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Discussion Starter · #1 ·
Hello folks. I was ask a question I didn't know the answer to by a friend contemplating the Burgman scooters. He ask me about the belt problems on the 650's, he has read about. We both have seen the 50,000+- failures. Do we have folks that go over 100,000 miles or not with a well maintained Burgman 650? I put on around 10,000 miles a year and hope to do more but he and I can't see a 5-6 year disposable $10,000 ride. Anyone know how long these newer 650's are going? Thanks in advance for any knowledge you can lend me..............Mike
 

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Dave Hobin's '09 belt went at 45K and his '07 with 62K might have went more had it not been for the primary pulley keys going away.
 

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I put over 80,000 miles on my 07 before the belt broke. I did the replacement work myself. I spent around $350 dollars on parts. Nothing else was wrong in the CVT so all I had to buy was a new belt and some seals and o rings.

I also spent another $100 on some tools that I didn't have that I needed to do the work. Biggest chunk of that was for a 3/4 inch torque wrench. The tools I will be able to use for other things so I don't really consider them a part of the cost.
 

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no scientific way of telling how long a belt will last on the 650, but a well maintained and properly ridden scoot should easily see 60+k miles

my 04 std belt went out at 54k miles but it was caused by the primary pulley bearing failing.

The CVT belt phenomenon is a bit over stated considering how many 650s are out there.

It's easily replaced by a competent DIYer in a day or two, lots of good documentation on the subject out there now.
 

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Discussion Starter · #7 ·
that's the kind of mileage 99,000 and the 179,000 that's more in line with what I'm looking for. If that was the norm then I'd buy a left over 2012 with zero interest and call it mine............
 

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By the quotes actual mileage was 99,000 not 179,000. Certainly Buffalo and Dave Willet got good use out of their belts.

Gunruner said:
that's the kind of mileage 99,000 and the 179,000 that's more in line with what I'm looking for. If that was the norm then I'd buy a left over 2012 with zero interest and call it mine............
Chérie said:
If me not wrong I believe this gentlemen put 179,000 mile on original CVT and belt with no problem, story here. http://www.burgmanusa.com/forums/viewto ... tt#p548583
Daboo said:
Per Bill Meek, Dave's CVT belt was replaced at 99,000 miles. http://www.burgmanusa.com/forums/viewto ... 45#p478145
 

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Daboo said:
Per Bill Meek, Dave's CVT belt was replaced at 99,000 miles. viewtopic.php?f=1&t=51692&p=478145#p478145

Nothing was written about what other maintenance had been done by that time, or after.

Chris

Daboo thank you, me never see this post in past.

99,000 mile on original belt is good, 80,000 mile on replacement also good. Bike have 179,000 mile when it sell to second owner, this very good.
 

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Fairmont210 said:
How much work is it to get to the cvt belt. Does the drive train need removed from the frame??
By the service manual yes the drive train needs to be removed. Now having said that there are a few folks that have removed the CVT without doing so. Basically they removed enough, jacked up the body, removed the CVT motor and then removed the CVT without using guides. Having removed 4 drivetrains and 3 CVTs from those using the service manual method I can say things are a bit tight the way it fits together and I'm not sure what might be stressed in the process using the jacking method. I can tell you that removing the complete drive train makes for a perfect time to do other maintenance like flushing the coolant, checking/adjusting valves, spark plugs, cleaning off road grime, etc... Here's a link to my photo gallery where you can see 3 of my 650's. http://www.gotgroceries.net/modules.php?name=gallery2
 

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I followed the service manual method of pulling the drive train when I changed my belt. If you want to see what all I went through I documented it with pictures in this thread viewtopic.php?p=503179#p503179.
 

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Fairmont210 said:
How much work is it to get to the cvt belt. Does the drive train need removed from the frame??
It all depends on you mechanical aptitudes and how much time you have on hand.

You can remove all the tupperware and drop the engine in 1-2 days and spend the same amount of days putting it back to gether

Figure 1-2 days on rebuilding the CVT.

Factor in some wait time for getting the new parts.

Not a hard job, can be done by just about anybody with the will to tackle the job.

You can check this DIY to see what is involved: DIY - CVT Repairs
 

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Even though the cost of replacing a belt is excessive, no matter what the mileage, if you are able to get 99,000 miles or more from a belt and CVT its not so bad. Unfortunately too many cases occur where the CVT is out at 20,000 - 40,000 miles, which is unacceptable. The repair then usually also includes a belt but the 3,000 - $4,000 price for this at a dealer might make you wonder why you would even repair it.
 

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I wish the mods would just combine all the "BASH THE 650" posts. :roll: Getting old quick. Someone digs back and finds an old one and POOF.

Send all your junk 650's to me.
 

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Maybe they could also put the few 'denial of 650 problems' posts together as well.

One previous poster said Suzuki must have accurate stats on the problem. Not necessarily so. After the dealer was denied by Suzuki that my friend's 650, I encouraged him to let me pursue it with documentation and written complaints to Suzuki. He didn't want to do that and just said he would never buy a Suzuki again. How many were like this?

'send all your broken 65-s to me' (for free) is far different than "Pay the dealer $4,000 for repairs at 21,000 miles. I noted some of the high mileage numbers quotes were also in kilometers.....not really so high in miles.

Can anyone document the changes made after 2009 or in 2013 corrected the problem?
 

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westnash said:
Can anyone document the changes made after 2009 or in 2013 corrected the problem?
Changes have been posted up in the latest threads on CVT rebuilds like LeDudes. Basically the change in 2010 was to the adjuster end of the primary pulley assembly for use of the longer (2mm) stopper bolt which shown in some posts still wears though it has more surface contact area. As far as I know there has been no change in the input bearing area or within the primary pulley keys which have had failures.

On changes to the 2013 I can only guess until either someone takes one apart, a parts catalog becomes available, or a service manual becomes available.
 

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westnash said:
Maybe they could also put the few 'denial of 650 problems' posts together as well.

Not asking for everyone to bury their heads in the sand. There are problems on the 650's for sure.

But every post like "Comparison of a Burgman 650 to BMW......" or the 650 to a T-max or a 650 to a Silverwing, it turns into a BASH THE 650. And it seems like the 400 group have the most to say. Sorry but this is the way I see it.

The AN400 has enough of its own problems, less costly maybe but they do have some. The fuel tank is made of steel and some have been known to rust thru. The clutch bell issues. Replacing the belt at set times. Sliders and rollor issues. Muffler seals failing. The speed sensor cracking issues. Frame flex and funky steering head. I do not lurk over on the 400 pages, I only know of these things from the General page. I never comment on 400 issues unless I am asked a question directly. Anything electrical on a 400 I may be able to help but I know nothing about the engine, swingarm or belt drive.
 

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. Unfortunately too many cases occur where the CVT is out at 20,000 - 40,000 miles, which is unacceptable.
more unsupported hogwash

tiresome hearing 400 riders commenting on a ride they don't own.

I see way more issues with 400s on these pages.
When you own a 650 you are qualified to comment -
 

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Sorry, as much as you may strive to be hall monitor it doesn't work that way. I am very acquainted with the machine I described which belonged to a friend but left me stranded when it went out at 21,000 or so miles and which had been in the shop for the same undiagnosed problem several times previous, and whose subsequent repair was $4,000 + and which Suzuki would not cover.

I can see where any Burgman might have some expense when service occurs simply because of the time required to get to the running gear. This is a failing on the part of Suzuki design. I have had no problems on the 400 but mileage is still very low, so it is not relevant. The extremely low actual resale price on the 650 is a reflection of its history.

You should be as agitated about this issue as much as others, because the same could happen to you.
 
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