Burgman is one of only a handful of scooters to be released this year.
Lucky for us the new Suzuki Burgman 200 is a cracker.
Allen Drysdale - Introduction and overview.
The Suzuki Burgman is one of only a handful of new scooters to be
released in Australia this year. Actually, along with the Burgman 200,
Suzuki will be adding the 113cc Address
early next year. Suzuki is increasing its presence on the lower
capacity side of things, dropping the Burgman 400 and keeping the 650.
As you keep reading the thoughts of riders below, experienced or
otherwise, you’ll notice one thing. They all really like the Burgman,
and it’s not hard to see why, excellent ergonomics, extraordinary power
from just 200cc’s and an underseat storage area that will have you
gazing into the bay for minutes after opening the seat for the first
Size can be deceptive, whilst the rear of the scooter gives the
impression of bulkiness, the riding impression quickly reverses that
observation. When up and rolling the Burgman feels slim and agile,
combine this with ample perky power and the Burgman feels fun. An
enthusiastic twist of the throttle will have revs immediately at 7000 -
8000 rpm, at this stage the Burgman is racing forward. The chassis can
be pushed and pushed until low hanging parts start to scrape, at this
stage you really know you're riding.
The Burgman is a unique machine on the Australian market and Suzuki have
priced it at just over 6 grand. It’s smaller than any 300 class Maxi
yet offers similar performance. Whilst feeling small, the chassis design
makes you think its Maxi large. Candidates for the Burgman would
include those after a quality commuter with ample power, more than
enough to confidently reach the the city limits and beyond. Easy reach
to the bars, easy reach to the ground and executive levels of storage
We thought we'd take a new approach with the Burgman. We wanted as many
thoughts and views from as many riders as we could find with varying
levels of experience. Take a look at the user reviews below and for a
more technical overview, have a read of Ian’s thoughts into what makes
the Burgman 200 so special.
As new scooters go, the Burgman 200 is very, very impressive. There are
scooters you can easily recommend, ones that you know will provide years
of happiness and fulfilment. The Burgman 200 is one such scooter.
We often use the term "If you could only own one scooter". In the
case of the Burgman 200 it's true, owning a Burgman would be a
no-brainer. Good one Suzuki for bringing this one to Australia.
Elliot - Experienced thoughts.
Having seen the announcements and specifications for the Burgman 200, it
was one scoot that I was eager to try. And bless it’s rockin’ shocks,
my positive expectations were not displaced.
It’s a well built machine, nothing out of place and so well endowed,
something that will provide the rider with many years of service. The
screen for me afforded good clean airflow at all speeds. The mirrors
gave an adequate view of what is beside and behind you. The
instrumentation is well laid out, clear and provides all the information
you would most probably ever want. There is storage everywhere with
small and big glove boxes in traditional Burgman style, and for this
class of scooter, a huge amount of storage under the comfortable and
capacious seat. Lifting the seat for the first time is truly an OMG
moment. Controls fall easily to hand, it was just so easy to get on and
The performance of the 200cc engine is surprising. It’ll whisk you away
from the lights far into the clean space ahead of the traffic that is
now disappearing in the mirrors. Suzuki have done a marvellous job in
matching the output of the engine to the trim weight of a very sturdy
chassis. Out on the open road at expressway speeds it was always sure
footed and free of any vices. Sailing through sweepers at speed it
tracked true without a hint of raggedy behaviour. The brakes are just as
well engineered as the rest of the scoot, providing the great feel and
stopping performance I expect from more upmarket machines. The all-round
quality of the handling is of a standard that only few scooters are
able to attain.
It’s a small scooter for my size, so the only reservation I have that
it’s not for the taller rider. My 5’10” frame would be getting close to
the maximum as far as being comfortable in the saddle and leaving
adequate leg space. Pillions do get a huge and what appears to be a very
comfy pew to survey the skyline from. For the shorter rider it would be
an ideal and manageable fit.
This scoot will offer up endless smiles and its fair share of whoots and
chuckles. Good job Suzuki, very impressed and highly recommended.
Pete Gailey - He Rides in his sleep.
The whole concept of a 200cc Burgman didn't sound all that appealing to
me at first. The Idea of creating a 200cc Burgman seemed strange, let’s
just say I was sceptical at best.
The Burgman 200 is a mini-maxi, not a full sized Maxi like the 650. It’s
compact, light, has a low seat and a very low centre of gravity. Plus
it has a cracking motor and unbelievable storage. All these things
combine to making the Burgman a very useful weapon in the urban
environment. But I wanted to see how the 200 would hold up out on the
open road in some larger capacity company.
