Editing Honda VT700C Shadow

{{Motorcycle
|name             = [[Honda]] VT700C Shadow
|photo=Honda-VT700C-Shadow--85.jpg
|aka              = 
|manufacturer     = Honda
|parent_company   =
|production       = 1984-85
|model_year       =
|predecessor      =
|successor        =
|class            =[[Cruiser]]
|engine           = Four stroke, 52°V-twin, SOHC. 3 [[valve]] per cylinder
|bore_stroke      =
|compression      = 9.0:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = Full transistor ignition
|spark_plug       =
|battery          =
|transmission     = 6 Speed
|frame            = Double cradle
|suspension       =Front: 39mm Air assisted forks <br>
Rear: Dual shocks adjustable spring preload, 94mm [[wheel]] travel.
|brakes           =Front: 2x disc 2 [[piston]] [[caliper]] <br>Rear: Drum
|front_tire       = {{tire|110/90-19 62H}} 
|rear_tire   	  = {{tire|140/90-15 70H}} 
|rake_trail       =
|wheelbase        = 1,525 mm (60.0 in
|length           =
|width            =
|height           =
|seat_height      = 760 mm / 29.9 in
|dry_weight       =
|wet_weight       = 225 kg / 496 lbs
|fuel_capacity    = 12.8 Liters / 3.3 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Liquid cooled cooled Four stroke, 52°V-twin, SOHC. 3 valve per cylinder. The engine featured a 9.0:1 [[compression ratio]].  

==Drive==
Power was moderated via the Wet, multi plate.  

==Chassis==
It came with a 110/90-19 62H front [[tire]] and a 140/90-15 70H rear tire. Stopping was achieved via 2x disc 2 piston caliper in the front and a Drum in the rear. The front suspension was a  39mm Air assisted forks while the rear was equipped with a Dual shocks adjustable spring preload, 94mm wheel travel.. The VT700C Shadow was fitted with a 12.8 Liters / 3.3 US gal fuel tank. The wheelbase was 1,525 mm (60.0 in long.  
== Photos ==
[[File:Honda-VT700C-Shadow--85.jpg|600px|Honda VT700C Shadow]]
[[File:Honda-VT750-83.jpg|600px|Honda VT700C Shadow]]
[[File:Honda-VT700C-Shadow--85--1.jpg|600px|Honda VT700C Shadow]]

