Honda Shadow 1100 Spirit
In 1990, as the first cruiser boom seemed about to go bust, there was only one cruiser in Honda's lineup, the VT1100C Shadow, then $5998. The following year it went on hiatus, presumably because there were plenty in the warehouses, but it returned for 1992 ($6499) as interest in the cruiser market picked up again. We are glad it did, because it has remained one of the most ridable cruisers around for the last 22 years. Some of its competitors may have been more stylish or muscular, but the Honda 1100 V-twin combines satisfying power with good comfort and confident handling.
Honda has frequently tried to upstage the original Shadow 1100. In the early 1990s there was the A.C.E., which introduced more Americanized styling and a single-crankpin engine instead of the Shadow's dual offset crankpins, which help eliminate vibration. The A.C.E. arrangement gave a more traditional exhaust cadence however, and, combined with its nicely executed styling, looked like a threat to the original Shadow. But the A.C.E. and the 1100 Aero, which had a similar engine with more retro styling, arrived with much fanfare and quietly disappeared as the original Shadow, now called the Spirit, just kept going. More recently, its position in Honda's line has been challenged by the Shadow 1100 Sabre and the VTX1300 series. But at the end of the day, the Spirit is still a nicer bike to ride than its newer, spiffier-looking stablemates, especially if there are a lot of miles to cover. In fact, the Spirit and the Yamaha V-Star remain our favorite cruisers in the 1000 to 1300cc segment.
One of the reasons we like the Spirit so well is its smoother engine. The staggered crankpins used to quell the V-twin's vibes may not produce a Harley-like exhaust note, but they make it much smoother and a bit more powerful too. The engine is free of foibles, with easy starting, good response when cold and a usable spread of power that continues pulling when others trail off. That strong top-end pull is particularly welcome on the highway, where it allows quicker passes. Because it likes to continue revving, we wish it still had the tachometer that was included during the first two model years.
Our biggest complaint with the drivetrain is that the gearbox ratios are staged a bit unevenly. In particular, the first-to-second gap is pretty large, making you rev it a bit harder during acceleration in first before you shift to second and creating extra deceleration when you drop from second to first. The first-to-second shift is also noisy going either way. The clutch is light and smooth. Fuel mileage is unremarkable at about 45 mpg during our highway jaunts, but that's still good for over 150 miles between stops.
It's also the most comfortable motorcycle here, not only for the rider but a passenger as well. The saddle is very comfortable, and the riding position is roomy without making any of us stretch. The 32-inch-wide handlebar stretches you out in the wind though, and a windshield would be our first addition if touring was in the offing. There is little vibration. With more than average suspension travel and somewhat soft springs and damping, the suspension provides a smooth ride.
You might wish for a bit stiffer springing and more damping in corners, where it does bound around a bit. There is a comfortable amount of lean angle available though, and steering is light and precise. It is stable at high speeds, even in crosswinds. There is just a slight tendency to drop in during turns at low speeds. At 32 inches, the handlebar's width cramps us a bit while splitting lanes. The brakes are very controllable and have good power. Although it dives significantly during hard stops, it is the most effective bike here during a panic stop.
Owners of 1100 Spirits, which are built in America at Honda's Ohio facility, seem to ride them a lot and are pleased with their long-term reliability and easy maintenance. Liquid cooling has apparently done a good job of keeping the engine healthy in the long run.
One of the riders who helped us with this article was going to take a long ride over a three-day weekend. He'd already ridden all seven bikes for some time, and when we offered him a choice of any of them for his trip, he immediately requested the Shadow Spirit. He returned singing its praises to anyone who would listen. His experience mirrored those of staffers and others. Even if the looks don't impress you, you'll have no problem understanding why the original Honda 1100 Shadow is still going strong if you ride one.
Specifications
Honda Shadow 1100 Spirit
Suggested Base Price: $8599
Engine Type: Liquid-Cooled 45-Degree Tandem V-Twin
Valve Arrangement: SOHC; 2 Intake, 2 Exhaust Valves, Screw-Type Adjusters
Displacement, Bore X Stroke: 805cc, 83 X 74.4mm
Compression Ratio: 10.0:1
Minimum Fuel Grade: 87 Octane
Transmission: Wet Multiplate Clutch; 5 Speeds
Final Drive: Shaft
Wheels: Cast, 19 X 2.15 Front, 15 X 3.5 Rear
Front Tire: 110/90-19 Dunlop F24 Tubeless
Rear Tire: 170/80-15 Dunlop K555 Tubeless
Front Brake: 2-Piston Caliper, 13.2-In. Disc
Rear Brake: Drum, Rod-Operated
Front Suspension: 41mm Stanchions, 6.3 In. Travel
Rear Suspension: Dual Dampers, 3.9 In. Travel, Adjustments For Spring Preload
Handlebar Width: 32.1 In.
Fuel Capacity: 4.2 Gal.
