Honda aero shadow
Модификация VT 1100 C3 AERO - FAQ
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The look is older than Honda itself. The elegant, flowing curves and clean detailing on Honda's latest cruiser stretch back to pre-war years. In the 1930s, what we would now call "high-tech" design took its inspiration from the evolving science of aerodynamics. Smoothly rounded designs pioneered on aircraft were applied to cars, trains, appliances, and motorcycles. Luxury automobiles developed long, low, teardrop contours. The style spoke of elegance, comfort and speed.
The motorcycle beneath the retro styling of Honda's Aero is very similar to the extremely popular Shadow A.C.E. (American Classic Edition). It uses a similar chassis, and power comes from the same liquid-cooled 1099cc 45-degree single-crankpin V-twin engine. However, the Aero has a longer, lower appearance and a host of unique styling touches that immediately distinguish it. The wheelbase stretches an additional 1.1 inches to 66.1 inches, and full fenders, a long, classically shaped 4.2-gallon fuel tank, and fat whitewall tires accentuate the bike's length. But the sense of expanse is probably heightened most by the long two-into-one exhaust system, with a fat single muffler that draws your eye back past the rear fender, where it culminates it a subtle fishtail.
The Aero is the first Honda ever to wear rider floorboards, and these polished-alloy items lay almost flat to contribute to the impression of length. The low, saddle-style seat and short-rise, pullback handlebar further accentuate the Aero's length. Another essential component of the look is the stretched chrome headlight, which houses the speedometer. Honda has never felt that speedometers belong down out of view on the fuel tank, but setting them atop the fork crown (like the Spirit or A.C.E.) interrupts the lines of a cruiser. So, as with the first bikes it imported into this country, Honda dropped it into the headlight shell. The elegant ivory-faced instrument features nostalgic, yet readable numerals. Operated electrically, it has no cable to clutter the bike, but the LCD odometer/tripmeter (which all new designs now get because they are small, light and hard to tamper with) sounds a slightly discordant note.
Viewed from above, the Aero also looks fairly wide (though it's no Suzuki Intruder 1500). The beefy fenders, wide saddle and big gas tank promise a broad, comfortable mount. The 33.2-inch-wide handlebar spreads outward from its mount, then turns back at its ends, for a sort of mild beach-cruiser bend. The rider's position is a bit like sitting in a desk chair, with your feel almost flat on the footboards, instead of the more heels-low angle adopted by most other floorboards. The relationship of the seat and handlebar permits average-sized riders to adopt whatever position they prefer, leaned-back, hunched forward or bolt-upright. We admit to being slightly surprised that the wide handlebar and turned-back grip angle didn't load our arms more heavily at high speed. You had to counter a bit more pressure and grip slightly harder than on the other 1100s, but it didn't become a major comfort issue at high speeds.
Though splendid around town, our two-day ride with the bike prompted modest complaints from all riders about the floorboard position. Though we were divided on whether they were too high or too flat, everyone wished they were somehow different on long rides. Others also wished for more room to scoot backward on the saddle. Though it's not plushly padded, the saddle is wide enough--almost 16 inches--and shaped so that two or three hours didn't leave us saddle sore. Passengers get a comfortable position, but the removable passenger pad is unexceptional and, in our experience, will cause annoying noises to develop behind you on longer, two-up jaunts.
That pretty well sums up our complaints about the way the Aero rides. We sort of expected to be whining about vibration here before we rode the bike. Unlike the offset-crankpin design of the Spirit, which can be designed to cancel most of a 45-degree V-twin's vibration, the single-crankpin layout usually means that the engine shakes. That's true of the Aero, but its rubber engine mounts and other factors limit how much vibration reaches the rider. You can feel some vibration at any speed. At highway speeds, you feel some shake through the floorboards (more on the right than the left), though some vibration gets soaked up by the floating design of the pad where your feet rests. At more aggressive highway speeds, the tank borders on discomfort if you press your legs against it firmly. The buzz through the handgrips is subdued and objects in the mirrors are recognizable below 80 mph or so. The saddle only shivers uncomfortably at high rpm, such as during hard acceleration. For the most part, vibration rarely asserts itself.
