Rebel vs Shadow VLX

**Shadow Shack** · 12-16-2009, 01:02 AM

Since I own both of these, I figured I'd drop a line or two on them here. First off, a brief background check:

I started on the larger of the two. Having some background in mopeds, scooters, and some periodic offroading on a friend's enduro, I had wanted a Rebel since inception back in 1985. Sadly I was in high school and the folks wouldn't have anything to do with that, so I missed my calling. Since they were footing my tuition in college, it was still beyond my grasp. But it didn't stop me from looking. Of course, history dictates that the Rebel fell out of Honda's line up by the time I started looking in college, replaced by the Shadow VLX. I spent seven years looking at and lusting after bikes, and I kept coming back to the VLX each time as "the one". By the time I committed to buying a bike, the Rebel had made its resurfacing albeit at about $1000 less than the Shadow VLX. Yep, the CMX250 carried a MSRP of $3999 to the VT600's $5399 (by 98 the margin narrowed to an even grand - $3999 to the VLX's $4999). Alas, twelve years after falling for the Rebel my first bike was a 1997 Shadow VLX.

Not having attended any semblance of motorcycle training, I was self-taught (nudged along by some prior semi-related experience at that). Long story short, when my wife wanted to learn how to ride I eventually got her my initial dream bike, picking up a 96 Rebel in 2003. Keep in mind I had six years under my belt at the time. Suffice it to say, I got to ride the Rebel often enough, and I learned better techniques that were applied to my larger bike. That in its own right serves as a valid testimony as to the valuable beginnerability of the 250 Rebel...if it can teach a seasoned rider how to ride better, imagine what it can do for a newbie?

So the question now remains, why do a comparison? Why not? These are Honda's two smallest cruisers, but they are different in many ways beyond mere displacement numbers, even moreso depending on the rider's skill.

On one hand we have the light-weight entry level Rebel, which packs plenty of cool cruiser style yet offers a confidence inspiring ride for the uninitiated. And on the other hand we have the Shadow VLX, a representative of the mid-sized cruiser market (mid-sized being back when mid-sized was 500-900cc, rather than today's 1100-1400cc platform) that packs on plenty of high end appeal.

First off, let's dispense with the techs and specs---

Honda CMX250 Rebel

our 96 Rebel

Engine: Air-Cooled Parallel Twin-Cylinder
Displacement: 234 cc
Intake: Single 26mm carb
Rear Wheel HP/Torque: 16.1HP, 12.4ft/lbs
0-60mph: 10.86 sec
60-0mph: 115.9'
Gearbox: 5 Speed
Drivetrain: O-ring Sealed Chain
Ignition: Solid State CD
Starter: Electric
Fuel Tank: 2.6 gal
MPG: 70+
Seat Height: 26.6"
Dry Weight: 306 lbs
Wet Weight: 320 lbs
MSRP: $2,999.00

Honda VT600 Shadow VLX

my 97 VLX

Engine: Liquid Cooled 52° V-Twin
Displacement: 583 cc
Intake: single 34mm carb (dual 34mm on 88-98 models)
Rear Wheel HP/Torque: 30.7HP, 32.5ft/lbs (34.8 & 35.2 on 88-98 dual carb models)
0-60mph: 8.34sec (slightly lower times for dual carb models)
60-0mph: 121.6'
Gearbox: 4 Speed
Drivetrain: O-ring Sealed Chain
Ignition: Solid State CDI
Starter: Electric
Fuel Tank: 2.9 gal (2.4 on 88-93 models)
MPG: 60+ (less on the earlier 88-93 models)
Seat Height: 25.6" (27.2" on 88-98 models)
Dry Weight: 445 lbs
Wet Weight: 456 lbs
MSRP: $5,099-$5,399

Honda file photo

On paper we can plainly see there are vast differences between the two. The VLX packs almost twice the power and triple the torque over the Rebel. Both bikes offer a seat that puts you closer to terra-firma than most other bikes on the market, a real plus for shorter and/or novice riders alike. Both bikes feature some nice chopper-esque styling, and the VLX adds plenty of chrome in the Deluxe trim to boot. One strike against the VLX for unskilled riders is that it carries 50% more weight than the Rebel, add to that it sets you back further in price. Both bikes offer a single disc front and drum rear brake along with a chain final drive.

