( Not such a long time ago, in a ''Blue State'' far, far away . . . )
''SCOOT WARS''
~ HELIX ~
- Vs. -
~ REFLEX ~
Originally, my intent was to exchange it for the '01 model of
Helix
(which had now become available in ''Black'' ... which is the color I had originally wanted, but American Honda made the jerk decision to offer the cycle only in ''red'' the year I'd purchased mine).
Right about the same time that I learned about the color of the new 2001
Helix, I had also become aware of another brand new ''freeway legal'' scooter-design model being offered by American Honda, called the NSS-250
''Reflex''
-- a stylish scooter/motorcycle ''hybrid'' which, I would later learn, would be permanently replacing the
Helix,
which was then in its final year run (...or so we were all told at that time).
Because American Honda had cut back its
Helix
production run for that year by about a third, there was little to no chance for any of the Oahu dealerships to obtain one of them for resale, even though Hawaii was supposedly a good market for the model.
So, based upon that information, and on a bit of a whim, I placed down a $100 advance deposit on the
Reflex.
When it arrived in April (in ''candy-red,'' when I had specifically asked for a ''silver'' one to be reserved for me), I gave it a little bit of a test run ... and though it took some getting adjusted to, I decided to do the trade-in, for which I received a $2100 credit (which was actually only about $300-400 less than what I would have tried to sell it for outright, and considering all of the bang-ups and scratches I had put all over the poor thing out of carelessness and rough handling, I felt that it was a fair trade-in amount).
But Helix has a few aesthetic advantages of its own, as well.
For instance,
Helix's fairing-mounted mirrors
are preferable to Reflex's handlebar-mounted variety.
Also,
the ''dash display'' is almost all Helix! -- Large, clear, brightly lit and easily readable displays and indicators are only further complimented by the large LCD display with its digital speedometer read-out! (This design feature also prevents anyone from either deliberately or accidentally resetting the ''trip meter,''
against which Reflex has no defense.) By contrast, Reflex's meters are adequately lit for the most part, but the color scheme is terribly wrong, making them not very ''user friendly.''
The more easily decipherable analog fuel level and temperature gauges are perhaps Reflex's only real advantage in this area, even though the inclusion of the tachometer, while not really necessary, gives it a nice ''sporty'' look and feel.
Reflex's dash design also suffers in another major area: Whereas
Helix's ''indicator lights'' are prominently displayed,
Reflex's are very small and hardly noticeable, and its turn signal ''clicker'' is barely audible ... unless the rider is wearing a helmet, at which point the clicker is completely inaudible.
I also like Helix's higher windshield
(...or perhaps it seems higher, due to the low seat?). Though not quite as sporty looking as Reflex's, it is designed and configured in such a way that (unlike on the Reflex) the rider needn't fear accidental blindness or decapitation.
As for areas of convenience and practicality, it's a bit tougher to declare one the clear winner over the other.
Initially, it would appear that Reflex has the advantage,
considering such desirable design features as Reflex's hand-engaged twin disc brakes, dash-mounted parking brake lever, prominently designed & situated turn indicators (both front and rear), twin braking lights (rather than the practically universal solitary rear light), and a smooth cylindrical muffler with a chrome-colored protective plate.
Reflex also has the wisely thought out design feature of placing both the fuel and coolant caps together inside one ''key locked'' compartment;
the Helix not only separates the two holding tanks, but the coolant port is contained within a tight, narrow compartment which is accessible via a cheap ''snap-on & -off'' plastic flap, for which flying off & getting lost somewhere during a road trip is a VERY common occurrence not only on the Helix, but on other motorcycles, mopeds and scooters which use similar types of flaps on various parts of the bikes (...after mine flew off in the middle of busy Ewa-bound H-1 Freeway traffic, I had to resort to taping it in place).
Taking a look at the issue of foot placement,
the platform is simply perfect for Reflex's operator! -- Not only does it offer a full, unobstructed ''feet forward'' riding position
(which Helix restricts with the presence of the ''rear brake'' foot pedal),
but also because Reflex's platform ''narrows'' toward the rear, allowing operators to place their feet on the ground without hitting or scraping their ankles and shins against the edges of the platform or against the ''side kick-stand'' lever
which protrudes out right in that strategic area on the Helix just enough to become a constant painful nuisance to the left leg's calf area. This design, however, requires passengers to place their feet on flip-out foot pegs, whereas
Helix's ''full-length'' platform design better accommodates its passengers' feet.
