (more weight, larger tank) - 159 km/h .
Acceleration from standstill to 100 km/h was also smooth. From 7.3 s on Aero to 6.8 s on ACE.
At the same time, consumption depended on the type of driving, but with an average cruiser it did not rise more than 4 liters .
Repair and tuning
Any modification of the Honda Shadow VT750C can be serviced or repaired independently without any problems. Over the past decades, practically nothing has changed in the design of this motorcycle, so, armed with a manual, any biker who has at least once tinkered with a Ural or other fiend of the Soviet motorcycle industry in the garage can easily figure it out.
Repair
If there are no serious problems, there is no need to take the motorcycle to a motorcycle service center - there is nothing in it that cannot be repaired in a garage. And if you look after it well, then serious problems will not arise. Fortunately, the Honda VT750C does not have any connectors for connecting to a laptop with proprietary dealer software - only good old hardware.
Spare parts
You can always order any necessary spare parts through official dealers. Why order? Because they usually have nothing in stock except consumables, but thanks for that. For already discontinued modifications like the NV750, you can find everything you need in online stores like Megazip and Exist, but in this case it is advisable to know the number of the required part, and not just its name.
Tuning
Whatever your heart desires! Seats, trunks, trunks, backrests, windows, turn signals, headlights... There are both branded parts from famous foreign manufacturers, and a bunch of cheap tuning from China, so every owner of a Honda Shadow 750 can easily find something to suit their taste and budget.
Honda shadow 400. Review
This motorcycle belongs to the cruiser class, which naturally means traveling long distances on roads with good surfaces. Its appearance is in many ways reminiscent of the then iconic Harley-Davidson. The Honda shadow 400 was produced exclusively for Japan and was not officially exported to other countries, but, like many other models of this volume, it unofficially entered the markets of many countries, which could not but please lovers of a comfortable ride.
We also recommend that you read the review of the Honda Steed 400 motorcycle, the technical characteristics of which are almost identical to the Shadow.
The peculiarity of the Honda shadow 400 is that the external dimensions and appearance exactly match those of 750 cm3 motorcycles, which allows the use of many high-end decorative parts. Full-size equipment makes it possible to feel more confident on the road.
Motorcycle modifications
- Honda NV750 . The very first version, produced from 1983 to 1985. It has the most powerful engine (66 hp), and is almost never found on sale due to its advanced age. It was equipped with a cardan and a 6-speed gearbox.
- Honda Shadow 750 ACE (American Classic Edition), 1997-2001. Chain drive wheels, a 14-liter gas tank, deep fenders, a heavy appearance and one balancer shaft instead of two, so that American bikers enjoy the vibrations that are so dear to their hearts.
- Honda Shadow 750 Aero . Produced from 2004 to the present. Equipped with a cardan drive.
- Honda Shadow 750 Phantom . No different from the Aero, except for the matte black color scheme. Still in production today.
- Honda Shadow Slasher 750, Black Widow in some markets. It is a slightly modified Honda Shadow ACE, but with a thin front wheel of increased radius and a gas tank reduced by 1 liter. Produced from 2000 to 2007.
- Honda Shadow VT750RS . Outwardly, it resembles a hybrid between a cruiser and a classic road motorcycle; the differences are clearly visible in the photo. It features the smallest gas tank - 10 liters and a direct fit. The model was not popular, and therefore was produced only briefly, from 2010 to 2013. The wheel drive is a chain.
Advantages and disadvantages
You need to be careful when judging the strengths and weaknesses of the Honda VT750 Shadow motorcycle. After all, its design was developed almost 40 years ago, and since then it has not undergone significant changes. This is not the stinginess of Japanese engineers, this is exactly what avid chopper riders need - a simple “iron” cruiser with a minimum of technical complications.
Advantages
- A sea of affordable tuning . In foreign online stores you can find whatever you want for sale. There are no problems with spare parts either.
- Excellent reliability of all main components. Minor breakdowns do occur on older copies, but overall the Honda VT 750 Shadow enjoys the reputation of “a motorcycle that doesn’t break down” and is deservedly so.
- Ease of operation . The low center of gravity does its job, and subjectively the bike seems light and easy to control.
