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Driving report Suzuki AN 400 Burgman
BIG BOSS
For half a year, the Suzuki AN 250 was the boss among scooters. Now he’s getting one himself.
Some assumptions come true faster than expected. The first driving report of the comfortable Suzuki AN 250 in MOTORRAD 13/1998 concluded with the statement that the giant scooter, with 23 HP sufficient but by no means lavishly motorized, would have a 400 engine with around 34 HP – and that 1999 was the right year for an AN 400 Burgman could be.
And indeed: In November 1998, the Japanese asked for the first driving appointment with the AN 400. Only small details differentiate the most powerful series scooter ever built from its quarter-liter counterpart, because the AN 250 is basically designed for the larger engine. Its dimensions, its weight and its imperturbable chassis with extremely long wheelbase and 13-inch wheels are oversized for the driving performance that can be achieved with 23 hp. The 250 literally screams for more power.
Now he has it. According to Suzuki, the water-cooled four-valve single shakes 33 hp out of its 385 cubic centimeter displacement on a moderate 8000 tours. A balance shaft ensures that the Burgman driver does not notice the mechanical strain under his seat. At first, however, he does not have the impression of exuberant temperament. Anyone who expects to be jerked forward with a hearty single-cylinder blow will wait in vain. The AN 400 just won’t tear. Responsible for this apparent deficit is the perfectly working automatic belt system, which converts the performance of the single cylinder into continuous thrust at all times. On the Burgman there is no turning out of gear, no jerks. Apart from swelling wind noise, nothing indicates the increasing speed. The surprise comes when you look at the speedometer – 150 items can easily be on the clock, the real 140 km / h promised by Suzuki seem quite believable. A lot of wood for a scooter.
In any case, enough to easily escape the haze of the right highway lane. The intention of the AN 400 is to cover stretches of any length quickly and extremely comfortably. On the chassis side, it manifests itself in stubborn straight-line stability, praiseworthy cornering stability and, thanks to the modified main stand, now satisfactory lean angle. The equally effective and foolproof integral braking system with one disc at the front and one at the rear contributes to the unadulterated driving pleasure. Braking with the left hand takes some getting used to, but then works well. The work of the spring elements promotes the impression of comfort, especially since the spring strut for the drive unit swing arm, which is located under the footboard, can now be preloaded for heavier loads by an easily accessible hand wheel.
F.Ahrer and pillion loll on a bench of lush dimensions and protected by a sweeping panel, which annoys the long Lulatsche with violent wind noises and a little too short footwell. The equipment and instrumentation of the Burgman, on the other hand, leave little to be desired. Where else are there two separate trip meters in addition to the parking brake, digital clock and various storage spaces (including an illuminated helmet compartment)? The light is great, a passenger backrest is standard. Only in heavy city traffic do you sometimes wish the AN 400 had a few pounds less than its 194 kilos around your waist. One can no longer speak of his typical scooter handiness. It is not designed as a city runabout, but for stress-free, speedy travel.
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