Helix passengers also have a couple of other advantages that Reflex passengers do not, namely the seat back and the conspicuous hand rails behind and along side the passenger;
Reflex's slippery, forward sloping seat has no seat back, and though the ''spoiler'' doubles as a hand rail I question its effectiveness or comfort.
But even though it lacks one for the passenger,
Reflex does have a back rest for the operator ... a very good one, in fact -- much more comfortable and effective than Helix's.
But Helix has a big seat design advantage over Reflex for comfort and ''security'':
Reflex's seat design is simply [1] - too wide; and [2] - much too slippery ... so much so that it is virtually impossible to stay seated in one spot without having to constantly scoot back, then trying to brace yourself with your legs until fatigue sets in (perhaps that's why they call it a ''scooter''?) -- I managed to solve both problems for myself by strapping on a mini ''throw pillow.''
The biggest ''sticking point'' in the debate over preferences arises when comparing the main storage areas.
The secondary storage compartment (or, ''glove box,'' if you will) is obviously much more spacious and practical on the Reflex.
However, the primary storage trunks on each vehicle have their own particular advantageousness. Both are very spacious, considering their sizes. In fact,
Helix has a slightly roomier compartment, which gives Helix the advantage as far as the actual amount of junk one can squeeze into it, depending on how it's all distributed.
But unlike Helix,
Reflex's storage compartment is designed in such a way that it can house a full-face helmet, which makes Reflex more practical in that aspect.
As for trunk design
(Reflex's ''flip-up, under-the-seat'' design?
...or the ''fold-down rear hatch'' design of the Helix ?)
it's a bit of a toss up,
although I do seem to have something of a preference for the Helix design, primarily for its sheer uniqueness.
In the case of each motorcycle, in regard to the storage issue, care must be taken when parking either of them, otherwise access to the main compartments may be hindered, though this is less of a concern with the Reflex. than it is with Helix.
In the early part of 2001, I rode out to Waipahu to inquire about trading in my 1999 Honda CN-250
''Helix.''
Regarding design and features,
Reflex. is unquestionably the most visually appealing overall, with its sleek, almost futuristic look. The dual headlamps are as practical as they are captivating,
although there is some concern in regard to their operation ... one lantern is exclusively ''low beam'' (which turns on automatically and by default), while the other functions only in ''high beam'' mode which, when not being used, does not illuminate at all, thereby giving the impression that one of the bulbs is burnt out during ''low beam only'' operation.
Simplest Answer:
* For Overall Handling & Practicality -- ''Reflex''
* For Overall Comfort -- ''Helix''
As fate would have it, I would become the owner of the only ''lemon'' in a crate of tangerines. For the two and a half years of my owning & riding the Reflex, I became the continually frustrated victim of a regularly recurring ''battery drain'' problem for which no one could pinpoint the cause nor could explain to my satisfaction -- a replaced rectifier & new battery did not fix the problem, and supposedly it was not a ''recall'' issue, nor did any other local purchaser return theirs to the dealership mechanic with a similar problem.
The 'drip that caused the tub to overflow' occurred when, on December 1, 2003, the ''Red Menace'' had twice in one week refused to start-up for me at the end of my workshift! (The first time during what would subsequently have proven to be the second worst storm of the year.) Both instances resulted in my having to push the lemoncycle up Ala Napunani, a very steep hill intersecting with Salt Lake Boulevard, in the dark post-midnight hours, getting soaked enough to drown in the first instance, parking it at a [relatively] ''safe'' location, then walking about three and a half miles back to my place of residence, only to go through the hassles of reacquiring the pain-in-the-@$$ later the same morning. Needless to say-- but I'll say it anyway --It was well past due time to ''Ditch That Bitch!''
Unfortunately, desperation prevented me from taking the time I needed to ''shop around'' as well as I needed to ... and the continuously wet weather constantly put a damper (no pun intended) on my ability to get around, let alone do ANY test riding. So after just a week and a day of refusing to go without any longer, I rode back out to the Waipahu Honda dealership and traded back in on what I knew... or, as it would turn out, what I thought I knew ...the ''Helix'' for 2004! (Brought back 'by popular demand,' they said.)
Thus, having had this opportunity to ''retest'' Helix all over again, the following ''revision'' in the grading of its comfort & performance is necessarily in order:
Of course, I still find the motorcycle's design to be quite appealing, as always, but many of the features I had originally come to appreciate came across to me this time as little more than ''nice touches'' which gave the cycle a bit of uniqueness -- even the LCD dash display, which I still like, did not appeal to me so much anymore. But, on the other side, I'd also come to appreciate the rear wheel ''drum brake'' on the Helix ... if only that d@mned ''foot pedal'' would get taken out of the way.
