Cycle News - Archive Issues - 1990's

1996 Honda Shadow VLX Deluxe The sub-$6000 Shadow VT600 vue Is a viable altarnative lor those who aren't willing to shell out S10,~lus lor one of the many n_, big-bore cruisers coming on the scene. The vue Deluxe (left) features more chrome, a fancier seat and a more elaborate paint Job then the all-black vue (below). By Kit Palmer lsewhere in this issue you'll find our big ride on big bikes to a big town called Las Vegas. It's highrollin' stuff al I the way. And these big bikes (Rpyal Star, Vulcan, Valkyrie, Fat Boy, etc.) have more than just size and weight in common: They're expensive, too. Some argue that it's just the price of cool these days - drop 15 grand for the bike, and then five more to customize it to your liking. With all the hoopla surrounding the release of these monsters, it's easy to overlook the solid middleweight cruiser segment of the market that is populated by smaller, less expensive machines that are still long on style. One such bike is Honda's Shadow VLX6OO. The Shadow 600 has been around for some time and remains a strong seller to this day, much of which has to do with its affordable price tag of $5599 for the standard VLX model or $5899 for the Deluxe. Over the past months, the motorcyde parking lot at our eN office has been packed to the hilt with big, fat, wide, long and low (not to mention expensive) cruisers - and the VLX. More than once, the VLX was left sitting there all alone after the 5 o'clock whistle blew, the editors usually opting for the more powerful and "cooler-looking" cruisers to carry them home from work or to go for an evening Southern California beach cruise. Okay, so the VLX just doesn't have the same presence or put out as much horsepower and torque as the Honda Valkyrie or the Yamaha Royal Star, but the VLX with its hard-tail styling and liberal doses of chrome does have plenty to offer in other departments. We absolutely loved the little VLX for quick around-town hops. As mentioned, its low seat height, light weight (as compared to the big-bore cruisers) and nimble steering, made the VLX an excellent choice for those short jaunts.. Who wants to wrestle a 7lJO..plus-pound motOl:cycle when all you want to do is mail a letter at the post office, visit the batting cages, or pick up a quick bite to eat? . Plus, the VLX is just plain fun to ride. The 583cc, liquid-cooled, V-twin motor (an evolution - if you'll excuse the word - of the motor used in the VT500 Ascot in t,he early '80s) actually pumps out decent power, and it doesn't sound too bad either. There is just enough rumble emitting from the dual exhaust pipes to keep your ear drums pleasantly entertained. And there's hardly any vibration to speak of; this motor, combined with a cushy seat, a semi-plush, single-shock rear and 39mm conventional front suspension equals a pleasant, stress-free ride. An unintimidating, low 28-inch seat height, a fairly light dry weight, controls that fall readily to hand (and foot) and a narrow front tire that make the VLX easy to steer - a process aided by wide bars - and also contribute to the VLX's easy-going road manner. Unlike the mega-cruisers, it takes little- effort to maneuver the bike through city traffic, or on the open twisties. In fact, the VLX was the bike of choice on a recent mountain ride we went on that included the bulky Royal Star. The Royal Star didn't give the pilot a very confidence-inspiring feeling through the turns once the speeds picked up (something-we tried not to do but couldn't help). The front end felt skittish, the bike pushed in the turns and the floorboards dragged easily. A bit of a handful, to say the least. The VLX, on the other hand, felt much more nimble and flickable, and was simply more fun at speed, despite having to scream the motor. Also, the VLX has significantly more cornering clearance than the Royal Star (but, then again, what bike doesn't?), though it

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