If you want the curb appeal of a maxi-scooter with the practicality and efficiency of a family scooter, it’s likely that the Suzuki Burgman Street is at or near the top of your shopping list. In the eight years it’s been on sale, the Burgman has become a regular fixture on our roads, and for good reason – it’s stylish, practical, fuel efficient and reliable. Recently, the Burgman was given a substantial update, and Suzuki went through each and every aspect of the scooter with a fine-tooth comb.
Design and Features - 9/10
Revamped design is much smarter, top model has a few feel-good features
The most obvious way to tell apart the latest-gen Burgman is its revamped styling. To our eyes, this more angular design language brings in a welcome touch of sophistication compared to the older model. The new headlight, in particular, looks really neat and provides decent illumination for city duties. By contrast, the new tail-lamp isn’t as pleasing to look at for some, but others seem to like it. Nevertheless, this design was necessitated by the new external fuel filler lid, something also seen on the latest-gen Access.
In addition to revamping the design, Suzuki has also endowed the Burgman with more features in its latest avatar. A 12-inch rear wheel is standard across all variants now, and the variants with the new design also have a larger 24.6-litre underseat storage area. This is the same capacity as the Access, and Suzuki was able to achieve this on the Burgman despite its larger rear wheel via cleverly redesigning the crankcase bracket and moving the monoshock’s pivot point upward and further back.
On the topic of storage, the Burgman continues to have two cubbies on its front apron – one open and the other enclosed. The enclosed cubby has a convenient USB charger and is a rather deep one, being able to accommodate two full-size smartphones. Suzuki has also reworked this compartment’s flap, and it now feels more premium than the older model’s rather plasticky unit.
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Since we have the top variant of the Burgman, there are some exclusive features like a very convenient keyless ignition system and a bright and logically laid-out TFT display with the usual Bluetooth-enabled navigation and notification alerts. The base variant is mechanically and visually identical (save for the bronze touches) but uses a simpler LCD screen and a straightforward mechanical key, and is Rs 12,000 more affordable than this TFT model.
However, some features like silent start and stop/start tech are still not found on the latest-gen Burgman, and you have to opt for the mid-spec EX variant based on the older platform for those, which is quite strange. What is stranger still is that no variant of the Burgman comes with a single-channel ABS, but the top two variants of the Access are equipped with it.
Performance and Fuel Economy - 9/10
Has the propensity to be very fuel efficient if you ride gently
Unlike the design and features front, Suzuki’s changes to the mechanical side of things are much more nuanced, although they’re significant in their own right. Instead of chasing higher peak output numbers, the company has been very pragmatic and moved the Burgman’s peak output lower down the rev band. Suzuki has also managed to shave off half a kilo from the frame’s weight and improve its torsional rigidity by 25 percent.
None of these changes really have a landmark change on the riding experience, in truth, but that’s certainly not a bad thing because the Burgman has always set a very high baseline as a city runabout. Like with the Access, the humble 124cc engine remains the star of the show on the Burgman. At any speed between 10-90kph on the dash, this motor remains butter- smooth, and the overall powertrain is one of the most refined and silent units in the business.
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| Tested performance | |
|---|---|
| 0-40kph (acceleration) | 3.76s |
| 0-60kph (acceleration) | 8.17s |
| 0-80kph (acceleration) | 16.40s |
| 20-50kph (roll-on acceleration) | 4.20s |
| 30-70kph (roll-on acceleration) | 10.40s |
| 60-0kph (braking, in metres) | 19.84m |
Suzuki’s scooters are also known for their frugal nature, and the Burgman continues to build upon that reputation. In our tests, we got upwards of 53kpl when ridden in a gentle fashion, which is commendable. But even if you choose to ride spiritedly, efficiency doesn’t take too big a hit. The beauty of the powerplant is that you seldom have to wring its neck to make quick progress. Small to medium openings of the accelerator will comfortably and quickly ensure you surge past city traffic, and you’ll rarely need to twist the throttle to the stop.
| Tested fuel economy | |
|---|---|
| City | 50.1kpl |
| Highway | 56.6kpl |
Ride and Handling - 8/10
It’s wonderfully agile, but ride can feel a tad firm
While the engine and its excellent fuel efficiency are sure to make a good first impression, the Burgman’s ride quality will not immediately wow you – you’ll have to spend more time with the scooter to fully appreciate this aspect. Unlike traditional family scooters – think Activa, Jupiter and Access – the Burgman’s ride initially feels a little firmer than you’d expect, especially over the smaller bumps you’ll encounter at an alarming frequency on Mumbai’s roads. However, once you start hitting bigger bumps – which Mumbai’s roads are also very conveniently littered with – the composure of the more taut suspension shines through. The larger 12-inch wheel also helps round off the bigger bumps, and at faster speeds, it ensures the scooter also stays fairly planted.
While it may offer maxi- scooter-inspired styling, it still very much has the light and agile characteristics of a regular scooter. This makes it easy in heavy city traffic but typically light and flighty-feeling at quick highway speeds. That said, most people are likely to use the Burgman to bop around town for shorter distances at slower speeds. And in these situations, even though it is heavier, has a longer wheelbase and a larger rear wheel than the Access, it feels wonderfully light on its feet. It has a tight turning radius, and the high-set handlebar doesn’t foul the knees of taller riders when making tight u-turns.
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That accessibility is largely down to the low 775mm perch, which ensures most people can get both feet flat on the ground. However, for taller people, it’s this very attribute that proves to be troublesome, especially if you travel longer distances every day. Over time, taller riders will feel more discomfort in their hips, although this is an issue that should have an easy and inexpensive fix in the form of a taller aftermarket seat. Stretching your legs out on the forward part of the front apron in typical Burgman fashion helps alleviate this issue to some extent, but because of this more laidback position, if you encounter a bump, the shock goes straight to your spine – not a pleasant experience.
Price and Verdict (Overall Rating) - 9/10
Polished urban runabout leaves very little room for complaint.
To sum up, just like Suzuki did with the latest-gen Access, the experience that the newest Burgman Street gives you is largely the same as the older model, but it seems more polished and refined in every area. While the features and variants break-up within the line-up isn’t exactly straightforward, and the lack of ABS is a missed opportunity, the fact remains that the Burgman is an accomplished and well-rounded product.
If you want a family scooter that doesn’t conform to homogeneity and blends into the crowd like the more mainstream options – think Activa, Access and Jupiter – but want to stick with a reputed brand, the Burgman remains a compelling alternative. In fact, the new model has already started cropping up on the road, which shows that the changes Suzuki has implemented are resonating with prospective buyers.