Honda VT 750 Shadow – Specifikationer


Make Model

Honda VT 750C Shadow




Liquid cooled, four stroke, 52° V-twin, SOHC, 6 valve



Bore x Stroke
79 x 76 mm

Compression Ratio


34mm VE-type carbs

Ignition  /  Starting

Fully transistorized electronic  /  electric

Max Power

33.7 kW @ 5500 rpm

Max Torque

64.2 Nm @ 3000 rpm

Transmission  /  Drive

5 Speed  / 
sealed chain

Front Suspension

41mm telescopic fork, 116mm wheel travel

Rear Suspension

Dual conventional dampers with 5-step adjustable spring
preload, 90mm wheel travel

Front Brakes

Single 296mm disc 2 piston caliper

Rear Brakes

Single 180mm drum

Front Tyre


Rear Tyre



237.9 kg

Fuel Capacity

14 liters ( 4L )




Lately the humongous-displacement cruisers with their
extreme dimensions seem to get the lion’s share of everyone’s attention.
Meanwhile, people are actually buying the smaller models in droves; Honda’s
750cc Shadow ACE was in fact the best-selling model in the company’s street
motorcycle lineup for 2002.

To stay fresh in the game, for 2004 Honda’s Shadow Aero has undergone a major
redesign, giving it a retro-look along with a strong dose of VTX styling—including
large valanced fenders similar to its bigger brethren. Despite its relatively
small displacement for a cruiser, the Aero now has the appearance of a much
larger machine, which is especially accentuated by its oh-so-loonnggg rear
fender. Another major change is the switch from chain to shaft final drive,
which reduces maintenance and cleaning chores.

Motivation comes from a carryover 52-degree V-twin with single overhead cams and
three-valve cylinder heads. It features a long-stroke design for big V-twin feel
and low-rpm torque, along with two spark plugs per cylinder for combustion
efficiency. A single 34mm CV carb mixes the juice, and compression has been
bumped up slightly to 9.6:1 for a little extra punch.

With a pull on the choke knob (even that is retro) and a
push of the button, the twin rumbles awake immediately and settles into a
pleasing cadence. Although it’s still quite muted, Honda has beefed up the
exhaust note to a “huskier” level that we found more pleasing to the ear.
Performance is smooth and responsive, even during warm-up, with nary a hiccup
from idle to redline. Turn the twisty handle and the engine pulls cleanly from
low revs and feels more powerful through the midrange than its predecessor.
Vibration is well-damped across the rev range and never obtrusive, but the
engine feels busy and sounds like it’s working hard at highway speeds. Clutch
effort is low and shifting is smooth and easy; even neutral is readily found.

Front suspension consists of a non-adjustable 41mm conventional fork with 4.6
inches travel, which feels plush and appropriately sprung. Dual rear shocks with
five-position spring preload adjustability provide 3.5 inches of travel in back.
Limited rear-suspension travel makes itself obvious over bumps and choppy
pavement by sending jolts up the rider’s back in typical cruiser fashion.

Steering is light and stable and the bike tracks well through corners, which
should build confidence, especially in new or re-entry riders. Spoked wheels
carrying 120/90-17 rubber in front and a 160/80-15 rear gummy continue the
traditional look. Traction is good wet or dry, and the tires don’t wiggle in
rain grooves, but the footpegs touch the pavement rather easily in tight turns.

The single front disc brake with a two-piston caliper handles most of the
stopping duties satisfactorily. Another “classic” touch is the rear drum brake,
which makes this one of the last holdout motorcycles using this, ahem, “proven
technology.” Yet the drum works better than expected and actually helps get the
bike to halt.

A roomy, low-slung solo saddle with a detachable pillion welcomes rider and
passenger. The bike’s steel-tube backbone frame was reworked to yield a
ground-hugging 25.9-inch seat height. If the seat is too tall for you, maybe you
should consider another pursuit. Skateboarding, perhaps?

Forward-mounted front footpegs add to the cruiser look, but are a bit cramped
for long-legged riders, forcing them to sit on the upturned rear edge of the
saddle. The wide handlebar is positioned stylishly low and is mounted on
rubber-damped risers to further reduce vibes that reach the rider. Both mirrors
offer a wide view and are free of the shakes.

The Aero’s speedometer is set into the fuel tank, again for classic-retro
styling. It features useful dual tripmeters, and the in-dicator lamps mounted
inside the cluster are visible day or night.

Fuel economy is exceptional. Our test bike averaged 46 mpg overall, with our
best tank logging 47 mpg. Range to empty calculates out to 170 miles, and we
generally hit reserve at around 133 miles.

So, if you want the lowest seat in the house, or are just
in the market for a well-made cruiser in the lower-displacement range, be sure
to take a look at the Aero. Chrome highlights abound, aiding the big-bike look
and feel. An abundant selection of dealer-supplied accessories—including
windscreens, backrests, saddlebags, a rear carrier, a lightbar, fender trim and
other chrome goodies—will let you customize your Aero. Two solid color combos
are standard, or for an extra $300 you can pick from three optional two-tones.

What you get is a buttoned-down, well-sorted cruiser combining new styling with
a proven powerplant, along with excellent fit and finish.

Print Friendly, PDF & Email