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Discussion Starter #1
Reed on Europe burg site, 2010 - 2011 - 2012 650 Burgie have rarely CVT problem since change to CVT by longer bolt and primary pullie housing more deep for receive bolt, also Suzuki make again changes on 2013 model to make CVT again better stronger.

They confirm Europe dealer network receive instruction letter from Suzuki to change CVT bolt on regular basis plus torque such bolt often as some bolt get loose and this factor for CVT break.

It consider part of Suzuki maintenance program now for change bolt minimum 12,000-15,000 kms approx. and torque again a few time to make sure not loose or slip back off torque.

7000-9500 mile approx. @ 26 ft-lbs

We now to verify torque on burgies now every 2500-3000 kms, if prefer 1500-2000 mile, it only take 2 minute to do.
 

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Interesting, I know when I bought my K5 it had 9000KM on it and I had them check the bolt. It was the original bolt and was clearly showing signs of the wear pattern seen in photos of others bolts so they put in the newer one. I can't say how far along it was but at only 9000k it had a visible "chip" or "indent on the end.
 

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Ya know, Suzuki Corp could save tons of research money. All they would have to do is read our forums. :study: :banghead: :shaking2: :angryfire: :cussing:
 

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Chérie said:
Reed on Europe burg site, 2010 - 2011 - 2012 650 Burgie have rarely CVT problem since change to CVT by longer bolt and primary pullie housing more deep for receive bolt, also Suzuki make again changes on 2013 model to make CVT again better stronger.

They confirm Europe dealer network receive instruction letter from Suzuki to change CVT bolt on regular basis plus torque such bolt often as some bolt get loose and this factor for CVT break.

It consider part of Suzuki maintenance program now for change bolt minimum 12,000-15,000 kms approx. and torque again a few time to make sure not loose or slip back off torque.

7000-9500 mile approx. @ 26 ft-lbs

We now to verify torque on burgies now every 2500-3000 kms, if prefer 1500-2000 mile, it only take 2 minute to do.
First it's too early to say rarely have a problem since most 2011-up haven't seen a lot of miles on them. The newer bolt started in 2011 and does still wear as can be seen in photos on this site. I've heard rumors Suzuki in Europe has a service bulletin recommending regular checking and/or replacement for some time but here in the US they still deny it's an issue. The 2013 model I saw at the MC show still had the same stopper bolt as the 2011-2012. I have no idea if anything else was changed internally since they didn't have a cutaway model. From my understanding only the clutch and CVT programming changed from 2012 but we will have to wait and see. Europe also has other bulletins for the '02-'04 primary adapter gear (lack of hard plating which lead to excessive wear) and K5-up primary shaft bolt (revised procedure for regular checking and torqing).

Dave_J said:
Ya know, Suzuki Corp could save tons of research money. All they would have to do is read our forums. :study: :banghead: :shaking2: :angryfire: :cussing:
I'm sure they do Dave but the companies official US response will be to say there's nothing wrong, even when Suzuki Europe issues service bulletins, lol.
 
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As I posted before, I pulled the stop bolt at around 14K and it did not have a mark on it. So according to that I would say they hold up pretty good.

Bill
 
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Discussion Starter #6
I find article on France site, Suzuki engineering discuss change and modification to 2013 650 EVO, I put section on CVT in language translator and here is:

According to Suzuki the modification to CVT in 2010 allowed to eradicate the problem, the 2013 model still benefits from an evolution of the screw of abutment of the CVT, the whole CVT mechanism sees its frictions being reduced via an evolution of the belts and pulleys. According to Suzuki, the reduction of internal frictions at several levels allows to lower the constraints and would lead to overlook the concerns of reliability of the CVT.

Hope this helpful
 

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Chérie said:
I find article on France site, Suzuki engineering discuss change and modification to 2013 650 EVO, I put section on CVT in language translator and here is:

According to Suzuki the modification to CVT in 2010 allowed to eradicate the problem, the 2013 model still benefits from an evolution of the screw of abutment of the CVT, the whole CVT mechanism sees its frictions being reduced via an evolution of the belts and pulleys. According to Suzuki, the reduction of internal frictions at several levels allows to lower the constraints and would lead to overlook the concerns of reliability of the CVT.

Hope this helpful
I'm somewhat limited here on some information and do not have a 2010 parts catalog to search. Since the 2010 model wasn't sold in the US the changed occurred for us in the 2011 model. Funny the 2011 factory service manual (world version I think, covers '03-'11 including the 2010 model we didn't get) doesn't even mention a change though there was one. As far as the stopper bolt wear goes you should do a search. There are photos showing that the new stopper bolt can/does wear. Thanks for the other info. :)
 

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I checked the tightness of my Stopper Bolt today, 07 Executive, 11000 miles. It was little more than finger tight, but I didn't take it out to inspect, but will order a new one soon. Question: best source other than a Suzuki dealer?
 
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Hi Max T,

I have a Burgman 650 from 2002 , witch one should I use the G10 or the G20 version ?
I need a Suzuki online part shop to order parts in europe that will ship worldwide, any suggestions ?

Thanks,
 

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As long as the CVT in your 2002 has not been rebuilt with a replacement primary pulley then you would use the G10. If it has been rebuilt it would depend on what version of the primary pulley was used in the rebuild.
 

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Hi Max T,

I have a Burgman 650 from 2002 , witch one should I use the G10 or the G20 version ?
I need a Suzuki online part shop to order parts in Europe that will ship worldwide, any suggestions ?

Thanks,
Welcome to the Forums.

The G10.

The 2002 through 2004 have a bad designed Primary Input Adapter that makes the bike sound like a Diesel Truck.
There is a new designed Adapter made in Belarus now called the "Polish Adapter" because the engineer that designed it was from Poland and MUCH SMARTER than the Japanese Engineer's. :devil

You can find the NEW adapter on Ebay. PRIMARY INPUT ADAPTER LINK
 

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Thanks for your help.

My Burgman just have 18.000km and I do think that is a good idea to fix it with the Polish Adapter.
Will this adapter stop the issue or just delay the issue ?
Maybe this gap noise (diesel) will reappear maybe in other part.
Do you know any Suzuki online shop to order the G10 CVT bold in europe that will ship worldwide ?
Thanks again
 

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I do not know any shops in Europe any more. I did have a Suzuki while I was in Stuttgart Germany but I left Germany before this new thing called "Internet" came out.

The 2002-2005 Burgman 650s also had a issue on some bikes where the Timing Chain Adjuster would slide sideways and not hold the tension on the chain and it will cause a loud noise too. So most of us that have installed the Polish Adapter did remove 80% of the noise, my 2003 started to make noise in the timing chain area soon after.
 
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