Suzuki 650 Burgman

The maxi scooter class has a lot of options available these days, with 500cc-plus machinery locally available from Yamaha, Gilera, Piaggio and Suzuki. It's the latter which claims the King of the Hill honours though, with its massive (for a scoot) 650cc parallel twin engine.

We've had it on the local market for a couple of years now, but it's only recently that sales have really started to take off. Dean Bonthorne from Suzuki Australia says the things are rolling out the door as fast as they can be unpacked, and the company will inevitably be putting in a bigger order for the coming year.

Now some of that will be on the back of a rapidly-growing local scooter market, which expanded an incredible 30 per cent in 2005 and numbered well over 10,000 sales. However a significant number (no-one really knows how many) are being bought as tourers – particularly by members of the Ulysses Club.

Bonthorne reckons this makes sense, as the Burgman, though a very substantial machine, is less intimidating than a big cruiser or tourer, while still being able to carry luggage and two eople.

Performance away form the lights in normal Drive mode is impressive, easily hosing the cars. Acceleration is surprisingly relentless to a long way past 100km/h. Its two-up top speed is a little over an indicated 160km/h, which is downright impressive.

Something that is unique to the Burgman is a very strong engine braking effect on a closed throttle. This, combined with the enthusiastic low-down power, means it takes a little practice to get the best out of it into and out of slow corners. I found the best approach was to get the braking out of the way a little early and just throttle through the turn.

Fuel consumption is around 16km/lt, which suggests a range just over 300km. The reserve warning starts flashing closer to 200km.

The transmission is the most sophisticated out there in scooter land, effectively offering 3 options. They are:
1. Normal Drive mode, which is pretty quick;
2. Power mode, which is fully auto but keeps higher revs and offers stronger acceleration;
3. 'Manual' mode, which is a semi-auto that offers 5 'gears' which you get by pressing the up or down buttons on the left switchblock.

Manual mode is fun at times, but I found the fully auto Power mode was probably better if you really wanted to hustle along. Drive was just fine for more than 95 per cent of use.

The chassis has been given some decent kit to cope with the performance, with a 41mm set of forks, long wheelbase and good rear shocks. It steers fairly slow for a scooter and is more reminiscent of a mid-sized tourer or cruiser.

Suspension response is plush, which can be a little disconcerting in tight and choppy corners, but is well set-up for cruising. Pillion Ms M reckoned it was ultra-comfortable and among the best she has experienced as a passenger.

The front brakes are a big pair of two-piston calipers working large discs, and team up well with the single disc rear. There is ample power and the feel at the levers is good. The weight distribution and long wheelbase mean enable you to stop very quickly with a high degree of stability.

It's a big bike to thread through heavy traffic and this is where a smaller scoot has huge advantages. I'd regard it more as an all-rounder than an urban animal.

Mounted on gas struts, so it can be swiveled up to reveal the 'trunk', the seat has an adjustable rear pad for the rider and is generously proportioned. The only thing missing is a backrest for the pillion, which can be bought as a accessory.

Underseat storage is very generous (56 litres) and will swallow 2 full-face XXL Shoeis with a little room to spare.

It really use is a cruise control, to make the most of its substantial touring ability.

So what we have is a scooter that can easily cut it as a mid-size tourer. It has the speed, range and comfort to be surprisingly competitive in this area.

Which makes the $12,990 price an interesting question – it's right up there for a scooter, but very cheap for a tourer.