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Concept comparison Burgman AN 400 against GS 500 E

Strong

Out of its infancy, Suzuki is attacking the big boys with the Burgman AN 400. The GS 500 E is fair, fights with 34 hp – and therefore only with half its power.

Now it is time. Eagerly awaited, inevitable. Scooter meets motorcycle. Be serious, without forgiveness. At least almost without. Suzuki wanted it that way. Driven the gigantic scooter engine to extremes, gave the imposing Burgman a drive corresponding to his stature. 33 HP – welcome to the limit that ex officio restricts the freedom to two-wheelers for young two-wheelers and prohibits top computers from reaching for more performance in terms of insurance. Welcome Burgman – but dress warmly. The wind is blowing rough in the 34 hp class too.
An example of this can be found immediately in the Suzuki brochure: the GS 500 E. Battle-tested in the steel bath of the bestseller lists for years, often copied and now sometimes surpassed, but still good at music. Not least because the price is unrivaled. For 7,490 Marks there isn’t even a wet handshake anywhere else. And no Burgman at Suzuki either. That’s a whopping 3500 marks above that. A calculation that initially only works in favor of the scooter for those chauvis for which pure length is everything. The Burgman provides a full 2.26 meters of this. That’s eight centimeters more than the 500 offers. And before the objection arises from the more clarified side that the simple measure from one side to the other is of no importance at all, a seat test brings clarity. To the effect that eight centimeters can mean worlds. There is simply plenty of space on the Burgman. Okay, there could be a little more footwell for people over 1.80 meters – attention, scooter jargon – but otherwise: hats off. Even the front passenger feels like the lord is in good hands, except for the narrow footrests.
That doesn’t mean that sitting on the GS 500 E is bad. Just completely different. The driver gathers with his torso slightly bent forward and his feet propped back. The passenger on the little remainder that remains.
Leftover is also the right keyword for the GS 500 when it comes to strength. You can only trust it with its appearance – performance specifications, performance specifications – a lot. For the Burgman, like all scooters, not much. This is called expectation. The fact is that the scooter pulls through better, the GS sprints better and is faster (see measured values). Example GS 500: Motor throttled, gear ratio retained. Result: It is shot up to just under five-digit regions, the last two courses usually have a break. What remains is always the desire for more.
Counterexample Burgman: When applying the gas, he lifts the rear of the car boldly – even if it is affected by initial difficulty swallowing, especially in damp weather – then pushes it up to 50 km / h unexpectedly quickly, and then purrs evenly up to practically top speed thanks to the perfectly working automatic belt system. What remains is a feeling of contentment.
Also because this gentle type of propulsion is quite suitable for following the GS in the slipstream. Because in addition to the large engine, the Burgman has well-known qualities inherited from the 250 version. Not at all gentle, but powerful and easy to dose even for the inexperienced, the integral brake system grips, while the 13-inch wheels in conjunction with the long wheelbase ensure proper directional stability. So it curves naturally and quickly. Accelerate, pull the brake, accelerate – nothing more is necessary. Not much is missing and the scooter would be really fast.
Basically, he’s just a few inches missing. Longer may seem fancier, but better is known – higher. If Suzuki had also invested a few extra centimeters in the third dimension, the main stand would screw up the tour less often in both right and left corners. But as it is, the Burgman automatically looks for the longest of all paths in turns. In contrast to the GS 500 E. It gets straight to the point, without hesitation, without hesitation. Falls from one incline to the other by itself, does not offend – and still overshoots the target. It exaggerates and tends to tilt further into the curve than originally planned. Only those who have a pull on the rear wheel at the right time will hit the advised line. Always assuming the terrain is flat. If Huckel and Puckel line the way, things look different. The vigor of the GS is slowed down by the quality of its suspension elements – it locks at the front, it pumps at the rear – that of the Burgman with its small wheels. And much more clearly. The 13-inchers fall into anything that looks like a hole. Because the telescopic fork also loses the upper fork bridge and thus a good measure of stability, the Burgman front stirs and hops that it is no joy.
So command back, travel instead of lawn. Relaxed on the flat country road, leisurely on the highway. This is where the scooter has its strengths, the GS 500 E stands out. Its voluminous bow reliably pushes aside everything that could annoy the driver in terms of wind pressure. What remains are turbulences in the head and back area. It is easier to live with than without a windbreak on the GS. There, however, the counter-pressure on the bent upper body ensures that the strain on the wrists remains tolerable.
That’s a good thing, because the old GS 500 can last longer. In theory, anyway. On the country road with a consumption of 3.9 liters around 430 kilometers long. Standing qualities that are alien to Burgman. He consumes a full 5.6 liters overland. With its 13-liter tank, that means a quick quicky of 230 kilometers at best.
Und otherwise? The youngster turns out to be astonishingly farsighted. Offers storage space for the helmet and a few small items under the seat bench, two storage compartments in the paneling, spring preload by hand wheel, fuel gauge and parking brake. Apart from its good constitutional condition compared to today’s equipment standard, the GS 500 E actually offers nothing. And that’s not much to keep the boisterous youth scooters at a distance.

Conclusion Suzuki AN 400 Burgman

It happened, the scooter grew up. Suzuki has taken the final step with the Burgman 400. And created a new type in the 34 hp class: the travel beginner. Sit on, drive off, relax – no problem on the Burgman. More problematic: 10,990 marks. The price of growing up is high.

Conclusion Suzuki GS 500 E.

The long-running favorite in the Suzuki range has retained its youthful charm. The fact that the GS 500 E never really grew up is also due to the red pencil of the calculators. It doesn’t seem dignified, but it is extremely agile, even if the throttling slows down your temperament. Suitable for teenagers: the price.

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