Cruisers may represent the more traditional end of the motorcycle design spectrum, but even relatively low-key V-twins need facelifts and tummy tucks every so often to catch the eye of the elusive consumer. The 750cc cruiser segment is a prime example of reliable designs built to a price point, and a market niche that has been particularly lucrative for Honda. So lucrative, in fact, that it's been the company's best-selling streetbike category for three years straight. Regardless, the 750cc Shadow line has been looking a bit long in the tooth lately. In an aggressive move, Honda cleaned out the stable, throwing the venerable 750cc A.C.E. and 750 Spirit models into the scrapheap. The Aero is the only kid on the old middleweight V-twin block this year.
A Honda rep told us consumers were asked what elements were most essential when considering new bikes in this category. Price, styling and maintenance concerns consistently came up as significantly important to potential buyers. It's no surrequirements, in addition to bringing enhanced style and power to the 750 class.
The heart of the beast hasn't changed much from that of its forebears. Honda's new 2004 Aero inherits an updated version of the six-valve 745cc V-twin that powered the two retired 750s. That design brings a single overhead camshaft, two spark plugs per cylinder and three valves per cylinder. Instead of the two carbs the A.C.E. and Spirit housed, however, the Aero utilizes a single 34mm constant-velocity Keihin unit for easy adjustability and what Honda calls an enhanced V-twin vibe.
At the other end of the combustion process is a sleek 2-into-1 exhaust system that features a livelier bark than the mufflers of previous Shadows. The system encloses two fully independent pipe and silencer sets in a single long, large-diameter case, and an air-injection system reduces emissions by injecting air into the exhaust ports to ensure complete combustion. Combustion chambers also get a bump in compression from 9.0:1 to 9.6:1, and the airbox sports a new shape to improve intake efficiency. The Aero comes equipped with a wide-ratio five-speed transmission and an aluminum radiator mounted between the frame rails to maintain consistent engine temperature.
Honda took styling cues into account on this machine as well, and a long and low look complements the spacious ergonomics and sweeping bar. A new steel-tube frame design with lower frame rails places the seat height at a subterranean 25.9 inches, lower than either of the 750s the Aero replaces and half an inch lower than Honda's own 250cc Rebel. Honda wants the '04 Aero to evoke the '50s and '60s, with deep, valanced fenders and a stylish tank cover, but you'd have to squint pretty hard to get that feeling. It's more a suggestion of an era. Naturally, chrome highlights abound, from the cylinder-head cover to the instrument housing.
But the real news here is the change in the powertrain. The A.C.E. and Spirit's bargain-basement chain drive was tossed out and replaced with an efficient, low-maintenance shaft drive for the Aero. But surely Honda had one eye on the competition, too. Kawasaki's Vulcan 750, Suzuki's 800s and Yamaha's 650 V-Stars all use shaft final drive. It was an obvious direction for Honda.