Suzuki’s Hidden Gem Every Rider Should Know About
In the two-wheeler world, Suzuki isn’t a manufacturer as well-known as the other three Japanese motorcycle manufacturers. It is quite often mistaken for being the smallest of the Big Four, when it is actually part of an empire that includes automobiles and a marine division. In markets like India, it is the overwhelming leader in passenger cars, too.
All of this stems from an engineering philosophy that it has always followed across segments. Whether Suzuki is making a compact car to mobilize millions or a Hayabusa to embarrass the best of them, Suzuki aims to make them practical and reliable. Today, we’ll talk about one of its most practical machines in the US, which remains lesser-known in the two-wheeler world.
Suzuki’s Practical Philosophy Is Evident In Its Two-Wheeler Portfolio
Suzuki’s motorcycle portfolio might seem like it’s a little behind the times. But Suzuki engineers its products to be practical additions that can be used on a daily basis, and that is one thing you cannot deny they are. Whether you’re looking at championship-winning dirt bikes or sport bikes that have been very successful in road racing, they are somehow practical.
There Is No Shortage Of Practical Innovations From Suzuki
For instance, the GSX-R1000R uses a very innovative mechanical variable valve timing system, whereas the Hayabusa is a surprisingly comfortable motorcycle for a pillion or to tie luggage onto. So Suzuki’s focus on practical performance means that its utility machines have some very innovative solutions. For example, it has a 250 cc single-cylinder engine in developing markets that is cooled via oil. It doesn’t have cooling fins like a normal, air-cooled engine, and neither does it have liquid cooling. The result is a unique engine.
In the same way, while the premium scooter segment has shrunk in the US market, Suzuki has stuck to its guns, which means that for those of us who do not like to shift gears and want the weather protection, nimble handling, and value the sheer convenience of a twist-and-go CVT gearbox with the option of some highway trips thrown in, there isn’t any other true option.
The Burgman 400 Is Suzuki’s Hidden Gem Every Rider Should Know About
Most Suzuki motorcycles are quite well known, so in a twist, we are recommending its biggest, most premium scooter in its US lineup, the Burgman 400. This isn’t an ironic comment either; this is genuinely a hidden gem that every rider should know about. It is one of the pioneers of the luxury mid-capacity scooter segment. Among its positives are a very modern 400 cc single-cylinder engine; it is capable of highway speeds without feeling stressed. At the same time, it handles itself well both in the city and on the highway thanks to that unique motorcycle-style linkage rear suspension, and it has enough storage to make it qualify as a practical scooter. It helps that it looks really nice as well.
A Premium Scooter Selling For A Premium Price
The Burgman is priced at $8,949, which seems pretty high for something powered by a 400 cc single-cylinder engine. But consider that this is a scooter with a rigid frame, a link-type rear suspension, comfortable seating for two, enough storage under the seat for two helmets, and a lot of weather protection, not just for the feet but also enough wind protection for highway runs. Seen from that perspective, it seems like a reasonable price.
The Engine Is Simple, Reliable, And Effortless To Operate
The Burgman 400 uses a very modern single-cylinder engine with liquid cooling, a DOHC head, two iridium spark plugs, and four valves. This engine displaces exactly 400 cc, has a short-stroke design, and the compression ratio is 10.6:1. The output is 28 horsepower and 25.9 pound-feet of torque in the US market, and it manages to achieve a top speed of 85 to 90 miles an hour with the help of its CVT gearbox.
Premium Chassis Components Sweeten The Riding Experience
Suzuki has constructed the Burgman 400’s underbone frame with large-diameter steel tubes that offer rigidity in the right dimensions. The front suspension has 41 mm telescopic forks with 4.3 inches of travel, paired with a link-type rear monoshock with seven-step adjustable preload (unique in the world of scooters). Another unique feature is the set of dual 260 mm front brake discs paired with two-piston floating calipers, while at the rear there is a 210 mm brake disc with a single-piston caliper. Alloy wheels are present with a 15-inch diameter in the front and a 13-inch diameter at the rear. They are shod with tubeless tires.
When we say scooter, we usually expect a small, nimble two-wheeler, but in the case of the Burgman 400, that couldn’t be further from the truth. This scooter aims to be comfortable and, as such, rivals full-size motorcycles. For instance, the 62.2-inch wheelbase (courtesy of an 88-inch length and 30.1-inch width) is long enough to make a touring bike proud. It is the same story with the 481-pound curb weight. Elsewhere, the ground clearance is 4.9 inches, seat height 29.7 inches, and tank capacity 3.6 gallons.
Decent Features But An Update Would Do It A World Of Good
There is a lot that we love about the Burgman 400, but the instrument cluster is not one of those things. This is now the only scooter in its segment with a retro instrument dial with twin large analog pods flanking a central LCD screen. The dial on the left houses the speedometer, and there’s a rev counter on the right. This might be easy to read, but for the price, you’d want a full TFT screen like the BMW offers. Even the cheaper Yamaha XMax has a 4.3-inch reverse LCD.
As far as the electronics are concerned, it has a traction control system that can be switched off using the engine start button on the right side of the handlebar. Dual-channel ABS is standard as well, but there is no immobilizer for the American market. Among the other features of the Burgman 400 are a T-handle parking brake lever, LED lights all around, 1.48 cubic feet of underseat storage that is also lit, and a security gate in the bodywork that allows a chain lock to pass around the frame. The stepped seat has a rider’s backrest that can be moved forward by either 0.59 inches or 1.18 inches. The front bodywork has a lot of storage space as well: there is a 171-cubic-inch compartment on the left and a much larger 214-cubic-inch one on the right that also houses a 12-Volt DC power outlet.
A Surprisingly Wide Choice Of Suzuki Burgman Rivals Are On Sale
The Burgman occupies a niche in the motorcycle market at first glance, but dig a little deeper and a few very interesting options show up. One is the Yamaha XMax. This is, for all intents and purposes, very similar to the Burgman, except that it runs a 300 cc engine and therefore occupies a space price-wise below it. The lower capacity also means that it struggles a little bit with highway speeds, but it takes on scooters a class above, like the BMW.
For the same price as the Burgman 400, you could look at the BMW C 400 GT. This is, on the face of it, great value for money, and makes the competition sweat. It can keep up with the Burgman thanks to its 350 cc engine. It even manages to steal a march on the Suzuki with a 14-inch rear wheel. Additionally, it has a 6.5-inch TFT screen, which is worlds ahead of the Suzuki’s instrument cluster.
If you’re looking at pure value for money, there are two options from Taiwanese brand Kymco. The Downtown GT 350i slots into the same approximate space as the scooters mentioned above but costs significantly less at $6,599. Alternatively, if you’re willing to splurge on a super premium scooter that is capable of highway miles with its twin-cylinder engine, cruise control and full electronics suite, there is the AK-550i Premium that retails for $11,099.
Source: Suzuki Cycles, Global Suzuki
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