Suzuki makes some amazingly quick and beautifully engineered sport bikes, no question. But its cruiser line-up has been somewhat, oh, lackadaisical over the years. It’s almost like they go through the motions, but stop short of giving it their best shot. Models like the C109, C90, and C50 do what they’re supposed to, but lack the extra refinement and polish of similar models from Harley-Davidson and Yamaha, both of whom are making some of the most desirable and nicely finished cruisers on the market. Suzuki’s formidable M109 T may be the exception here, but it’s more of a performance cruiser than a boulevard tourer.

Still, the C50 T, for example, does have a nice rideable quality. It has enough poke for those dawn ‘til dusk rides, is easy to manhandle through city traffic, and has a nice low saddle height for riders who like to keep their feet on the ground. It’s also one of the most comfortable cruisers out there, with a generously sized seat and easy-to-get-along-with ergonomics. It’s still a little rough around the edges - particularly when it comes to brightwork and chrome - but for its $10,000 base price, it covers most of the bases.

One of three models in the C50 line-up, the "T" version has been given the full retro touring treatment by Suzuki, with a studded seat and saddlebags, extra chrome bits, and whitewall tires.

It’s all a bit precious for my tastes, but you can also get this model in black and it doesn’t differ substantially from the base C50 or SE models.

All are powered by a 805 cc V-twin that is liquid cooled, with a 45-degree configuration, a single overhead camshaft, and four valves per cylinder. Transmission is a five-speed, with heel and toe shifter, and final drive is shaft. Suzuki doesn’t release performance figures on its models, but I’d say horsepower is in the 50 - 60 range. Not particularly quick off the line, this engine likes to be revved hard and only comes into its own in the higher rpms. There is virtually no instrumentation on the C50T - just a speedometer, fuel gauge and some idiot lights, so I can only estimate engine speed. But if this powerplant revved higher than 6500 rpm, I’d be surprised.

Like some of Suzuki’s other cruiser models, the C50 has a fuel injection system based on the GSX-R. According to the company, this is to boost mid-range and top-end power and maintain air flow velocity. There is definitely a power band halfway through the rpm range and it’s quite noticeable, but this is not an overwhelming motorcycle, by any stretch of the imagination, and makes a decent but not outstanding long-distance cruiser. It lacks the reserve power of its bigger brother, the C90, but, that said, the performance differences between these two aren’t that great. The larger-engined C90 T - which is physically indistinguishable - is $4600 more expensive than the C50 T, and isn’t worth the extra scratch, as far as I’m concerned. If you want real bottom end and passing power, you’re probably better off with the C109 R, which has the same basic engine as the aforementioned M109.

Baffled by all these models designations? You’re not alone. Suzuki adopted the "Boulevard" series moniker a couple of years ago, and there are now a total of 17 models in this class. True, some are separated only by trim level and paint, but it’s kind of confusing, nonetheless.

But the riding experience of this particular Boulevard model is very straightforward and familiar. You sit low, with your legs slightly forward resting on the footboards, and your arms semi-akimbo to reach the beach-style handlebars. The exhaust has a ubiquitous burble that is well muted by the two shotgun style pipes, and the bike is well-planted, both on the highway and around town. I’m less than enthusiastic about Suzuki’s approach to heel-and-toe shifting, and if I owned this bike, I’d put some authority into the exhaust note (not to mention giving it a bit more oomph). But what it may lack in fit and finish, the C50 T makes up for in rideability and comfort.

I also can’t help but notice how closely Suzuki mimics some of Harley’s models. The primary case, for example, is a massive expanse of chrome that is almost a dead-ringer for that found on Harley’s Softail models. Ditto with the fully-valanced fenders and seat style. From a distance, the C50 T and Heritage Softail, parked side by side, look very much the same. They even have similar dimensions. The C50 T has an overall length of 2510 millimetres, while the Milwaukee cruiser is 2400 mm in length. Seat height; again, very close: 700 mm and 696 mm, respectively, and although the Harley is slightly heavier, it also has a much larger engine.

Better brakes too. One of my other - few - complaints with the C50 T is the fact that it still has a mechanically-activated rear drum brake. Come on, guys....everybody has disc brakes; just because it’s a cruiser, that doesn’t mean it should have inferior stopping power.

On the other hand, the C50 T is priced at least ten grand below the Heritage Softail.

That’s hard to argue with.

AT A GLANCE

Engine: Liquid-cooled, 805 cc, V-Twin

Transmission: Five-speed

Horsepower/Torque: N/A

Dry Weight: 257 kg.

Seat height: 700 mm

Base Price: $9,999.