Therefore, it was not until I ''traded-back'' from ''Reflex'' over to another ''Helix'' that I realized that it was, in many respects, a ''trade-down.'' This does not mean that it doesn't hold it's own, though: I'd still love to have a Helix as a secondary, ''back-up'' or 'companion' model -- and I'd be MUCH more inclined to own it than I would anything else comparable by, say, Yamaha or any of the European scooter manufacturers.
Even so, after less than two weeks of riding it around, I was determined to trade-in the new ''Helix'' (with only a little over 100 all-original miles) on a motorcycle I decided that I REALLY ''WANTED'' ... REGARDLESS of the huge costs that would be involved!
(But even that did not turn out quite as planned... and yet....)
ORIGINALLY, I answered that question this way...
Unfortunately, I cannot easily answer that question with a simple ''either/or'' ... I've enjoyed having both (I only hated the ''color'' of the first one) and I'd adapted relatively comfortably to both (though the ''seating arrangements'' on the second one could stand some redesigning efforts).
(It's more compact size, shorter wheelbase, wheels closer in proportion to each other, higher seat level, dual hand brake levers and more powerful engine contribute to Reflex's superior handling, tighter cornering, and better overall control & maneuverability.)
(With the exception of its lack of any real back support for the driver, Helix's longer wheelbase, low seating, and swept back handle bars-- which look uncomfortable, but in reality are not --contribute to a very smooth and relaxing ride ... and because of the way the motorcycle & seats are designed, when you want to take a break in the middle of a long road trip, you can just prop the bike up on its center stand and just lie back and take a relatively comfortable nap, which just can't be done on the ''Reflex.'')
...But then ''something'' happened!
Helix, reintroduced for '04, advertised 11 different color schemes. Among them were two that I was really interested in:
Solid Black
(always my first love)
White on Black
(which I was especially interested in, because of the ''matching color'' skirting not available on any of the other models)
...but, unfortunately, I would have had to 'special order' any of these alternative colors, and being driven, as stated before, by sheer desperation, I settled for what was on hand at the time...
...a bright yellow on black job
I dubbed the ''Bumblebee.''
I was so disappointed and so heartbroken to learn that virtually all of what I had ''remembered'' about Helix's ''greater comfort'' was, for the most part, almost entirely wrong! In all honesty, Helix's ride & handling felt really AWKWARD! -- And this is NOT just in response to my having ''grown accustomed'' to the ''Reflex,'' although there's no doubt that this did indeed play SOME part. In fact, I actually felt a little scared riding the thing around, especially on the freeways. One interesting discovery, curiously enough, is that the low seat level did not present itself as much of a concern to me this time around... it just wasn't an issue. But everything else felt just a bit uneasy and out of place, possibly because I could now better gauge the handling between Helix with its low seating & extended wheelbase and something higher up off the ground with a tighter wheelbase.
Introducing...
The
Suzuki
~ BURGMAN ~
During my scouting period to find a replacement for the ''Red Menace,'' I was given an opportunity by the sales staff at Cycle Sports, Iwilei (a.k.a. ''Montgomery Motors''), the local Suzuki motorcycle dealership near the Dole Cannery, to take a test ride on their ''superscooter'' -- the
''Burgman 650.''
According to the head salesman at ''Cycle Sports'' on the day that I rode into the dealership to buy a few new accessories for myself and my then just purchased ''Reflex,'' Suzuki had been marketing the ''Burgman'' models for a few years ''exclusively'' for the European market -- the manufacturers would not even market it in its native Japan ... so said the salesman. This bit of misinformation I was presented with at the time was probably due to some confusion over the ''names'' which were given to this product, for I have since learned that Suzuki introduced the ''Burgman'' in Japan in model year 1998 in the ''400 cc'' class under the model name, ''Sky Wave'' -- as it and its larger ''650'' counterpart are still being marketed in Japan.
(...the original AN400W ''Sky Wave'')
But with the success Suzuki was having with its European sales (...and very likely also in part due to observing ''Honda's'' successes with models like the ''Helix'' and the ''Reflex,'' which proved that larger-class scooters could indeed find a healthy market on the North American continent), the decision was finally made to introduce Suzuki's ''Super Scooters'' to the United States & Canadian markets.
