Suzuki C50T – Bike Reviews & News – Bikesales Mobi

3 Apr 2015 | Author: | Comments Off on Suzuki C50T – Bike Reviews & News – Bikesales Mobi
Suzuki Boulevard C50T

Suzuki C50T

Classic styling and a lusty V-twin beat – Suzuki’s Boulevard C50T puts the American cruiser dream within reach of riders on a budget


Excellent value

Smooth, flexible powerplant

A basic machine, done well


A fair bit of plastic involved

Introduced in October, 2010, Suzuki’s Boulevard C50T joins the classically-styled ‘C’ division of the marque’s Boulevard cruiser range, and sits alongside the base model C50, plus the larger-engined C109R and C109RT. For those after more modern cruiser styling there’s Suzuki’s ‘M’ category of Boulevards – the M50, M90, M109R and M109RZ.

The C50T is touted as the ‘Touring’ version of the basic C50, but in fact the differences between the two are purely cosmetic. As such, the C50T boasts classic whitewall tyres, a studded saddle and pillion pad, a white-faced speedo, and two-tone paint.


At the heart of the C50T is an 805cc (50 cubic inch), liquid-cooled, SOHC, 45-degree V-twin – a middleweight version of the archetypal cruiser powerplant. This fuel-injected unit sits in a traditional tubular steel frame, and gets its power down to the ground via a wet (cable) clutch, five-speed gearbox and shaft final drive.

The plot is suspended by a non-adjustable conventional fork up front and a concealed, preload-adjustable monoshock at the rear. The bike’s braking package follows a similarly Spartan theme, in this case comprising a single disc with twin-piston caliper at the front, mated to a rear drum.

Styling is the crucial ingredient in any cruiser’s sales trajectory, and here the C50T goes down the classic, traditional path. The two-tone paint is available in either white/silver or black/grey, and is set off by whitewall tyres on spoked rims. Valanced guards, pull-back ’bars and highway boards and a heel/toe shifter round out the deal.

The white-faced, tank-mounted analogue speedo is complemented by the usual array of warning lights, plus an LCD fuel gauge and an LCD display, the latter featuring a gear indicator, a clock and a choice of two trip meters or an odometer.

The Suzuki Boulevard C50T is priced at $11,290 (plus on-road costs) – $300 more than the base C50 – and it comes with a 24-month, unlimited kilometre warranty.


If you’re an up-to-the-minute gadget freak – the ‘early adopter’ sort who awaits the release of the next iGizmo with bated breath – chances are Suzuki’s C50T won’t set your world on fire. A sedate and simple cruiser in the most traditional incarnation of the breed, it doesn’t attempt to dazzle with the latest integrated ABS/TCS/GPS/ETC/WTF electronics package. It won’t tell you if your tyres are under inflated, and it certainly won’t change your suspension settings.

Bar some basic preload at the rear, it doesn’t even have suspension settings, other than ‘what you see is what you get’.

But if this classic cruiser theme appeals, none of that matters one little bit. After all, traditional cruisers are all about taking life at a gentler pace – forgetting about your everyday stresses and strains, and loping along to the staccato beat of a lazy, lusty V-twin. To that end the C50T delivers – and for an incredibly attractive price.

As mentioned above, the extra $300 over the C50 gets you two-tone paint, whitewall tyres, a white-faced speedo and – crucially – a studded saddle and pillion perch. Yes, that was sarcasm regarding that last point. The ‘T’ in the model designation is supposedly for Touring, but that’s being a little economical with the truth.

Synthetic leather saddlebags and an expansive screen are available, but they’re both options – costing an extra $887 and $587 respectively.

So, what we have here is a basic, no-frills, honest-to-goodness cruiser. It’s got all the right lines, and – to my mind – the white/silver colour scheme works beautifully with the whitewalls. Its 700mm seat height shouldn’t prove problematic for most, and with a claimed kerb weight of 277kg, it’s a far easier proposition to manhandle (or womanhandle) around the shed, compared to the full-biscuit ‘Big Boy’ models.

A closer look at the bike reveals why. Underneath a fair smattering of that chrome and paint is plastic – including both front and rear guards. After all, concessions had to be made to its rock-bottom price somewhere, and at least the plastic bits help keep the weight down (although it’s still some 34kg heavier than Honda’s VT750C).

However, you do get electronic fuel injection, a tank-top instrument binnacle that’s a wonderful fusion of old and new (analogue speedo, complemented by tastefully presented LCD info), and the benefit of modern manufacturing techniques – and that all adds up to a machine that’s far superior in just about every way to the beasts of yesteryear the C50T seeks to emulate.

For me, the C50T is all about the engine. The V-twin is gutsy without being intimidating, with thoroughly useable power found throughout its rev range. It’s twin pipes have admittedly seen its ‘rebel yell’ smothered with a sizeable pillow – nothing an aftermarket catalogue can’t fix – but there’s enough go here to keep you well ahead of the tin-tops from a red light, and there’s even reasonable urge from 110km/h for highway overtakes.

It ought to top out somewhere after 140km/h, not that that should be of much relevance for this bike’s intended market.

The ergonomics are right on the money. I’m 188cm tall (or 6ft 2in in the old money), and I found it both roomy and comfortable. The nicely sculpted saddle affords a feeling of comfort and security, while the ride position is laid back – but not so laid back as to warrant arms like Arnie’s to hang on at highway speeds.

The suspension is basic, but it works. Used within the designers’ brief, there’s no cause for complaint. Sure, it’s a little harsh over big hits at speed, and it’ll get a bit of a shimmy on if you start to push it through a bumpy bend, but that’s to be expected – it’s not a sportsbike, so don’t treat it as such.

Ditto the brakes. Actually, the single front disc offers good power for a bike of this weight and geometry, and the rear drum has plenty of stomp too – and surprisingly good feel.

Pillions get a reasonably sizeable perch, but if any long-distance work is on the agenda, go for the optional factory backrest – that’s $315 for the mounting hardware and a choice of four different backrest styles, starting from $378.

During the course of the C50T’s stay at Garage de Moi, the bike returned an average fuel economy of 17.7km/lt. With a 15.5lt tank, that’s a workable range of around 250km. Without a screen, I’d be looking to stop for a break at that point anyway.

As for the bits and bobs, well – the sidestand is right where you want it, the mirrors give a good and reasonably clear view to the rear, the light is decent, likewise the horn. And, until July 30, if you grab a C50T through Suzuki Finance you’ll benefit from a super-low 4.99 per cent interest rate – Suzuki’s practically giving them away!

For anyone shopping for big cruiser looks on a relatively tight budget, Suzuki’s C50T delivers the right ride and the right style for the right price.



Type: Liquid-cooled, OHC, 45-degree V-twin

Capacity: 805cc

Bore x stroke: 83mm x 74.4mm

Compression ratio: 9.4:1

Fuel system: Electronic fuel injection

Fuel capacity: 15.5lt


Claimed maximum power: N/A

Suzuki Boulevard C50T
Suzuki Boulevard C50T
Suzuki Boulevard C50T
Suzuki Boulevard C50T

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