Small Enough To Be Economical, Big Enough To Be A Worthy Commuter

Mature, modern looks greet the eye as Suzuki rolls its business-tastic Burgman 200 over into MY2018. In spite of its diminutive powerplant, the Burgman 200 carries itself with a definite maxi-scoot appeal. Motorcycle-like suspension components and safety equipment boost its commuter capabilities with an increase in overall ride quality over your typical [scooter->mot-type vehicle, so yeah, this ain’t your typical 200. Let’s dig in, shall we, and see what else the littlest Burgman has going on under the hood.

Continue reading for my review of the Suzuki Burgman 200.

  • 2014 - 2018 Suzuki Burgman 200
  • Year:
    2014- 2018
  • Make:
  • Model:
  • Price:

Design

2014 - 2018 Suzuki Burgman 200
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Shorter inseams should be plenty comfortable, but if you shop in the Big-and-Tall section, you may find it a trifle cramped.

The overall panache is very much like its larger-displacement brethren in the lineup with a wide front fairing that houses dual headlights below a generous windscreen that punches a hole in the wind to form the protective pocket for the rider and comes vented to help reduce turbulence. Recessed turn signals ride below the twin beams to help keep the front end relatively clean as it flares to form a sportbike-style cowl that funnels cooling air over the radiator and forms the front of the legguards.

Dual analog dials and an LED screen make up the instrumentation that sits tucked deep under the screen and displays the critical metrics with the addition of an Eco Drive feature that essentially notifies you when you’re getting a little too twisty with it for maximum fuel economy; just think of it as a shift light, but for the throttle instead of the gearbox. The inner fairing comes equipped with two small storage compartments and a 12-Volt power point so you can plug in your mobile device, GPS receiver or whatever. A slight tunnel breaks up the step-through just a skosh, but doesn’t really interfere with mounting/dismounting actions though it definitely messes with the ’tween-feet storage possibilities.

The bench seat puts the rider’s butt at a comfortable 28.9 inches off the ground, plus it carries a heavily-sculpted shape that’s nice and narrow up front so as to not bite into your inner thighs and force your legs uncomfortably wide, at least when they’re on the long footboards. Shorter inseams should be plenty comfortable, but if you shop in the Big-and-Tall section, you may find it a trifle cramped.

There’s a dramatic rise to the p-pad that forms a nice scoop for the rider and an elevated platform for your passenger with extensions to the rider’s footboards that give your riding partner a nice, secure place for his or her feet. As usual, the seat flips up to reveal a storage compartment that, on paper, has enough room for two full-face buckets, but you’ll do well to keep in mind that larger buckets and modular units may not squeeze in there. Grab rails finish out the passenger’s gear on the wide rear end that sports dual, recessed tail/turn lights and a plateholder/mudguard unit to knock down the rear-wheel fling.

Chassis

2014 - 2018 Suzuki Burgman 200
- image 789399
In a move to improve safety and stability, the factory blessed the Burgman with ABS protection so you can get the most out of the system.

A proper underframe supports the Burgman rather than relying on the popular stressed-skin, or monocoque structure. The 33 mm front forks are clamped by a single clamp. Yeah, that’s probably okay enough given the light 359-pound wet weight, and it’s certainly not without precedent, but I think I’d prefer the dual triple-clamp arrangement if they could find room to stuff one in there.

A proper swingarm finishes out the standing structure with a pair of coil-over shocks to tame the motion and a variable preload feature so you can dial in for changes in cargo/passenger loads. It’s a smaller machine than its larger-displacement familia, so in order to make the wheels look proportional to the design they necessarily had to be reduced in size. A 13-inch cast rim leads the way with a 12 incher bringing up the rear that mount a 110/90 and 130/70 hoop, respectively. All-around, 240 mm hydraulic discs provide the brakeage, and in a move to improve safety and stability, the factory blessed the Burgman with ABS protection so you can get the most out of the system.

Suspension, Front: Telescopic, coil spring, oil damped
Suspension, Rear: Swingarm type, single shock, coil spring, oil damped
Brakes, Front/Rear: Disc, single/Disc, single
Tire, Front: 110/90-13 M/C 56P, tubeless
Tire, Rear: 130/70-12 (62P), tubeless

Drivetrain

2014 - 2018 Suzuki Burgman 200
- image 789402
The Burgman manages a 60-plus mph top speed with a decent roll-on to help you pass and get out of your own way, even on the highway

The littlest Burgman relies on a 200 cc plant to generate the fun, er, I mean power. Said power clocks in at a claimed 18.1-horsepower at 8,000 rpm with 12.5 pound-feet of torque that comes on fully by six grand. That gives the Burgman a 60-plus mph top speed (individual results may vary) with a decent roll-on to help you pass and get out of your own way, even on the highway, though I think I’d stay off the interstate with this scoot, personally. On paper, this mill would seem a little small for many areas within the American infrastructure, but the performance profile is such that it challenges that preconception.

The liquid-cooled thumper runs a SOHC to time the four-poppet valvetrain with an electronic fuel-injection system to sip the fuel and contribute to the 65 mpg approximate mileage rating as well help with emissions compliance. Suzuki’s Idle Speed Control helps to start the slightly cold-natured engine and stabilize the idle so you don’t die out at a light, and that’s great ’cause let’s face it; that can be both dangerous and embarrassing.

A thermostat-controlled cooling fan kicks on and off as needed to help deal with the waste heat, even in slow-moving nightmares, er, I mean traffic jams. Yeah, that’s the ticket. Unlike it’s 650 sibling, the 200 rocks a standard CVT that uses variable pulleys and a special belt to keep the engine within its useful powerband with no power modes or push-button shifter options. Yeah, it still provides the expected twist-and-go operation, but is plain vanilla by comparison. Oh well, maybe next year.