Now for the riding experiences---

The Rebel is simply a hoot to ride, be it in the hands of a newbie or a more seasoned rider. It's light, it practically floats through the motions. A real crispy and nimble handler, although the low powerband serves to remind you that it's not a crotch rocket (but that still doesn't stop me from ridingit like one). Passing slow traffic requires a bit of stirring on the shifter knob, the bike produces decent power but you really have to wind it up to tap into it. Braking is good, the rear wheel can lock up if you're not paying attention, as the brake pedal is designed as a lever rather than as a linkage. But the front brake is really predictable, you won't get into much trouble with it and it's easy to master. The smaller rake and trail dimensions make it easy to maneuver, be it low speeds or higher ones. The engine produces some noticeable vibes once you break 55mph, and you feel it first in the footpegs...conveniently located along the crankshaft axis. Rubber inserts can alliviate that, but you'll still feel it at higher (freeway) speeds...just a little more bearable with the inserts. Sadly there isn't much you can do to boost the power, pipes and rejetting make an audible difference but even with an optimum 15% increase via a mock air filter set up (as none are available from the aftermarket), 15% of 16 horsepower isn't much. Now if someone were to belt out a stroker kit...that would be a nice sleeper.

But as far as a daily commuter goes, the Rebel can't be beat. It keeps up with the cages on the surface streets and is quite nimble in traffic. Lane splitting is a thoughtless procedure on this bike where the law is applicable, and where the long arm of the law stretches it can still whip through moving traffic with relaitve ease, as long as you have the gear whipping procedure down. Speaking of gears, they're nicely spaced for a low powered machine, although the bike feels like its winding even at 55mph in top gear, it still has a long way to go. Depending on rider weight, lighter riders can hit the end of the speedo face or pretty close to it if you're heavier. Many owners resort to swapping sprockets to drop the RPMs at higher speeds, I've not experienced it myself as I keep ours as a city slicker and haven't ventured onto the freeway with it. That's what my other bikes are for, which brings me to the other half of this comparo.

The Shadow VLX is a great all around bike, capable of any role you can throw at it. Still, like it's smaller sibling it produces some vibes at higher speeds, although you don't start feeling it until you break 75mph. But fret not, where the Rebel peaks out the VLX still has room to stretch its legs...while it begins to vibe at 75 the powerband doesn't drop off until around 90mph, eventually topping out just over 110mph. Don't ask me how I know (although my treating of the Rebel like a sportbike might be a clue), I do not encourage that kind of riding...All in all if you can handle the ride the bike can handle anything, but again there are simple mods that can negate the vibes, among the more popular being the sprocket swap. I did try this on mine, and it made a noticeable drop in engine revs at freeway speeds. I didn't care for the low end loss in town though, and the engine worked too hard on hills out on the slab so I went back to stock and just deal with the vibes, but at 70-75 it's not even a problem. Maybe one day I'll slip some rubber into the VLX footpeg mounts as well, but for now two up rides aren't a problem at freeway speeds, in fact the only time I have to stir the shifter is when the speed drops below 55 going uphill. The bike produces decent torque at low RPMs to match the powerband smoothly, in fact roll on power at 45mph is effortless when it comes to passing on the arterial streets. Get it on the freeway and it still rolls on nicely, although quicker passing mandates dropping down a gear.