We took it for an all day - 500 kilometre ride, on fast country roads in
the company of some big bikes and a C650 BMW. The Burgman 200 turned
out to be more than adequate, actually it was exceptional. I don’t know
how Suzuki got this 200 cc machine to perform like any other 300, but
the engine turned out to be a gem with a 9,500 redline, plenty of low
down torque and a cruising speed being well past legal. The mini Burgman
was competitive with the rest of the group and on more than a few
occasions it took the lead ride.
Every 200 kilometres I’d fill the tank with around 6 litres of 95ron.
Braking was great, as was the suspension, the Burgman sticking like glue
when ridden fast through the tight stuff. Along the famous Putty Rd,
the Burgman reminded me of Aprilia’s SR MAX 300. Only on long sweeping
bumpy corners at well past legal speeds did it feel compromised, and as
soon as the tarmac improved, the Burgman was back in the frame. The
things I asked of the Burgman were way beyond its design scope, yet in
true quality scooter spirit, the little 200 took it all in its stride
and handled everything I could throw at it. I wouldn’t have any
hesitation in riding this scooter between capital cities.
Back in town and this is what the Burgman is designed for - it’s
exceptional, with excellent balance and a feisty takeoff, it cuts up the
gridlock with ease and possesses a fast change of direction. Taking it
shopping? It’s unbelievable how much will fit under the seat.
For a bit over $6,000 ride away, Suzuki have really come up with a
winner here and I’m having trouble figuring out what could beat it in
the value v's performance equation. The only negative and something I
didn’t like was that my knees were sitting up high and I’m not a fan of
riding with my feet forward.
The Burgman is an exceptional mid-capacity scooter that punches way
above its weight and loves to be ridden hard. I’m giving the Suzuki
Burgman UH200 nine shooting stars.
James - Bikes are normally my thing.
Easily surpassed expectations
As the Suzuki's Burgman 200 pumped away with no regard for human life, I
was surprised that a scooter could possibly be so right and work so
well, kind of made me happy. Having never ridden a scooter before, I'm
thinking I was lucky that the Burgman 200 would be my first.
In the hands of a more experienced scooter pilot, the Burgman 200
punched along at a seemingly impossible pace. All the time looking like
it was doing it easy, with full composure.
It was enough to change my outlook on scooters and definitely spark an
interest to the point where I now smile every time I see one. All in
all, I would highly recommend a ride on the new Burgman 200, if nothing
else, it'll make you smile.
Alicia - New Rider - City commuter
When I first heard noises that I might be lucky enough to take the new Burgman 200 for a spin, I took a quick look at the Burgman 200 promo video
and was struck by the bloke who effortlessly placed his metal briefcase
sideways into the underseat storage. Suffice to say my interest had
been piqued and I was ready to volunteer for a worthy cause.
First I should point out a bit about me and my scooter-riding style so
you can place these views in context. My usual ride is a (lovely) Vespa
GT200, I live in the inner city, most of my journeys are less than 5
km’s… and I’m 165cm short.
So as soon as I stepped over the floorboards of the handsome-looking
Burgman 200 I was pleasantly surprised to find that for the first time
ever I could plant both feet on the ground whilst simultaneously holding
the scooter properly upright. Normally I’m on tippy-toes, or the balls
of my feet, or angled to one side – which earns the Burgman 200 a big
tick before I’d even started the engine.
As soon I took off I felt safe on this scooter. It glides over speed
bumps and handles corners really, really well (forgivingly, even). So
with that fine start I thought the Burgman and I could brave the Sydney
Harbour Bridge wind buffeting challenge together (you know it: ride over
the bridge, without literally hanging on for dear life) - which the
Burgman passed with flying colours. After researching properly, I
realise these handling features are because the Burgman 200 has the
excellent combination of telescopic front forks, rear twin shock
absorbers and the windscreen was tested in a wind tunnel with a view to
minimise driver fatigue from wind buffeting. (Did I mention that I felt
very safe on this scooter, yes?)
The other areas where this scooter really packs a punch is in the brakes
department. I had another first on the Burgman 200, which was to
simultaneously ride downhill, indicate to change lanes and hit the
brakes on approach to a red traffic light without breaking a sweat (boom
boom) or thinking I was going to fling myself over the handlebars. I
don’t know enough about brakes to be able to confidently know what I
mean when I say the Burgman has a 240mm front disc with 2-piston caliper
and a 240mm rear disc with single piston caliper - but I will tell you
they are both incredibly responsive and effective, and I can’t ask for
more than that.
