2013 Burgman 650 ABS Scooter First Ride — Motorcycle USA

24 Фев 2015 | Author: | Комментарии к записи 2013 Burgman 650 ABS Scooter First Ride — Motorcycle USA отключены
Suzuki AN 250 Burgman

2013 Burgman 650 ABS Scooter Ride

Maxiscooters have out a specialized niche in the world of The big-displacement step-thrus offer performance in a myriad of roles: commuter, weekend play and even a touring rig. helped define the maxiscooter in America when it introduced the 650 in 2002.

Now a decade and 83,000 sold worldwide later, gives the 2013 model a redesign.

Suzuki press claim changes to the latest stems from direct feedback. Burgman customers are older, a lot of whom are experienced that have selected the design specifically because of issues. The focus groups demand wholesale changes, but specific refinements.

Foremost on the list was alleviating the Burg’s feel coming to a stop and initial roll on. Riders wanted to make the 613-pound easier to push around in the lot (see also those issues mentioned above). To the first request, engineers the Suzuki Electronically-controlled Continuously Transmission (SECVT) settings to out a lighter, more responsive at lower rpm.

The final gear utilizes a new low-torque and clutch plates are revised as with Suzuki claiming a 35% in drag friction. So while the curb weight remains a 613, there’s less from the drivetrain making it to roll around in the garage or lot.

Burgman owners requested a styling facelift to up the dated look. Arriving at Motor of America’s headquarters in California for our two-day test the Burgman’s new lines aren’t different, but a definite improvement. The slanted, angular bodywork up a sportier look that the predecessor seem quite by comparison.

Small touches like the wheels and LED position lights in the cowling also improve the appeal. Same goes for the new exhaust.

Straddle the Burg and an easy reach to the ground, the 2013 model featuring footboards for this exact And while the Burgman remains a machine to be sure, it’s enough to push around herculean effort. If it doesn’t like at all, check to sure the parking brake is

Not that I’d know personal experience or anything of which, the parking brake was from below the right-side to under the left side of the

The move improves the storage up with the 650’s cockpit redesigned. The front dash three compartments a pair of 1.3-liter spaces up top and a lockable compartment on the bottom right. The sources a relocated DC outlet, to make room for the GPS and phone subtle refinements courtesy of customer feedback.

The wiring below the instrument console is ready and willing to be plugged aftermarket systems or Suzuki like heated grips and (this year’s Burgman 650 is the Executive model, sans last two accessories). The switchgear and is revised too but we’ll touch on in a minute.

Kickstands up and the liquid-cooled Parallel Twin purrs to The Twin’s internal dimensions are but new valve springs and piston reduce tension and the fuel emit a finer spray. tweaks combined with the transmission settings and reduced make for a more efficient with Suzuki claiming a 15% in fuel efficiency as a result.

Operating the zesty Burgman’s throttle is … simple. easier than driving a And, like a car, you see the engine at all.

So the steady is disembodied, but transmits an ample of steady, accessible power. A it is not, but it’s not supposed to be, and the makes for a pert ride. It rapid acceleration as the CVT spools up more than enough for the freeway.

Riders demanding engine performance can source the mode, which contrasts the Drive mode setting in the system. Throttle response is snappier after riders press the Power button on the crowded handlebar controls. noticeable in Power mode is heavy handling sensation at low Thankfully, the CVT settings in Drive totally wash this

So riders can Drive through the stop-and-go, then Power up for the and backroad fun it’s easy to back and forth on the fly.

on the freeway our Burgman-mounted posse into LA traffic the belly of the as far as nightmare commutes go. At first the flow accommodated 70 mph cruising no where the Burg proves than game for superslab like high-speed passes. At speeds riders appreciate the adjustable windscreen, which air without a ton of turbulence and even at its setting I was afforded a clear of the road ahead.

The Burgman’s features a whole lot of buttons, on the left handlbar. Meanwhile the LCD looks much better and plenty of information, but the easy-to-read speedo is now a smaller analog

And in LA that view often thousands of cars parked on the Time to engage in that birthright of California riders I minded the tech presentation our ride and recalled how the mirrors so I reached up, folded them in and filtered through the maelstrom

Then a colleague sped up and me the blue button atop the switchgear. I pressed it, and the mirrors out. I pressed it again, and the folded in. [Queue the bright and angels singing hallelujah!]