On the occasions I visited the Suzuki showroom during this ''Let's Make A Deal'' phase (first, on the day after the sales staff of the local Kawasaki dealership, ''Cycle City,'' LITERALLY tried to hold my license & registration HOSTAGE in an attempt to lock me into purchasing one of their models, focusing primarily on the ''Ninja 250'' which they even refused to let me take out for a test ride... and again on my return visit four days later) there were no ''little sisters'' in stock, and I was told that none would probably be available until about February. Even so, I was primarily interested in the ''Burger King'' (as the ''650-cc'' model has come to be popularly known among owners of the cycle), not only for its size and overall design, but also for the LCD dash indicators (which were not nearly as clear or impressive as Helix's, but I liked the added touch of the digital tach).
In any case, the Suzuki folks did something that left an indelible mark upon me which would greatly influence my purchasing decision... they allowed me to take a ''NO OBLIGATIONS'' test ride of the 650 they had in stock! In contrast with the treatment I received at the Kawasaki dealership, the experience was like a paralyzed man discovering for the first time that he could actually stand up and walk.
That test ride (which even included some freeway riding, imagine that!) made all of the difference in the world to me ... I WAS INSTANTLY SOLD! There were just TWO minor little problems (he said, sarcastically): (1) - The price of the vehicle itself (quoted $8600 out-the-door before any 'trade-in allowances'); And (2) - the price of the insurance -- the cost of coverage that was quoted being virtually equivalent to what was being asked for the ''Ninja 250,'' which was also another major reason I ultimately rejected the Kawasaki, despite my 'moment of desperation' ... It seems that any roadbikes in insurance company databases with names like ''Ninja''-- regardless of engine size --are 'red flags' which yell to the insurance agents, ''screw the customer first, ask questions later, then keep screwing the customer even after the answers have been provided'' (in essence, had I purchased the Kawasaki, I would have ended up paying literally about a third of what was quoted as the 'out-the-door' cost for the motorcycle itself just for the first year's worth of insurance). That was when, sad to say, I made the decision to return to the Helix.
But as I stated earlier, about as soon as I rode the new Helix off of the dealership lot I realized that I should have just taken the plunge-- even if it had meant going into debt for a year or so --and had gone with what I knew I really wanted! So after using the Helix a few more days for commuting back and forth to work (and after having some broad in a Mini Cooper back into it and knock it onto its side, leaving a not too terribly unsightly but still noticable scar on the right side with a few other relatively minor marks), I went back into the Suzuki dealership to offer the Helix for trade on the 650 Burgman -- regardless of the stress-inducing costs I would incur.
On this ''moment of decision'' visit, I was pleased to see that, unlike the last couple of visits, which only had a silver model in stock, they had since received another Burgman in a very dark, almost black, semi-metalic blue. And, of course, anything in black is going to command my immediate attention, but as I drew closer to this particular Burgman I began to notice some odd things about its design: The motorcycle seemed smaller than I remembered; The windshield looked sleeker; Gone were the fairing mounted mirrors.... By the time I got to view the analog dash display I realized that what I was fawning over was NOT the ''650'' I had been introduced to, but was instead the 2004 model year ''400-cc'' version-- the AN400K4 --which they had not been expecting to arrive so soon (...remember, they didn't think they were going to get another shipment of them in until February).
(...a promotional photograph of the 2003 model year AN400K3 -- the 2004 model ''K4'' uses an amber-colored bulb with a clear lens cover, instead of an amber-colored lens shield as depicted here)
The ''650'' model had been sold somewhere between the time I had test ridden it (December 6, 2003, Saturday) and the time I came in to trade the Helix off for it (December 24, Wednesday). It turned out that during the few occasions I passed by the closed dealership and ''still saw'' the ''650'' through the showroom window what I may have been seeing, at some point, was the other ''400'' model that had been delivered along with the dark blue model, which, like the ''650'' I test rode, was also silver in color.
I have no way of knowing if I would have likewise been allowed a repeat ''no obligations'' test ride in the case of the ''400'' or not, but it did not matter to me one bit at that point -- I had EVERY intention of riding out of that showroom that night with either one of those two ''400'' models that were already on display or the other ''650'' which had arrived as part of the same shipment which was ''still in the box'' back in the warehouse area!
After a test ride of the ''little sister,'' and after comparing mental notes and mulling over financial figures, etc., I finally decided on the ''Dark Princess'' -- the blackish-blue ''Burgman 400.'' The costs and expenses involved did have an influence on the final purchasing decision, but there were other considerations which led me to believe that the ''Whopper Jr.'' Burgman 400 was the more practical and overall better choice.
