Yamaha took a unique approach to designing the V-Star. The company's customer surveys showed that the major reasons for purchasing a middleweight cruiser were styling, rider comfort, handling, reliability, and value. Each of these requirements were directly addressed in the design process. Yamaha's stylists didn't have to look any further than the Royal Star's exemplary looks, fit, and finish. And the V-Star received generous applications of style from the Royal Star's palette. Rider comfort issues were addressed by giving the V-Star a full-sized riding position for people on the six-foot side of the spectrum, while not raising the bar so high as to eliminate the shorter inseamed folks. Handling comes from the V-Star's good suspension, competent brakes, and likable engine. Basing the V-Star on the proven 10-year-old Virago 535 insures the requisite reliability.

Ladies and gentlemen, behold the VTX1300.

With the smaller VTX, Honda has created a [motorcycle] that provides answers to the questions the VTX1800 left unanswered. For starters, the 1300 is nearly 2 inches shorter and a significant 60 lbs. lighter than the 1800. This reduction is both size and weight has an immediate improvement in the handling characteristics versus the bigger [motorcycle]. From the moment the 1300 is lifted off its kickstand the difference is noticeable.

One of the surprising things about the VTX 1300 is the engine design. It is not a sleeved-down 1800 by any means. It is an entirely new design from a "clean sheet of paper" given to Honda engineers. Displacing 1312cc, the liquid-cooled, 52 degree, V-twin features a single-pin crank (the 1800 has a dual-pin crank) and cylinders offset by 13.5mm to reduce piston fluctuation. Two-axis primary counter-balancers minimize engine vibration, while the single-pin crank still transmits plenty of "rumble" to the rider for that traditional cruiser feel. Three-valve cylinder heads have 31mm intakes and a single 40mm exhaust valve. While big brother is fuel injected, the 1300S is served its combustion mix by a 38mm CV carb. 1312cc is still big for a V-twin, and Honda found two spark plugs per cylinder to increase combustion efficiency and power.

If the Rune is a gift, the eye is the first to profit. Never have we seen such finesse -- such attention to detail -- in a production [motorycle]. There is hardly a physical flaw to grumble over, and the closest we've come is to criticize the Rune logo on the sleek, seamless tank, which appears to be a stick-on graphic that causes a rise in the thick clearcoat. A Princess and the Pea issue, for sure. We adore [its] '50s-hotrod-meets-Rocketeer styling, but the thing that really makes it work is the depth of detail. The [Rune] is totally integrated "like a puzzle," says Blank. "Each layer must be absolutely perfect before the next layer is applied." These [motorcycles] are built on a line, but at a speed that lends to a "handcrafted" result. "There are so many white glove inspections," says Blank, "that the approval process takes as long as it does to build some other [motorcycles]."

The overriding characteristic of the huge V-twin is the honkingly massive amount of torque available. A peak of 115[ftlb] come in at a barely-above tickover 2500rpm. This makes the bike exceptionally fast off the line with no rider effort. Big V-twins are never silky smooth but it’s better than most. It’s a high tech engine, not simply a bored out antique.

Honda's 600cc Shadow VLX V-twin offers the perfect balance that keeps it moving out of showrooms year in and year out. It's big enough to rely on for highway transportation, small enough to not intimidate short or inexperienced riders, stylish enough to provide pride of ownership, and affordable enough that almost anyone can afford it or buy one as a second [motorcycle] for a spouse. However, the VLX faced a major challenge for 1998 when Yamaha rolled out the 650cc V-Star -- the first small-displacement V-twin to be drawn in current-cruiser fashion. Not only did the V-Star pack more displacement, longer and more comfortable lines, and an additional ratio in the gearbox, it also blew away the VLX with a lower price.

The Shadow Spirit will likely appeal to serious riders looking for solid transportation and the occasional blast on weekends, as well as confident beginners looking to get their hands around a peppy ride. Low saddle height, manageable power characteristics and friendly handling make this [motorcycle] a breeze to ride...

Secondly, a large handful is going to have you thinking you have inadvertently hitched a ride on the Space Shuttle during takeoff, however, and you better be hanging on. Producing 147 lb-ft of torque at 2500 rpm and 140 bhp at 5,750 rpm, you are in for a wild ride. As the approaching landscape goes into some sort of manic fast-forward and your stomach internals attempt to wrap themselves around your spine, the Rocket III just keeps feeling as if it is never going to run out of power.