I like that magic button. Does it have any effect on the splitting? Not really, gaining an inch or two of mirror at most. But it did transform my non-Californian thou-shalt-not-lanesplit-for-fear-of-dire-retribution hesitance into kamikaze.

I love the Burg’s California mirrors way, way than they warrant but so!

However, the magic button on the switchgear encompasses my main with the Burg its confusing and instrumentation. The left side hosts a passing light aforementioned magic blue high/low beam toggle, the button, turn signal a horn and yet another toggle at the to switch between Drive/Manual That last one, mode, requires the up/down shifter toggle also on the switchgear!

That up/down on the left side not to be confused the electronic windscreen control located on the top of the right handlebar a lot to get used to.

I welcome Burgman to disagree, but a Manual shift seems unnecessary. I used it on during our two-day test to Santa Barbara and back at out of curiosity and later to see if I just getting the point. But every I tired of manual shifting immediately. The CVT does a better job in the settings.

Instead Manual mode things and spoils the new instrument which now features analog and tach.

Who looks at the tach on a I suppose folks who ride a in Manual mode. And the previous large, easy-to-read digital front and center on the LCD is replaced by a left-side analog unit easy to read.

The actual LCD on the new Burgman is a vast improvement, visible and beautifully backlit like the new V-Strom 650. The information displayed including a gauge and clock, as well as a … light (a nice is well executed, but the info on the LCD’s central display between ambient air temp, consumption and gear position, if in mode.

Suzuki AN 250 Burgman

I spent the first of the freeway jaunt flabbergasted every time I looked the Burg was so smooth and stable at 82, 83 and 85 Oh wait, of course, that’s the air dummy So riders can stare at how hot or it is, or their estimated fuel another bit of info from I’ve never acquired an (for a separate spoiled rant, read sidebar on the Burgman’s ECO light).

By the way, the can go 85 mph a lot higher actually. And it’s a sporty package for its size and Surviving LA superslab our test snaked up through the curvy around Malibu.

Tight, and sometimes choppy, these gave an honest account of the handling capabilities.

Riders can the big scoot over a surprising before any hard parts down and only on the tightest handers did we scrape the centerstand The base suspension is setup for comfort, and rightly so. It smooths out the but gets overwhelmed when the Burg starts to hustle in the

The shocks offer easy adjustment, and ramping up pre-load two on Day 2 made a marked improvement in the though at the expense of some of commuting comfort. But considering the of adjustment, riders can quickly it up depending on the expected roads or loads.

The Burgman 650 comes ABS standard, and the 2013 model a smaller, lighter unit. The disc front brakes now source floating instead of rotors. In regular applications, the get their job done just

But sportier riding demands see wrestle with the Burg’s dimensions. As we pressed the pace on a canyon descent in Malibu, the skipped and chattered as I scrubbed for a rapidly approaching corner. The ABS and levers pulsed.

I pulled off the considerably after that call, but still encountered uneasy ABS moments on that as the system cuts in early and

The Burgman makes for an intriguing platform. Our test ride ticked 250 miles, give or without major complaint. The is comfortable and riding position Tall riders may wince for a more legroom, but it’s not cramped.

The Burgman’s standard capacity makes for effortless tours, and I packed all my own gear on our trip including a laptop, and camera case shoved the 50-liter underseat compartment. The compartment is big enough for two full-face as well, which can also be thru the helmet lock. The dashboard compartments can hold a of gear and there was plenty to spare even with two bottles tossed inside.

To top it all off, the Burg should a respectable range from its tank. My dash claimed economy in the high 40s for the trip, and I one gas stop at 52 mpg.

Pricing is the $10,999 Burgman 650 ABS faces challenges. It has always been as a premium scooter offering, but the Burg is a thousand more the model it replaces. At $9990 the BMW 650 GT also comes in a full less.

The Burgman does features unavailable on the Beemer, the various engine maps and transmission selections. But the pricing is there, no question.

Pulling the parking lot at Suzuki, however, and about MSRP weren’t in my Scooter haters won’t get the step-thru appeal, but we were pleased with our riding Overall we reckon the Burgman 650 on its promise. It checks those upgrades demanded by its existing ridership. Plus, it’s an versatile platform for those not into the maxiscooter ranks.

The decade figures to be a good one for the big

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