- Moderate appetite . Even at high speed, the Honda Shadow 750 is not particularly gluttonous.
- Ease of maintenance and repair . This model is as simple as a brick, and understanding its structure will not be difficult.
Flaws
- Weak light from the standard headlight, which does not provide adequate visibility at night. This problem is common to most motorcycles.
- Small gas tank volume , from 10 to 14 liters.
- Rigid and primitive suspension without any adjustments.
- Due to the low power, the presence of a passenger and cargo negatively affects the acceleration dynamics and the length of the braking distance.
Honda shadow 400. At the origins
The famous Honda company was created in 1946 by Japanese engineer Soichiro Honda. The guy was interested in technology since childhood and at the age of 15, without even graduating from high school, he went to work at a company. By the time he opened his company, Soichiro already had several technical patents, including the well-known piston ring. The company began to develop and produce first two-stroke engines, and then motorcycles, cars and robots.
The first model of the bike was called Dream, had a 98 cm3 engine and was released in 1949. The famous Honda Super Cub was born in 1952, its circulation exceeded 87 million copies, but the Honda VT 400 shadow line of interest to us began to be produced in 1994.
Owner reviews
I rode it for two seasons, sold it for the most common reason - I wanted to increase the cubic capacity, and eventually switched to a VTX 1800. I can’t even compare these two motorcycles, the difference in volume is double, but I have only the most pleasant memories of Shadov. It steers like a bicycle, where you have to maneuver carefully on Vtyksa, Shadovka flew by with a whistle. When I drive in traffic jams, I even regret that I sold it, but on the highway it doesn’t have enough power. Artyom, Moscow.
Pepelats is indestructible, I bought a 2004 Honda Shadow Aero lying on both sides, took it for ridiculous money - 180k. To put it in order, it took about 30k in cosmetics (complete repaint, new chrome parts), another 17k or so in maintenance - bearings, fluids, seals with anthers and other rubber bands, and other little things. I bought it in 2012, I still drive it, during this time I have covered almost 40k, only the clutch has been repaired. I immediately bought a reinforced one on Ebay, at the same price as the original, but, according to reviews, it lasts much longer. I don’t plan to increase the capacity, I don’t have the money to maintain a Harley, but for 750 W the parts are cheap, and it doesn’t consume much. Vasily, Lipetsk.
I’m driving the ACE for the second season, before it there was a 150 cc Chinese, which was sold long ago and forgotten like a bad dream. I like everything except the vibrations, the model is for the American market, there is no balancer, it shakes mercilessly at idle. And my pants are full of joy, together with my wife and two backpacks we covered almost 25 thousand km over the last season, we drove to Serbia and Montenegro, the motorcycle did not let us down even once. Even with such a load, it goes confidently along the mountain serpentines. Anton, Novorossiysk.
Road testing of the Honda Shadow Spirit 750 motorcycle
Today, for example, we're in awe of how the Spirit navigates hairpin turns and ridges during a day trip along the switchbacks around Death Valley, the deepest depression in the United States. Yesterday, on a longer, more relaxed walk through the same valley, we winced as the steep, demanding saddle hit our butts. Or is it because we smelled chocolate croissants over the weekend? Shadow or spirit? We scratch our heads in complete confusion.Casting a shadow But we are not completely besotted. After all, it is clear as day that the Spirit is positioned as a response to the popular 650 V-Star model from Yamaha. However, Honda is styled more aggressively: it is a street fighter in comparison with Yamaha's more representative and sophisticated SUV. But in terms of engine and price, Yamaha has something to worry about - the Spirit has a larger engine and the same price as the 650 V-Star.
Although the Spirit's base engine design is similar to the Honda 750's twin-cylinder V-twin engine, its design and wide range of gear ratios set it apart from the ACE 750 and ACE 750 Deluxe variants. The Spirit also has a more pronounced minimalist approach than the ACE, with its austere, larger 19-inch wheels and rugged look. You perceive Spirit almost as a good old friend.
