Over the years, our definition of what is “small displacement” and “entry-level” has evolved dramatically. As the price of making a new model has increased (relative to the material cost involved), producing a small-displacement bike has made less and less sense. To add to that, the phrase “there’s no replacement for displacement” has never more true than it is for current cruisers. With their decided emphasis on usable torque instead of high-revving horsepower, small motors will always be at a disadvantage in that equation. So this is what it’s come to: The smallest 50s-style, chunky cruisers are the 750-800cc models you see here. (Though you’ll see smaller ones on manufacturers’ websites, they’re all prior model years that haven’t sold.)
What’s particularly striking about the two rivals here is how differently they’re focused. Honda’s Shadow Aero is a big little bike, with a midsize engine mated to a tight ergonomic package and a dropped seat height. Suzuki’s C50T Classic looks and feels like a little bike made for big people...or at least average-sized people. Back to back, they almost don’t feel like they’re in the same class.
Honda’s Shadow Aero is actually the second cruiser from Big Red to bear that name. The first was a floorboard-equipped 1100 that came out in the 90s. Like this one, it had chunky tires front and rear, as well as exaggerated, sweeping fenders. Unlike this one, it was a very well-finished, high-end cruiser. The current Aero (which debuted in 2004) is basically a restyled Shadow 750 designed to match the lines of a lost era. Unfortunately, its price is firmly in the ballpark of stalwart machines like Kawasaki’s Vulcan 900 and Star’s V Star 950, so it’s got only its entry-level credentials to bank on in a value-oriented market.
Enter Suzuki’s Boulevard C50T Classic. Clearly a bit of institutional amnesia has cursed this fine machine with the rambling name. Back when the Boulevard cruiser brand was introduced in the early ‘00s, it had a very simple nomenclature: C for Classic Cruiser, 50 for engine size (in cubic inches). It was simple, really. But the original C50 dropped from the lineup a few years back, leaving only the C50T (T for touring), so when an update appeared, it was based on the T (minus the touring stuff), but with a studded seat and whitewalls—thus adding Classic to the name. (Note to Suzuki: Classic 50 sounds way better.)
Suzuki’s stylish gauge console...
Suzuki’s stylish gauge console (left) delivers more useful info—like a fuel gauge and gear indicator—while the Honda Aero (right) opts for a smaller, simpler setup that’s set a bit higher on the tank.
Our first analysis for any new motorcycle is always the Sit Test. Honda’s Aero immediately caused all our shorter testers to fall in love, and the taller one to cringe. It’s a distinct reversal from the Sit Test on most other cruisers, where shorter (or even average) riders usually have to make do, or make adjustments to the bike, while tall folk are sitting pretty. Not this time. A super-low, sub-26 inch seat height means everybody not technically defined as a “little person” can go flat-footed on the Shadow. Complementing this setup is a soft foam seat, short-reach bars, and close controls, which all make for a very nice fit if you’re less than 5 feet 8 inches tall. Our token tall tester complained of being locked in one position with feet too high, and too much weight on his tailbone.
Conversely, Suzuki played the usual balancing act, trying to build a bike for everyone, but with a higher success rate than on most bikes. While the bike fit our tallest tester best, it did a good job of fitting everybody else too, with just a sight stretch. The wide, firm seat and floorboards allow for a good amount of movement. Our shortest tester was worried about the width of the seat and the usual air cleaner obstacle to the pegs, but had no problems at all with a straight shot to the right board. The bars are set low and moderately wide, making for a more upright stance with less slouch. This also caused the rider to catch less air on the highway, unlike the Honda’s wide buckhorns, which set up pilots like a sail.
Passenger accommodations were a mixed bag. The Suzuki’s penchant for firmness carried through to the rear seat, which was described by one passenger as a stone bench. Ironically the Aero, with its squishy suspension and underwhelming motor, had a nice cushy passenger seat.
We were split on the dash layout, some preferring the Aero’s simpler, higher-mounted dash, but most liking the additional features (gear indicator, fuel gauge and newer-looking styling) on the C50T. The Honda’s dummy lights are all over the place and hard to see when the sun is out. The Classic 50 seems more done-up and finished, with its seat studs and whitewalls, but there are some items that look distinctly parts bin, like the humongous rear taillight. The Aero is decidedly low-key in its retro-ness, with elongated fenders and spoke wheels (like the Suzuki), but otherwise looking just like the other Shadows.
Suzuki’s stylish gauge console...
Suzuki’s stylish gauge console (left) delivers more useful info—like a fuel gauge and gear indicator—while the Honda Aero (right) opts for a smaller, simpler setup that’s set a bit higher on the tank.
Both Honda and Suzuki run...
Both Honda and Suzuki run near-300mm discs up front, but both settle for low-tech drum units out back.
Both Honda and Suzuki run...
Both Honda and Suzuki run near-300mm discs up front, but both settle for low-tech drum units out back.