Honda did an excellent job of choosing suspension rates, and the ride is firm but rarely harsh. Only large, sharp-edged bumps jolt you, mostly through the rear end. Rolling bumps slip under you with less violence than most other machines. And the effective damping selections make the bike steadfast when braking hard, dipping into switchbacks on a mountain road or dodging errant drivers in the city. Because the floorboards are fairly flat and they taper down at their rear (which might normally drag first), you can lean the Aero over more than most floorboard-equipped bikes before things get noisy and the boards start to fold up. Though its extra length and weight mean that it can't respond to steering inputs as readily as the A.C.E., the Aero feels just as comfortable when heeled into a corner and even steadier when you confront crosswinds and road irregularities. It also remains manageable and well balanced when tip-toeing through a tight spot.
The Aero uses an engine that, except for the first- and fifth-gear ratios, is identical to the Shadow A.C.E., which is relatively slow for an 1100. Honda had said that the Aero makes about five more horsepower thanks to its exhaust system design, but since it also weighs over 40 pounds more we expected to be a bit underwhelmed by the engine performance. We were therefore surprised when the Aero pulled away not only from the A.C.E. but also the Spirit in top-gear roll-ons. The difference is shorter gearing in the Aero's fifth-gear ratio. The Aero's top-gear ratio, which is .8:1 compared to the .76:1 of the A.C.E. combined with the added power, gives it a larger edge than we'd expect. All other intermediate ratios and rear tire sizes are the same. The extra rpm compared to both the A.C.E. and Spirit gives the Aero the best top-gear giddy-up of any of the 1100 Shadows. Most of our highway passes of slower traffic were conducted in top gear, yet the Shadow retro-rocket feels and sounds relaxed on the highway.
The Aero sounds like a hot rod. The deep-throated blat emanating from the exhaust system should come from a bigger motorcycle. Throttle response is crisp and precise with no lean spots or hesitation anywhere. The engine feels more willing when you open the throttle than the A.C.E., and power swells steadily from just off idle to the horsepower peak just below 5000 rpm. The only payback comes in fuel economy. At an average of 35.1 mpg, the Aero's fuel mileage was consistently worse than the other three 1100s along on the same ride. But we had no other engine-related grumbles. It starts readily, often without choke, and warms promptly. There is adequate off-idle power and flywheel effect to get rolling smoothly with little clutch slipping.
The wet clutch offers a light pull and progressive engagement. Only one rider ever experienced any shifting problems, but his style is to upshift with his toe rather than the heel portion of the lever on floorboard-equipped bikes. Some lever adjustment probably would have ended his occasionally balked first-to-second gear change. We had no complaints about lash or shaft-induced jacking.
With a twin-piston caliper up front and those wide tires, you can coax some pretty respectable hard stops out of the Aero with little fade. Control is good at both ends, and the long wheelbase and controlled suspension take some of the excitement out of panic stops.
Of course, the major issue for this motorcycle is its ultra-retro looks. Few details disturb the almost flawless execution of the look. You get the typically excellent paint produced by Honda's facility in Marysville, Ohio, and deep, smooth chrome completes the sense quality. A clear plastic lens enhances the multi-reflector headlight's retro appearance. Chrome heat shields give the header pipes a beefy appearance that matches the rest of the system and the bike. Chrome fender rails seem to have sprung from the era that the designers sought to evoke, even though the front ones are purely cosmetic. The rear of the tank matches the width of the seat. Chomed covers and polished fin edges complete the engine, and Honda offers optional chrome trim to dress up the radiator. The handlebar switch housings, master cylinder and fork crown are polished. The as-cast rear-wheel drive housing is one of the few unfinished pieces on the bike. One of our biggest cosmetic complaints was grease thrown out from the rear wheel which stained the rear white wall.
Cleaning the two-inch-wide whitewalls will be one of few chores the Aero owner must attend to. Checking the uniquely shaped (and therefore probably expensive) battery under the left side panel is easy. The air filter is under the saddle, and easy to remove for cleaning or replacement. Though the bike needs to be upright when checking oil, you can reach the dipstick from the saddle, so one person can do it. A spin-on filter resides under the engine. Self-adjusting valves and cam chain mean there is little else to do to keep your engine fresh and healthy. A flat tire would be a problem, as on most cruisers with wire wheels, and removing the rear wheel requires that the muffler come off.