He, but not him
Officially, the Shadow Spirit is a 2001 model, expanding Honda's stable of mid-range cruisers to three examples. This 750 gets a new frame and a new fork with a more radical rake, all along with traditional spokes on a narrower front wheel. At the rear, the bike features chrome adjustable shock absorbers and a shortened rear fender to highlight its street character. Based on Honda's twin-cylinder 52-degree V-twin engine, the Spirit's otherwise nimble engine inherits the sluggish temperament of the 750cc powerplant. The bike has impressive low-end torque in lower gears. And like other Honda Shadow models, from the 600 VLX to the popular 1100 and 1800 VTX, this engine features two-plug, three-valve cylinder heads with two intake valves and one exhaust valve. Quiet, maintenance-free camshaft chain adjusters allow it to run uncannily smooth and quiet.
However, this powerplant isn't some conversion: the 745cc engine offers good acceleration with significantly quicker throttle response than its predecessors. Power delivery is predictable and smooth right from idle, and the 36mm Keihin diaphragm carburetors now feature a new pre-heating system that improves ride quality and ensures easy starting in cold weather. An aluminum radiator with cooling fan maintains a constant engine temperature. The 296mm disc brake provides a strong grip for the dual-piston caliper, slowing you down when you get over the speed limit. What's good is that the operation of the 180-mm rear brake drum is barely audible. The clutch seemed light and reliable to us, but there was a problem with inconvenient engagement at the end of the lever stroke. Fortunately, this is easily remedied by simply adjusting the lever. The five-speed transmission delivers smooth, crisp gear changes, and the chain drive, while potentially unreliable, doesn't detract too much from the experience. However, at full load, overtaking a long vehicle on steep climbs will be a gamble.
Yin and yang On freshly laid asphalt, the Spirit's suspension almost does not react to unevenness, providing such a smooth ride that you can safely fall asleep. However, on older, rougher highways, this design jams bumps into your insides as well as Mike Tyson. While the harsh potholes around town are too much for your bony butts to handle, the rear dual shocks offer a comfortable 90mm of travel with five pre-adjustment positions and a modern internal valving system that lets you dial in the settings you want. We recommend that you take the time to make these adjustments right away - the difference can range from a blissful smile to delighted squeals. The Spirit is also 4.5 kilograms lighter than the ACE, possibly due to fewer body kits. The 41mm front fork gives another comfortable 12.5 centimeters of travel, and the square-tube spine frame incorporates welded components with a durable cast head tube.
Durability can come in handy when you're running at high speed. We found the Spirit to be solid through tight corners, surprising us with its robust handling. The lean angle of the bike when cornering is also very pleasant, with the footpeg rarely touching the asphalt, even at a deep lean. The long and bespoke fuel tank may look tiny, but it holds 13.6 liters of petrol. After 170 kilometers you begin to frantically look for an inconveniently located faucet. We found the 5 liter reserve to be generous enough. He helped us out in a difficult situation on one of our trips to the fatal Valley of Death. We squeezed more than 30 miles out of reserve to the next gas station. But we do not recommend repeating this. Especially in Death Valley...
But we considered the shape of the tank to be unsuccessful. Its edges cut into my legs. It should be rounded at the junction with the saddle for a more comfortable position for the driver. The fuel valve is not located well - next to the saddle, far from the fuel tank.
Leave your wife at home
If you're taking the Spirit on an overnight trip to the coast, do yourself a favor and limit your luggage to a backpack. There is very little space for attaching luggage at the back. And the narrow, angled dragster seat will have you fidgeting after just an hour on the road. The saddle height is a Lilliputian 67.5 centimeters - the lowest in this class. This is good for shorter and/or novice riders, but some of the larger testers reported discomfort with the briefs cutting between their buttocks. However, we suspect it's just poorly fitting underwear, as we found short trips around town relatively pleasant on the body.
Ergonomically, it's a fairly small bike: the backward-sloping handlebars and small, low seat can cause even those over 180cm to hunker down and sit closer to the handlebars than they'd like. The footpegs force you to stretch your legs forward, which is comfortable when driving on the motorway, but proves awkward in city traffic when you need to quickly change gears. The narrow, semi-reclining steering wheel is mounted on rubber cushions, which dampen vibration and make walking around the city pleasant. Its positioning also reduces air resistance at high speeds, so you don't have to spread out like a big sail. But those same narrow handlebars can become loose during low-speed maneuvers due to the bike's aggressive lean.
