Great Eights: Suzuki Boulevard C50T and M50 Motorcycle Tests

The windshield is a good-looking, traditional design that provides excellent wind protection except at the bottom, where some wind tumbles under it. Your legs aren't well-protected. The top of the windshield is low enough that our 5-foot-8 rider could comfortably see the road over the top of it, something we feel is critical. Although it substantially reduces wind noise, making the bike quieter overall than C50 without the shield, the windshield does reflect a bit of engine noise, though the changes to the M50's valve train are supposed to make it slightly quieter anyway.

Because the 805cc Boulevard motorcycles are so roomy and have such good power, the C50s and the M50 are the best 800s for carrying passengers and are perhaps the only 800s that make a reasonable ride for carrying a full-sized adult passenger over long distances. The backrest made the T popular with passengers, who liked the pad's width and the way it swiveled to fit the angle of their backs as the sat on the bike. They also commented positively on the saddle's roominess. However, passengers with large feet said the bags got in the way, making it hard to keep their feet on the pegs. (We have heard that you can swap the pegs to make more room.)

Although the C50T's leather saddlebags aren't weatherproof because their tops don't seal tightly enough to keep out weather, they are roomy and easy to access and pack. The bags' lids fasten with snaps front and rear and one twist lock on the outer side. Unfortunately, when the saddlebags were stuffed full, the twist lock was almost impossible to latch against the pressure. Riders who fill their saddlebags will wish for the flexibility of the traditional straps of leather bags. Besides the studs on the tops and sides, the bags are finished with handsome chrome "Boulevard" badges.

Loading up the C50 with the touring gear of the C50T had a slight negative effect on low-speed handling. Adding weight at the both ends of the bike made crawling-speed handling somewhat ponderous. Adapting to it takes a bit of adjustment, and the Boulevard C50T doesn't handle as nicely at very low speeds as the M50 or the standard C50, which is quite handy. The Boulevard M50's narrower handlebar also makes that motorcycle easier to manage in tight places, and it is steady and precise when cornering at brisker speeds, while the C50T occasionally wallows when pressed in fast corners.

The M50's suspension is slightly tauter than the C50's, making it feel a bit more solid when riding over bumpy surfaces. Carrying even a light passengerr seemed to overwork the C50T's rear suspension more than the M50's but the effect was about average for an 800-class cruiser. However, both these Boulevard 50s handle quite well when tossed into corners, and the C50T is certainly more fun, responsive and manageable on twisty roads than a bigger bike with similar touring equipment. The Boulevard M50 is particularly effective in corners and around town. The M model's suspension is a good combination of compliance and damping control while leaned over hard, and both these Boulevards offer respectable cornering clearance by cruiser standards.

When loaded with a passenger and gear, the C50T felt a bit underbraked. The single-disc front brake doesn't have enough power to fully handle the weight, especially when braking downhill. Although the bike is an 800, it is almost as heavy and powerful as a much bigger bike, and it warrants a front dual-disc brake. We had no complaints about the M50's front brake even though it is the same-size (but different style) single 300mm disc, nor the drum rear brakes on either machine.

A few components show compromises for cost reduction. The fenders, side covers and airboxes are plastic, not metal (which saves weight as well as money and some some other functional advantages). The fuel tanks have visible lower seams, but the styling is otherwise well done, with details such as wire routing executed thoughtfully. There are also some nice detail features, like a clock in the LCD odometer/tripmeter display, four-way flashers and an LED taillight on the M50. Our only problem with the bikes was three screws that vibrated out of the C50T's windshield, presumably because they were not fastened properly during final assembly (usually done at the dealer). We also wished the C50T had less vulnerable tubeless tires like the M50's. Tubeless tires are especially valuable on a touring motorcycle. But overall, the C50s and M50 are the class of the class. They are bigger than other 800s and look it, and their finish quality sets the standard for the 800 class.

Most importantly (at least to us), they are the best 800s to ride. Suzuki's first new Boulevard 800s give the company clear category dominance. That excellence does not come free, however. While other manufacturer's 750 and 800cc V-twins run from $6100 to $6300, the Boulevard's extra features and overall size make them about $500 more, and the C50T's touring gear adds an additional $1000. That seems more than fair to us. These are the only bikes in the class with fuel injection, and few of their competitors boast shaft drive.

The Volusia-turned-C50 remains the best of the classically styled 800s, and the T variation exploits its power and comfort to create a satisfying and affordable middleweight traveler. For those seeking an attainable performance-style twin, the Boulevard M50 is a much better motorcycle than the Marauder it replaces and is actually a better all-around bike than any of its competitors from other brands. (However, the chopper-style Boulevard S50 is actually quicker.) Overall, the Boulevard C50 and M50 are bikes that feel, perform and look like bigger motorcycles and might even change the minds of some who don't think an 800 can be big and powerful enough for serious riding.

