2026 Suzuki Burgman Street Road Test Review
ABS ought to be standard on a 125cc scooter, right? One of the peculiarities worth examining with this update is that Suzuki’s Burgman own Access understands it, but the Burgman Street still doesn’t. The Ride Connect TFT Edition and the Ride Connect Edition (without the TFT dash) are the two versions of the 2026 Burgman Street available. The base model costs Rs 1.02 lakh, and the top variation costs Rs 1.14 lakh, both ex-showroom. Between the two variations, buyers have a choice of five colorways.
What is fresh, what is effective, and what is ineffective? Now let’s get started.
Looks
Since the Burgman has always established a very high standard as a city runabout, none of these modifications actually make a significant impact on the riding experience, but that’s definitely not a negative thing. Similar to the Access, the Burgman’s modest 124cc engine continues to be the major attraction. This motor stays buttery smooth at any speed between 10 and 90 kph on the dash, and the powertrain as a whole is among the most sophisticated and silent in the industry.
This maxi-scooter’s design has been updated, and I appreciate how it now has a busier mix of lines and creases. With a new twin-lamp headlight configuration with eyebrow-style DRLs on either side, it has complete LED lighting. A chrome Suzuki insignia is positioned just above the headlamp unit. The top version subtly incorporates bronze highlights throughout the body panels. The scooter now has a sportier stance thanks to the clever placement of the front turn indicators, which are now integrated into the apron right below the headlamp. The front part is completed with a smoked windshield. Additionally, practicality has not been overlooked. With two utility hooks and a tilted footboard for a more comfortable riding position, the floorboard is roomy. The front hook, which has a small light and a USB charging outlet that are useful in the rain and comforting when carrying valuables, is positioned between a quick-access pocket on the right and a covered, glovebox-style compartment on the left.
The back has a strong, hefty grab bar for the pillion, and the seat is comfortably cushioned and well-shaped. The exhaust muffler has been revised with a clean gloss-black finish, and the pillion footrests are coated in chrome. The taillamp effectively integrates the fuel filler cap into the tail section and has a sporty appearance thanks to its vertical “C” form. The fuel filling flap, boot access, and ignition are all managed by a multipurpose keyless system that is incredibly practical on a daily basis. According to Suzuki, the frame has also been changed; it is 25% stiffer and lighter, which enhances rider confidence, stability, and fuel efficiency. After riding it, I would say that it is true; further details are provided below. Speed, time, distance-to-empty, odometer reading, and a color-coded animation showing economy and performance zones are all displayed on the top variant’s TFT dash. Although both versions allow linked features via a smartphone app, the base model settles for a more basic LCD cluster.
Cycle Parts & Ergonomics
The scooter has 12-inch alloy wheels, and when the brakes are applied, a disk brake up front and a drum brake at the back function together. A side-mounted monoshock at the back and a telescopic fork up front handle suspension responsibilities. It also has a side-stand interlock and a rear brake lock.
With a dashboard-indicated efficiency of about 50 kmpl and ample boot space of 24.4 liters, the 5.5-liter fuel tank could provide an excellent real-world range of over 250 kilometers on a full tank. With a curb weight of only 114–115 kg (for the top variation), the seat height of 775 mm should accommodate riders of all shapes and sizes. It is also easy to handle when parking and at moderate speeds. A 160 mm ground clearance is sufficient to handle routine speed breakers and tiny potholes without any fuss.
Performance
The well-known 124cc, single-cylinder, air-cooled engine and CVT gearbox provide the same 8.5 PS at 6,500 rpm and 10.2 Nm at 5,250 rpm. The only thing that has changed is that you can feel peak power and torque arriving 250 rpm earlier in the rev range. Everyday rides are actually enjoyable since the scooter accelerates with a perceptible desire. It has enough torque on tap for fast overtakes and is agile enough to cut through traffic with ease. Even when pushed hard, there are no vibrations through the handlebar or footboard due to the engine’s remarkable smoothness. Its top speed is 95 kmph, but if there is enough room, it can reach 100 kmph; it just takes a while.
In terms of performance, there isn’t much to be unhappy about overall. The rear is still on the stiffer side, but the suspension absorbs most bumps nicely. The ride never seems bone-jarring despite the stronger rear end, and little bumps and undulations are easily handled. With no abrupt or uncomfortable bite, the disc-and-drum combination effectively reduces speed. All things considered, this scooter is still simple and pleasant to use.
However, there are a few things to be aware of. First, the lack of ABS is a significant oversight, especially because the Access has it and the 2026 Burgman Street probably ought to. I hope a future update will address this. Additionally, the scooter loses the fuel-saving Start-Stop technology and Suzuki’s Silent-Start system, both of which are found on the Burgman Street EX, which is still available for purchase.
Verdict
Redesigned body panels, full LED lighting, bronze accents, a new TFT dash, and an engine that produces the same output but a bit more quickly are all features of this update. But it lacks features like Start-Stop, ABS, and Silent-Start, which some customers would find disappointing.
The 2026 Burgman Street should be on your test-ride list if you’re searching for a sporty-looking scooter that can travel more than 250 kilometers on a single tank. However, the Suzuki Burgman Street EX, which costs Rs 1.09 lakh, would be a better option if fuel economy is your top concern.