== Overview ==
Honda VT 700C Shadow















Road Test     Cycle 1982

Okay, try this one for size: The VT750 Shadow is
the most radical motorcycle Honda has ever built. Maybe it's not radical in a
technological way, though there's plenty of innovation and bright-think to
impress anyone who has more than a couple of engineering genes. The Shadow is
the most radical Honda in the way it looks and in the way it interfaces with the
rider.
As for looksall the styling cues seem to have
come from Milwaukee, and Willie G. Davidson must have been flabbergasted when he
saw the Shadow. There is, after all, a Milwaukee look, in the same way that
there is a Mercedes-Benz look, and it would be pretty startling to see a new
Honda automobile that took all its styling cues from Stuttgart, nicht wahr?
Frankly, we don't care how a motorcycle looks.
We do care about how motorcycles work with their
riders, and here again the Shadow is the most radical Honda we've ever
triedbecause the VT750 is much less a rider's motorcycle than any Honda we've
tried. The riding position is awkWard and uncomfortable. The way-out-front
footpegs and controls draw the rider's legs forward; the rider's body
positioning is certainly more passive than that required by the Magna, for
example, and absolutely unlike the naturally active stance common to standard
and sport bikes, which position riders aggressively.
It's hard to believe a company that builds Sabres
and Magnas and Interceptors could produce a Shadowuntil you think about it.
Honda can take this extremist position because the company has its performance
and touring and racing segments so well covered. As for the street-bike future,
Honda obviously believes there's demand out there for great variety in
machinery. The corporate honchos in Tokyo aren't betting on one particular look
or style or type; Honda would no more gamble its street-bike future on Shadows
than it would on Interceptors. In short, Honda can afford to bet many chips in
many places.
Consider the Shadow a way-far-out Cruiser, a chip
placed at the very edge of the marketplace checkerboard, far from the center
squares occupied by the Magna and Sabre. Farther out, we think, than other
cruiser-style motorcycles, including Yamaha's Virago. Now for the
multi-million-dollar questions: Will the guy who already owns a cruiser-type
motorcyclebe it American or Japanese, twin- or four-cylindertrade it away to
buy another, more radical cruiser? Or for that matter, how many guys who own any
other kind or style of motorcycle would be interested in buying a way-rad
Shadow? Only Honda can afford to spend the millions to find outby building the
Shadow. Honda has played the edges of the board before. Honda put a chip down
called the CBX, which was almost as far from center as the Shadow, but in the
opposite direction. Though the six-cylinder Superbike was warmly received by the
press, the CBXlong termflopped.
But Honda is back to gamble once again, this time
with a more time-proven engine configuration. What can be innovative about
another V-twin? Plenty. This 750 twin is built around what is arguably the most
technologically sophisticated Vee ever designed. Honda's choice of a 45-degree
Vee configuration is initially surprising; 90-degree Vees have been
traditionally chosen for smoothness because they provide perfect primary
balance. All other Vee configurations inherently produce more primary vibration,
often enough to turn a bike into a real shaker. Engine counterbalancing systems,
sometimes employed to counteract primary imbalances, add weight, bulk,
complexity and cost.
Unfortunately, a twin with cylinders offset 90
degrees takes up a lot of space, forcing other design compromises. In the past,
engine designers have followed one of three paths. Build a Vee less than 90
degrees and live with the vibration. Or add counterbalancers and cope with the
complexity, etc. Or build a 90-degree Vee and extol the virtues (and ignore the
drawbacks) of a long wheelbase, typically unavoidable with that configuration.
Honda, with its technological expertise, searched
for a different route. The factory amended the book on V-twin design by
introducing to the motorcycling world a slick bit of established engineering:
staggered crankpins. Typical V-twin motorcycles have a common crankpin for the
two connecting rods; not the VT750. The Shadow uses two offset crankpins
separated by an unsupported flywheel (like the old British vertical twins).
Honda's engineers offset the crankpins to "fool" the engine into acting as if it
has perfect primary balance even though the actual cylinder angle is narrower
than 90 degrees. Honda's engineers developed the formula X=180°-28, where X is
the amount of crankpin offset necessary with a cylinder angle of 0 degrees. So
for a 45-degree Vee, X = 180°-(2 x 45°). In this case, X works out to 90 degrees
of crankpin offset. With this formula, Honda's engineers can develop a V-twin of
any practical configuration with perfect primary balance. The new VT500 V-twin,
as an example, has a Vee angle of 52 degrees and a crankpin offset of 76
degrees.
While this bit of engineering sleight of hand
effectively eliminates primary imbalances, it aggravates another type of engine
vibration: rocking couple. Stretching the offset between cylinder bore
centerlines increases rocking couple, and thanks to the dual-crank pin and
center-flywheel arrangement, the connecting rods in the VT's plain-bearing crank
are centered about 38mm apart. The big Ducati 90-degree V-twin, in comparison,
has a cylinder offset of only 22mm because it uses a common crankpin. So in this
aspect Honda still struck a compromise.
The Shadow has bore and stroke of 79.5 by 75.5mm
and 153mm connecting rods. A rod length two times the stroke distance is fairly
long for a motorcycle, but not unusual; more important, it helps reduce
secondary engine imbalances. A flat-domed piston further reduces engine
vibration by trimming reciprocating weightimportant when you're dealing with
two big slugs.
The three-valve VT head uses a compact,
heart-shaped combustion chamber featuring two 'spark plugs, one on each side of
the head. A single ignition coil fires the two plugs simultaneously, enhancing
rapid and complete fuel burning; Honda claims the dual-plug design improves fuel
economy by up to 30 percent at low engine speeds. The two-plug setup may also
reduce exhaust emissions; the VT ignition curve runs with a maximum advance of
only 26 degrees before top dead center (35 degrees BTDC is the norm these days).



