“ The Suzuki Burgmann 400 is attractive looking, performs well and is surprisingly practical. The small petrol tank means that fuel stops are a little more frequent than usual, but this is only a minor inconvenience. „
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Despite how much I loved My Kawasaki GPZ500 I bizarrely kept finding myself wanting a suzuki 400 burgman...I hadn't a clue why, well actually I did, I just wanted one. Anyway I found myself bidding on this AN400Y on ebay and got it for £1000 with 14k on the clock. Riding it home I was surprised at how well it rode, how fast it seemed to be, and how unbelievably noisy the roar of the wind was in my helmet. So yep, your first port of call is to change the standard screen for a Givi item, this oddly comes in two parts. the windscreen 'plastic' and the fitting kit, which are ordered as separate items. Fitting is a doddle once you get past the poor instructions and the fact that the lower support bar mountings aren't shown on the instructions...still there's only two ways they can go on and one way they will fit properly so it soon becomes obvious. It still took less than an hour even with the poor instructions.
The difference....windblast gone, but an odd feeling like someone is pushing down on your crash helmet, something I suppose you get used to in time. The second thing that needed to be addressed was the lack of a topbox. On this 'early' an400 model I fitted a Givi Monokey rack, this meant drilling two 18mm holes in the plastic above the numberplate. Givi do provide a template for the drilling and it is accurate. to drill the two 18mm holes I used a stepping drill bit from screwfix direct, which drilled the holes in no short order and job done. There is enough clearance behind the panel for drilling these holes with a stepping drill bit, so no need to remove the panel to do it, underneath the panel are two threaded bolt holes that are already part of the frame. The rest involved simply bolting the rack arms on and attaching the top plate, fairly simple.
The Early 400 burgman has a single carburettor so no faffing about balancing it against others, the later ones have fuel injection and I guess more to go wrong in that department. People speak of vibration, yes there is some, but then not any more than you would expect from a fairly large capacity single cylinder bike, if it was multi cylinder it'd be smoother, but also more complicated and that is not what the burgman was designed for. The left hand brake lever operates linked brakes front and rear and the right hand lever operates the front brake alone. I've found the best braking to be by squeezing both levers.
People talk about being affected by crosswinds and yes again the Burgman is affected by crosswinds, but then in my experience most bikes are. let's face it if you put a sea of plastic on a bike you will give a greater area for wind to press on, but also you will give the rider a lot of weather protection...So it's either blasted by wind and rain and being miserable or nicely protected and the odd scary moment...Your choice.
So far the Burgman rides well, although currently the suspension is a bit hard, handles reasonably. Due to it's long wheelbase it does tend to under steer on sharp bends, but you just learn to set the bike up for such things and get used to it.
Early models problems, a thirst for oil some worse than others, check daily off stand on level ground until you know its consumption...as it does not have a wet clutch it does not require specific motorcycle oil...10w 40 car oil will do ok.
Looks like the rear axle shaft bearings might suffer wear with the single sided wheel attachment...will keep you updated as to wear. Later models 2007 on seem to have additional support on the previously 'unsupported' side which I presume probably helps the bearings service life. However looking in the service manual it appears that it would be fairly simple to change out the bearings anyway, though it would require a visit to the tool hire shop for a 'blind' bearing puller.
The next update to this review will be the fitment of Oxford 'hotgrips' heated grips. I have ordered a set of hotgrips model No OF693 and will let you know how easily these fit. The oxford website lists only the different models of grips, not what bikes they fit, so buying these grips without that information is a bit of trial and error.
For those interested in the AN400 burgman as a commuter or as a kind of 'mini goldwing' The storage works out thus. The an400 X & Y have the smallest underseat storage...You can fit a full face helmet and a few bits and bobs...this model has a rear backrest which curves backwards and is shaped like a tongue. Do not take any notice of the year of the bike as some Y models took longer to sell. the next update was the K1 of 2001, this is given away by the wider and more forward backrest...I believe that this also had a larger storage area under the seat capable of taking two full face helmets. From K3/K4 models the carburettor was replaced with fuel injection, and from 2007 the engine capacity was increased from 385cc to 400cc.
Here's a link to basic information on the Suzuki Burgman an400 different model years.
The site keeps putting in a space between the 'AN400-Burgman' in the link I cannot remove this space so you'll have to do it in the address bar, sorry.
OK this is an update of a year or so of ownership, this is probably long overdue. The oxford grips I bought fitted just right and since the battery is in the front panel it was a doddle to wire up, only requiring some cable ties to strap the wiring under the handlebar cowling. The control switch I mounted just above the front storage, but you could effectively mount it where you like...I used superglue to attach it to the panel with no problems and hid the other wiring and electronics away in the small cubby hole in the front fairing as it was not really big enough for anything else useful. The left heated grip just slid on, but the right hand one required sanding of the raised ribs on the plastic twistgrip after removing the grip rubber to get the new hotgrip to fit. Both sides are then just superglued into place and job done.