We expect to quickly see plenty of aftermarket support for the Aero, with a few A.C.E. accessories that fit it too. Honda has a windshield, radiator guard, back rest, luggage rack, extensions for both fenders and leather saddlebags. We anticipate a long list of aftermarket offerings by year's end.
At first blush, adding one more Shadow 1100 to its line, especially when it already has the most popular metric cruiser in the country, seemed like a strange thing for Honda to do. But after you have looked at and ridden the Aero, it makes perfect sense. Taking a giant step back into the past and large step forward in performance, it moves away from all offerings in the 1100cc range. Its looks alone should lure thousands of potential buyers, and those who bite aren't likely to be disappointed.
**IN BRIEFHigh Points: ** Elegantly executed ultra-retro styling; Best exhaust note of any stock V-twin; Better power than other Shadows; Steady, controlled chassis performance.**Low Points: ** Unpolished rear drive housing is conspicuous; Riding position can be tiresome on long rides.** First Changes: **Larger riders or couple will want a different saddle.
SPECIFICATIONS1998 Honda Shadow Aero
Designation: VT1100C3Suggested base price: $9699Standard colors: BlackExtra cost colors: Orange/white, green/white, black/silver, black/red, add $300Standard warranty: 12 mos., unlimited milesRecommended service interval: 8000 miles
ENGINE & DRIVETRAINType: Liquid-cooled 45-degree tandem V-twinValve arrangement: SOHC; 2 intake valves, 1 exhaust valve, operated by rockers, hydrualic adjustersDisplacement, bore x stroke: 1099cc, 87.5 x 91.4mmCompression ratio: 8.0:1Carburetion: 2, 36mm CVLubrication: sump, 4.4 qt.Minimum fuel grade: 87 octaneTransmission: wet clutch, 5 speedsFinal drive: Shaft, 3.091:1
CHASSISSeat height: 28.5 in.Wheelbase: 66.1 in.Rake/trail: 32.25 degrees / 5.71 in.Overall length: 100.8 in.Wet weight: 666 lbs., 54% rear wheelGVWR: 1043 lbs.Wheels: Wire spoke, 17 x 3.00 front, 15 x 3.50 rearFront tire: 140/80-17 Dunlop D404F tube-typeRear tire: 170/80-15 Dunlop K555 tube-typeFront brake: single-action, double-piston calipers, 12.4-in. discsRear brake: single-action, single-piston caliper, 10.1-in. discFront suspension: 41mm stanchions, 5.9 in. travelRear suspension: dual dampers, 3.9 in. travel, adjustable for preloadFuel capacity: 4.2 gal., (0.8 gal reserve)Handlebar: 38.4 in. wide, 1.0 in. diameterInseam Equivalent: 32.1 in.
ELECTRICAL & INSTRUMENTATIONCharging output: 329 wattsBattery: 12v, 16 AHForward lighting: 7.0-in 55/60-watt headlight, position lightsTaillight: Single bulb, license lightInstruments: speedometer, LCD odometer/tripmeter; warning lights for high beam, turns signals, neutral, oil pressure, coolant temperature
PERFORMANCEFuel mileage: 29 to 40 mpg, 35.1-mpg averageAverage range: 147 milesRPM at 60 mph, top gear: 3310200 yard, top-gear-acceleration from 50 mph, terminal speed: 70.5 mphQuarter-mile acceleration: 15.13 sec., 85.7 mph
Click this link to read a travel story about a cross-country ride on a Honda Aero.
Additional motorcycle road tests and comparisons are available at the Road Tests section of MotorcycleCruiser.com.
2004 Honda Shadow Aero 7502004 Honda Aero 750
While the displacement wars rage on in the heavy cruiser market, with the Big Four trying to outdo each other, and now Triumph is promoting piston envy, it’s good to remember that there is still a lot going on in the middleweight category, which now is really considered entry level. In fact, despite Honda‘s recent 1300cc and 1800cc VTX launches in the V-Twin category, and their 1800cc, six cylinder GoldWing and Rune offerings, the largest sales segment for Honda street bikes has been in the 750cc lineup. But since many of their models had been showing their age, Honda has bagged the 750 A.C.E., the 750 Spirit, and even the 750 Nighthawk, and placed all their eggs in the new Shadow Aero 750‘s basket. I think they made a good choice.