A quicker ignition burn also forestalls
detonation; despite a relatively high 9.8:1 compression ratio, the VT ran on all
grades of pump gas without pinging. The two intake valves each measure 31mm in
diameter, while the exhaust valve is 40mm across; the included valve angle is a
remarkably narrow 37 degrees.
Three-valve heads offer advantages over two-valve
designs because they can flow better on the intake stroke, especially at low
levels of valve lift. Still, the valve train is simpler and less crowded than a
four-valve configuration, and forcing spent gases out on the exhaust stroke is
seldom a problem. The single exhaust valve design also eliminates the
difficult-to-control hot spot between the two exhaust ports. The Shadow's valve
stems are long and slim, and the valve heads have a tulip shape for improved
flow. Also, the ports are clean and shaped for optimum flow; each port rises
straight out of the valve seat area to promote good breathing, then bends
gradually.
The VT750 brings a long-overdue feature to
motorcycling: maintenance-free, hydraulic valve adjustment. Although the Shadow
uses a single overhead camshaft and rocker arms, it doesn't use a hydraulic
tappet system like those common to automobiles. Instead of using
camshaft-actuated tappets in the valve train, the VT has a variation of the
eccentric shaft setup used to alter valve clearances in the old CB 350/450
twins.
Each of the VT's rocker arms mounts on an
eccentric shaft that moves back and forth as the rocker arm pivots. As the
eccentric rocker-arm shaft turns it raises or lowers the rocker to maintain a
zero-clearance relationship between the valve, rocker and camshaft. Constant
pressure on either the bottom of the rocker-arm shaft (from a hydraulic lifter)
or the top of the shaft (from an assist spring and shaft) helps keep it moving
in the proper direction.
In addition to being maintenance-free, the
hydraulic valve-lash adjusters offer another bonus. The running tolerances
necessary with a manually set valve train typically require camshaft lobes with
long, gently sloped ramps to open the valves slowly; this can cause small
variations in valve timing that hurt low-end power and make an engine idle
poorly. With the valve train running constantly at zero clearance, valve timing
holds constant and the cam profiles can be more radical, banging the valves open
a little quicker.
Each head has its own silent-type chain to drive
the cams; the front cylinder is driven off the left side of the crank, the rear
cylinder off the right. Each camchain has its own automatic tensioner, ending
adjustment worries.
The cylinders' bold finning is primarily
cosmeticthe VT750 relies on liquid cooling. The long, narrow radiator mounts on
the front of the frame where it looks almost like an overgrown oil cooler. An
electric fan, mounted behind the radiator, supplements airflow.
Like its liquid-cooled relatives, the GL1100 Gold
Wing and the V45 Sabre/ Magna, the Shadow has cylinders with cast-in liners to
improve heat transfer. Unlike the other two bikes, the VT's cylinders are not
part of the crankcases; the Shadow uses vertically split cases and separate
barrels. To reduce production costs, the cylinders and heads each are milled
from common castings; variations in machining differentiate rear from front to
prevent accidental switching.
Large straight-cut gears pass power from the
crank to the transmission. The big 66-tooth driven primary gear is actually two
thinner gears "split" and offset with spring tension. This arrangement reduces
backlash between the primary gears, cutting gear whine. Power passes through the
clutch to a six-speed gearbox, the bottom five normally spaced, a bigger jump to
the overdrive sixth.
The VT750's clutch is innovative in a number of
ways. First, the clutch actuates via hydraulics rather than cable. In addition
to providing light clutch pull, the hydraulic setup automatically compensates
for wear, eliminating the need for adjustment. A diaphragm clutch spring
replaces the more common coil springs, narrowing the entire unit. Although
diaphragm springs hold advantages over coil springs (lever effort remains more
consistent throughout the lever travel), the switch was largely dictated by the
addition of a Sprague (one-way) clutch, increasing the diameter of the assembly.
The idea of adding a Sprague clutch actually came
from the NR500 racing program. The one-way clutch is designed to eliminate
rear-wheel lockup caused by high engine compression during rapid deceleration
and quick downshifting. The Sprague clutch controls half the clutch plates,
which work with the other clutch plates to deliver power in the normal fashion
during acceleration, cruising and normal deceleration. But with heavy
backloading, when engine braking would normally be sufficient to lock up the
rear wheel, the Sprague clutch slips. This diverts the backloading force through
just half the clutch, which keeps the rear wheel from locking yet still provides
plenty of engine-compression braking. Although the clever clutch system makes
much sense for race bikes and sport bikes, it seems out of place on the Shadow,
obviously designed for cruising.
If you really want to ride, the Shadow's seating
position is awkWard and irritating. The footpegs and controls are much too far