As for the rear seat, we can't say that the Spirit is designed to carry passengers. The saddle is miniature and almost eliminates the possibility of taking a companion taller than Dr. Ruth. The passenger footrests make you squirm, and we can't imagine anyone willingly agreeing to such inconvenience.
Looks good
We like this motorcycle in terms of style. The profile is spare and clean, and many of our employees have been seen taking an interest in Spirit's appearance. One reviewer noted that the Spirit could pass for a Harley-Davidson Sportster (from a distance, in the dark, and with one eye closed, of course). Be that as it may, such a thought could have come from the Spirit's oval air filter. But when you get closer, you will see that, unfortunately, it is made of plastic. And this is one of the big drawbacks of this bike - a lot of the stylish parts are made of tasteless, cheap material, which only detracts from its appearance. And one more involuntary reminder of Harley: the Spirit's large round rear-view mirrors also vibrate at high speeds—the reflection in them resembles a hallucination. The wobbly 2-into-2 exhaust pipes, however, score points for style and produce a nice high-pitched rumble. The cylinder fins are well polished and the stylish stubby rear fender further enhances the bike's street character.
Unlike the previous American-assembled Honda 750, the instrument panel (analogue speedometer and LCD odometer) is housed in a beautiful chrome-plated housing located on the fuel tank, which visually gives the bike a solid look, but makes it difficult for the driver to see the instruments. For greater safety, there is a steering column lock, and the footrest can be easily raised and retracted. The controls are at your fingertips and gear changes are a breeze. The choice of colors for 2001 is small: only pearl white and black. Our test unit was black.
Honda also offers outstanding after-sales service for the Spirit, along with a host of optional accessories including a nifty headlight visor, leather saddle, backrest and solo seat covers, and much more.
It's possible that the Shadow Spirit will appeal to serious drivers looking for not only a solid vehicle, but also some weekend fun; and also suitable for confident beginners who crave a fast ride. The low-slung seat, predictable power delivery and friendly handling make this bike a comfortable ride, and its peppy engine is an enjoyable ride. And there is no need to find out in detail the origin of the name of this motorcycle. We'd rather just ride it.
Similar models
- Kawasaki VN750, VN800 and VN900 Vulcan . Not a bad motorcycle, also with a rich history. The 900 cc model has impressive dimensions.
- Suzuki VS750 and VS800 Intruder . A time-tested bike, styled like an old-school chopper. Here we can also mention the Intruder C800, also known as the C50, which replaced it, and with it the Intruder M50 (M800).
- Yamaha XV750 Virago (corresponding to early Honda VT750) and XVS 650 Drag Star. It looks beautiful, costs moderately, and drives quite cheerfully.
FAQ
- Is it possible to stick an old full-power motor into the frame of a new model? No, both the frames and engines are different, so such a conversion is impossible without a deep rework of the entire motorcycle. But this is expensive and pointless; it’s easier to just buy a “liter” right away.
- What is the real maximum comfortable speed for the engine to work without strain? About 130-140 km/h. But already at 150 km/h the engine screams so loudly that you feel sorry for it.
- Are spare parts interchangeable between different modifications? 50/50, depending on the year of manufacture and what specific spare part we are talking about. For example, you can transfer a fork from an Aero to a Spirit, but then you will have to change the front wheel as well. But their seats are different, they differ in fasteners.
I decided to talk about the first steps in gaining experience driving a motorcycle and at the same time my impressions of my first iron horse based on the results of the first season... it might be interesting for those who are just at the beginning of their journey.