The biggest news with the Aero is that Honda dropped the chain drive from the old 750’s in favor of a quiet maintenance-free shaft drive. Now this 750 competes on a level playing field with the Suzuki Intruder and Volusia 800’s, the Kawasaki Vulcan 750, and the Yamaha V-Star 650, which now may feel the pressure to bump up their displacement to the 750 range soon.
Just before I swung a leg over the new Aero, Dan Burdett, of Des Plaines Honda, in Des Plaines, Illinois, joked, “With this seat height, even your stubby legs should be able to reach the ground easily.” He was right. I actually felt lanky as I settled into the comfortable saddle which sat only 25.9 inches above the pavement. This will be good news to all short legged riders, and inspire confidence for newbie riders who may never have been on any other bike beside the Honda Rebel 250 they rode in the MSF class. In fact, it’s even a half inch lower than the Rebel’s seat!
Pull the choke, press the starter, and the engine fires up easily. It quickly settles into a pleasant and muted rhythm. The powerplant is a 52-degree, liquid-cooled V-Twin, single overhead cam with two spark plugs and three valves per cylinder. It uses a single-pin crank so you get the familiar V-Twin beat, and a single 34mm constant-velocity Keihin carb to mix the fuel, and allow for easy adjustments. The sound from the large 2-into 1 exhaust is a bit throatier than previous models, and appropriate for the size of the engine and character of the bike.
The silky smooth clutch requires a light pull, for easy take-offs. Gear shifts are positive, and it’s easy locating neutral. The space between the forward mounted footpegs and the shift lever was a bit tight for large boots, however. Acceleration is crisp, as you move up through the gear box, and there’s sufficient torque from idle to near the top of the rev range. Throttle response is immediate, so passing and lane changes are easily accomplished. But you have to remember that since this is only a 750cc engine, you’ll need to be in the proper gear to get the most out of the motors capability.Once again Honda has created a gem of a motorcycle in the Aero. Despite only offering 745cc of displacement, the little water-cooled V-Twin has plenty of power to get you out of harms way.
As I was riding this Aero I reminded myself that my most recent test rides were on some of the largest cruisers, like the 1600 Mean Streak, the 1700 Road Star, and the 2000cc Vulcan. I laughed at the thought that I was riding a bike whose displacement was just three-quarters of the size of just ONE of the Vulcan’s cylinders. But that certainly didn’t spoil the riding experience of this Aero for me. In fact, I think it made me appreciate this middleweight even more. I may be one of the few motorcycle journalists who really appreciates and enjoys the benefits of smaller bikes, and doesn’t look down on them as being minor league players in a world of major league superstars.
In fact, riding middleweights give you a more basic and elemental riding experience. With the big bikes, you shift into second at 15 or 20 miles per hour, and you can ride around in suburban traffic all day in second because there is enough torque and power to ride between 15 and 50 mph. On fast twisting roads, you can stay in 3rd gear, brake into a turn and power out of it without needing to shift. Even passing on the highway is easily accomplished without downshifting out of 5th gear. But on a smaller middleweight, you need to be in the right gear to get the most out of the bike. You need to have a feel for the bikes powerband and to make your maneuvers in the right gear, at the right time. You’re more engaged in the ride. You feel more in control and in tune with the bike, and the feedback feels more immediate. The big bikes can make you lazy and complacent.
The Aero weighs only 519 lbs dry, which makes it easy to maneuver at low speeds, and it feels light and quick in the turns. The comfortably placed handlebars provide excellent leverage to lean the bike into a curve, and it tracks well and feels stable all the way through. The non-adjustable 41mm front fork has 4.6 inches of travel and overall is well tuned for the bike, while the rear end sports dual five-position preload adjustable shocks with 3.5 inches of travel. The limited rear travel becomes apparent over harsh bumps, sending more feedback into you spine than necessary, but overall the ride quality is good. The generous 64.5 inch wheelbase, and meaty rubber, helps the ride quality out on the open road, where the Aero is quite comfortable cruising at 75.
Braking chores are handled by a single 296mm disc up front with twin piston calipers, and a 180mm rear drum, a fairly common set-up for a bike in this price range. The brake lever is made for small hands, and requires a moderate pull. The brakes are adequate, but riders should learn to use both to achieve the best stopping power. That’s another way that a midsize keeps you focused on your riding.
