Responsible for the smooth flow of power, Suzuki has borrowed from their GSX-R sport bike range for the fuel injection system. Utilizing a Dual Throttle Valve System (SDTV) optimum air velocity is maintained throughout the engine’s range with one valve for low rpm and one for high. A powerful 32-bit Electronic Control Module (ECM) takes readings from a gearbox position sensor, as well as the water and air intake temperatures. This allows for precise fuel delivery, any time, any place, anywhere. And, crossing Independence Pass at 12,093 ft it is certainly earning its money as it is performing flawlessly. It doesn’t give me any problems as we descend through a tight, technical section some miles before Aspen either. The throttle response remains smooth as I come back off a trailing throttle and there is no popping and farting with the throttle closed.

The brakes also do a pretty good job with the steep descents, just don’t ask too much of them. With just a single disc up front and a drum rear they ain’t the most powerful set up on the market. The front has a fairly healthy looking 300mm rotor; it is just let down some by the two-piston caliper. There is still enough brake to have the forks flexing if you get on it too hard, but simply put, I prefer dual disc systems.

Parking up for lunch gives me a chance to reflect on the bikes looks, which there is no denying are very pleasing. Lustrous paint, complimented by plenty of gleaming chrome, make the C50 very easy on they eyes. My test mule is wearing a windshield, back rest and saddle bags, which make it look even more the part, and physically the bike looks a good bit larger than a mid sized cruiser. A move that was no doubt deliberate by Suzuki.

The front end is typical cruiser, the beefy front forks looking like something from the Motor Company’s line up. These aren’t adjustable and are set up on the soft side. Adding a passenger, or luggage, to the mix will have you hunting down some pre-load spacers to help the stock springs. The forks are suitably complimented by the large multi-reflector chrome headlight, which can also be used to when applying Chap Stick in the thin air if needed. I can’t comment on its night-time abilities, but am sure it will be just fine.

Moving down, the 16-inch spoke front wheel gets a 130/90 series tire and an attractive skirted fender. Sitting behind them, the radiator sits unobtrusively in front of the frame’s down tubes. The 45-degree V-twin uses blacked out cylinders with faux cooling fins for the air-cooled look and are nicely set off by chrome engine cases. Chrome header pipes run to their own individual slash cut chrome mufflers and have a nice note for a stock system. More chrome accents are to be found on the rear frame rails and backrest.

The rear wheel is a 15-incher, wearing a fat 170/80 series IRC tire on its spoke rim, and a single pre-load adjustable shock keeps the ride smooth. Taking the engine’s power to the rear wheel is a five-speed gearbox and a low maintenance shaft drive. No surprises with the floorboards and the heel/toe shifter, or any complaints with the way it operates either. Up at the handlebars, a light clutch nicely compliments the slick shifting gear change. The lever is not adjustable, but the front brake lever is, and it only requires the lightest pull to get the pads grabbing the front rotor.

Sitting on the bike, the seat is a low 690mm from the floor and this is going to make the bike a very attractive proposition for shorter riders. The 17-litre fuel tank is also not too wide, which makes the riding position a whole lot more comfortable, and along with the broad, firm seat, long distances should be a breeze. The tank also holds a chrome instrument panel with a large, round speedometer, which is nice and easy to read on the move.