The redesigned 2013 Suzuki Burgman 650 ABS draws loads of attention with its torquey 51 horsepower engine and motorcycle-like MSRP... but what if you're looking for simpler, humbler scooter transport that's not lacking in the grunt department?
The smaller, kindler, but still somewhat gutsy 2013 Suzuki Burgman 400 ABS ditches a cylinder (for a total of one) and 238cc (for a total of 400cc), while shaving more than three grand off for a base price of $7,899.
Is this downsized scooter a worthy replacement for the big ol' honking 650?
The Goods: Burgman in the Middle
In case you missed the news, the 2013 Suzuki Burgman 400 ABS is no longer the baby in the Suzuki scooter lineup: that distinction goes to the new Burgman 200 ABS, which will go on sale in April, 2014 with a base price of $4,999.*
The newly crowned middle child of the lineup packs a liquid-cooled 400cc single-cylinder engine, and offers a seat height of 28 inches (compared to the 650 ABS's 29.7 inch altitude; for the record, the 200 ABS's saddle comes smack in the middle at 28.9 inches). The stepped saddle includes an adjustable rider backrest, which can be set to one of five positions. The motor is mated to a CVT (continuously variable transmission), and as you've probably figured from the model name, the 400 comes standard with anti-lock brakes on its dual disc front and single disc rear setup.
The engine is fed by a 3.6 gallon fuel tank, and total curb weight comes in at a not-insubstantial 489 pounds, despite a frame that features high-tensile steel construction.
* I tested the '13 model 400 ABS; since then, a 2014 version has gained $100 in price, for a grand total of $7,999, though style aficionados may miss the '13 model's available matte grey finish seen here.
On the Road: Not Quite Scooter Shock and Awe, But Still Motivating
Climb aboard the Burgman 400 ABS, and you'll experience a scaled-down ergonomic experience compared to the 650 ABS model. The seat sits nearly 2 inches lower, and the overall mass is a considerable 124 pounds lighter.
Fire up the single-cylinder and head on your way, and the 400 offers less of that surprising acceleration, replaced with a mellower, steadier pace across the board. Sure, the engine feels like it's working more than 650's (as expected), and the 400 can get buzzy when you're cruising along at highway speeds. But its smaller displacement also means you'll eke more miles out of the 3.6 gallon fuel supply, and likely have more fun on twisty roads thanks to its lighter, more flickable handling.
Brakes are strong enough to bring the 400 to a halt swiftly, and a parking brake feature accompanies both a side and center stand, offering solid options for parking on hills and inclines.
Ergonomics are standard issue maxi scooter, with a weirdly large drivetrain tunnel limiting room at the footrests. Technically, the Burgman 400 still has a pass-through area (and thus still qualifies as a scooter), though it's not nearly as spacious as smaller displacement offerings which require less bulky mechanical hardware beneath the skin.
Bottom Line: Happy in the Middle
While the Burgman 400 lacks the 650's gee-whiz features like an electrically operated windshield and power folding mirrors, it gains goodies like impressive underseat storage (thanks to the smaller powertrain), which is good for two full-face helmets. Touring-friendly features also include a total of three storage compartments (in addition to the underseat storage area) and a DC power supply for cell phone or accessory charging.
My recommendation? If you're looking for a motorcycle replacement and plan on regularly riding long distances over high speeds, you'll likely find the Burgman 400's powerplant lacking when it comes to interstate jaunts and all-day rides. Similarly, the 400, while substantial feeling for a scooter, doesn't have the same hefty presence as its bigger stablemate, or big bore competitors like the Yamaha T-Max or Honda Silver Wing.
When considered in the context of oversized and supremely capable superscooters, the Burgman 400 comes up short in a few of the areas that that tend to satisfy riders accustomed to the performance envelope of a full-sized motorcycle. But as an urban or suburban runabout intended to shrink distances and encourage safe, convenient, and fun transportation, the Suzuki Burgman 400 ABS packs a more compelling value while offering styling that's arguably sportier and less bulky than its bigger displacement sibling.
Though I haven't yet sampled the Burgman 200 ABS (and particularly look forward to seeing how it holds up on freeway rides), that $4,999 ride should offer quite the value alternative to the 400 ABS, which is compelling enough in a vacuum, but has a tougher time competing price-wise against bigger displacement motorcycle alternatives.