Ergonomically the Aero works well. The bars are very comfortably placed, the forwards footpegs don’t require a stretch, the seat is comfortable and the pillion pad is thick if not too wide. The mirrors are rock steady and provide a good view of the road behind you, and the tank top speedometer is easy to see and even has an LCD odometer and dual tripmeters.The Shadow Aero is all-new for 2004. It fits finely in the void left by the A.C.E. and Spirit 750s as an excellent affordable entry-level cruiser.
Styling-wise, the Shadow Aero has that long, low, slammed look. The 98 inch tip to tail measurement is made to look even longer because of the sweptback trailing edges of the full fenders, a la the VTX Retro fenders. There is plenty of brightwork, though much of it plastic. The rear shocks have handsome chrome covers, as well as the upper front fork tubes. The wheels are chromed spokes, and add to the classic cruiser look. The radiator is well hidden between the frame tubes, and the fit and finish is clean and first rate.
The new Aero 750 is an excellent and versatile motorcycle. It is perfect for new riders, or riders just coming back to the sport after a long absence because neither its size nor power is intimidating. But it’s also an excellent choice for anybody who wants a solid, low maintenance, capable, fun to ride motorcycle that’s as easy on the wallet as it is on the eyes. The Aero starts at $6,199, and a two-tone paint job will sell for $6,499. And Honda already has a sizeable accessory catalogue with saddlebags, sissy bars, luggage racks, and enough chrome pieces to tart it up to your hearts content.
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2015 Honda Shadow Aero - VT750C
2015 Хонда тень Аэро - VT750C, 2015 Хонда® тень Аэро® праведный вид. Правильную Цену. Вы не просто понежиться в костюме и галстуке. Когда вы хотите взять его легко, вы проскользнуть В что-то более удобное, немного не в твоем стиле. То же самое с мотоциклом. А время-это испытание стиле. Поэтому, когда вы хотите пойти на хороший, спокойной езды, вы хотите велосипед, который вам подходит, как ваша любимая кожаная куртка или ваши старые синие джинсы, и одна, что тоже выглядит так же, как холод. И что с того, что Хонда® тень Аэро® это все о. Наши тени® линейных крейсеров являются одними из самых популярных велосипедов на дороге, и один взгляд на тень Аэро® расскажет вам, почему. Как спицованные колеса, полные крылья и длинные, хромированные глушители-это легко, и хорошо выглядеть в то время как вы делаете это. Но всадник Аэро® также получает некоторые вполне современный любезно производительность этот велосипед с 745cc V-образный двигатель, специально настроенный для низких оборотов крутящий момент. Техническое обслуживание-снижение функции, такие как окончательный вал привода сделать Аэро® легко собственного. И лучший из всех, Аэро® - огромный выбор, давая Вам большой-на велосипеде без большого велосипеда цена. Инновации Спицованные колеса Спицованные колеса дают Аэро® классический вид. Полный передние крылья широкие металлические переднее крыло дает Аэро® классический стиль касания. Спереди-дисковые тормоза, если есть одно место Вы не хотите, чтобы спектакль ретро, это ваши тормоза. Вот почему мы дали тень Аэро® на 296мм передние дисковые для вполне современной убойную силу. Запрограммированного впрыска топлива (ПГМ-ФИ) забыть об возился с дросселем системы теневой®'ы впрыска топлива означает беспроблемная стартапов на холодную утром и на больших высотах, и оптимальную производительность в любых условиях. V-образный Двигатель ничего не выкачивает крутящий момент, как большой V-Твин. Аэро® s мощность делает его идеально подходит для вокруг-город крейсерская, коммутирует и случайные выходные-долго едет. Хромированных хром основные моменты включают крышки головки блока цилиндров, воздух-чище крышка, sidecovers двигатель, тормоза и сцепления-рычаг, кронштейны, педаль заднего тормоза, рычаг переключения передач, руль, задние амортизаторы, чехлы и многое другое. Пяти-ступенчатая коробка передач широкий-соотношение пяти-ступенчатая коробка передач позволяет круиз-бульвар по низкой, неспешным шагом, но позволяет Вам прыгать на шоссе без оборотов двигатель через крышу. Низкая Высота сиденья скользя по асфальту на 25.9 дюймов, Аэро® s низкая высота сиденья делает плоским началах его в стоп-сигналы или на парковках ветерок. И Аэро® на узкие места/танковые соединения заставляет его чувствовать себя еще ниже. Удобная Седловина широкая, с низкой посадкой соло сиденье имеет съемный пассажирское сиденье. 2-В-2 вытяжная система гладкие трубы характеристика пуля-стиль глушители для классического стиля крейсер прошлых лет. Большие-диаметр головной трубы и 2-в-2 конструкции системы объединяются, чтобы