Kawasaki Vulcan 500 LTD
The stars must have aligned right while they were designing cruisers for 1985, because so many of them are still around. We hope Kawasaki gave a big bonus to the guy who suggested taking half its big liquid-cooled four-cylinder engine from the Ninja sportbike and putting it in a middleweight cruiser and later a sport-oriented bike (the EX500). Both those half-liter liquid-cooled vertical-twin models still live on in Kawasaki's line (and the four-cylinder version of the engine survives in the Concours sport-tourer, introduced in 1986). In 1990, the cruiser became a 500, which became the LTD in 1996. The LTD version got a longer frame, a 4.0-gallon tank and a raft of styling tweaks.
Until recently, the Vulcan 500 was unique among OE cruisers for its six-speed transmission, which allows the rider to keep the high-revving vertical twin on the boil. Though it has enough midrange power to perform comfortably without a lot of revving, the DOHC eight-valve motor does its best work when you accept its high-rpm personality and let it spin. If you keep the revs up, the Vulcan 500 delivers impressive performance, easily outrunning any current cruiser under 700cc, including both those here. The transmission shifts lightly, smoothly and certainly, and Kawasaki's positive neutral finder makes turning on the green light on the dash a snap.
With a wheelbase that's actually 0.6 inches longer than the Vulcan 750's, the LTD feels quite roomy. Noticeably bigger and heavier than the Suzuki S40, it nevertheless is still quite nimble and quick to turn. The suspension is lightly sprung and damped, providing a smooth ride until the bumps get too large. The suspension gets working hard in bumpy corners, but the length keeps it stable in most conditions. You can drag it a bit easier than the Suzuki 650 when leaned over. The brakes are a good match for the bike, and its drum rear brake offers more feedback than the 750's.
In term of comfort, the Vulcan 500 feels much bigger than the Honda VLX or Shadow. It's not only roomier, but it has a better saddle, especially compared to the Honda, better handlebar placement, and the smoothest engine in this entire group of seven bikes, thanks to a counterbalancer. Some taller riders wanted a bit more legroom, which was adequate for 32-inch inseams, but it otherwise got significantly higher marks for comfort than the S40 or VLX and also better than the other two Suzukis.
If you lubricate the chain frequently (and clean up the resulting mess), the Vulcan 500 will give years and many miles of reliable service, we're told. We wish that Kawasaki would switch to belt drive (which is probably a much bigger change than it sounds like, in which case it's not likely to happen).
Back in 1996, we took three recent graduates from a learn-to-ride class and set them loose with four 500 to 650cc cruisers. One of those bikes, the Yamaha Virago 535, has since been discontinued, but the other three-the Honda VLX, this Kawasaki and the Suzuki Savage (now the Boulevard S40)-are in this group. All three riders admitted they were most looking forward to riding the good-looking Honda, which they expected to be the best bike in the group. However, all wanted the somewhat smaller Suzuki for their first forays into traffic. Once they had developed some confidence, they switched to the Honda. After riding that they tried the other two bikes. They all were surprised to discover that after riding the Kawasaki and Yamaha, none wanted to go back to the Honda or Suzuki. It didn't surprise our more experienced riders, who had quickly cottoned to the fact that the Vulcan 500 and Virago were faster and more comfortable than the others.
The Vulcan 500 remains a standout in the sub-750 class and is significantly faster than the Yamaha V-Star 650 that supplanted the Virago 535, though not quite as comfortable. In fact, the riders who spent time on all seven bikes assembled here all picked the Vulcan 500 as one of their top two or three favorites, and it was actually the bike that got ridden most frequently because it is so effective in traffic.
Honda Shadow 600 VLX
Introduced in 1991, this bike was almost too new to include in this article. However, it has been so popular year after year-some years being the best-selling metric cruiser-that we didn't feel we could ignore Honda's smallest Shadow.
Why is the 583cc Shadow so successful? We suspect that looks account for much of its appeal. Its long, low lines almost define cruiser, and they are completed by nicely turned details and a minimum of clutter. Its hidden single-shock rear suspension, the only one in this group, creates a clean hardtail-like rear end. The crowning touch is the V-twin engine, which, especially in the Deluxe version that we tested, looks good and sounds strong.
Of course, sounding strong and actually pulling hard are two different things. In terms of acceleration, it's very close to the Suzuki Boulevard S40. The S40 is stronger in the low to midrange, but the VLX has a bit more on top, in part because it revs further. The Honda pulls ahead at about 65 or 70 mph, although it vibrates more to do it. Yamaha's similar V-Star 650 Custom is faster than either and only slightly more expensive than the Honda (and includes shaft final drive). Of course, the Kawasaki Vulcan 500 will run and hide from any of them.