First, where overall appearance is concerned, I still have to give the ''Reflex'' the edge in this category, despite its now seeming a bit ''runty'' now that I've grown accustomed to the larger ''Burgman.'' In comparing the two Burgman models to each other, the dual cylinder ''AN 650'' is (despite its power) obviously more of a ''luxury/comfort'' vehicle-- even having a bit of a resemblance to a ''touring'' bike --whereas the little sister, the (sadly) single cylinder ''AN 400,'' has this ''flirtatious show-off'' sportier & ''hipper'' look to her.
But where ''Reflex'' demands more respect in her main body design, she begins to fall short in many other design areas.
For instance, when considering the dash display & configuration, the integrated rear lighting assembly & design, and the ''trunk'' compartment, one gets the impression that the ''Burgman 400'' is not so much a motorcycle as it is a two-wheeled sports car!
The integrated rear lighting assembly (with a dual brake light design) is very car-like -- even more so on the ''650.'' As for the front lighting assembly, however, I must confess that I hate the design given to the ''400'' ... even despite the fact that I can see smart design thinking from the ''practicality'' side of the issue -- I much more prefer the ''Reflex'' setup in this area, (...but most thankfully, unlike the ''Reflex's'' shortfall, the designers of the ''Burgman'' understood that we like to have both lights on twin headlamp configurations functioning at the same time, regardless of whether we're using ''high'' or ''low'' beams). The ''650'' model has the added honor & distinction of sporting ''faring-mounted'' mirrors (which can be flipped inward for tight parking situations), whereas the ''400,'' like the ''Reflex,'' must suffer through ''bar-mounted'' jobs -- although I feel that the mirrors on the ''400'' Burgman blend better and appear to be more ''part-of-the-bike'' than those on the ''Reflex,'' which stand out too much as ''accessories'' (...perhaps the thin chrome housings, as opposed to ''Reflex's'' bulky black plastic housings, has something to do with that). More interesting is that the mirror housings on the ''650'' double as the front-end turn signals! (Oh, the jealousy!)
But both ''Burgman'' models come with another exciting feature I've never known to exist on any other motorcycle: dual-blinking HAZARD LIGHTS! (great for temporary parking situations or to use when ''backing-up''). Related to this is a ''parking light'' feature, wherein the rear light assembly can be activated with an extra twist of the ignition key past the steering column locking position, which can also accommodate the blinking ''hazards'' if desired --except that using this feature can be a little tricky if one is not paying close attention to make sure it has not been inadvertently switched on before leaving it for any extended periods of time. But on the downside, unlike ''Helix'' and ''Reflex,'' the front directional lights on the ''Burgman'' do not come on ''by default,'' but only light up whenever activating the turn signals or ''hazards.''
The dash display on the Burgman ''400'' is a spectacular improvement over that of the ''Reflex'' -- with large, easily readable gauges assisted by a much more effective ''color scheme'' which, when combined with its very clear and bright backlight, especially makes riding at night a very comfortable and non-stressful experience. The on-dash directional signal lights, unlike those on ''Reflex,'' are big, bright and, for the most part, very visible -- especially at night. Unfortunately, unlike on the ''Reflex,'' which had a turn indicator clicker that was barely audible (...and that's without a helmet!), ''Burgman'' indicators produce NO SOUND WHATSOEVER! (Yet, somehow I have been far less absent-minded when using ''Burgman's'' 'no-sound' directionals than I have when using ''Reflex's'' turn signals which might as well be soundless anyway -- go figure).
The inclusion of a tachometer, which as a result of having had one on the ''Reflex'' I've since come to pretty much overlook as being an unnecessary add-on that is more for show than anything else, actually served some practical purpose on the ''Burgman,'' since Suzuki requests that during initial and secondary ''break-in'' periods the engine not needlessly exceed specified RPM guidelines. The only thing I don't like about the tach is that it has no ''red line'' indicator.
The fuel/temperature gauges, though practical from an appearance standpoint, are cause for some concern. Whereas the gauges on both ''Reflex'' and ''Helix'' showed you pretty much where you were at upon start-up, the ''Burgman 400's'' gauges will take several minutes-- LITERALLY --before an ''accurate'' measurement/reading is completed. This is apparently something designed into the machine as a ''normal behavior,'' as I had also read a personal review of someone in the UK who had purchased one of the earlier European models and he had made the same observation. Perhaps it has something to do with its engine being ''fuel injected'' (?) ... something neither ''Helix'' nor ''Reflex'' were designed with.