2015 Honda Shadow Aero - VT750C, 2015 Honda® Shadow Aero® Righteous Look. Right Price. You don t kick back and relax in a suit and tie. When you want to take it easy, you slip into something more comfortable, a little more your style. Same with a motorcycle. And time is the test of style. So when you want to go for a nice, relaxed ride, you want a bike that fits you like your favorite leather jacket or your old blue jeans, and one that looks just as chill too. And that s what the Honda® Shadow Aero® is all about. Our Shadow® line of cruisers are some of the most popular bikes on the road, and one look at the Shadow Aero® will tell you why. Features like its spoked wheels, full fenders and long, chromed mufflers are all about taking it easy, and looking good while you re doing it. But the Aero® rider also gets some thoroughly modern performance courtesy of this bike s 745cc V-twin engine, specially tuned for low-revving torque. Maintenance-reducing features like shaft final drive make the Aero® easy to own. And best of all, the Aero® is a huge bargain, giving you a big-bike ride without the big-bike price. Innovations Spoked Wheels Spoked wheels give the Aero® a classic look. Full Front Fender Wide metal front fender gives the Aero® a classic styling touch. Front-Disc Brake If there s one place you DON T want retro performance, it s your brakes. That s why we gave the Shadow Aero® a 296mm front disc for distinctly modern stopping power. Programmed Fuel Injection (PGM-FI) Forget about fiddling with a choke the Shadow®'s fuel injection system means no-hassle startups on cold mornings or at high altitudes, and optimal performance in any condition. V-Twin Engine Nothing pumps out the torque like a big V-twin. The Aero® s power makes it perfect for both around-town cruising, commutes and casual weekend-long rides. Chrome Highlights Chrome highlights include cylinder-head cover, air-cleaner cover, engine sidecovers, brake and clutch-lever brackets, rear brake pedal, shift lever, handlebar, rear shock covers and more. Five-Speed Transmission Wide-ratio five-speed transmission lets you cruise the boulevard at a low, unhurried pace, yet allows you hop on the highway without revving the engine through the roof. Low Seat Height Skimming the pavement at just 25.9 inches, the Aero® s low seat height makes flat-footing it at stoplights or in parking lots a breeze. And the Aero® s narrow seat/tank junction makes it feel even lower. Comfortable Saddle Broad, low-slung solo seat features a detachable passenger seat. 2-Into-2 Exhaust System Sleek pipes feature bullet-style mufflers for that classic cruiser style of yesteryear. Large-diameter head pipes and 2-into-2 system design combine to
2014 Honda Shadow Aero - VT750C
2014 Хонда тень Аэро - VT750C, 2014 Хонда® тень Аэро® олдскульном стиле. Новый-Успеваемость В Школе. Во всей нашей линейке 750s тень®, наша тень Аэро® является одним из самых популярных крейсеров на дороге. И один взгляд скажет вам, почему классический стиль ретро, как и спицованные колеса, полные крылья и длинные, хромированные глушители. Укладка компенсируется вполне современный вежливости производительность 745cc V-образный двигатель, специально настроенный для низких оборотов крутящий момент, и ремонт-снижение функции как окончательный приводной вал. Лучший из всех, Аэро® - огромный выбор, давая Вам большой-на велосипеде без большого велосипеда цена. И это сделка, когда приходит время засыпать, тоже. Если вы готовы повернуть некоторые головы в большую сторону и оценить велосипед, который никогда не выйдет из моды, Аэро® - это машина для вас. Инновации полное переднее крыло с широкой металлической переднее крыло дает Аэро® классический стиль касания. Спицованные колеса Спицованные колеса дают Аэро® классический вид. Передний Тормозной