Suzuki has a cool scooter, wink, wink
Posted: Mon Nov 13, 2006 4:55 am
Suzuki has a cool scooter, wink, wink
You might not want your friends to see you on the Burgman, but, pride aside, it's a darn smooth ride
Monday, November 13, 2006 - By Chuck Squatriglia - San Fransisco Chronicle Staff Writer - sfgate.com
There is an old joke among motorcyclists about riding a scooter that isn't suitable for a newspaper. But the punch line is, "It might be fun, but you wouldn't want your friends to see you on one."
And so I felt some trepidation when I agreed to ride Suzuki's Burgman 400 for a week.
The Burgman, like many modern scooters, is a sleek number with more plastic than pizzazz, and though it is far more powerful, comfortable and reliable than, say, a vintage Vespa, it is nowhere near as cool. That's why you don't see them parked six deep outside hipster bars in the Mission.
Such thoughts vanished faster than oil from an old Triumph as I zipped through each day's commute on the road-going equivalent of a Barcalounger, smiling all the while knowing -- thanks to the big digital gauge smack in the middle of the instrument cluster -- I was getting 46 mpg.
Of course, motorcyclists aren't the target audience. The Burgman is aimed at urban commuters looking for reliable and comfortable transportation for a reasonable price, and it might be just the ticket for them. It's easy to ride, it goes forever on a tank of gas, it's freeway legal and it carries a ton of stuff.
The first thing that impresses you about the Burgman, though, is its size. It weighs 438 pounds and has a wheelbase of 62.4 inches -- that's approaching V-twin cruiser territory. With so much space between the wheels -- which measure 14 inches up front, 13 inches at the back -- the Burgman is incredibly stable and has the turning radius of a tractor.
The Burgman shares more in common with motorcycles than its size. At the front, its sharp angles, cat-eye headlights and plethora of vents evoke Suzuki's Hayabusa. And although it's got the classic "step-through" design common to scooters, the Burgman's long running boards, swept-back handlebars and wide seat make it look more like -- Suzuki will hate this -- a Honda Pacific Coast 800 than a Piaggio.
The Burgman also has a motorcycle price tag. At $5,899, it costs just $100 less than Suzuki's excellent SV650 motorcycle.
But start the Burgman -- the fuel-injected single starts the first time, every time, with no choke -- and it's clear you're on a scooter. The 400cc engine sounds like an industrial sewing machine, and the big chrome muffler does such a good job you can't hear the engine at highway speeds.
The engine will putter along at 75 mph all day long. I took it up to 90 mph just to see what it would do, and although the engine didn't strain, the front end got frighteningly twitchy. The speedometer goes up to 110, but you probably wouldn't want it to.
Reaching such velocities is another matter entirely. The small engine and continuously variable transmission -- no shifting required, or even possible -- offer very little acceleration until you hit 2,700 rpm. At that point, the Burgman proceeds at a moderate pace until the engine reaches 5,600 rpm. That's when it realizes you're serious and really picks up.
If you want a little more oomph, Suzuki offers a 650cc Burgman for $7,799. Upgrade to the "Executive" model and you get antilock brakes, an electric windshield and passenger backrest for another thousand bucks.
Stopping is an all-or-nothing affair. The right handlebar lever clamps the front brakes with so little authority it'll frighten you. The left lever activates both the front and rear brakes, which brings you to a stop now. I soon found the best technique was to slowly apply the left lever while more forcefully squeezing the right.
Out on the road, the Burgman is a dream to ride. It's rock stable at any speed and in any condition, and its Bridgestone tires allow you to lean over surprisingly far in the turns, making winding roads an entertaining ride.
The bars reach waaaay back, and the running boards offer room to spare. The seat is 28 inches above the ground, making the Burgman accessible to all but the shortest riders. It felt a bit hard after an hour or so in the saddle, but most people won't be making trips that long anyway.
Zipping around town is the Burgman's forte. Lane-splitting is a breeze, despite its mass, and the scooter's wide bars make maneuvering a snap. The seating position is upright, the windscreen effective and the bodywork provides good wind protection.
The seat lifts up to reveal a spacious trunk that can swallow a helmet, backpack and jacket with room to spare. There's a glove compartment up front and two handy cubbyholes that are perfect for stashing bridge toll or change for the parking meter.
There also are thoughtful security features. The handlebars, glove compartment and trunk are lockable. A nifty metal cover protects the ignition switch when you remove the key. And the bodywork includes a handy slot for chaining the Burgman to a pole.
The dashboard includes a speedometer, tachometer and a fuel gauge and the usual assortment of idiot lights. The digital clock is a nice touch, but the thermometer is pointless (Do you really need to know it's 66 degrees?).
Perhaps the coolest feature is the fuel economy gauge that indicates your mileage. I got 46.6 mpg during a week of daily riding, but I really flogged it. Something north of 50 mpg will be routine for anyone who shows moderation with the throttle. Still, seven bucks worth of gas took me 176 miles.
All those miles on the Burgman made me realize, if not yet fully appreciate, that comfort and reliability are sometimes paramount to coolness and I really didn't care if my friends saw me on it.
--------------------------------------------------------------------------------
SUZUKI BURGMAN 400 SCOOTER
Length: 89.4 inches
Seat height: 28 inches
Weight: 438 pounds
Engine: 4-stroke, liquid-cooled single cylinder
Displacement: 400cc
Transmission: automatic (continuously variable transmission).