forward to provide rider support and the sloped portion of the dished seat
forces you into the "laid-back" riding posture whether you like it or not. The
pull-back handlebar offers no help; it too forces you to sit back. Together,
these pieces demand that you ride in one uncomfortable position; you can't lean
forward, you can't move back on the seat, and there is practically no way to use
the passenger pegs for relief. You're simply trapped. After an hour or more in
the saddle it's time to find a rest stop. The Cruiser mode may work on the
showroom floor and for quick trips around town, but the riding position defeats
even medium-range touring and effectively discourages fast riding of any kind.
Two-up hauling is also difficult; our passengers condemned the thin, short and
narrow seat and complained about the short sissy bar, which offers little back
support.
The VT's chassis and running gear limit the
bike's versatility just as much as the seating position. The suspension is soft,
conforming to the 750's boulevard cruiser application. Fork action is good on
the freeway, but the rear end sacks so much under the rider's weight that the
ride feels harsh; heavier testers could readily bottom the rear end over large
bumps and holes. Overall, the freeway ride is acceptablebut not state of the
art.
One fast trip down a twisty road reveals a number
of handling shortcomings. The fork is underdamped for high-speed, backroad
cruising. The shocks perform poorly. In fast sweepers, bumpy or smooth, the rear
end hobby-horses. If this happens in a left-hander, things get exciting quickly;
the sidestand grounds heavily and keeps bouncing off the pavement as the hobby
horsing continues.
Considering its steering geometry, 32.0 degrees
of rake, 5.5 inches of trail and a 60-inch wheelbase, the Shadow steers lightly.
We expected truck-like handling, but the VT responds well to rider input. The
front end, however, doesn't inspire cornering confidence; it gives little
feedback through the handlebar, so you're unsure if the front is sticking or
losing traction. The brakes are one of the Shadow's strong points; the front
dual discs provide plenty of stopping power with good feel, and the rear drum
works well.
The Shadow's engine is strong for a V-twin,
though unremarkable for a 750. With a showing of 12.87 seconds at 101.92 miles
per hour, the VT is quicker than Yamaha's Viragos, but it trails the current
four-cylinder 750s. But big twins, of course, are known and appreciated for
their low-end torque and overall power characteristics. In these respects, the
Shadow does well. It has a wide power spread and revs willingly.
Despite Honda's innovative use of offset
crankpins, vibration appears at certain engine speeds. At cruising speeds
vibration is well controlled. Thanks to the overdrive sixth gear, when the VT
turns a modest 3488 rpm at 60 mph, only an unobjectionable throb comes through
the handlebar. After 4000 rpm the Shadow is downright buzzy. The mirrors blur
and the vibration that works its way through the seat, pegs, bar and tank as the
revs climb becomes impossible to ignore. We identify the fairly high-amplitude,
medium-frequency vibration as a rocking-couple imbalancethe inevitable
trade-off with this particular system.
Our Shadow's carburetion was spot on. Cold
starting was hassle-free and there were no glitches or staggers through the rpm
range. We averaged a frugal 51.7 miles per gallon in our testing; with a fuel
capacity of 3.3 gallons, the VT should easily cover 150 miles before the fuel
level warning light glows red. The petite tank doesn't hold all the fuel; a
small interconnected auxiliary tank hides under the seat.
The Honda holds a number of additional
labor-saving devices that make the Shadow almost maintenance-free. In addition
to the automatic valve-lash adjusters, camchain tensioners and hydraulic clutch,
the VT750 has a pointless ignition, a brushless generator, and shaft drive. Only
the spark plugs, engine oil and filters require attention; no motorcycle has
ever offered such hassle-free ownership.
All these features may well tip the scales in
favor of the Honda when it comes time to buy a custom-style motorcycle. Anyone
who buys a Shadow will, we think, do so on the basis of its radical looks and in
spite of its radical ergonomics and compromised versatility. It is precisely
this compromised versatility that we find troubling, because as a functional
motorcycle the Shadow offers no better performance than what Honda believes the
target audience needs. That's distressing because historically Honda has been
such a strong engineering companyand it still isand it continues to build a
host of motorcycles devoted to function. We like motorcycles with almost
decathlon broadness; but here Honda has given us a body-building champion. The
Shadow guy probably won't be troubled by this show-time narrowness, this
compromised versatility. He probably won't want to be bothered with his
motorcycle's workings and is little concerned about its ultimate performance
potential. For this guy, the Shadow is a suitable motorcyclelow on maintenance
and high on Milwaukee style. We won't hazard a guess as to how many enthusiasts
will go for Honda's radical new VT; we will say unequivocally that anyone who
does choose the Shadow is sacrificing performance for aesthetics.

