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Bike Review: 2005 Suzuki Boulevard C90 - From RoadBike May 2005
 Deja Voodoo By Bob Feather
My first impression upon throwing a leg over this bike is, “Damn, it’s big.” And this big cruiser fits me just right. I settle into the seat, grab the bars, and a strange feeling of déjà vu strikes me. My brain tingles as I realize I’ve been here before. Our old friend, the Suzuki Intruder LC, has debuted in ’05 with a few changes and a new name: the Boulevard C90. With its 90-cubic-inch (1475cc), 45-degree V-twin power plant, new electronic fuel injection, wide tires, custom-styled aluminum wheels, 27.6" seat height, large floorboards, lustrous paint, sparkling chrome, and slash-cut mufflers, the C90 has all the ingredients for a successful cruiser — on paper. The brushed-metal finish on the triple clamps and fluid reservoirs, along with the new paint scheme (black and blue on our test bike), treats the rider to a classy, richly appointed cockpit that is very pleasant to look at while riding. The engine fires immediately, and the new fuel injection system takes control of metering out a perfect mixture, whether it’s warm or cold. All the right sensations are present, as the big bike cradles the rider low in the seat and settles into a steady, loping idle. So far, so good. Lifting my left leg to put the bike in gear, my foot lands on a roomy, well-placed floorboard. The bars are a comfortable bend and just the right reach from the seat. (Tall folks will love the accommodations.) Clutch lever effort is light and smooth, and a quick tap on the shifter snicks the bike into gear. I’m ready to roll. So, I start to let the clutch out. I let it out a little more. A little more still. And then, just as I’m thinking the bike is in neutral, the clutch plates begin to engage — right when the lever runs out of travel. Since the clutch is hydraulically actuated, there is no way to adjust the amount of travel before it engages. Even with my extra-large hands, I find the clutch difficult to operate, and that’s with the lever adjuster set for the shortest reach. This often makes for awkward moments in traffic. Getting To The Grunt
Compared with the current breed of big cruisers, the 1475cc C90 is the runt of the litter. Yet the seat of my pants tells me that the bike’s performance is just about on par with its brethren. The torque and power are spread well throughout the rev range. The new fuel injection, borrowed from the GSX-R sportbike, gives the C90 more snap down low and helps it breathe better up top than its carbureted predecessor. A power commander, once one becomes available, and an aftermarket exhaust should give the C90 a big kick in the keister and unlock some of the potential of this engine. A large part of the cruiser experience is the exhaust note. While all stock bikes are muzzled substantially these days, the C90 sets a new record for quiet. In fact, the exhaust is so quiet that the mechanical engine noise, especially under acceleration, can be heard well over the muted pipes. While I’m not a fan of straight pipes, I do like a little rumble in my ride. The engine runs very well in all riding situations, never coughing or skipping a beat. But the cadence is a bit odd. In the competitive V-twin cruiser market, the cadence, or engine pulse, can be an integral part of the riding experience. The traditional V-twin vibe might even be considered a styling cue among big cruisers. The C90 could use some refining in this department. The Suspense Is Killing Me Pretty li’l thing let me light your candle ’cause mama I’m so hard to handle now… — Black Crowes On the open road, the C90 is solid. All the parts work in harmony to give you the feeling that this bike was hewn from solid billet. The riding position is good, and the sheer size of the bike occupies a fair portion of the lane you’re in. As long as the road remains smooth, all is right with the world. Factor in a few bumps, however, and you’ll be paying a visit to your local Suzuki dealer to discuss aftermarket suspension options. The fork springs are very soft. At rest and unladen, the weight of the bike alone uses up nearly half of the fork travel. Add the weight of a rider, and the forks compress even more. This leaves you with about 1/3 of the suspension travel at the stiff end of the springs. By contrast, the rear suspension is relatively stiff and further exacerbates the shortcomings of the fork. This combination can make for a jarring ride on all but the smoothest of roads. Small bumps and expansion joints are no problem at all, as the big Suzuki glides over them like they’re not even there. But obstacles like raised pavement lips, recessed manhole covers, and potholes can send a harsh jolt through the chassis. As cruisers go, the Boulevard has decent cornering clearance, more than many other cruisers. When ridden at a brisk pace, the big Suzuki turns in nicely, but quickly uses up all of its fork travel. With no suspension left to deal with pavement irregularities, the front end starts to push and run wide in corners when it encounters ripples or bumps. Also, if you brake while leaned over, the lack