Motorcycle journalists are rightly accused of being jaded. After all, we gorge ourselves with the latest-and-greatest machinery. The fastest. The shortest stopping. The lightest and most nimble, etc. We jump from 160 horsepower, 375 pound superbikes to . . . whatever is next.
What we often forget is that overindulgence can teach valuable lessons. Ultimately, the glutton can be turned back to moderation, and appreciation for the simple things in life.
After its introduction a few years ago, how many moto journalists declared the Suzuki SV650 (on paper, underpowered, cheaply suspended and braked . . . in comparison to sport bikes of the era) their favorite street ride? More than you might think. As the displacement wars wage in the v-twin cruiser category, could there be a similar renaissance coming in this category for the smaller, simpler, lighter machines?
Renaissance or not, Honda’s Shadow Spirit 750 remains the best-selling “custom” in Honda’s model line. It is a bike that began life in 1983, and has built a massive customer base with some basic ingredients, i.e., good value combined with solid styling and performance. In 2007, Honda designers decided to mess with success, as it were, making some significant design changes. Most notable is the increase in diameter of the front wheel, from 19 to 21 inches.
It turns out that the 21 inch front wheel is only one part of a scheme to redesign the Shadow Spirit 750 for 2007. With a goal of giving the bike a longer, larger look, Honda stretched the wheelbase, integrated an even lower gun fighter-style seat and added shaft drive (the prior model featured chain drive). Simple styling cues that are new to the 2007 model include straight cut rear fender with integrated tail light, along with redesigned handlebars and grab rail. Like the prior machine, the 2007 Shadow Spirit 750 has a minimalist appearance that emphasizes, above all else, the 50° v-twin engine.
Displacing 745cc, the power plant is liquid cooled (with the radiator neatly tucked between the front frame rails) with three valves per cylinder. A single 34mm constant-velocity carburetor feeds the combustion chamber above the pistons that rest on a single pin crankshaft. The fuel/air mix is ignited by twin spark plugs per cylinder for increased combustion efficiency.
The 41mm fork has a simple look, and is made more rigid by a hidden fork brace mounted under the front fender. The dual shocks out back have five-position preload adjustability.
Braking duties are handled by a single disc up front (296mm in diameter) squeezed by a twin-piston caliper. The rear brake is an “old school” drum.
Although we did not have the opportunity to test it at the press introduction, gas mileage should be excellent from a thoroughly refined v-twin of this displacement. Range offered by the relatively small 3.7 gallon fuel tank should be plenty given the target market of this motorcycle.
When it came time to ride the new Shadow Spirit 750, I had some concern about the handling characteristics offered by the new 21-inch front wheel. Some cruisers featuring a large front hoop like this one can “flop” from side-to-side when turning, particularly at lower speeds. After clicking the five speed, wide-ratio transmission into first gear, I slowly pulled away and merged into the journalist caravan that was leaving our hotel.
Honda stressed the engineering, and testing, that went into integrating the 21-inch front wheel with the handling goals of the new bike. This bike must appeal to both beginners and experienced riders. Therefore, stable, progressive steering was a must. After just a few miles in the saddle, I was pleasantly surprised that Honda was able to integrate the stylish, 21-inch front wheel with a machine that handles as predictably as this one.
Steering is light, but not “floppy”, and always predictable. Moreover, the tire mounted to the 21-inch front wheel (which is relatively narrow) did not follow the wide, rain grooves found on the California freeway utilized for several miles during our press introduction. The front wheel tracked very well, in fact, and did not wander at higher speeds.
The ultra-low seat proved comfortable and supportive during our relatively short ride (less than 3 hours overall). The position of the bars and foot pegs relative to the seat were also comfortable, and added to the sense of control and stability.
Like many cruisers, the speedometer is located on the tank. White on black indicators were easily read, and good contrast made the LED odometer legible, as well.
The engine performance was surprising. Surprising in the sense that this jaded journalist wasn’t expecting much from the traditional-looking 745cc v-twin resting beneath me. The power came on smoothly, and the torquey pull was more than up to the task at hand.
Vibration levels were also low — allowing the rider to experience the pleasant sensations provided by a traditional cruiser engine, but avoiding a “buzzy” feeling, at least below 80 mph. When pushed above 80, the v-twin is still willing, but the vibration begins to increase in mild protest.
The simple suspension system also worked quite well — again, surprisingly so. With relatively little suspension travel (particularly, in the rear) most cruisers seem to run out of travel too quickly under my ample body weight, but I failed to bottom the shock on the Shadow Spirit 750 over pot holes and other road obstacles that have thrown some competitive machines into fits. This doesn’t mean that the suspension was too stiff. Smaller chatter-bumps were absorbed reasonably well.
Complaints? Not many. I have already mentioned the deteriorating engine smoothness over 80 mph (some 750cc cruisers can barely reach this speed, however), and I eventually felt the rear brake pedal was a bit too high (frequently resting against my size 11 shoe unintentionally). Gearing seemed spot on, and one semi-panic stop convinced me the single front disc/rear drum combination is more than adequate.
So this jaded journalist came to appreciate the redesigned Shadow Spirit 750, and was reminded, once again, that less can be more. The enjoyment of riding a motorcycle is not dependent on massive horsepower. It requires a willing, cooperative machine with some character. Spicing up this mix is a pleasant intake/exhaust noise (the stock exhaust system is pleasantly loud . . . really!). One aspect of “less is more” is a low price, and at a U.S. MSRP of $6,799 (for blue metallic or black) or $7,099 (for black/flame or red/flame), the Shadow Spirit 750 delivers here, as well. No wonder they sell so many of these things.
For additional details, and specifications, visit Honda’s web site here.