The Honda Shadow Phantom might not be as flamboyant as the more radical RS, but it has a solid ride for a budget price
Photograph by: Bill Petro for National Post, National Post
SAVANNAH, Ga. - The plan was simple. I would come to charming, antebellum Savannah, I would hop aboard Honda's new Shadow RS, the most radical of all Honda's middleweight cruisers, and then be overwhelmed with the charm of prowling this historic downtown cobblestone district aboard a new Honda that all but mimicked the style, feel and substance of a circa-'70s Harley. The RS is Honda's big news for 2010 in the middleweight category and my job was to be impressed with its Sportster-esque charm.
The only problem was that, as much as all that ambiance did work its charms on me, I was actually more impressed with Honda's other new-for-2010 but less flamboyant VT750 Shadow, the Phantom. Attractive in its own right -- though unmistakably Japanese where the RS looks positively Milwaukee-born -- the Phantom is another of the dark customs outfitted in so much black paint -- both matte and glossy -- one fears it might become its own black hole.
Nonetheless, it's an attractive little ride, sporting a phat 17-inch front tire, handlebar riders matched to a superbikelike handlebar and the thick front fork so common on cruisers today. Of course, because the Phantom is a budget bike (costing $9,099 in Canada), this last is the result of covering over a totally conventional front fork. It's not nearly as authentic as the stripped-to-the-bones RS, but I still find the Phantom's lead-sled look appealing, even if a few of its bits are obviously faux.
What really is authentic, however, is that the Phantom is the best of Honda's Shadows to ride. Perhaps it's the 120/90-17 front tire that adds a little gravitas to its handling or the new fuel injection that adds to its throttle response, but the Phantom performs beyond its smallish 745 cubic centimetres. The 52-degree V-twin should have little trouble keeping up with some of the competitors' 800-cc and 900-cc competition. Its only fault is that the twin's vibration gets a little too buzzy above 120 kilometres an hour. There's even a surprisingly authoritative bark from the staggered shorty mufflers.
Another area where Honda has managed to marry style with substance is in the Phantom's comfort. With the caveat that, yes, its footpegs really are fairly far forward and, yes, as comfy as that seems on the showroom floor it doesn't work quite as well on the open road, the Phantom is actually quite comfortable. Much of the reason for that can be attributed to the aforementioned handlebar that is an almost perfect bend -- both stylistically and functionally -- and a cushy broad saddle that coddles rather than punishes. And the Phantom will prove especially attractive to new and shorter riders with a 653-millimetre seat height that allows almost all to get their feet firmly planted on the ground at stoplights.
What sold me on the Phantom, however, is that it doesn't handle like a middleweight cruiser. Too often, smaller customs feel the part, their handling overly jittery like a car with over-boosted power steering. Thanks to that wider front tire and the accompanying fork geometry change, the Phantom doesn't feel darty at speed, even when challenged with gusty side winds. Of course, since it is a cruiser, there's limited suspension travel (117 millimetres in front and only 89 mm in the rear), meaning the ride/handling equation is compromised. The Phantom's single biggest failing is that the front fork is too soft, while the twin rear shocks are overly stiff. And, being so low to the ground, clearance during cornering is at a premium.
Here, the aforementioned RS version of the VT750 Shadow is a little more impressive. There's a little more ground clearance and the handling is a little quicker through corners (the major mechanical difference between the two bikes is that the RS gets a narrower 100/90 front tire, still 19 inches in diameter).
Ride the new RS for any distance and two things become apparent. First, though it is styled for the mass-market appeal of a cruiser, it rides like a standard motorcycle and, despite its hot rod styling, it's very much geared toward the entry-level market. Second, the RS's physical allusion to the Harley Sportster is more than skin deep. In fact, the Honda is such a comprehensive remake of the Sportster that nothing in the current Harley portfolio seems as authentic. There's a peanut tank, twin shorty mufflers, a skinny 19-inch wheel up front and the motor looks remarkably like a modern version of Harley's circa-'50s KH (the precursor to the Sportster and the start of the famed 883 designation).
Except, of course, it's a Honda. That means a couple of things. First, this Sportster, er, Shadow RS has a level of sophistication few bikes in this segment can match. Second, the basic VT750 on which the RS is based is one of the most reliable motorcycles ever sold, requiring scarcely more than an occasional oil change and a spark plug change every few years to guarantee years of trouble-free riding.
A few things have changed inthetransformation, however. Like the rest of the VT750s, the RS is now fuel injected, resulting in better throttle response. The front disc brake is on the left-hand side of the wheel, the opposite of the Phantom and the Sportster. The biggest change is that the RS is the first VT with chain drive, the rest of the VTs powering the rear wheel via shaft drive.
It all adds up to an authentically attractive package. But, while the RS will no doubt attract larger crowds, I'll remain in the minority and prefer the Phantom. I prefer my cruiser big and the new Phantom just feels more substantial.