And regarding another part of the dash assembly easily overlooked or simply taken for granted, ''Burgman'' designers took into consideration an additional feature that would translate into increased anti-theft protection & deterrence -- a closable keyhole shield!
My only real complaint about the dash display is the absence of an analog odometer, which was completely done away with in favor of a ''digital'' LCD type -- which does not display ''tenths'' of miles, as do conventional odes.
By contrast, the Burgman ''650,'' like the ''Helix'' (except for ''Helix's'' traditional odometer), has an entirely ''digital'' LCD dash display -- which is not nearly as well thought out, colorful or eye-catching as ''Helix's'' (Suzuki opting for a plain drab-green background with plain solid black reading displays), but it does have the nice added touch of having a tachometer feature.
Complimenting the dash is, of course, the windshield -- something all four motorcycles have in common. As far as the wind protection they offer is concerned, the ''Burgman 400's'' windshield performs much better than ''Reflex's'' (and is designed less 'threateningly,' as I expressed earlier), but still comes up short in comparison to ''Helix's'' effectiveness (maybe ''Helix's'' lower seating position accounts for that?). Having only 'test-ridden' the ''650'' I cannot say with any certainty how good of a job its windshield does, though there seems to be a fairly common consensus that it is either inadequate or could benefit from some redesigning. Although I find the windshield on the ''400'' to be quite adequate and effective, it is oddly shaped and is so narrow that it contributes to the motorcycle's ugliness when viewed head-on! The wide design of the front end (which continues to widen out toward the ground) combined with that horrid looking headlight design is bad enough -- but combined with that narrow windshield it just looks ridiculous. When viewed from the front, the windshield looks like a woman's fingernail growing out from the fingertip.
Yet, despite my ongoing gripes over the ugly and out-of-proportion design of the front end, I had the dubious fortune to learn that this hideously ugly design came with a curious unseen benefit: The 'extra-wide' bottom portion of the front end, apparently being wider than any other area of the motorcycle, seems to actually be able to limit, or in some cases even prevent, physical damage from occurring to other areas of the motorcycle in the event that the vehicle is ever ''laid down.'' [*see journal entry dated ''February 27, 2005 (Sunday)'']
The handlebars on the ''400'' felt 'too distant' for the longest time, but I have since grown accustomed to them. In relation to this, since my original surprise that the handlebars on the ''Helix'' are not as uncomfortable as they appear to be, I would have liked the bars on the ''Burgman'' to be a bit more swept back.
The gadgets on the ''Burgman 400's'' handlebars are smartly arranged, even with the inclusion of the couple of additional features (''passing light'' and ''hazard blinker'' switches). The ''650,'' by comparison, is a case of too much clutter with the addition of these same switches plus one which gives the rider a choice of which ''transmission'' to use -- a regular ''drive'' automatic transmission, a ''power'' automatic transmission, and a 5-speed ''manual transmission'' option: they should have just left this ''gimmick'' by the wayside and kept that space free, since it could easily be confused with other switches & buttons, not to mention that this feature increases the purchasing and maintenance costs.
And as far as the braking levers go, the ''Burgman 650'' is the only motorcycle (to my knowledge) that seems to have figured out that not everyone has hyper-extended fingers; they are designed & positioned in such a way to allow for stress-free operation and make ''covering the brakes'' a heckovalot easier! -- Would that I could enjoy ''650'' brake levers on the ''400.''
Dashboard storage compartments on both "Burgman" models are quite spacious, as are the underseat "trunks" which are roomy enough to fit two 'full-face' helmets.
The seats, which lift up like a car's ''hatchback,'' are unlocked from the same keyhole on the dashboard which controls all of the motorcycle's electrical functions. Because of the permanent backrest which is part of the frame (absent on the ''650''), navigating in & out of the ''400's'' trunk compartment can require a certain amount of contortion skills at times. One of the best features about the main underseat compartments on the ''Burgmans'' is that they offer a ''light switch,'' allowing the individual an ''on/off'' option rather than igniting automatically, plus the light shines from ''overhead''-- attached directly underneath the seat --rather than from ''in-trunk'' like the ''Reflex'' (''Helix'' offers no interior lighting).
One idea which takes some getting used to is the placing of the battery and fluid compartments in the dashboard assembly (in the 'glove compartment' and behind the steering column respectively). One novel feature I liked on the ''650'' was the side-mounted fuel tank cap, which is very car-like & unique for a motorcycle.
As far as performance and comfort, the Suzuki ''AN'' models shine -- though not without their own particular shortcomings in certain areas (nobody's perfect).