There has not been any further deterioration in the play in the rear shaft bearing, so this is again not a worry.
The bike does use oil regardless of mileage and it is useful to check it and keep a small funnel for top up purposes.
As a commuter bike the burgman is as close to perfection as it gets, so much so that I have decided reluctantly (lol) to part exchange it for a 2009 AN400 Burgman which has even more storage.
Us so called hardened bikers look down on scooters, but i'm damned if this scooter didn't win me over in five minutes flat. In all the years I have been riding I have never come across a bike that ticked as many boxes as the burgman.
And bikers...you should take note, this scooter will make you completely re-evaluate how you feel about 'grandad's bike'.
Nothing more to be said. (I lie)
Suzuki Burgman AN400 K8 2009 model review.
I sold the AN400Y for more than I paid for it in the first place, which is always good. I had been waiting for one of the newer models to get a bit cheaper. I was looking for the K8 onwards firstly because the K7 models had a penchant for burning out their clutches and secondly because of the hard luggage available for the late models, which sadly are no longer made for the earlier ones.
To the bike itself: There's no getting away from it the latest model 400 Burgman is big, REALLY BIG...look under that seat....you could get a football team in there....sold lol.
Seriously though, it is a big bike, the underseat storage is fab. But the hydraulic strut to hold the seat up is quick wear rubbish and I will replace it before too long with an aftermarket unit as after 8300 miles and three years it is worn out and can no longer hold the seat up...hardly a deal breaker though.
I'd talk about the up front storage, and yes there is some, useful for gloves, bits and pieces, what can I say, its a hole and you can put a few bits in it lol.
Suzuki have done their homework, the latest Burgman is a looker, some scooters are pig ugly, but not this one.
As before replace the windscreen, the standard one is not good enough...usefully my one came with a Givi screen already fitted.
So whats different to the earlier bike other than the sheer size...
This bike rides so much better and is even more comfortable with a wider seat and adjustable backrest. Instrumentation is comprehensive and although it cant quite make a latte yet, tells you everything you need to know.
It has smoother, faster acceleration and quicker uptake of power.
It looks great.
Modifications so far. Givi top box rack, easy enough to fit, small panel to remove and drill, but panel already marked for drilling and frame already threaded for rack bolts. Givi 52 litre topcase, passenger backrest. Fehling hardcase pannier racks. A pain to fit and expect to curse a lot, these take monokey boxes. I have a pair of Givi E21 cases for them, they work well, easy off and on.
Flies in the ointment and fixes:
No1 most annoying fault with the latest burgman is that in standard form before you are at maximum speed the bike is in the redline area on the rev counter. Suzuki this is just not good enough. I need to keep up with traffic on UK motorways and do not want to kill my engine to do so. (the earlier model had no rev counter, but still did not seem to rev so high for given road speed)
The cure and absolutely recommended for any Burgman 400 is Dr pulley slider weights. Here a link to a youtube video of DR pulley Sliders effect http://www.youtube.com/watch?v=VgOQe_hBGuk
The effect is to lower the engine revs after a certain point (variable by weight of slider itself) while road speed continues to increase. So better initial acceleration, lower revs at cruising speed (better economy as a result) and longer engine life from the lower engine speeds.
Fitting...Yep, a pain. Not because the sliders are difficult in themselves to fit but because 1 you need the right tools to do it and 2, a design fault in the scooter makes it harder.
The right tools I used were: two bolts from Halfords Code No HFX303 size 8mm x 55. To deal with the design fault which is: There are some tabs that will bend inside the case as you take it off (clutch bearing tabs). Normally the bearing is housed inside the case, but more often than not it will be stuck on the end of the clutch shaft from the heat of operation. It is this that prevents taking the cover off easily. (Bearing stuck on shaft, bearing tab screwed to cover. Once you get the cover off just snap the tabs off with pliers (they are not needed anyway and will be ruined by taking the cover off)...the only time they might be needed is if you at any point change the bearing and then just get some new ones at that time. When reassembling a smear of grease, just a smear mind round the bearing housing helps and buy a rubber mallet to help persuade it back on. Expect the metal cover gasket to be a pain in the arse and use the cover screws to hold it in place as you put the cover on. You will swear (a lot) but it will go back on. As an aside you will need tools if you choose to disassemble the variator and/or clutch. I used a mains powered impact wrench with 24mm impact socket and both 90 and 110Nm torque sticks.
The two nuts one securing the pulley halves and the other securing the clutch need to be removed and put back on at the right torque (pressure) you cant easily use a torque wrench because you cant easily hold the pulleys still while you tighten them. you can tighten them with an impact gun, but an impact gun will overtighten them and strip the threads. The torque sticks are like a socket drive extension but will twist along their length when their specified torque is reached, preventing the nut from tightening further and stripping or causing damage.