I previously wrote about how I spent a painfully long time trying to become a motorcyclist and finally bought my first motorcycle. here…
And now it’s the end of April 2016, the weather is full of sunshine and temperatures of +20 and above. There are already a lot of motorcycles on the street, but I still can’t start my first season. I have already gone and looked at my Phantom more than once from all sides, read the manual twice, but decided that I would open my season only after learning to ride. Main reasons 3: firstly, the last time I sat behind the wheel of a motorcycle was at the traffic police exam 1.5 years ago, and it was a 100 kg Ebrik, and I have a 250 kg Shadova; secondly, I didn’t want to drop/scratch/break my horse out of nowhere (and I’ve already seen quite a lot of similar videos), and go into debt to restore it, because even when I bought a motorcycle and equipment for it, I spent all my “reserves” funds")). And finally, third on the list, but perhaps first in importance, I didn’t want to lose a lot of time or even end the season ahead of time somewhere in the traumatology department, or even worse...
I turned to a friend of mine at the Motor School, planning to take a couple of lessons in driving a cruiser on my motorcycle, but the friend told me to first show what I could do on their Ebrik. And it turned out that I don’t know how to do ANYTHING... Yes, naturally, I can start, drive straight, change gears and turn passably, but about any counter-steering, leaning in corners, maneuvering at ultra-low speeds a la between rows and traffic jams, starting off into a turn, emergency braking, etc. I had no idea. So “a couple of lessons on my motorcycle” was out of the question. Even more so about traveling to a city with our heavy traffic (St. Petersburg) on a 250-kilogram carcass. In general, I realized that I would still have to get into debt, but in order to avoid even bigger troubles in the future.
To my great regret, I had to undergo training at that same Ebrik, because... For the reasons mentioned above, no one was going to give me even a training Dragstar, “I’m not ready!” (I mean). Only after completing the basic course.
But I was done with it pretty quickly, and I signed up for an advanced course. God! How difficult and clumsy the training Dredge seemed to me! 200 kg after Ebrik.
How will I ride with my 250 kg, and even with a passenger and cargo??? It was terribly scary to practice the already familiar tilts, high-speed turns, especially when driving with one hand, starting to turn and even a banal snake. But after some time I got used to it, without ever dropping it, which I was very afraid of. In addition to the weight, there was a very uncomfortable steering wheel, which was located low and rested on the thigh when cornering.
After Draghi I boarded the training Vulcan 800...
Here I first felt what it was like... not even driving... sailing on a cruiser. Huge, comfortable, with a fairly comfortable steering wheel, saddlebags and a windshield. And the gorgeous sound of the engine and exhaust... I liked it very much... in a straight line...
But the weight... I was just afraid to turn it. I turned with SUCH radii that I barely fit into the area! Due to the combination of a wide, high, seemingly comfortable steering wheel and a large mass, I could not get used to it, and every now and then it tried to throw me to the side. I was barely able to keep him from falling over a couple of times in slow turns when I took all his weight on my left leg. It was really hard. And I thought with horror how I would ride my Phantom, which is even heavier. I still don’t understand how people drive a 500-kilogram Golda or, for example, an Electric Train.
But in the meantime, the course was completed and, as a bonus, I was given a ride on a “sport”, in my opinion it was a CBR 600.
The dynamics after the “choppers” are of course amazing... rocket! Feels like completely different technologies! But acceleration is the only thing I liked... the landing position, the position of my hands on the steering wheel, the center of gravity... I was once again convinced that it was not for me. Not for the city, in any case, but I’d love to drive it on the track 
So... basic and advanced training is completed, and I was allowed to ride all the same exercises on my own horse! By that time, the arches and side cases had already been purchased and installed, so it was no longer so scary to drop them. And so I sit on my Phantom on the set. I used to sit on it in the garage, but now I have something to compare with after training. I immediately appreciated the seating position and the position of my hands on the steering wheel. Finally, the steering wheel is at the ideal height for me: in the middle between Draga and Vulcan. Moreover, it is straight, which is much more familiar and convenient for me after a bicycle.
The seating position is lower than that of the Vulcan, and it simply refuses to fall over on its side; the weight feels completely different. Holding it with one leg is much easier. But at the same time, with my height of 180 cm, it is comfortable to sit, my knees are located where they need to be, my feet rest comfortably on the footpegs, brake pedals and gear shift.