диск, если есть одно место Вы не хотите, спектакль ретро, это когда дело доходит до тормозов. Вот почему мы дали тень Аэро® на 296мм передние дисковые для вполне современной убойную силу. Запрограммированного впрыска топлива (ПГМ-ФИ) забыть об возился с дросселем система тень Аэро®'ы впрыска топлива означает беспроблемная стартапов на холодную утром и на больших высотах, и оптимальную производительность в любых условиях. V-образный Двигатель ничего не выкачивает крутящий момент, как большой V-Твин. Аэро® s мощность делает его идеально подходит для вокруг-город крейсерская, коммутирует, и случайные выходные-долго едет. Хромированных хром основные моменты включают крышки головки блока цилиндров, воздух-чище крышка, sidecovers двигатель, тормоза и сцепления-рычаг, кронштейны, педаль заднего тормоза, рычаг переключения передач, руль, задние амортизаторы, чехлы и многое другое. Три-Клапан двойной-Подключи камеру сгорания низкая Высота сиденья Скимминга асфальте просто 25.9 дюймов, Аэро® s низкая высота сиденья делает плоским началах его в стоп-сигналы или на парковках ветерок. И Аэро® на узкие места/танковые соединения заставляет его чувствовать себя еще ниже. Удобная Седловина широкая, с низкой посадкой соло сиденье имеет съемный пассажирское сиденье. Пятиступенчатой коробкой передач широкий-соотношение пяти-ступенчатая коробка передач позволяет круиз-бульвар по низкой, неспешным шагом, в то же время позволяя вам сесть на шоссе без оборотов двигатель через крышу. 2-В-2 вытяжная система гладкие трубы характеристика пуля-стиль глушители для классического стиля крейсер прошлых лет. Большие-диаметр головной трубы и 2-в-2 конструкции системы объединяются, чтобы потушить правда, V-образный крейсер звук. Вал Конечной Передачи
2014 Honda Shadow Aero - VT750C, 2014 Honda® Shadow Aero® Old-School Style. New-School Performance. In our entire lineup of Shadow® 750s, our Shadow Aero® is one of the most popular cruisers on the road. And one look will tell you why classic retro style, like the spoked wheels, full fenders and long, chromed mufflers. Styling is offset by thoroughly modern performance courtesy of the 745cc V-twin engine, specially tuned for low-revving torque, and maintenance-reducing features like shaft final drive. Best of all, the Aero® is a huge bargain, giving you a big-bike ride without the big-bike price. And it s a bargain when it comes time to fill up, too. If you re ready to turn some heads in a big way and appreciate a bike that s never going to go out of style, the Aero® is the machine for you. Innovations Full Front Fender A wide metal front fender gives the Aero® a classic styling touch. Spoked Wheels Spoked wheels give the Aero® a classic look. Front Disc Brake If there s one place you DON T want retro performance, it s when it comes to your brakes. That s why we gave the Shadow Aero® a 296mm front disc for distinctly modern stopping power. Programmed Fuel Injection (PGM-FI) Forget about fiddling with a choke the Shadow Aero®'s fuel injection system means no-hassle start-ups on cold mornings or at high altitudes, and optimal performance in any condition. V-Twin Engine Nothing pumps out the torque like a big V-twin. The Aero® s power makes it perfect for both around-town cruising, commutes, and casual weekend-long rides. Chrome Highlights Chrome highlights include cylinder-head cover, air-cleaner cover, engine sidecovers, brake and clutch-lever brackets, rear brake pedal, shift lever, handlebar, rear shock covers and more. Three-Valve Dual-Plug Combustion Chamber Low Seat Height Skimming the pavement at just 25.9 inches, the Aero® s low seat height makes flat-footing it at stoplights or in parking lots a breeze. And the Aero® s narrow seat/tank junction makes it feel even lower. Comfortable Saddle The broad, low-slung solo seat features a detachable passenger seat. Five-Speed Transmission Wide-ratio five-speed transmission lets you cruise the boulevard at a low, unhurried pace, at the same time allowing you to hop on the highway without revving the engine through the roof. 2-Into-2 Exhaust System Sleek pipes feature bullet-style mufflers for that classic cruiser style of yesteryear. Large-diameter head pipes and a 2-into-2 system design combine to put out true, V-twin cruiser sound. Shaft Final Drive