Next it might be worth talking about the engine and acceleration. Again,
excuse the lack of technical speak, but this was a very responsive,
grunty engine that leapt off from the lights and had no trouble at all
flying up to 80 or 90 km/h on big hills. In fact, this engine
performance would leave my Vespa for dust and I can say as a previous
owner of a gutsy 250cc scooter, that the engine on the Burgman
definitely feels more like 300cc’s.
The dashboard also shows you the fuel consumption at all times and has
an ‘eco drive’ light which comes on to indicate when you’re riding in a
fuel efficient manner. Whilst I was in the riding seat, average fuel
consumption was 30 km/L, which multiplied by the 10.5L fuel tank
capacity means (with my typical use) I’d probably only have to visit the
petrol station quarterly. Mind you, put that fuel tank capacity and
fuel consumption together with the incredible storage on this thing and
you’ve got something that would make a fantastic touring scooter. The
Burgman would also be ideal for longer-distance commuting.
Which brings me to talk about the storage. Yes, that underseat storage
container is real, it’s huge and can fit two helmets. It’s 41 litres. To
put this in context, my everyday backpack has a 13 litre capacity so I
could fit three of them in there and would still have been OK. There’s
also a very generous glovebox, with a port that you can use to… wait for
it… charge your phone! There’s also another little compartment that can
be used for sunglasses etc.
It’s light (161 kilos), manoeuvrable, and together with the passenger grab bars, it's a dream to park on the street.
I was very impressed, if you couldn’t already tell. However, this little
pocket rocket is not without a few nitpicks, some of which might be
attributed to ‘operator error’:
The trade off of a low-to-the-ground scooter is that… you’re
low-to-the-ground. I became used to it pretty quickly, but it does feel a
bit odd at first.
- I had great difficulty replacing the fuel cap. Yes, I’d unlocked
it in a dark location, but it took me a long time to work out how to
get it back on.
- Once I accidentally parked the scooter with the ignition turned
to ‘lights on’ instead of ‘steering wheel lock’ position. That’s a
rookie lesson that I’m sure I’d learn from this mistake very quickly!
And these are really tiny improvements, but:
It would have been great to have a seat popping button on the
handlebars (which I’d use at least twice per journey) in preference to
the high beam flash (which I’d never use).
- Even with the ginormous storage, two little helmet hooks and a
shopping bag hook are always appreciated – you never know when you’re
going to want to keep something else hidden under the seat.
- For times when the Burgman might be parked in the dark, it would
be wonderful to have any markings on the scooter (like the ignition) in
fluoro paint. The same goes for the alignment arrow on the fuel tank.
As you can see – these are really very minor blips in an otherwise very impressive scooter.
It’s really bloody good! The Burgman 200 is a top scooter for the money
and has a lot to offer city folk like me, as well as commuters, tourers
and new riders. Well worth a look-see.
Tamzin - First impressions count.
Well, when the Burgman 200 pulled into our Maroota meeting point, I
thought, 'look at this little city slicker'. With its small - compact -
modern style, I did wonder how it would take to the demands of our long
sweeping and rough at times roads we were riding on.
When I mounted onto/into the spacious and very comfortable seat, I
noticed how perfect the height was for a shorty like me. I also noticed
the enormous amount of storage space under the seat, that's also very
important for a gal like me. When I turned on the ignition, the
instrumentation lit up and my attention was drawn to the Economy
indicator. That's a novel idea I thought.
Starting off I initially thought the Burgman 200 was in need of a little
more power, however, the transmission was very smooth and before I knew
it I was scooting along at 110 km/h easily. Even for its 200 cc’s, it
was very capable of keeping up with bigger scooters and motorcycles. It
remained a comfortable ride and handled my 100 kilometre trip with ease.
I found the windshield was great when travelling up to 80 km/h, but
after that it wasn’t really suited for my height.
The Burgman's floor boards impressed me, as I could choose between
riding positions. At one point I placed my feet out a little in front of
me, in a cruising kind of style that I found this relaxed and
If you don’t need large motorcycle-type performance and would prefer
economical riding with great comfort and ease of control and operation,
this is it. Whether it's city commuting or a little country riding
thrown in, it's a thumbs up for the Burgman 200 from me.
The good stuff:
Seat height and reach to handlebars for smaller people, handling and
comfort at low or higher speeds, under seat space, varied foot
positioning and the Economy indicator.
The not so good stuff:
A little less lag at take off and the windshield could have been higher for me.
Ian - Technical Overview
The opportunity to test a new scooter is something I was looking forward
too. When the Burgman 200 arrived for review I was apprehensive – a
Maxi with just 200cc…that’ll need all the ducks lined up in a row to
have any chance of making the cut. I’m very happy to report that the
little Burgman had no trouble impressing anybody that rode it… In this
section it'll be my job to report on the technical side of the Burgman.
