Suzuki Burgman AN650

The notion that scooters are mainly for the indisposed, old, tight or shy types is now well and truly an anachronism. Most of that change in perception is due to the likes of Yamaha's mega-performing 500cc Tmax ($12,499), and now Suzuki has upped the ante with the world's largest capacity scooter - the $12,990 AN650 Burgman.

Without delving into the upper reaches of two-wheel rhetoric, the Burgman is a law unto itself - well, compared to 99 percent of its scooter "opposition".

However, I make that declaration with a qualification, as the Burgman - which comes complete with Suzuki's innovative dual-mode transmission - is for all intents and purposes masquerading as a motorcycle with its wide range of practicalities, comforts, stopping power, performance, handling, dry weight (238kg), technological advances - and price.

At just on $13K, the 638cc Burgman is around double what you'd pay for an entry-level 250cc cruiser, or around the same price as a Kawasaki ZZ-R600 ($12,590). In other words, you'll be parting with enough of the filthy lucre to warrant a motorcycle sitting in the garage - and not a bike that's only at home in a CBD application. That's not an erroneous assumption, but the stark reality of unveiling a machine which really does extend the definition of a scooter to the absolute limit - or maybe it has gone beyond?

NO HESITATION
Probably not if aesthetics is the only part of the mix, but once the fuel-injected, liquid-cooled, DOHC, twin-cylinder engine is spun into action - in automatic or manual transmission - well that's another thing entirely.

The shaft-driven Burgman, even though it is lugging around some serious poundage, pulls with a serious amount of go - no hesitation or stopping for breath required. Suzuki claims 55ps at 5000rpm (and 6.3kg-m at 5000rpm), which is in the ballpark of bikes like KTM's LC4 640E and AMCN's long-term FXDX Dyna Super Glide Sport. Pretty serious stuff.

Even in automatic mode the Burgman doesn't shy away from the task at hand - maybe it sacrifices a little bit of midrange, but the engine continues to pull in a smooth, durable manner. Hit the optional power button on the automatic transmission and that feeling is exacerbated - at the expense of fuel consumption mind you!

The intricacies of the Suzuki Electronically controlled Continuously Variable Transmission (SECVT) are explained in the accompanying panel, but the system is such that the Burgman can be switched between modes - anytime and at any speed - via a button on the handlebar. Cruising at 120kmh in automatic - just hit the button and SECVT will make sure that the Burgman switches over to a pre-determined CVT ratio that aligns with the speed of the bike. What that means is there's no need to be concerned with nasty lock-ups when shuttling between the two modes.

SEQUENTIAL SHIFTING
As for changing between gears on the manual transmission, that job falls to simple up and down switches on the left-hand side switch cluster - which on first inspection look like they are there for screen adjustment. But of course that's not the case, as the screen is non-adjustable.

In fact, all the SECVT switchgear is housed on the left-hand cluster, which keeps things nice and simple. Push-button electronic sequential gearshifting on a scooter - what's the world coming to?

Still ambivalent about the concept? Well, there's no need to be, as Suzuki's assiduous approach to the whole SECVT cause means that the scare factor is null and void. There's nothing sinister in it - although I reckon I could get by just fine with the Burgman in automatic transmission alone.

That's simply because I struggled to find many situations where I would want to commission the manual transmission. Maybe on a winding road, but then the Burgman, with its long 1595mm wheelbase, is not something that screams "Corner!".

Mind you, it tracks along beautifully with assistance from the preload-adjustable dual rear shocks, and there's less of the nervous factor that is the trademark of smaller-capacity scooters with their tiny wheels.

The Burgman has Bridgestone Battlax rubber all-round: 15-inch at the front and 14 at the rear. That's inching towards the Ônormal' tyre zone, and goes a good way to explaining why the AN650 does handle with some zeal. And it brakes well too, courtesy of the super-slick four-piston Nissin calipers and dual discs up front and the twin-piston rear. Both brake levers come with five-way adjustment.

PADDING UP
If it's an expansive seat that takes your motorcycling fancy, then I suggest you book a test ride on the Burgman post haste. It's a behemoth - but that's only part of the story. The seat, which has a claimed height of 750mm, has padding in all the right places, and there's an adjustable backrest too. Moreover, there's still plenty of space to stretch the legs out on the concave floorboards, so long-haul rides shouldn't be a concern - especially with fuel economy around the 20.85km/lt mark for a range of 310km.

The only problem with the tallish seat height is that the screen fails to provide full weather-proof protection, and that's also felt by a pillion, who sits about 10cm higher than the rider.

At least a pillion won't struggle to find accommodation for all their belongings, as storage space is certainly not a concern, with a 56lt underseat compartment supplemented by three extras under and either side of the handlebar - one lockable and two non. The biggest compartment is equipped with a DC accessory outlet - ideal for charging a mobile or any other electronic device.

Finally, the Burgman also adopts some security measures, including the seat lock and handlebar lock being controlled by the ignition switch. Additionally, the ignition switch has a security cover that opens only for a special key moulded into the igntion key.

Sure, the large-capacity scooter niche is a small one to conquer, but still Suzuki has put the runs on the board. Whether that translates to a potential clientele ready to embrace the concept is another thing, especially when the lines between scooter and motorcycle are definitely being blurred.

Despite my caveat, it's a bold motorcycle, err scoocycle.