Overall, the 400cc Burgman is a practical machine for maxi-scooterists who aren’t addicted to power.
Huge fan base
Expensive to maintain
SUZUKI BURGMAN 400 (AN400)
The Burgman 400 is Suzuki’s mid-sized Burgman maxi scooter, with the full Burgman family containing models from 125cc – 650cc (only some of which have been offered in North America). The Burgman 400 debuted in the USA and Canadian markets for 2003 after being available internationally since 1998. Now in its third generation, the Burgman 400 remains on sale as of 2019.
In many overseas countries Suzuki calls this model the Skywave 400 instead, with the same body style/platform also available as a 250cc version. The smaller (125, 200) and larger (650) Burgman’s are entirely different scooters.
The first generation of the Burgman 400 (below) went on sale internationally for 1998 and was later introduced to the USA market for 2003, where it went largely unchanged until 2006 aside from a sporty “Type S” model offered in 2005 & 2006.
The Type S Burgman 400 added chrome bars, chrome mirrors, blacked out rims, white gauges and a body colored rear spoiler.
For 2007 the Burgman 400 entered its second generation with an all new model (below in white). The 2007 Burgman 400 used a new 400cc engine that featured DOHC, liquid cooling, fuel injection and 4-valves. Also new was the styling which took on an edgier look. The 2007 Burgman 400 also got a larger windscreen, more underseat storage (62 liter), a larger front wheel and a nice new instrument panel.
For several years Suzuki sold an ABS equipped version of this scooter alongside the regular model, but after 2010 Suzuki offered only the ABS version. The second generation Burgman 400 was dropped from Suzuki’s North American line in the USA and Canada after 2016, and thus no Burgman 400 was offered in 2017.
A third generation of the Burgman 400 (shown at top) was launched in North America for 2018. This all new third generation featured a sportier emphasis, with the machine getting smaller and lighter. It has a new riding position that is shifted forward to aid handling, but is perhaps less comfortable for all day touring.
The upsides of this new generation are the sporty styling and better handling, with the downsides being a loss in touring comfort and substantially less storage. Storage space is similar to previous generations in the legshield area, with the familiar dual glove box setup, but the underseat storage is notable smaller – declining from cavernous to merely large (shown), so it can just swallow two helmets.
Other noteworthy changes with the third generation are a 5mpg improvement in fuel efficiency, a 1.5” higher seat, a 15” front rim instead of 14” and a lighter weight by 14 lbs (474 lbs vs 489 lbs). While the third generation Burgman 400 is lighter, it still lags far behind the first generation (406 lbs) in the lightweight department.
The first two generations of Burgman 400 used a single cylinder, 4-stroke, 4-valve, liquid cooled engine, while the second generation adds fuel injection, dual cams and an extra 14cc (385cc vs 399cc). Both motors are capable of propelling a single rider to about 95mph, but the second generation motor boasts improved efficiency. The 2003 – 2006 Burgman 400 normally records about 50-55mpg, while the second generation sips fuel at 55-60 mph which is pretty good for a 489 lbs (dry) machine. The first generation motor was smaller at 385cc but it also propelled a much lighter 406 lbs machine which is why performance between the generations is quite similar.
Both motors are well regarded, reliable motors. The performance is pretty comparable to the Burgman 400’s chief competitor: Yamaha’s Majesty, but slower than newcomers like BMW’s C 400 X. The Burgman 400 provide adequate power for interstate touring, and a 95 mph top speed, while bettering the 40-50mpg that the larger Burgman 650 achieves.
For the third generation Suzuki went with a lower compression (10.6:1 vs 12.6:1) and lower emission (Euro 4 compliant) version of their 399cc engine. The core motor is the same as the prior generation (e.g. same bore and stroke) but there are enough changes that Suzuki isn’t far off in calling it all new. This overhauled motor loses a single horsepower compared to the prior model (30.5 HP vs 32 HP) but has a similar power:weight ratio since the bike is also lighter.
The best attribute of the new engine is an improvement in fuel milage by 5-10%. Suzuki claims you can get another 20 miles on the same 13.5 liter tank, which should translate to about 65 mpg on real world roads, since Suzuki is claiming 70 mpg and they’re always a bit optimistic.
If you’re looking at the Burgman 400, you should take a look at Yamaha’s X-MAX 300 and BMW’s C 400 X, while keeping an eye on the used market for Yamaha’s Majesty, Honda’s Forza and Piaggio’s 460cc X9. All of these machines sip fuel quite a bit more sparingly than larger 500 – 650cc full size maxi’s, and are also cheaper to buy and lighter to handle.
Overall, the 400cc Burgman is a practical machine for maxi-scooterists who aren’t addicted to power. One could spend $2000 more to get the larger 650cc Burgman, but 400cc offers ample amenities and plenty of power for highway cruising along with better milage than it’s larger sibling. If you’re used to a lot of power or you plan on doing a lot of fast 2-up riding, you might want to look at a 500-650cc machine, but otherwise the Burgman 400 will be a great choice.