(continued in next post...too long)

**Shadow Shack** · 12-16-2009, 01:03 AM

One thing you notice right away between the Rebel and the VLX is the weight, I mentioned earlier that the VLX is 50% heavier. And if that's not enough to hinder inexperienced hands, the generous frame geometry lets you know all about that extra heft during slow speed maneuvers, that being the only other damper as a beginner role as much of the basic learning processes are done at such speeds. But once you get that licked, you really don't need anything more out of the bike. Unless you want to personalize it, then the limitations are merely your imagination...lots of great stuff available for these mid-sized marvels. The big 170 series tire (available since induction in 1988 rather than as a response to Discovery Channel's various chopper shows) offers plenty of confidence in the turns, despite the heavy frame geometry the bike is still quite nimble, but in the twisties the Rebel can still outcorner the VLX with its lighter weight, shorter wheelbase, and more sporty frame geometry. Perhaps one of the greatest things about the VLX (often overlooked and sometimes even "ratted on") is its four speed tranny. Everyone seems to think a five speed would make a world of a difference, negating the "phantom fifth gear" syndrome. Funny thing is, bikes with the five speed gearboxes and more displacement have owners complaining of the "phantom sixth gear". I suppose it's only fair tosay that the Rebel too feels like it needs a sixth gear. Put into perspective, an 800 Volusia is revving at 3800RPM in top gear at 60mph, the VLX at 200cc less revs at 4300RPM. Even the 750 Shadows hover around the 4000 mark in top gear with their coveted 5 speed trannies, and their owners are swapping sprockets just as frequently so that tells me the need for another gear is pointless. With one less gear to stir and the general consensus that a sruiser is set up for a lazy ride, the four speed makes it even better.

But as far as these two bikes go, both are great machines in their own right. The Rebel is still the best learning tool in the motorcycle market, and with models going as far back as 1985 there are plenty of good ones out there at decent prices, many at or around $1000. If you happen upon an 80's vintage model in pristine condition though, you'll be paying far more than the 80's MSRP of $1595 for it, try the neighborhood of $2000 and up. Who said only Harleys hold their value...these little gems increased in value by 25% and are much easier to offload, now compare 1985 Harley MSRPs and current pricing and take that to the bank specularo! But I'm preaching to the choir now, after all who here bought their bike as an "investment"?

As for the VLX, they too have been around since the 1980's, with the first ones in 1988 priced at a very affordable $2000 in good condition, still a drop from their original $3,998 MSRP but you get a lot of bike for a couple grand (and 50% depreciation ain't too shabby either for a 17 year old vehicle!). Only one other current production model in the mid-sized cruiser class can stake that claim, the 800 Intruder that goes back to 1991 at similar prices, assuming you can find one. Both Hondas are easily available in the used market, both are highly successful bikes with cult-like followings. Both enjoyed high sales numbers, a trait that carries on today as well. As a wet-behind the ears beginner, the Rebel is the most sane choice you can make, even moreso if you buy used. For someone that rode in the dirt in their youth or a long time returning rider, the VLX will feel just natural. And for that former newbie that has logged a few thousand miles on the Rebel, the VLX is also a natural move. Yet even for a seasoned VLXer, the Rebel is still an equally enjoyable ride. I like to think of it as a "fast moped", fun to ride and keeps up with traffic to boot (don't take the moped reference as a bad thing, if you've ever ridden a moped you'll know just how fun they can be and realize that it's quite the compliment). And despite a rather weak aftermarket support, I have managed to enjoy customizing mine, vaunting it right into league with my VLX customs.

my 85 Rebel chopper next to my 95 VLX chopper, the Reb doesn't look so small now, does it?

In closing having one of each is a great combination, especially if you have a significant other (or even a teenaged offspring) that is eager to learn how to ride their own. On a scale of one to five with five being the highest possible recommendation, I give this pair five and five.

**Jakeman** · 12-16-2009, 02:04 AM

That must have taken forever to type up.

**flitecontrol** · 12-16-2009, 09:28 AM

Very well thought out and written. Enjoyed it.

