Suzuki Burgman 400 Lux ABS – road test 2014

The most balanced and best compromise of the Burgman family

di Matteo Pozzi 1 August, 2014

Photo Suzuki Burgman 400 Lux ABS - Road test

He created a genre in 1998, that of maxi scooters, went through a moment of crisis a few years ago due to alleged transmission problems, but today it perhaps represents the best choice between the small 125/200 and its bigger brother 650, which according to many is the most comfortable scooter on the market, but with dimensions, weight and a price that become demanding. The 400 is capable of being just as comfortable and convenient, or at least almost like his older brother, but at a more accessible price, and with interesting performance, a vehicle suitable for city use as well as for a long motorway stretch, perhaps with a trolley inserted in the compartment under the saddle. And on mixed terrain the 33 horsepower are enough to even be able to have a bit of fun, in a less demanding way than the 650, which has a very long wheelbase and is less balanced and agile when changing direction in a cheerful way.

Aesthetics and finishes:
rating:

Modern look and lots of attention to comfort

The new Burgman 400, with last year's change of image, it's time more modern and sporty in appearance. Thanks above all to a face characterized by very aggressive light clusters in their elongated look, with the detail of blue reflections, which we will also find in other details, and with the external area, that of the arrows, protruding from the center line. On the sides and between the two headlights are the air intakes for the radiator, also with a sporty flavour. A character that is further underlined by the opaque coloring of the sample under test and by the Lux setup, come on red piping on the rims and full black finishes, color used for i circles themselves, but also for fork legs, For brake calipers, for the transmission crankcase e is preferably used for muffler, equipped with a chrome heat shield. In the central area, that of the saddle, there are two aspects that are most striking: the evident tapering in the portion of the platform which favors support on the ground even for those who do not have long legs, but which also slims the appearance overall of the Burgman 400, and the abundant spaces. The Burgman, in all its variations and displacements, is the comfortable scooter par excellence, the 400 is certainly no exception. The saddle is comfortable and spacious for both, well finished with beautiful red stitching and with one backrest – adjustable lumbar support for the rider, using a lever placed under the saddle itself, the legs can be held in two positions, with the possibility of lengthening them during long journeys by placing the feet on the front part of the footrest, and the driving position is comfortable and relaxed, with the handlebars set back to have your arms extended when they hold the knobs. The passenger's feet are also the subject of attention, with the footboard constructed to allow for comfortable and firm support. The instrumentation has a blue backlight and a rather traditional appearance, with two large round dials for the speedometer and rev counter, two smaller outer ones for engine temperature and fuel level, as well as central displays for the clock and external temperature and odometer with the classic partials. Curious that, while on the more recent 125 and 200, as well as on the 650, there are also consumption indications, on 400 are instead absent. The flavor of traditional, but also of quality, is given by the rectangular mirrors, in chromed metal, brackets included. Numerous and spacious storage compartments, in addition to the two smaller ones with the now classic doors that rotate after being opened, we find the most generous compartment in the lower part of the rear shield, with lockable opening and equipped with a 12V socket. The ignition lock is equipped with an anti-theft locking mechanism and there is also room for the handbrake control, useful when parking on a slope. The compartment is under the saddle, as well as being well finished, equipped with lighting and a hydraulic piston to keep the saddle raised, it is really spacious (62 litres) and with an optimized shape to facilitate the storage of luggage. Two full-face helmets fit comfortably and a lot of other things, such as a chain or rain gear, or a helmet and a laptop bag, or even a trolley. It seems almost incredible but we put all our luggage and equipment in it for a trip to the airport without having to worry about having bags and clutter in the central tunnel.

