2014 Suzuki Burgman 200 Review: Small Package, Big Fun

Small Package, Big Fun

2014 Suzuki Burgman 200
The 2014 Suzuki Burgman 200. Photo © Joseph Augustin

Deep in the San Diego county suburbs, rising with the hoards of privileged country club members and lowly ball washers, our rag-tag band of moto-journos began an evaluation journey of the latest scooter import from Suzuki. Already popular in Europe, although unchanged since the 2007 model year release, we finally see a compromise between maxi-scooter and maxi price in the Burgman 200, which is priced at $4,999.

First announced at the 2013 AIM Expo, the 200 retails for less than half the price of their larger Burgman 650, although higher than the nearby competition... but might possibly be worth the difference with tons of storage, standard ABS brakes and optional heated grips.

I call it a journey, as our ride included over 100 miles of riding over winding country roads, highways and city streets, a veritable mixed nuts assortment of riding conditions, sans any rain thank you. Ripe and revved up, the liquid-cooled 200-spot on-cc single puts out a whopping 18.1 horsepower (@8,000 rpm) and 12.5-ft-lbs of torque (@6,000 rpm), producing a top speed nearing 80 mph and capable of cruising comfortably at 60 to 65 mph. Small in displacement but not in stature, the racey, futuristic styling of the 200 matches that of its linemates, but in a lighter and more easily maneuverable 3/4-scale when compared to the 650-- great for riders of any age and skill level, as well as loading on the back of your RV.

A fuel injection system provides inline-smooth power delivery and sends all that steam through a familiar fixed-spring low-vibration CVT transmission, easy to enjoy, and enjoyable at parking lot speeds as well. A twist of the wrist, and a second or two of patience with quick response, and the 200 screams to the next stop, the first 20 mph slower than the rest but still faster than the cagers.

Astride the 200, you'll find the typical foot-forward riding position with not nearly the room found on the larger 650, but not as cramped as Kymco's larger offering. While you cannot fully extend your legs straight, the bend will not be as tight as a sportbike. Passenger portions of the floorboards offer tailbone relief for those that prefer it. Narrowing notches in the floorboards offer easier footing at stops.


In front of the rider, the dash is similar to that of the 650 model but scaled back, with twin analog dials and single centered LCD info panel offering the usual dual tripmeters, engine temp, clock and such, plus average fuel consumption per trip and an ECO model light to promote the most efficient riding habit... of which we did not have. Our throttle wrangling still produced a near-60 mpg average with wild swings between starts and stops; that still offers a range of more than 150 miles from the 2.8-gallon center-mounted tank.

A massive 41-liter underseat storage will hold two full face helmets (amazing!) with the aid of proper placement (as displayed on a sticker under the seat). An illumination light makes it handy to see in the dark. Two glove box storage spaces, one locking, one not offer 7 more liters of storage: the larger includes a 12V power port for your cellphone et al.

A springy 28.9-inch high saddle with non-adjustable backrest (0.8 inches lower than the 650, taller than the 400's 28-inch saddle) keeps the bum happy on many if not all of your rides, touring riders like us today might find the suspension a little jarring, but most any bike will be after 100 miles of stop and go riding. Passenger grabrails are standard.

Overall spung from telescopic front forks (33mm inner tube diameter) and twin rear shocks with spring preload adjustment, sufficient for most days in the saddle, the 200 rolls along on a pair of 6-spoke cast aluminum wheels, 13-inch front/12-inch rear, offer tight steering and sufficient bump absorption.

Heaviest braking power comes from the rear, left-hand lever, leaving the front brake feeling rather weak by comparison. Working as a team-- although not what some call a combined system-- they provide terrific stopping power when using both of your hand.

The lightweight Nissin ABS control unit is similar to that seen on their record-breaking Hayabusa.


Available accessories include a 17mm taller wind tunnel tested windscreen with special contour, a model-line sized storage cover, rear rack and 37-liter locking trunk (large enough for a full face helmet) with optional color matching top panel, heated grips and rear spoiler (which would not work with the rack). A centerstand is standard.

Available now, the Burgman 200 retails for $4,999-- that's nearly $3,000 less than the 400cc, and $6,000 less than the 650, and comes in your favorite color, so long as you only like "Cool Silver". With offering many of the features available on the larger models like ABS brakes and lockable storage, the 200 stands proudly at the bottom of Suzuki's line up while also filling a gap in the market between freeway-illegal 150s and budget-busting 500s or larger.


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Your Citation
Palaima, Alfonse. "2014 Suzuki Burgman 200 Review: Small Package, Big Fun." ThoughtCo, Aug. 30, 2016, thoughtco.com/2014-suzuki-burgman-200-review-2399964. Palaima, Alfonse. (2016, August 30). 2014 Suzuki Burgman 200 Review: Small Package, Big Fun. Retrieved from https://www.thoughtco.com/2014-suzuki-burgman-200-review-2399964 Palaima, Alfonse. "2014 Suzuki Burgman 200 Review: Small Package, Big Fun." ThoughtCo. https://www.thoughtco.com/2014-suzuki-burgman-200-review-2399964 (accessed November 20, 2017).