Finally I put it in first gear and start moving for the first time... OH DAMN! How much lighter it becomes when moving from the lowest speeds! It begins to drag from the very beginning of the movement, calmly, evenly and confidently. Despite the steering wheel being tighter than that of the choppers described above, when moving it turns almost effortlessly, holds its course perfectly, and is absolutely stable at ultra-low speeds. It is very easy to control between rows and is absolutely not annoying. Gears shift clearly, finding neutral does not cause problems, which I cannot say about Draga and Vulcan, although perhaps this is a problem specifically with “training” models. The dynamics are enough in urban conditions: about 6 seconds up to 80-100 km/h allows you to almost always start from a traffic light first and drive to the next intersection in splendid isolation :)) Despite the relatively small engine power, as further operation showed, there are enough horses , to carry my 100 kg, Two about 50 kg and 15 kilograms of cargo at a speed of 120 km/h, and if desired, up to 140. Then it’s already difficult. But at such a speed, the oncoming air flow puts a lot of pressure on your head, which of course will allow you to quickly strengthen/pump up your neck, but is not very comfortable when you are trying to enjoy the ride :)). Sometimes I catch myself thinking that I would like, of course, a little more power. I hope that installing a windshield will partially solve the problem, although I don’t strive to drive constantly above 120 km/h. I consider this speed to be optimal from the point of view of safety and contemplating the terrain/enjoying the road.
The exhaust sound is relatively quiet, smooth, and when Harleys pass nearby, you somewhat envy their louder “chop-chop-chop,” the standard among cruisers. But on long hauls your ears don’t get tired :)) In traffic jams there’s enough volume, in most cases they can hear you even as you’re approaching.
Brakes: many people write that the Shadovkas have clearly insufficient brakes and are extremely lacking in ABS. I can’t say anything about driving with ABS, I have no experience, but a braking distance of 4-5 meters from 60-70 km/h seems to me to be quite a decent result. In my life I never had to brake urgently, but on the court I always managed to stay within these limits. And the less electronics there are in technology, the more reliable it is! :))
All the described sensations did not change and were only confirmed during the subsequent first season.
I also liked the presence of a steering wheel lock with the main key (perhaps all modern motorcycles have this, I don’t know) and an immobilizer. Again, I don’t know, maybe they can be hacked relatively easily, but it seems to me that the likelihood of theft is still greatly reduced. And of course the cardan - for me this was one of the most important conditions. I think it’s unnecessary to talk about the appearance =) Although the taste and color.
Among the disadvantages of this motorcycle, at first it seemed to me that there was a paucity of data displayed on the dashboard: speed, clock, mileage (total and daily) and a low fuel level indicator - that’s all. I'm not talking about indicators for oil overheating and engine problems.
But I wanted at least more revolutions, the exact fuel level or the number of kilometers that can still be stretched on the existing balances, or at least a couple of options for signaling the level: like the first “Attention, it’s time to think about refueling” and the second “AAA!!! I'M ALMOST DRY!!! FUEL FUEL WHERE YOU WANT!!! But the sensor starts to burn at 3.5 liters of 14.5 tank volume, and does not change in any way until there is no fuel at all. And it’s one thing when you’re driving along the highway and you realize that with a consumption of 5 liters of 95 per 100 km, you still have a reserve of 50-60 kilometers, and you can somehow track this moment. But once I got stuck in a terrible traffic jam on Navy Day in Kronstadt, and it was so dense that it took me about 40 minutes to get out of the city in first gear (a friend of mine took more than two hours to get out in gearbox!). The fuel level light started to come on right at the very beginning. I understood that while I was “sneaking”, I was also eating gasoline, but I had no idea how much. In any case, I’ll drive 40 km to my favorite gas station in St. Petersburg, I thought. But after traveling less than 20 km, the motorcycle began to “sneeze” and quickly stalled - I didn’t even immediately understand what was wrong, I was afraid of problems with the engine. But I quickly came to the conclusion that the problem was most likely gasoline, and it was simply a miracle that I stood about 500 meters from the gas station that I had just passed. If there were any gradations in the signaling of this sensor, this situation could have been avoided by refueling in the city.
Over time, I got used to it and generally understood that apart from indicating the speed and mileage (and this is generally only needed sometimes), in general nothing is needed, but a more accurate indication of the fuel level is still missing for me.