of suspension travel coupled with a wide front tire makes the bike want to stand up. Sooner or later, though, most people change their suspension components and tailor their bike to suit their riding style. In this case, “sooner” is the operative word. I have no doubt the C90 will handle very well once it’s aloft on some quality aftermarket suspension pieces. There’s a decent bike here, hiding beneath a few shortcomings that are all fixable, but at a cost. As for the ergos, riders of average stature will land right in the middle of the Boulevard’s huge seat pocket. The seat is wide, smooth, and reported to be really comfy by other riders on staff here. But tall and long-legged riders, beware — the seat is very thinly padded in the back section where it meets the rear pillion. “Butt burn” quickly became an issue for me, and I’d soon replace the seat with something a little thicker and cushier. Here again, we pay a price for style and a low seat height. Diamond In The Rough At $10,399, the C90 is the cheap date of the cruiser world, and some of its shortcomings seem to reflect its price point. However, customizing motorcycles for performance and comfort has become the norm. Many riders buying a new bike are already planning upgrades they’re going to make long before the bike even leaves the showroom floor. Going in knowing that you’ll be replacing the stock exhaust, along with making intake mods and suspension upgrades, the Suzuki C90 gains some appeal. Even after adding these parts, the total price will be on par with that of the competition, and you end up with a great bike that’s customized to your liking. Overall, the C90, like its predecessor, is a good bike with great potential. And with the increasing availability of aftermarket and OEM parts, the big Boulevard should make the transformation nicely to a cool custom cruiser. In fact, we’re planning some upgrades for our tester bike. Look for a full report in a future issue. RB Steve Lita Position: Associate Editor When the C90 showed up here at RoadBike World Headquarters, I was the first to get test ride honors. Not my usual style of bike, I’ll admit, but I’m open to new experiences. I was able to put several hundred miles on it before handing over the keys, and I enjoyed my time on the bike. It gave a comfortable ride, and I found the ergonomics just right. The heel-toe shifter worked great, and low-speed handling was smooth and predictable. Being the first around here to try the bike, I had no preconceived notions, nor had I heard any rumors to sway me. I did find the front suspension a little abrupt and choppy, and the top-end power was not blindingly fast. But the fuel-injected twin provides enough grunt for easy highway ramp charges. Overall, the fit and finish are fine, and the C90 even garnered a few thumbs-up gestures at stoplights from the local tuner crowd, which came as a nice surprise. Terry O’Brien Position: Sales Representative This is the first Japanese cruiser that I’ve felt was actually designed to fit a larger rider. The good-sized, comfortable seat, the wide pullback bars, the position of the forward controls with the floorboards, and the physical dimensions of the machine made that usual Magilla Gorilla feeling that I get on most cruisers disappear. One glaring problem I had was that the heel shifter was much too close to the toe shifter for a decent-sized boot to operate smoothly. The engine choice is a perfect match, with plenty of grunt for a cruiser right out of the box. I like the solid look of the thick tires (150 front, 180 back) combined with the curving, medium-length tail-dragger fenders. What I didn’t like was the overabundance of curves in the design. It seems almost like a cartoony interpretation of a fat cruiser, where the shapes look inflated and round. But, overall, at just over 10K, the C90 offers great bang for the buck. Tricia Szulewski Position: Art Director When it was my turn on the C90, I challenged the bike with a number of road conditions. My favorite ride was an afternoon of slow sweepers in Litchfield County, where I thoroughly enjoyed the big cruiser. The relaxed riding position gave a comfy ride, even if the heel-toe shifter got in my way. The engine was strong and pulled nicely — once I got the clutch to engage, that is. However, when it was time to gas up, I found the strangest filler setup I’ve come across on a bike. It’s designed so that you can’t put the nozzle into the tank, making the gas spurt out all over. I also didn’t like the oddly shaped, hard-to-hold key for the steering head lock. It’s just another daily annoyance that would make me look carefully at the big Suzuki’s competitors before purchasing this bike. Of all the big cruisers I’ve ridden, which include the Honda VTX1300, Kawasaki Vulcan 1600, and a bunch of Harleys, I rank this one lowest on my wish list. |
On the plus side, the familiar LC engine pulls strongly right off idle and has a decent midrange punch that makes prowling the boulevard quite enjoyable. One of the things I like about big V-twins is the lack of shifting required once you get the bike rolling. They just torque their way through most traffic situations.