Source Cycle 1982
{|  class="wikitable"
|- 
!Year
|1984-85
|- 
!Engine Type
|Four stroke, 52°V-twin, SOHC. 3 valve per cylinder
|- 
!Displacement
|745 cc / 45.3 cu-in
|- 
!Bore X Stroke
|79 x 76 mm
|- 
!Cooling System
|Liquid cooled
|- 
!Compression
|9.0:1
|- 
!Induction
|2x 36mm diaphragm-type CV
|- 
!Ignition
|Full transistor ignition
|- 
!Starting
|Electric
|- 
!Max Power
|62 HP / 45.3 kW @ 7500 rpm
|- 
!Max Torque
|62.1 Nm / 45.8 ft-lb @ 6000 rpm
|- 
!Clutch
|Wet, multi plate
|- 
!Transmission
|6 Speed
|- 
!Final Drive
|Shaft
|- 
!Frame
|Double cradle
|- 
!Front Suspension
|39mm Air assisted forks
|- 
!Front Wheel Travel
|145 mm / 5.7 in
|- 
!Rear Suspension
|Dual shocks adjustable spring preload, 94mm wheel travel.
|- 
!Rear Wheel Travel
|103 mm / 4.1 in
|- 
!Front Brakes
|2x disc 2 piston caliper
|- 
!Rear Brakes
|Drum
|- 
!Front Tire
|110/90-19 62H
|- 
!Rear Tire
|140/90-15 70H
|- 
!Trail
|139 mm / 5.5 in
|- 
!Wheelbase
|1,525 mm (60.0 in
|- 
!Seat Height
|760 mm / 29.9 in
|- 
!Ground Clearance
|150 mm / 5.9 in
|- 
!Wet Weight
|225 kg / 496 lbs
|- 
!Fuel Capacity
|12.8 Liters / 3.3 US gal

|}

[[Category:Honda motorcycles]]