Engine: 200 cc, 4-stroke, liquid-cooled, single cylinder, OHC
Bore x Stroke: 69.0 x 53.4 mm (2.717 x 2.102 in.)
Compression Ratio: 11.0: 1
Fuel System: Suzuki Fuel Injection
Ignition: Electronic ignition (Transistorized)
Starter: Electric
Lubrication: Wet sump
Transmission: Automatic Constant Velocity Transmission (CVT)
Clutch: Dry shoe, automatic, centrifugal type
Final Drive: V-belt Drive

Price

2014 - 2018 Suzuki Burgman 200
- image 789404
MSRP is holding steady at $5k.

You get all this for $4,999 MSRP in a tasteful Titanium Silver finish. The Burgman 200 ABS also comes with a 12-month limited warranty, and if Suzuki follows its usual practices, an extended warranty program should be available as an option.

Warranty: 12 month unlimited mileage limited warranty.
Color:
2016: Brilliant White
2017: Metallic Matte Titanium Silver
2018: Metallic Matte Platinum Silver
Price:] $4,999

Competitor

2018 Honda Forza
- image 779044
2014 - 2018 Suzuki Burgman 200
- image 789420
A lot of samey-same between the two, but it looks like Suzuki gets a win at the checkout counter.

The 200 cc bracket is a bit of an odd fish since it kind of falls between the logical breaks at 150- and 300 cc. With that in mind, I wanted another business-class urban commuter, preferably one from the Big Four, and Honda’s Forza 300 seems a good fit in spite of the difference in displacement.

Lookswise, Honda nailed it with mature looks and plenty of rider protection, and you can pencil me in as a fan of the integrated turn-signal/mirrors simply because the higher light position makes for better visibility. Honda interrupts the step-through even worse than Suzuki though most riders shouldn’t have an issue getting mounted (no giggety), and both are equally unsuited for cargo between the feet.

A new tubular-steel underframe supports the Forza, but at the end of the day, the similarities between the suspension components leaves neither with a clear advantage. Same with the brakes, even though Honda does boost the front disc diameter by 16 mm over the Burgman’s 240 mm disc for a tiny extra bit of brake power. Both run with ABS-protection as well, so there’s no advantage to be had here.

The Red Riders do score a hit with the engine, and that goes beyond the obvious displacement offset. Honda’s mill grinds out 25 ponies and 20 pounds o’ grunt against 18.1/12.5 from the Suzuki, and to make it worse, Honda claims a top speed of 80 mph, so the Forza is an interstate-capable machine whereas the Burman 200 is merely highway-safe, in my humble opinion. The pain compounds for Suzuki in the face of the Forza’s traction-control feature for which the Burgman has no answer.

It looks like Suzuki gets a win at the checkout, though. Pricing on the Forza hasn’t been announced for 2018 as of this writing, but the last MSRP we had was $600 more than the Burgman.

He Said

“Looks like a good commuter as long as you don’t have extended, high-speed areas to traverse. The price is a little high compared to lesser machines, but you gets what you pays for, and the fit-and-finish is top notch as you’d expect from Suzuki.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “It’s a snazzy little scooter, very light and agile. It’s small enough to be an economical commuter, but big enough to actually take on the highway. Center of gravity is lowlow, so it’s very maneuverable at low speeds. Where I might be a bit hesitant on a 150 cc ride, I feel a bit more confident with this bigger engine.”

Specifications

Engine & Drivetrain:
Engine: 200 cc, 4-stroke, liquid-cooled, single cylinder, OHC
Bore x Stroke: 69.0 x 53.4 mm (2.717 x 2.102 in.)
Compression Ratio: 11.0: 1
Fuel System: Suzuki Fuel Injection
Ignition: Electronic ignition (Transistorized)
Starter: Electric
Lubrication: Wet sump
Transmission: Automatic Constant Velocity Transmission (CVT)
Clutch: Dry shoe, automatic, centrifugal type
Final Drive: V-belt Drive
Chassis:
Suspension Front: Telescopic, coil spring, oil damped
Suspension Rear: Swingarm type, single shock, coil spring, oil damped
Front Brake: Disc, single
Rear Brake: Disc, single
Tires Front: 110/90-13 M/C 56P, tubeless
Tires Rear: 130/70-12 (62P), tubeless
Dimensions & Capacities:
Overall Length: 2,055 mm (80.9 in)
Overall Width: 740 mm (29.1 in)
Wheelbase: 1,465 mm (57.7 in)
Ground Clearance: 130 mm (5.1 in)
Seat Height: 735 mm (28.9 in)
Curb Weight: 163 kg (359 lbs), 164 kg (362 lbs) CA model
Fuel Tank Capacity: 10.5 L (2.8 US gallons)
Electricals:
Spark Plugs: NGK CR7EK or DENSO U22ETR
Headlight: 12V 55W (H7) x 2
Tail light: 12V 21/5W x 2
Details:
Warranty: 12 month unlimited mileage limited warranty.
Color:
2016: Brilliant White
2017: Metallic Matte Titanium Silver
2018: Metallic Matte Platinum Silver
Price: $4,999

References

Honda Forza

2018 Honda Forza
- image 779041

See our review of the Honda Forza.

Suzuki Burgman 650 Executive

2016 - 2018 Suzuki Burgman 650 Executive
- image 789279

See our review of the Suzuki Burgman 650 Executive.

Suzuki Burgman 400

2018 Suzuki Burgman 400
- image 745222

See our review of the Suzuki Burgman 400.

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- image 788898

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All images featured on this website are copyrighted to their respective rightful owners. No infringement is intended. Image Source: suzukicycles.com, honda.com

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