**EUS** · 12-16-2009, 12:16 PM

Wow that was amazing, thanks for that a lot of excellent info. And I do agree with you regarding Learning to ride on a Rebel, once you have learned how to handle the Rebel you can ride anything. Thanks again

**jax** · 12-16-2009, 01:21 PM

That was quite a comparison between the two bikes. Very true. I took a lot of thought and typing to put that together. I have been riding bikes for a long time and didn't get a rebel until I got a 250 off of ebay about 7 years ago. It was a blast to ride small and nimble like you stated. I had a great time on it. Then I started to look at the 450 for more power and I haven't looked back sense. It would have been great if Honda would make the 450 rebel again. I haven't ridden the 600 but I would like to try it.
You did a good job of describing the two bikes and the way they handle.

JunkyardDog · 12-16-2009, 02:21 PM

Truthfully, the VLX would have been the better choice for me, even at a higher price (used). It would have been a better fit for someone my size, Seeger Cycles makes a chopper kit for it, and some German company even makes a centerstand for it. But I already have a Vulcan 750, and wanted a "small" bike, and was pretty much set on a Rebel, so thats what I got. The addition of highway pegs and a Protac backrest (great product BTW, at least in my opinion) has made it reasonably comfortable out on the open road, where most of my riding is done. I have also rigged up an emergency centerstand for it. And while you can't get a chopper kit for it (not sure why, it seems to be a perfect candidate), I now know where to get all the parts and have the frame work done, so I can do it myself.

Now, if you look at all the money I have spent on it already, and what I plan to spend on it in the future, it's obvious that I could have gotten a nice VLX for less. But. If I had gotten the VLX, I would be spending money on it too. All in all, I am happy with my Rebel, especially since I have the VN750 when I need a larger faster bike.

Being an air cooled parallel twin makes it a lot simpler than the liquid cooled VLX v-twin. A v-twin is a lot more complicated than a parallel twin, because it has 2 of everything, 2 separate cylinders, 2 cams, 2 cam chains, 2 cam chain tensioners, etc. And while the VLX is proven reliable, I still like simple. I would highly recommend either bike. If you plan to leave it stock, or near stock, I would base my choice on what fits you better.

BTW, I was seriously into mopeds for about 10 years. Mostly Tomos and Puchs, a couple of Mobys, and a few other oddball models. I still own a Tomos Bullet and a Puch Newport. Jerry.

JunkyardDog · 12-16-2009, 09:29 PM

BTW, thanks for the carb information. I always thought that all models of the VLX had only one carb, and I always like the earlier style fender/sidepanel look better. Now I know that if I ever get a VLX, I want the later model, with the single carb. Cruisers are not performance bikes, and I have learned from my VN750 that dual carbs on a v-twin are an absolute nightmare.

I keep checking Craigslist, and there are a lot of VLX 600s for sale at fairly reasonable prices. I am not getting rid of the Rebel, or the Vulcan, but have a couple of other bikes I might sell, and if I do, that would leave room for a VLX. Jerry.

**Shadow Shack** · 12-17-2009, 01:57 AM

I had a Puch, a '79 Maxi-Lux. I dread having given it away, even though it didn't run well when I offed it.

Re: spending money on the VLX...well, you saw my website already LOL Long story short, I wasn't satisfied with spending money on just one of them.

A philosphy I applied to the Rebel as well.

**regularman** · 12-24-2009, 05:55 PM

A few months back I saw a new rebel beside some kind of new shadow (750 I think ) and the rebel seemed to be taller than the shadow. It seemed awefully small for a 750. A 750 has plenty of power to pull two people and aught to have plenty of room for 2 people. My 454 is a hell of a lot bigger bike than the 750 shadow, what is up with the downsizing?

Our Communities

Automotive Communities

RV & Travel Trailer Communities

Marine Communities

Honda Rebel News Delivered to your Email!