The liquid-cooled 52-degree VLX engine is quite user-friendly. In addition to a broad spread of power, it starts readily and doesn't need much warmup before it's ready to play. However, the nice power characteristics are significantly constrained by the last four-speed gearbox in a modern motorcycle. When we heard that an updated VLX was in the works for 1999, we assumed it would get a much-need fifth speed (especially since the lower end had been adapted to the recently introduced 750 A.C.E., which had a five-speed). Unfortunately, that was not to be, and the VLX has to work with wide gaps between gears, especially first and second, a top gear that might make it rev more than it needs to on the highway, and compromised acceleration. Four-speed gearboxes are almost prehistoric these days, and even bikes with much wider powerbands than the VLX have switched to five or even six speeds. We'd like to see Honda do that (and maybe go to belt drive at the same time), though such changes may be cost-prohibitive for bikes is this price range.
Those 1999 changes improved the riding position and lowered the saddle by 1.6 inches, bringing the earth within reach of all but the stubbiest legs. This was accomplished by using a shorter shock with a more progressive spring, which had minimal impact on ride quality. Big bumps still bounce it and small, sharp bumps are just a bit more apparent, but the ride is acceptable. The seat was also changed, and even though it was widened, its shape doesn't seem to suit much of anyone. Certainly it has the least popular saddle here. It offers a bit more legroom than either the Kawasaki 500 or the Suzuki 650. Vibration becomes annoying at speeds above 65 mph.
The VLX earns good marks for handling and braking. The low-effort steering is predictable and precise at all speeds, and the suspension is relatively well controlled. It feels stable, fast or slow. Ground clearance is about average for the class. Both brakes provide good feel and feedback, and the critical front brake's power is well matched to the bike and front tire.
Like some of the other less expensive bikes here, Honda VLXs sometimes suffer from neglect with routine maintenance being forgotten and the bike being left outside at the mercy of the elements, which can lead to problems caused by corrosion. However, bikes that are cared for (lube the chain every three fill-ups) apparently give good service life. There don't seem to be many riders who use them to travel on, though the one woman we talked to who did so said she had never had any sort of problem with it except running out of gas once. With only 2.9 gallons of fuel, it's not a long-range machine by any means.
Owners who ride a lot generally say they love their VLXs, and those who are thinking of a different bike usually confide they are looking at a bigger Honda. However, when we offered a trio of new riders a chance to ride all the bikes in this class, they generally found that the VLX looked better than it worked and said they preferred the Kawasaki or Yamaha. In particular, they didn't like the limitations imposed by the VLX's four-speed transmission. The other bikes' better performance at highway speeds also attracted them. When they chose the VLX, it was for urban use, particularly where they expected others to see them.
Specifications
Honda Shadow 600 VLX
Suggested Base Price: $5399, Deluxe Model $5699
Engine Type: Liquid-Cooled 52-Degree Tandem V-Twin
Valve Arrangement: SOHC; 2 Intake, 1 Exhaust Valves, Screw-Type Adjusters
Displacement, Bore X Stroke: 583cc, 75 X 66mm
Compression Ratio: 9.2:1
Minimum Fuel Grade: 87 Octane
Transmission: Wet Multiplate Clutch; 4 Speeds
Final Drive: Chain
Wheels: Wire-Spoke, 19 X 2.15 Front, 15 X 3.50 Rear
Front Tire: 100/90-19 Dunlop Tube-Type
Rear Tire: 170/80-15 Dunlop Tube-Type
Front Brake: 2-Piston Caliper, 11.8-In. Disc
Rear Brake: Drum, Rod-Operated
Front Suspension: 39mm Stanchions, 5.7 In. Travel
Rear Suspension: 1 Damper, 3.5 In. Travel, Adjustments For Spring Preload
Handlebar Width: N/A
Fuel Capacity: 2.9 Gal.
Yamaha V-Max
Though it isn't one of the mainstream cruisers we wanted to focus attention on here, Yamaha's mighty 1200cc V-four V-Max power cruiser has the same sort of staying power. That's doubly remarkable when you consider that its focus is performance, an area which has seen tremendous advances during Max's 22 model years. Other companies have tried to dethrone the V-Max, but it has summarily humiliated and dismissed every challenger to its performance-cruiser title.
Despite some minor suspension and brake upgrades along the way, it retains the same handling foibles it was born with. Its aggressive riding position and narrow seat make it a less-than-ideal tourer.
But that doesn't matter anyway. The joy of riding the V-Max is pulling the trigger on upwards of 125 horsepower and getting kicked in the butt as that fat rear tire hooks up and again when the V-Max's unique V-Boost system opens up and doubles the intake volume for a surge in power.
A concept bike at the 2005 Tokyo Show has spawned speculation about a replacement, but we have no word in yet. It's not the first time for rumors, and every year, the same ol' V-Max returns, still the fastest gun on Burnout Boulevard. Sure, we'd be glad to have a fresher version of the bike with an updated chassis, as long as it doesn't give up a bit of the fun you get when twisting the V-Max's throttle.