First part. remove near side rear lower plastic bodywork (easy just some press studs)
Remove plastic transmission filter cover, then outer casing,
Undo all Transmission bolts (these are variable in their length so keep them in order or you will be unhappy when you come to reassemble)
I wouldn't use pliers...I used a socket drive to tighten the two halfords bolts against the clutch bell and force the cover off...here in this video you see where the bolts go...but these bolts I've specified are long enough to just tighten and force the cover off without too much tugging http://www.youtube.com/watch?v=aUfbQTN4CUM
when you finally get the variator apart, clean it and before fitting the weights use a good PTFE or Teflon dry lube.
Fitting Dr pulley slider weights. http://www.youtube.com/watch?v=oQczm1IPLv4
I know its a lot of work but it is so worth it.
I've owned a Burgman 400 for a year and a half now, during which time I've covered about 6000 miles. The longest I've ridden in one stint is 200 miles and I've ridden it all year round. I do all my own servicing and maintenance work. I bought it as an economical commuting bike: the fuel economy, storage space and lack of chain all appealed. Fuel economy has been 55-60mpg.
It is good to ride, with the handling being a particular plus point for me. The performance is more than adequate but not exciting. It is quite happy cruising at 80mph (where legal to do so). Automatic transmission is useful in city traffic, but on the open road I'd prefer manual any day. Brakes are very good: the right hand lever does the front brake and the left does the rear brake and some front. There is a parking brake for when parking on a slope. Seat comfort, mirrors and riding position are excellent. There is plenty of space for a pillion too. The fairing offers good protection from wind and rain. Storage space is fantastic, with a decent size glovebox under the handlebars and a huge underseat storage area. I also have a topbox, which means I can store a full set of riding gear on/in the bike. If you do your own servicing work, you will spend a lot of time removing and replacing fairing. It is simple to work on once over this hurdle. Running costs are reasonable, although not much cheaper than many motorcycles I've owned.
I bought a new Burgman 400 this summer after many years riding larger touring motorcycles.I was quite surprised how easily it coped a recent 2 up trip through the hills of Wales with a weeks luggage.Ride is a little hard, handling superb, plenty of power, great economy.Storage space is exceptional.Great for my 12 mile commute and for longer trips too.Well worth considering, a lot cheaper than the Tmax !
This is the second Burgman AN 400 I have owned, the first was a 2003 model and I was the second owner from new, having not riden bikes of any kind for a number of years due to illness it was a pleasant experience to find such a comfortable and responsive scooter/bike, 12 months later I took the Burgman to Catalonia, and through to Barcelona, on holiday visiting my children on holiday in the Pyrenees, the bike fully loaded with camping gear and all my other kit never missed a beat and did a total of 3,200 miles in 14 days, the only down side I have found with the previous and my current AN400 (2006) model, is the difficulty in removing and cleaning the drive belt cooling fan filter, having to remove a good deal of the side panels to gain access, the 2006 model is well laid out and now sports a tachometer on the easy to read dash layout, the introduction of electronic fuel injection has made the bike more responsive and smoother in acceleration, larger fuel tank and better economy are also a bonus, whilst the redesigned front and rear lights that are linked into the ignition switch are a nice improvment.
Having now run in this 2006 model on an 08 plate I am planning a trip to Riva Del Garda in Italy in the summer, and have no doubts regarding the bikes ability or reliability to get me there and back safely, I will give you a review of my trip on return EAGALEED
After six weeks riding this grate machine on and off, I have made a number of changes to tailor the bike to the way that suit my height 6ft 182Ids. The first thing to go was the screen, which I replaced with a Givi. And what a difference it makes up to the legal speed limited. Beyond I do not know. The second is heated grips made by Oxford which are adjustable and grate for winter. The third is self cancelling signal indicators Kisan signal IMINDER SM-3SV which I am still waiting for (the car has them and why not). The fourth is a Givi top box as you never have enough space on a bike which I use all the time. Now back to the scooter/bike. My first time sitting on the Burgman 650 and starting it up, you new straight away this is a different machine to the Burgman 400 I had for four years. First it much heaver, this seems to have no effect on the handling. Its handling is in a different class to the Burgman 400, probably because the engine and CVT gearbox are mounted on the frame like a motor bike and not on the swinging arm like a Scooter. I have travel at height speed on the Western roads of Ireland and can say it has superb handling. It's not a GT bike, more of a touring Scooter/Bike. Back to what is fitted on the Burgman 650; there is a new manual override for the gearbox which I personal think, is a gimmick. The manual override acceleration button is a good thing and work very well. I would like some way to adjust the rear brake as it seem to sending more power to the rear than the front disk brake. Anti-lock brakes as fitted to the Silver Wing would be a better, than the manual gear override. The scooter/bike is a very forgiving machine, in that it gives notice when the rear is about to go, which I personal think is what makes a good machine. Big engines have a lot of Torque, which is why most touring bikes are large, and with this CVT gearbox ther
