Honda Shadow 400

OVERVIEW

At the heart of the VT400 is a 398cc V-twin engine equipped with liquid-cooling and electronic fuel injection. Honda doesn't quote power or torque stats for the model, nor does it state the model's weight, but rest assured that it's not at risk of breaking the LAMS 150kW per tonne maximum power-to-weight ratio.

A cable clutch feeds the go down to the ground via a five-speed gearbox and fuss-free shaft final drive, while in the stopping department we have a basic single front disc set-up with twin-piston Nissin caliper, allied to a drum brake (remember them?) at the rear. Tyres sizes are 120/90-17 and 170/80-15.

The VT rides on a non-adjustable telescopic fork and a pair of five-step preload adjustable shocks, the latter easily adjustable by hand. Wheelbase is a suitably cruisy 1640mm, and Honda states the bike to have 130mm of ground clearance - decent enough for a bike of this ilk.

For instrumentation we have a solitary analogue and tank-mounted speedo, with the all the usual idiot lights located either below the speedo or tastefully set into the top triple clamp. Set in the speedo face, an LCD display can be toggled through two trip meters, an odometer and a clock.

The ignition, found low under the left-hand side of the 14lt fuel tank, features Honda's Ignition Security System (HISS), which prevents the engine from being started by anything other than the bike's two original keys. A prominent winking red LED just right of the speedo provides a visual deterrent for would-be thieves.

The VT400 Shadow is priced at $9990 plus ORC. A range of genuine Honda accessories is available for the model, and includes items such as a chrome backrest, a chrome rear carrier, leather saddlebags, chrome trim for the front and rear guards, a backrest plate, a cover and a windscreen. The model is available in either black or black and silver, and comes with Honda's 24-month, unlimited kilometre warranty.

ON THE ROAD
At any random gathering of motorcyclists you can always count on a cruiser to polarise opinion - generally you either love 'em or hate 'em. Even within the cruiser faithful, strong opinions are readily voiced on what constitutes a 'true' cruiser. Harley devotees wouldn't think of looking beyond the Motor Co's bar and shield, while fans of Jap cruisers are happy to take the relaxed and easy ride, without the personality extension crap that's often a part of Big Twin ownership.

However, no matter where you prefer to throw your cash, if you're only starting out upon a life on two wheels, your cruiser options are limited. Harley's smallest offering, the XL883 Sportster, is still beyond the maximum permissible 660cc engine capacity that's part and parcel of LAMS legislation everywhere bar the ACT, and don't even bother looking at newcomer Victory, where you won't find anything under 100 cubic inches.

There's quite a number of 250cc cruisers out there, both new and second hand, but please - riding a 250 cruiser is a little like rocking up to a Land Cruiser club in a Vitara. Attempting to bridge the gap, we now have Honda's VT400. Long and low, it looks all the world like a full-size cruiser, but it's LAMS-friendly - and that's bound to strike a chord for those beginners already intent on heading down the cruiser route.

The VT400 holds no surprises, nasty or otherwise. Its low 675mm seat will suit just about anyone, and the fact its weight is carried low will play a helping hand as any novice builds their confidence. Despite the low seat, the ergonomics are actually pretty accommodating even for those on the taller side - at 188cm I still found the ride position pretty roomy.

A stab of the starter sees the machine rumble into life - or perhaps 'whisper' may be a more appropriate term. The stock pipes certainly look the part, but you'll need to hit the aftermarket if you want a bit of V-twin thunder to match the bling. The cable clutch is remarkably light, while the five-speed gearbox clicks into first with ease, if not incredible refinement. The gearbox is fine - just don't expect sportsbike-like levels of precision (this is a cruiser, after all).

A handful of revs, ease out the clutch and your away. On the road that low centre of gravity combines with light controls and a natural ride position to produce a wonderfully manageable package - just what a novice needs.

Power and torque is adequate, just - in any case, there's enough go here to keep a learner smiling as they work their way towards their unrestricted licence. The delivery is linear, if a little biased towards its midrange, but there's useable go down low and up top too. You'll have to work the gearbox and throttle fairly hard to keep ahead of the city traffic, and certainly overtaking on the open road needs to be a calculated affair - a bit more oomph wouldn't go astray here. Top speed is 130km/h-ish, but that's not particularly relevant, as for extended periods the wind blast makes life unpleasant past 100km/h.

The fuel injection does a competent job - response is adequate - and, when combined with the maintenance-free shaft drive, it's a piece of proverbial to keep your progress nice and smooth. Vibration is kept to a minimum too; there's just a pleasant V-twin beat, and the mirrors remain blur free throughout the bike's rev range.

The suspension is basic - comprising a non-adjustable front fork and twin preload-adjustable rear shocks - and while this package doesn't set any new benchmarks, it's entirely adequate for this style of bike. Still on the comfort theme, the seat is broad and well padded.

The brakes aren't exactly cutting edge, but the single twin-piston front stopper and the rear drum together do a decent job of arresting forward progress. There's adequate feel at both the pedal and lever, and while there's no initial bite, both build power progressively, which again is perfect for the VT's intended learner audience.

Fuel economy is one area where this bike truly does shine. I recorded a very healthy average of 20.5km/lt over the three or four days I spent scooting about Melbourne, and with a 14lt tank that equates with an average workable fuel range of around 250km. No doubt that will stretch out even further on the open highway. Another related point here worthy of mention is the VT's fuel filler - it's located on the upper right-hand side of the tank, so you can easily fill the tank to the brim while it's still on its sidestand.

One aspect that will immediately catch the eye of prospective buyers will be the VT's looks. Honda is renowned for its top class finish, and the VT - despite its budget price tag - is no exception. There's plenty of chrome to dazzle onlookers on a sunny day, although to save costs and weight much of it is plastic, while the paint is deep and lustrous. Throw in deeply valanced guards front and rear and those attractive tapered pipes, and this is a machine of which any owner can be proud.

If cruisers appeal, I can't help but think that for $9990 plus ORC the VT400 represents good value. It's a simple plan, certainly, but it's been brilliantly executed, and it'll provide an eminently manageable package for biking newcomers, with all the looks that attracted them to two wheels in the first place.