There are no complaints about the controllability and the location of the controls, everything is very conveniently located, except that my thumb stubbornly did not get on the horn button, but by the end of the season I more or less got used to it.
Well, perhaps the main disadvantage of this motorcycle, but already for a Deuce, is the rear seat, which is very narrow in both width and height.
Its loin is not at all sweet in long-distance travel. If there are no complaints about my place, and yet stops are required at least once every 1.5-2 hours, then I can’t imagine how she sits through those same 1.5-2 hours. A 3-week trip around Europe is planned for the next season, and this clearly needs to be resolved somehow. It is not yet possible to change the standard seat to another one. Can anyone give me some advice? For now we are leaning towards buying and attaching some small pillow.
In summary... as they say on many forums, the Honda Shadow 750 is a great motorcycle for beginners. Excellent handling, excellent traction, legendary Honda reliability, a comfortable fit for a tall person and the beautiful appearance of a classic cruiser. And Shadow Phantom remains completely true to these traditions.
PS Finally, I would like to say that I highly recommend that all novice motorcyclists spare no expense and still undergo pre-training at the Motor School, because... 250 kg is still not a training EBR, and not even most motorcycles. And in general, the skills give you very useful ones, which you then use every day.
Wishing everyone a speedy opening of the season and smooth roads! =)
Conclusion
In its class, the Honda Shadow 750 can be called one of the best . In terms of weight and controllability, it is close to the “four hundred”, and in terms of dynamics – to the “liter”. This balance, coupled with phenomenal reliability , affordable price and a ton of tuning, ensured the model such a long life. This chopper is equally suitable for driving around the city and for long trips . With timely maintenance, it will serve the owner for years without problems or breakdowns, for which it is valued in many countries around the world, and its technical characteristics are sufficient for any purpose.
Specifications
| Maximum engine power: | 42 - 45 HP |
| Torque: | 59 - 69 Nm |
| Working volume: | 745 cm3 |
| Motor type (cylinder arrangement, number of strokes): | 2-cylinder, 4-stroke, V-shaped |
| Number of cylinders: | 2 |
| Number of valves: | |
| Intake type (Injector / Carburetor): | |
| Bore and stroke: | |
| Starting system (Electric starter, kick starter): | |
| Maximum speed in km/h: | 160 – 180 km/h |
| Cooling system: | Liquid |
| Transmission (gearbox): | 5 |
| Clutch (Dry / Wet): | |
| Drive unit: | chain/cardan (depending on version) |
| Frame: | Steel |
| Chassis | |
| Suspension (front/rear travel): | |
| Brakes (Front/Rear): | |
| Wheels / Tires / Rubber: | |
| Dimensions and weight | |
| Dimensions (Length / Width): | |
| Seat height: | |
| Ground clearance: | |
| Curb weight: | |
| Wheelbase: | 1640 mm |
| Weight: | 238 kg |
| Fuel tank capacity: | 14 l. |
| Battery capacity: | |
| Year of release: | |
| Country of Origin: |
Dimensions and weight
The geometric parameters of the Honda Shadow 750 have changed many times.
Because Shadow 750 is not the only model, but a whole series of modifications, and their external parameters also differ.
- Dry weight started from 211 (in 1983) to 246 (2018) kg.
- Equipped, with fully filled tanks - 225 (1983) to 263 (2018) kg.
And the dimensions also changed;
- The length changed 8 times from 2191 (NV750 Custom) to 2511 (Aero).
- Width - 10 times from 860 (NV750 Custom) to 940 (Aero).
- Height - 10 times from 1199 (NV750 Custom) to 1091 (Aero).
- Seat height - 760 (NV750 Custom) to 660 (Aero).
It is worth noting that Aero was developed in 2003; subsequent models had smaller dimensions. The exception is seat height. All earlier and later developments were larger.
For whom is it intended?
The motorcycle can be comfortable for people of different heights, depending on the modification.
Despite such variations in size, the engineers did not forget about the user.
Both a short Japanese and a giant European could find a model suitable for themselves.
The bike cannot be called universal, since they chose different modifications, but the developers managed to please everyone.