e is know need for a large motor. It does all the work and a lot more smoothly that changing a manual box (ask the passenger). And for acceleration, well, there are very few motor bikes at this cc that will take off from standstill with out blasting the engine for every bit of power that will keep up with the Burgman 650. While he is working hard, you just sit back and let the machine do the work. The mid range acceleration is outstanding, which is what most people will be use when overtaking. The economy I find is about 155/160 miles to a tank full which is not bad for the power and weight of this machine. The top speed by bike standards is slow which I think is around 110 to 115 MPH but, you will be able to maintain a height speed which I doubt the un-faired bike rider can do and you will arrive a lot more relax to. After calling to a friend home 140 Miles away and being an hour to early, I was still relax enough to drive around for another 50miles with know pains or aches at all (Well I am 45). The only three problems I have come across is when you attempted to started the bike with the side stand down, if you do not turn off the ignition, lift the side stand and turn on the ignition again in this order, then F1 light in the display panel will stay on. The other is the ignition key can be a bit fiddled at times, in that you have to take it out and put it in a number of times to get it to turn. And the third problem is, holding onto your Licence as you tend to be travelling a lot faster that you think. The pocket on the side at first I thought were not much good, but this change when I came to my first toll road, as you can take your pre paid toll card out and put it back with out taking off your gloves. There also good for putting your PDA inside which is connected to your intercom playing your favourite music while touring down the high roads heading i
nto the sunset and beyond. The Burgman 650 so far, is a good machine and well worth looking at. Gerry of Tavraun.
burgman 400 - Advantages: Comfortable to sit on (front), Reasonable quick, Smooth ride - Disadvantages: Wind noise can be herd from windscreen, 1 or 2 passengers can find it very turbulant on the back, Wing mirrors are in the wrong positions
The first thing that struck me about the Burgman when it was delivered was that it looked beautiful. I had chosen black as the colour as I thought it would compliment the chrome parts and I think it was a wise decision. The burgman has 3 storage areas, under the seat, a glovebox and another small compartment to the right of and above the glove box. The underseat storage is big enough for a full face helmet and maybe other small items. The glovebox is tiny as one side is occupied by the battery. The other small compartment is also tiny and DOES NOT LOCK which makes it less than useful. Weather protection is probably average for this type of machine and in common with most other models the hands are fairly exposed. The cockpit is nicely laid out all controls are accessible with gloved hands except for the high beam switch which I find a bit of a stretch. There is a temperature gauge, fuel guage, digital clock and of course a speedometer which has 2 trip meters. There is however no tachometer, this does seem to be the trend with variomatic bikes. There is a mechanism for locking the rear brake for parking. I would have liked this to have been lockable as an extra security measure. I have been getting tips and asking questions on the alt.scooter newsgroup. I was concerned at the amount of brake dust deposited on the rear wheel of the Burgman and a strange noise when braking. I returned the bike to the dealer who said that with only 300mls on the clock the brakes will still be bedding in. This was confirmed by a couple of people on the newsgroup but various theories were put forward for the strange noise which others also experienced on braking. I now believe the noise not to be caused by the rear brake as it also occurs when braking only with the front brake. So it would appear to be the front brake. This is strange because I would have thought the problem was with the rear brake as this is the one deposi
ting dust all over the wheel, but it seems this is common to Burgmans so I am not really concerned. I have also wrapped the battery in some cloth and wedged it back into the glovebox as it just sits there not secured by anything and is free to rattle around. This could account for some reports of clunks at the front when going over bumps. I have cruised it at 75mph and the bike had no problems at all. It was a breezy day and the wind was making itself felt. Crosswinds do seem to affect the Burgman quite badly and a feeling of insecurity does tend to come over me (perhaps it's my age). Acceleration is very good and there always seems to be plenty of throttle left to do what ever you like. The Burgman now has over 1,000mls on the clock and is fully run-in. It cruises quite happily at 75mph and would probably be happy at 80 although there is a low "hum" from the engine which starts at about 80mph. It does not sound bad just different. For me 75mph with ample throttle left for quick overtaking is just fine. We had a rather vicious thunder storm here two days ago and although I was not riding the Burgman it was out in it. I have not seen rain and hailstones like it for many years. However no water entered the storage under the seat and all my gear was dry. A small amount did enter the small storage compartment but not enough to cause concern and this was exceptional weather. The suspension is about right for the machine, reasonble on urban roads and also OK for quick twisty roads. Pillion passergers have complained that the seat is too long and they tend to slide about on the bike making them feel a little insecure.