Other manufacturers who want a piece of the popular 800 class had better take notice. The standards for performance, quality, comfort, useful features and all-around excellence have been raised. You now have to catch up to not just one but three Suzukis. Of course, you could say yours is an 800, while the Boulevards are just 50s.

SPECIFICATIONS

2005 Suzuki Boulevard C50T

Suggested base price: $7799 (2005), $7949 (2006)
Colors: Black
Standard warranty: 12 months, unlimited miles
Recommended service intervals: 7500 miles

ENGINE & DRIVETRAIN
Type: Liquid-cooled 45-degree tandem V-twin
Valve arrangement: SOHC, 2 intake, 2 exhaust valves
Displacement, bore x stroke: 805cc, 83 x 74.4mm
Compression ratio: 9.4:1
Carburetion: EFI
Transmission: Wet clutch, 5 speeds
Final drive: Shaft

CHASSIS
Front tire: 130/90-16; tube-type whitewall
Rear tire: 170/80-15; tube-type whitewall
Front brake: Two-piston caliper, 12.8 in. disc.
Rear brake: Drum
Front suspension: 41mm stanchions, 5.5 in. travel
Rear suspension: Single damper, 4.1 in. travel, adjustable for preload
Fuel capacity: 4.1 gal.
Wet weight: 640 lb.
GVWR: 1040 lb.
Seat height: 27.6 in.
Wheelbase: 65.2 in.
Rake/trail: 33 deg./5.6 in.

ELECTRICAL & INSTRUMENTATION
Forward lighting: 55/65-watt, 7.2 in round
Taillight: Single bulb

PERFORMANCE
Fuel mileage: 33 to 53 mpg, 44.2 mpg average
Quarter-mile acceleration: 15.61 sec., 82.5 mph

2005 Suzuki Boulevard M50

Suggested base price: $6749 (2005), $6899 (2006)
Colors: Blue, red
Standard warranty: 12 months, unlimited miles
Recommended service intervals: 7500 miles

ENGINE & DRIVETRAIN
Type: Liquid-cooled 45-degree tandem V-twin
Valve arrangement: SOHC, 2 intake, 2 exhaust valves
Displacement, bore x stroke: 805cc, 83 x 74.4mm
Compression ratio: 9.4:1
Carburetion: EFI
Transmission: Wet clutch, 5 speeds
Final drive: Shaft

CHASSIS
Front tire: 130/90-16; tubeless
Rear tire: 170/80-15; tubeless
Front brake: Two-piston caliper, 12.8 in. disc.
Rear brake: Drum
Front suspension: 41mm inverted stanchions, 5.5 in. travel
Rear suspension: Single damper, 4.1 in. travel, adjustable for preload
Fuel capacity: 4.1 gal.
Wet weight: 617 lb.
GVWR: 1035 lb.
Seat height: 27.6 in.
Wheelbase: 65.2 in.
Rake/trail: 33 deg./5.6 in.

ELECTRICAL & INSTRUMENTATION
Forward lighting: 5.5-in-wide oval; position lights
Taillight: LED

PERFORMANCE
Fuel mileage: 38 to 49 mpg, 42.9 mpg average
Quarter-mile acceleration: 15.49 sec.; 83.2 mph

RIDING POSITIONS

Andrew Cherney: Suzuki's whole Boulevard rebadging exercise last year really put me off, but with these two new models, Suzuki is effectively telling me, "Shut up.We know what we're doing." I'm sure digging the new, improved, formerly-Volusia-now-the-C50's floorboards, leather bags and glitchless EFI, no question. What I'm not so keen on is the bit o' buzz from the handlebar at high speeds and less-than impressive braking power from the single front disc under load—gimme two, please. Still, it's a nice all-around package, with stellar fit and finish.

But of the two bikes, I lean a bit more toward the updated Marauder—sorry, M50—for its snappy, blacked-out styling (it is about time), eager throttle and upright ergos. Yet I feel somebody must have dozed off during the design sketches of that rear fender—it seems to have been jammed in there as an afterthought. In any case, these two new Boulevardiers are certainly a step in the right direction for an outfit that's been ignoring the cruiser front for too long. So I'll shut up—for now.

Art Friedman: Shopping for an 800? No need to go anywhere but your Suzuki dealer, which offers more choices and better bikes in this category than any other brand. You might pay less for another marque, but you will also get significantly less motorcycle.

The C50T in particular closes a glaring gap, providing an effective middleweight traveling bike that is as spacious and comfortable as many bigger baggers and pumps out more than enough power for serious touring. I think it should have cast wheels and tubeless tires, at least as an option, however.

If you don't need to brag about how big your unit is, I think the C50T makes a really rational choice for riders who want to go places. I also rate it as well as the C50 and M50 among the very best buys in cruiserdom.

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