Rider Review: 1997 Honda Shadow 600 VLX

I purchased my first street bike in May of 1997, a brand new black/yellow VLX Deluxe. I had been infatuated with the VLX's stylishly symetrical lines for many years, and after passing up the sweet purple/white ones in 1995, I couldn't pass this one by... If someone was shopping for a good all-around bike, they can't go wrong with a VLX. Re-entering riders, MSF grads, or even those with some childhood offroad biking experience would also do well on a VLX.

The bike has a nice usable powerband. It handles and brakes well, in fact I enjoy "blasting" through the back road twisties on it. Despite the generous rake and trail dimensions that give the bike a heavier feel at sub-idle speeds, it's a real crispy handler that's fun to flick around through the curves. That rake and trail gives the bike clean straight tracking on the super slab, and the motor can chew it up comfortably up to 75mph. The four speed tranny has nice tall gearing, top gear roll-ons at 45mph are responsive and puttering down residential streets at 25mph in said top gear doesn't produce the lagging you would find in 5 or 6 speed trannies. The single-pin V-twin motor has a nice stacatto rhythm to it.

As for city commuting, I get 60-62 MPG regularly, tapping the reserve switch between 125-130 miles(leaving another 0.9 gallons of go-go juice left to get home and find a gas station the next day). I have also taken the bike out of state on quite a few occasions, it handles the freeways well enough at 65-75mph. Now this is the issue where most VLX owners start to complain: The bike does feel a bit "buzzy" after 75+mph on the long haul. Two-up riding on an uphill grade is another downfall. Some will even say that they wish for a fifth gear.

Okay, so here's where a larger displacement motor has the advantage. Let's face the facts here, folks: the VT-600 was never intended as a touring machine, it's a boulevard cruiser. And a fifth gear wouldn't solve anything, it would only require more shifting. 600cc sport bikes have 6 speed trannies on them and their owners gripe about the same "buzzy" thing on the long haul.

My initial complaint on the bike was a lacking aftermarket support. It seemed the dealership's catalogs carried very little in terms of accessories. But a couple of years later, as I started researching via magazines and the wonderful worldwide web, many doors were opened. It turns out that the VLX is MEGA-popular over in Europe, due to the high gas prices ($4-$5/gallon) and insurance based upon engine size. There are many European companies offering great products, and the American suppliers are beginning to throw their hats in the ring as well.

My somewhat "biased" opinion? I liked the bike so much, I ended up buying TWO MORE! The custom world left me with too many choices and too many directions to take, I couldn't possibly make all the mods I wanted to on one bike. As for my first bike, I kept it stock...with exception to dipping some of the OEM pieces in the chrome bath and adding saddlebags, it's all genuine Honda. Naturally, I dubbed it "the Stocker."

I took a used 95 VLX deluxe and made a full one off custom chopper, adding 10" over fork tubes with 50º rake (a la Seeger Cycle Accessories) and 10" ape hanger handlebars. The rear was lowered 1 3/4" via Highway Hawk lowering kit, and a few other HH accessories adorn the bike. Jardine forward controls were recently added to stretch out the ride even further. A wide fork bag graces the upper triple tree over the headlamp, and I applied some tastefully restrained pinstriping to complete it. Fulfilling a lengthy term of research the final product has been dubbed "the Dream."

Then I grabbed a used 92 VLX and made it into a rigid/hardtail featuring 25pounds of weight reduction (if only the rider could lose the weight so easily...), a Harley-spec Hypercharger was mated to the stock airbox, a jet kit and performance exhaust system rounds out the grunt end. A drag bar mounted on 750 Magna risers adds to the streamlined look. The OEM tail light and license plate mount were shelved in favor of a side mounted plate frame/catseye light set up. And 4" over forks on stock triple trees complete the chopper-esque look on this middle-weight monster known as "VLX-Max."

I'm also in the process of rebuilding an 88 VLX, it will take on a retro-50's bobber style when finished.

I like riding the customs, they're definitely head turners. But for everyday commuting, I stick to my first love, the 97 stock VLX. it's still the most comfortable. It's endured the test of time, over 24,000 miles with nothing replaced except for the consumable items(fuel, oil, filters, plugs, brake pads, etc...). The battery and tires were replaced for the first time just before flipping 24K. The bike has been well cared for and has certainly returned the favor one hundred fold. So needless to say, I give the VLX a 5 out of 5 star rating based on what Honda's engineers designed it for: good looks, charm, and grace for an everyday transportation motorcycle that will handle just about anything you throw at it.

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