Operator seating on my ''400'' surpasses my previous models in height, comfort and back support. The operator's back rest, like on the ''Reflex,'' is adjustable -- and, as mentioned earlier, the ''400'' features a prominent passenger back rest as well, which gives the seating assembly a classy look but whose effectiveness or necessity I really do question. Also, it's very welcome to once again have a seat where once I plop my bottom in one place I pretty much stay in that place until ''I'' decide to adjust my position upon it! And the ''Burgmans,'' consistent with the aforementioned models, have passenger grab-bars.
(As for the ''650,'' its seat is too fat & wide and too far from the handlebars in relation to my slender size to garner any significant comfort points; the seat design also makes it difficult for someone of my height to securely place their feet upon the ground.)
Foot placement-- for both operator and passenger --is ''no ka oi'' (''da best'') on the ''Burgman 400''! Like the ''Reflex,'' the foot platforms on the ''Burgmans'' curve inward to allow the operators to place their feet on the ground without hitting their ankles & shins against the edge of the platform; and like the ''Helix,'' the Suzuki models offer the passenger platform foot placement as well, which is a better and more comfortable option than ''Reflex's'' foot pegs. And by not having any ''brake pedals'' in the way, as on many Honda scooter models, the Suzuki models offer the operator a much wider & more comfortable variety of foot placement options -- even much more so on the ''400'' as compared to the "650" (the platform on the ''400'' is designed in such a way that, if one should so desire, the operators can almost place their feet behind themselves). As far as standing on the platform (as in to gain a better sense of traffic conditions ahead), it offers a far better & much more comfortable experience than ''Reflex,'' but is still surpassed by the ''Helix.''
But where the ''Burgman'' really impresses is when she's taken out onto the road! The ride of both ''Burgman'' models surpasses anything experienced on either of the Hondas I've previously owned. Although steering/swerving is stiff and heavy on both models (possibly due to their additional weight & bulkier size?), the smoothness of the ride and a powerful engine make for a carefree & enjoyable experience -- more so with the ''650,'' which almost makes up for its less-than fully comfortable seating situation (again, for someone 'my size'). Although I have since grown accustomed to the ''Burgman 400's'' steering & handling, it still does not negate the fact that I had much better control & maneuverability with the ''Reflex.''
''Burgman's'' riding superiority over the ''Reflex,'' however, expresses itself right away from the very moment of starting the engine! ''Reflex'' had this horrendous rattling ''vibration'' which was present when idling and which only grew worse during acceleration, which would only subside once a speed of about 30 MPH was achieved. "Burgman's'' idling & accelerating vibrations are noticable but very minimal and non-distracting and don't rattle the windshield or make any sort of overly loud vibration-related noises.
There is one thing I truly do miss about the ''Reflex,'' however, which gave me a some degree of confidence & reassurance in the product, and that is my frequent habit of releasing the handlebars and dropping my arms to the side whenever coming upon an anticipated ''stopping'' situation, be it a traffic light, road sign, a bottleneck, whatever. It was always a smooth crawl to stopping speed with the ''Reflex,'' but as the ''Burgman 400'' slows to the point where it finally drops into its neutral gear it begins to ''grab & drag'' (somewhat similar to the ''650's'' ''engine braking'' feature) and disrupts the momentum enough to where I have to re-grab the handlebars in order to restablilize the front wheel which at this point begins to wobble, even though after the final gear drop it returns to a smooth cruising momentum that keeps propelling the motorcycle forward. (Perhaps this, too, is due somewhat to the bulkier size?)
Despite the fact that I cannot ride out the ''hands-off'' deceleration completely without a considerable amount of struggle, the ''Burgman 400'' is jointly a pleasure AND a pain in the fact that once the throttle has been released and the vehicle is allowed to cruise under its own impulse, the motorcycle will continue to glide effortlessly for much longer distances than what would normally be expected (even on upgrading stretches of roadway) ... it's almost like being on one of those ''racing'' bicycles with the thin tires. The ''650'' would never allow this ... its infuriating grinding ''engine braking'' feature I mentioned earlier immediately kicks in the instance the throttle is released, and though it can be ''adapted'' to, it's still more nuisance than benefit, in my opinion.
One area that really tisses me off about the ''Burgman's'' ride is that it takes ''speed bumps'' (or anything similar) like a straw roof takes hurricane winds! The experience is so jarring that the speed bumps actually do serve their purpose where the ''Burgmans'' are concerned ... they literally force the rider to a slow crawl.