Let’s talk about what makes up this scooter – the cycle parts.
The Burgman 200 is new to Australia this year. Known as the UH200, the
Burgman is a conventional twist-and-go scooter. The package is cleverly
designed to combine quality components, great storage and refreshing
performance whilst maintaining outstanding fuel economy. An all up
weight of 161 kg's is certainly an early indicator to this machines
performance and economy.
The Burgman 200 presents very well. The plastic components of the
bodywork are made with excellent fit. The paint has been applied with
consistent colour depth and near perfect surface finish. The instrument
panel contains a full gauge set with large speedo & tacho, fuel and
water temperature displays as well as trip computer function. The only
thing missing is an ambient temp display. Also fitted are quality
handlebar switches, mirrors and brake levers. I found them well designed
with a tapered shape to accommodate riders one and all. Lifting the
seat revealed a huge luggage space, capable of holding 2 full faced
helmets or better yet a slab of beer and a bag of ice, just the thing
for those weekends away. Talking of storage, the fold-down glove box is
big enough to swallow those spare gloves, phones and water bottles for
those long rides. A DC power outlet in the glove box will allow on the
move charging of your mobile devices. Additionally a third coin box with
lid is located on the right hand side of the dash. Styling is like a
scaled down 650 Burgman.
Now to the mechanicals. The scooter runs a conventional
automatic CVT transmission. Rather than being revolutionary, here's a
proven design as used in millions of machines. Looking at the Burgman
200 spare parts list I found the transmission has a six roller variator
with attached cooling fan, ribbed drive belt and a dry three shoe
clutch. Interestingly I noticed the design of the contra spring.
Normally the ends of the contra spring are ground flat whilst the 200
has at both ends a short stub turned at 90°. Certainly during my test
ride the clutch and CVT felt great, keeping the engine in its sweet
spot. Perhaps the only failing is some engine grumble when off-load at
under 5000 rpm. At 5500 rpm and beyond, the engine is silky smooth.
Whilst talking engine – again nothing revolutionary here – a
chain driven SOHC drives a four valve head with port fuel injection. I
found a photograph on Suzuki’s website showing a cutaway view of the
engine port. The port is tapered narrower after the throttle plate, this
then opens up and divides into two for the dual inlet valves. The
tapering causes the air to speed up causing a ram effect, while the
opening allows the air to expand causing some cooling and greater
density – it's an efficient design. Valve adjustment is by adjustment
screw and locknut so no shims are required. This point means easy and
cheaper servicing in the future.
So on to servicing. The engine uses the same paper cartridge
oil filter as the Burgman 400. Both the oil filter and the sump plug are
accessible without removing any bodywork. Oil capacity is 1200 ml. The
air filter is similar style to many conventional scooters and contains a
pre-filter and main paper element. Six screws and again no body work
removal see the air filter open for service. The CVT has an air filter
located behind an access panel and the whole transmission cover is
accessible without encumbrance. Up front on the left hand side of the
dash is a small removable cover. Here is located the radiator cap and
coolant overflow tank for easy inspection.
The battery is located low down under the left hand foot well; remove
the foot well rubber pad and two screws to remove the access cover. Just
below the front of the seat is a small plastic panel retained by two
plastic rivet clips. Likely to be the only plastic part needed to be
removed and this gains access to the spark plug. On the whole this
should be a cheap scooter to own and maintain, no labour time is
required to remove and fit bits of bodywork like on some other Maxi's.
Well what’s left? – Chassis parts. The scooter rides on a 13”
front wheel with a single disc rotor and dual piston slider caliper. The
front struts are normal scooter pattern half-length conventional damper
rod struts of 33mm diameter. The spring rate and damping seemed spot
on. The rear wheel is a 12” with disc and sliding caliper. Rear
suspension is dual conventional spring over damper shocks. Again their
performance seemed well sorted for this application.
The 200 has a fairly large ridge running down the foot well preventing a
flat floor. However again from looking at the spare parts diagram I see
the frame has 4 triangulated tubes coming off the head stem forming a
strong and rigid backbone. This was evident on my test ride with the 200
being stable in bumpy turns without any head shake often evident on
some scooters. The brakes worked well however it was fairly easy to lock
the rear under one of my emergency brake tests. Would like to see an
ABS version at some stage.
In summary I found the Burgman 200 a treat and most of all - a surprise.
It was refreshing to find a smaller capacity machine with such nice
features and inclusions. On my ride I found the scooter to be stable,
spirited and easy to ride. Quality and robust components and the promise
of easy maintenance and economical ownership make this scooter a must
ride for those looking for a fantastic all-rounder.