HOME   CONTACT   CONVERTER   VIDEO   TECHNICAL 

 

Classic Bikes

Custom Bikes

Racing Bikes

 

AC Schnitzer

Adler

AJP

AJS

Alfer

Aprilia

Ariel

Arlen Ness

ATK

Bajaj

Bakker

Barigo

Benelli

Beta

Big Bear

BigDog

Bimota

BMS Choppers

BMW

Borile

Boss Hoss

Boxer

Brammo

Britten

BRP Can-am

BSA

Buell

Bultaco

Cagiva

Campagna

CCM

Confederate

CR&S

Daelim

Deus

Derbi

DP Customs

Drysdale

Ducati

Dunstall

Exile Cycles

Factory Bike

Fischer

Foggy Petronas

GASGAS

Ghezzi Brain

Gilera

Harris

Harley Davidson

HDT

Hesketh

Highland

Honda

HPN

Horex

Husqvarna

Husaberg

Hyosung

Indian

Italjet

Jawa

Junak

Kawasaki

KTM

Kymco

Laverda

Lazareth

Lehman Trikes

LIFAN

Magni

Maico

Matchless

Matt Hotch

Megelli

Midual

Mission

Mondial

Moto Guzzi

Moto Morini

MotoCzysz

Motus

Mr Martini

MTT

Münch

MV Agusta

MZ

NCR

Norton

NSU

Oberdan Bezzi

OCC

Paul Jr. Designs

Piaggio

Radical Ducati

Richman

Ridley

Roehr

Roland Sands

Royal Enfield

Rucker

Sachs

Saxon

Sherco

Suzuki

Titan

TM Racing

Triumph

Ural
Velocette

Victory

Viper

Vincent

Vilner

VOR

Voxen

Vyrus

Wakan / Avinton

Walz

Wrenchmonkees

Wunderlich

Yamaha

Zero

   

Honda VT 750C Shadow

 

 

 

 

Make Model

Honda VT 750C Shadow

Year

1985-86

Engine

Liquid cooled, four stroke, 52°V-twin,

Capacity

745
Bore x Stroke 79 x 76 mm
Compression Ratio 9.0:1

Induction

2x 36mm diaphragm-type CV

Ignition  /  Starting

Battery powered inductive  /  electric
Clutch Wet, multiple discs, cable operated

Max Power

Max Torque

Transmission  /  Drive

6 Speed  /  shaft

Front Suspension

39mm Air assisted forks, 135mm wheel travel.

Rear Suspension

Dual shocks adjustable spring preload, 94mm wheel travel.

Front Brakes

Single disc 2 piston caliper

Rear Brakes

Drum
Front Tire Pressure 2.25 bar

Rear Tyre

140/90 -15
Rear Tire Pressure 2.25 bar, with pillion: 2.8 bar withpilion

Front Tyre

110/90 -19
Seat Height 710 mm

Wet-Weight

 228 kg

Fuel Capacity

12.8 Litres

Standing ¼ Mile  

12.8 sec  /  101 mp/h

In 1983, Honda uncorked a one-two punch that rocked motorcycling's world. The two motorcycles could hardly have been more polar opposites, but each showcased Honda's unique engineering talents, brought to bear on two completely different market segments. One was the VF750F Interceptor, which flat-out redefined the limits of sportbike performance. The other was the Shadow 750 (VT750C), a motorcycle that changed the perception of V-twin custom cruisers.

Why? Because as a purpose-built cruiser, the Shadow 750 not only made powerful statements about styling, but it also established innovative standards for high-performance, low maintenance and forward-thinking engineering.

Take engineering first. To start with, V-twins of any angle other than 90 degrees often create a primary imbalance, which transmits bothersome vibration to the rider. The only method of reducing engine vibration was to fit counterbalancers, but these add weight, complexity and expense. Honda, though, applied innovative technology to come up with an alternative that would become a Honda hallmark. By designing a unique offset dual-pin crankshaft that achieved perfect primary balance, Honda created the first perfectly balanced narrow-angle V-twin. (Honda successfully used the same dual-pin design for its 52-degree V-twin used in the VT500 Ascot and VT500C Shadow 500.)

Other noteworthy examples of engineering include the bike's Sprague (one-way) clutch that allowed the clutch to slip slightly when the bike was downshifted at high revs, thereby eliminating the wheel chatter that plagued other big twins. The Shadow 750 also saw the debut of three-valve, twin-plug cylinder heads, a feature you'll find on present-day Shadows. Three-valve heads flow better than a comparable two-valve head, while the twin plugs reduce emissions, increase fuel mileage and quicken the burn for resistance to detonation. Liquid cooling further contributed to lower emissions and more consistent performance, due to more stable engine temperature. Another benefit of all this advanced technology was performance. The Shadow offered acceleration that could best motorcycles with half again more displacement.

But that's not all. The Shadow positively bristled with touches that reduced maintenance. Hydraulic valve adjusters, electronic ignition, cam chain tensioners, hydraulically actuated clutch and front brakes, a brushless generator and shaft final drive all contributed to make the Shadow 750 easy to live with. As Cycle magazine said in its test of the Shadow, "Only the spark plugs, engine oil and filters require attention; no motorcycle has ever offered such hassle-free ownership." It was a boon to those who wanted to ride, not tinker.

Perhaps the most radical thing about the Shadow, though, was its appearance. Other Japanese manufacturers had cautiously approached the classic American cruiser style popularized in the choppers of the '50s and '60s by adding new bits and pieces to their standard models, but the Shadow was the first to design and incorporate all the styling cues into one bike as a fully integrated cruiser. The Shadow had all the right touches: V-engine, teardrop gas tank, two-piece seat with sissybar and backrest, cast wheels, pullback handlebar, raked-out front end and angle-cut muffler. It was a cruiser that stormed the boulevard by way of the drawing board.

The Shadow 750 established Honda at the forefront of a cruiser movement that grew to become the most popular motorcycle genre in history. As with almost all landmark Hondas, the 1983 Shadow 750's most enduring contribution is the inspiration it provided for future Shadows. Perhaps Honda's 1983 Model Guide said it best: "The Shadow 750 combines the styling and emotional appeal of a traditional custom V-twin, with exciting technological innovations that make it superior to any other V-twin motorcycle." Just like today's Honda Shadows.

 

 

 

NOTE: Any correction or more information on these motorcycles will kindly be appreciated, Some country's motorcycle specifications can be different to motorcyclespecs.co.za. Confirm with your motorcycle dealer before ordering any parts or spares. Any objections to articles or photos placed on motorcyclespecs.co.za will be removed upon request.  

 Privacy Policy       Contact Me      Links