The other stopping-related issue of note has to do with the dual disc brakes on both the ''Reflex'' and ''Burgman.'' Now I'm no expert on the mechanics of braking systems or the ''advantages'' of one type of system over the other, but I do know what I like the feel of, and this is one area where I personally think that ''Helix'' got it right with it's rear ''drum brake'' -- stopping on the ''Helix'' is smoother, tighter and more effortless (...but there's still that cursed ''foot operation'' pedal required to engage it).
And finally there's the 'parking' brake: Each model has one, but ''Burgman's'' is most conveniently located and operated -- it does not ''stand out'' or ''stand in the way'' like ''Reflex's'' bulky on-top-of-the-dash-mounted lever, nor is it like that wafer-thin under-the-dash deal on the ''Helix'' which still requires the ''foot brake'' pedal to be depressed for it to be engaged; rather, it's tucked neatly away under the dash with just enough mass to 'grab & yank' to both engage and disengage. ''Burgman's'' shortfall in this area, however (at least on the ''400'' model, as far as I'm aware), is that the parking brake does not fully release when disengaged. I at first believed that this was peculiar only to the individual model I had purchased for myself, but subsequent testing of others of the same model in the showroom revealed that this is a design flaw throughout the model -- either that, or the shop assemblers are adjusting them incorrectly. In any case, I have to kick against the tire assembly in order to jar the brake completely free from gripping the disc.
My only other complaints are in regard to the ''rider safety manuals'' and ''tool kits'' Suzuki offers with their scooters -- they are very cheap looking. -- Snaps to Honda for making these basic items look appealing.
Other than its bizarre, non-descript name (who was the marketing genius who thought that one up?), I suppose the logical place to start is its overall aesthetic & functional design.
Even with this being the case, it is still somewhat up in the air what differences (if any) there are between ''Helix's'' vs. ''Reflex's'' fuel economy. This is mainly due to ''Helix's'' LCD display, which makes judging fuel capacity levels & consumption more or less a guessing game. But from the way I've tracked, observed and interpreted everything, ''Helix'' seems to get generally somewhere in the neighborhood of 55 miles to the gallon in combined ''stop-&-go'' and ''freeway'' riding (in fact, the ONLY kind of riding anyone can do on the Island of Oahu). This is roughly the same as ''Reflex's'' fuel economy, which I've determined to be around 60 mpg or so, placing them in seemingly equal territory, which should come as no major surprise considering that the engine size & weight specs of both machines are roughly identical (''Helix's'' 244 cc engine @ about 350 lbs. vs. ''Reflex's'' 249 cc engine @ somewhere between 350-360 lbs. or so for ''non-ABS'' models).
The ''Burgman 400,'' however, offers the biggest surprise in fuel economy, squeezing out on average between 60-65 mpg despite its heavier body and larger engine size (around 400 lbs. and a 385 cc engine). Could that again be something due to being ''fuel injected''? I don't know, but whatever the reason, it makes a big impression, nonetheless.
Because motorcycle manufacturers do not make it a habit of providing some basic information normally expected in automobile purchases-- namely, amount of ''horsepower'' & ''miles per gallon'' --it typically becomes a matter of ''tracking and observation'' in order to come up with any sort of semi-reliable numbers to this often desired information.
Honda nu50
''Urban Express''
In the heyday of the ''moped revolution,'' out of all of the different styles of 2-stroke 50cc town bikes that looked like they were little more than hollow tubes that just had a couple of bicycle wheels and a retro bicycle seat attached to them, only two models stood out above the rest -- a Piaggio/Vespa import from Italy, called the ''Grande'' (a 'two-seater' that could also be pedaled like a bicycle -- a couple of pictures of which can been seen here and here) and the Honda ''Urban Express'' ... and my heart was set on either one of them.
When I enrolled as a student at the University of Kansas, I used part of the student loan to purchase a motorbike for commuting to & from campus and around town, and I decided on the ''Urban,'' in shiny black, of course! (It had also come in a bright red.) The models that were available at the time I bought mine had ''silver foil'' logo decals, instead of the more opaque colors on the one pictured.
I put a couple of personal touches on the one I had: I mounted a basket on the front, identical to the one in this picture (which, admittedly, does look a little tacky ... but I was doing the ''college kid'' thing at the time) -- and mine was the ONLY 50cc towny in the entire city fitted with a windshield! (You know me, I've always got to be ''different'' and ''unique'' somehow, some kind of way!)
Anytime I manage to see one (in those rarest of moments) I always semi-swoon and wax nostalgic.