Fuel capacity: 3.6 gallons
Mileage: 50-plus
Base price: $5,899
You might not want your friends to see you on the Burgman, but, pride aside, it's a darn smooth ride
Monday, November 13, 2006 - By Chuck Squatriglia - San Fransisco Chronicle Staff Writer - sfgate.com
There is an old joke among motorcyclists about riding a scooter that isn't suitable for a newspaper. But the punch line is, "It might be fun, but you wouldn't want your friends to see you on one."
And so I felt some trepidation when I agreed to ride Suzuki's Burgman 400 for a week.
The Burgman, like many modern scooters, is a sleek number with more plastic than pizzazz, and though it is far more powerful, comfortable and reliable than, say, a vintage Vespa, it is nowhere near as cool. That's why you don't see them parked six deep outside hipster bars in the Mission.
Such thoughts vanished faster than oil from an old Triumph as I zipped through each day's commute on the road-going equivalent of a Barcalounger, smiling all the while knowing -- thanks to the big digital gauge smack in the middle of the instrument cluster -- I was getting 46 mpg.
Of course, motorcyclists aren't the target audience. The Burgman is aimed at urban commuters looking for reliable and comfortable transportation for a reasonable price, and it might be just the ticket for them. It's easy to ride, it goes forever on a tank of gas, it's freeway legal and it carries a ton of stuff.
The first thing that impresses you about the Burgman, though, is its size. It weighs 438 pounds and has a wheelbase of 62.4 inches -- that's approaching V-twin cruiser territory. With so much space between the wheels -- which measure 14 inches up front, 13 inches at the back -- the Burgman is incredibly stable and has the turning radius of a tractor.
The Burgman shares more in common with motorcycles than its size. At the front, its sharp angles, cat-eye headlights and plethora of vents evoke Suzuki's Hayabusa. And although it's got the classic "step-through" design common to scooters, the Burgman's long running boards, swept-back handlebars and wide seat make it look more like -- Suzuki will hate this -- a Honda Pacific Coast 800 than a Piaggio.
The Burgman also has a motorcycle price tag. At $5,899, it costs just $100 less than Suzuki's excellent SV650 motorcycle.
But start the Burgman -- the fuel-injected single starts the first time, every time, with no choke -- and it's clear you're on a scooter. The 400cc engine sounds like an industrial sewing machine, and the big chrome muffler does such a good job you can't hear the engine at highway speeds.
The engine will putter along at 75 mph all day long. I took it up to 90 mph just to see what it would do, and although the engine didn't strain, the front end got frighteningly twitchy. The speedometer goes up to 110, but you probably wouldn't want it to.
Reaching such velocities is another matter entirely. The small engine and continuously variable transmission -- no shifting required, or even possible -- offer very little acceleration until you hit 2,700 rpm. At that point, the Burgman proceeds at a moderate pace until the engine reaches 5,600 rpm. That's when it realizes you're serious and really picks up.
If you want a little more oomph, Suzuki offers a 650cc Burgman for $7,799. Upgrade to the "Executive" model and you get antilock brakes, an electric windshield and passenger backrest for another thousand bucks.
Stopping is an all-or-nothing affair. The right handlebar lever clamps the front brakes with so little authority it'll frighten you. The left lever activates both the front and rear brakes, which brings you to a stop now. I soon found the best technique was to slowly apply the left lever while more forcefully squeezing the right.
Out on the road, the Burgman is a dream to ride. It's rock stable at any speed and in any condition, and its Bridgestone tires allow you to lean over surprisingly far in the turns, making winding roads an entertaining ride.
The bars reach waaaay back, and the running boards offer room to spare. The seat is 28 inches above the ground, making the Burgman accessible to all but the shortest riders. It felt a bit hard after an hour or so in the saddle, but most people won't be making trips that long anyway.
Zipping around town is the Burgman's forte. Lane-splitting is a breeze, despite its mass, and the scooter's wide bars make maneuvering a snap. The seating position is upright, the windscreen effective and the bodywork provides good wind protection.
The seat lifts up to reveal a spacious trunk that can swallow a helmet, backpack and jacket with room to spare. There's a glove compartment up front and two handy cubbyholes that are perfect for stashing bridge toll or change for the parking meter.
There also are thoughtful security features. The handlebars, glove compartment and trunk are lockable. A nifty metal cover protects the ignition switch when you remove the key. And the bodywork includes a handy slot for chaining the Burgman to a pole.
The dashboard includes a speedometer, tachometer and a fuel gauge and the usual assortment of idiot lights. The digital clock is a nice touch, but the thermometer is pointless (Do you really need to know it's 66 degrees?).
Perhaps the coolest feature is the fuel economy gauge that indicates your mileage. I got 46.6 mpg during a week of daily riding, but I really flogged it. Something north of 50 mpg will be routine for anyone who shows moderation with the throttle. Still, seven bucks worth of gas took me 176 miles.
All those miles on the Burgman made me realize, if not yet fully appreciate, that comfort and reliability are sometimes paramount to coolness and I really didn't care if my friends saw me on it.
--------------------------------------------------------------------------------
SUZUKI BURGMAN 400 SCOOTER
Length: 89.4 inches
Seat height: 28 inches
Weight: 438 pounds
Engine: 4-stroke, liquid-cooled single cylinder
Displacement: 400cc
Transmission: automatic (continuously variable transmission).
Fuel capacity: 3.6 gallons
Mileage: 50-plus
Base price: $5,899