Engine and performance:
rating:

A displacement that has now become medium, in our opinion an excellent compromise

It was the first to cross the 250cc threshold, now among maxi scooters it almost seems small, with the displacements having risen in the meantime up to 850, with twin-cylinder engines and solutions increasingly pushed towards those of a real motorbike. The question, however, is whether this infinite growth in volume and power makes sense, especially in light of the real needs of the customers to whom these vehicles are intended, but also of the limits that, like it or not, are imposed by the architecture of the chassis and chassis of a scooter. In our personal opinion, we consider the Burgman 400 an excellent compromise, if not the best, between small and large. The engine is also excellent for meeting the needs of a trip out of town or a motorway transfer, with a maximum speed of 144 km / h, almost 160 indicated, is able to maintain respectable pace even without always keeping it at the limit. The 130 required by the code are driven at speeds that are not excessive, to the benefit of consumption and wear of the mechanical parts, some of which in scooters are particularly stressed when always traveling "at full throttle", such as the transmission belt. The Burgman 400 was born with a real displacement of 385, renewed last year the engine is now a "full" 400, thanks to the increased piston stroke. The single-cylinder has dual-valve electronic injection and is capable of delivering 33 HP at 7.000 rpm, with a torque of 2.000 Nm, delivered at 34,4 rpm less. In the chase for the record, some competitors have gone much further, but to manage this growth in displacement and power, they have also grown in size and complexity, with obvious repercussions on driveability and prices. From our point of view, the Burgman 400 represents an excellent compromise solution in the trade-off between power and cost and size containment. It has discreet power and is obviously more devoted to comfort than sportiness, but it is extremely precise when driving and, from many points of view, preferable to its bigger brother the 650 for example. The transmission is also excellent, there is no doubt about it, if in the past there may have been problems with jerks and unwanted noises, Suzuki has fully resolved them with the new Burgman 400.

Ride and handling:
rating:

Comfortable, but tremendously agile and balanced even in “extreme” bends

The architecture is that of a classic scooter, but the solution that makes the Burgman an example in terms of agility and balance when riding it is the monoshock placed under the engine horizontally, with the possibility of adjusting the preload. The front end however has a classic fork, with 41 mm stanchions. The length is certainly not limited, with its 2,27 meters, and the wheelbase is also generous, we are talking about 1.585 mm. The Burgman 400 is stable on fast bends and when traveling on the motorway at speeds close to the maximum speed, but what surprise however it is that is very agile and has handling that would be the envy of a 50 year old. Even the weight, of 216 kg in running order, ends up not being heard at all, even when maneuvering in slow motion between cars stopped in traffic. Thanks to a low center of gravity, of a'height from the ground contained in 710 mm and a steering angle of 40°. We tested it during the Burgman Family Day in a particular context, between the curbs of a go-kart track, and many of the journalists involved even preferred it to the 650. Thanks to a smaller frame, which is more rigid and balanced in extreme use, where in comparison with the "Ciccio", it becomes less demanding to control, more stable and without those swayings which instead require more skill to be supported and managed without risking ending up on the ground. Of course, in everyday driving these are situations that are difficult to replicate, but basically increasing size and weight almost always translate into less driving pleasure. The brakes are very good, perfect in satisfying driving needs, with good power and excellent modulation. The braking system is based on two 260 mm front discs and one 210 mm rear disc, two-piston calipers and, in the sample under test, a system ABS, available for a fee. The rims are 13" at the rear and 14" at the front, with 120/80 and 150/70 tires respectively

Price and consumption:
rating:

Less than 7.000 euros and rather low consumption

6.390 euros is the list price of the Burgman 400 Lux, instead they are needed 600 euros more for the version tested, equipped with ABS. Even in this the 400 is a good compromise, costing the not insignificant sum of 3.000 euros less than its big brother 650. Excellent news also on the consumption front, we detected an average value of well over 20 km/l, it drops slightly below this threshold in the city and on the motorway at a constant 130 km/h, while it exceeds 25 on extra-urban roads. A very good result in light of its size and performance, and the autonomy is also more than adequate, exceeding 250 km thanks to the 13,5 liter tank.

PROS AND CONS
We like it:
Comfort (Burgman is a synonym of it and the 400 is a confirmation of it), driving pleasure and load capacity

We do not like it:
There is no warning light and indications on consumption

Suzuki Burgman 400 Lux ABS: the Motorionline Report Card

Motor:
Handling:
Gearbox and transmission:
Braking:
Suspensions:
Guide:
Pilot comfort:
Passenger comfort:
Equipment:
Quality price:
Line:
Consumption: