Update the 650!

[Sammy63]

Hey, update the Burgman 650 with many of the suggestions here, plus another 50-100cc's, and give me a reason to trade my '06. Maybe even bump the wheels up an inch, 16" front, 15" rear! The latest '11 Exec simply isn't enough to do it!

[Dave_J]

+1

[momule]

Larger tires will increase seat height which is close to too high as it is.

[Steve D UK]

Larger tires will increase seat height which is close to too high as it is.

...as well as reducing the underseat storage.

[Scotty1981]

I wouldn't mind a better OEM suspension, lose 100 lbs and drop it down to 500 cc.

Or at least offer the windscreen, ECVT and power mirrors on the 400.

I would have rather had the lighter 400 with bigger storage and better fuel economy but i didn't want to give up the features the 650 exec has.

[alexrider]

This topic has been discussed on these pages ad nauseam. But when I try to put together a composite that would satisfy most of the wishes, the result is always the same - a 600 lb Goldwing with automatic transmission. Honda didn't go that far with the new Integra, but a lower seat and twice as much plastic would get it much closer.

[azrider]

Please don't drop it down to 500cc, increase it to 750cc. Those that want less can get a Silverwing 600 or Burgman 400. Good grief. Don't downgrade what we already have.

A Burgman 400 Type M would be nice though...

[Scotty1981]

Please don't drop it down to 500cc, increase it to 750cc. Those that want less can get a Silverwing 600 or Burgman 400. Good grief. Don't downgrade what we already have.

A Burgman 400 Type M would be nice though...

I only meant that if it was made lighter we wouldn't need it to be any bigger, I think 650 is big (heavy) enough and wouldn't really want it to be made 750 or 900. Just me though, I understand some of you out there would like that. Think how hard it would be to push around in the garage or park if it were a 900cc though. . . . It already weighs 600lbs and it wouldn't get any lighter if they put a bigger engine in there.

[rustynail]

Almost a year old thread that got resurrected...

Hmmm.

I've been thinking about 100 more cc's lately, and I thought of something I'd miss if the bike were lighter AND a 750.

With what I have, I can whack the throttle wide open with the bike leaned way over (on clean, dry pavement, mind) without fear of wheelspin. I really like that about my 650 - it lets me ride to the limit of the machine.

When I see folks riding around on liter plus bikes I remember what it's like having unusable power. The kinda power that makes accidental wheelies and low side wheelspin a bit more easy. The only place that kind of HP is usable is when the rider wants to CRUSH the speed limit - something I've grown out of.

I think they need to make our current bike lose 50-100 pounds OR gain 10 HP.

I'm for the diet.

[Scotty1981]

Almost a year old thread that got resurrected...

Hmmm.

I've been thinking about 100 more cc's lately, and I thought of something I'd miss if the bike were lighter AND a 750.

With what I have, I can whack the throttle wide open with the bike leaned way over (on clean, dry pavement, mind) without fear of wheelspin. I really like that about my 650 - it lets me ride to the limit of the machine.

When I see folks riding around on liter plus bikes I remember what it's like having unusable power. The kinda power that makes accidental wheelies and low side wheelspin a bit more easy. The only place that kind of HP is usable is when the rider wants to CRUSH the speed limit - something I've grown out of.

I think they need to make our current bike lose 50-100 pounds OR gain 10 HP.

I'm for the diet.

Would double the cost of the Burgman but think about this, Carbon Fiber frame and body panels and forged magnesium rims

[Rusty J]

I'll reprise my suggestion of years ago:
1. Lose the Tupperware.
2. Rotate the engine to vertical (around the crankshaft axis)
3. Use the space freed up by the engine relocation for a larger front wheel.
4. Change the intermediate drive to a toothed belt from the current daisy-chained gears, and stretch the rear swing arm.
5. Delete the underseat storage.
6. Use the space freed up from the cargo bay for a larger rear wheel on the stretched swingarm.
7. Add a dummy fuel tank above the engine, for storage.
8. Corner the world market for chrome. Use all of it.

This, of course, isn't a Burgman any longer. It's a cruiser motorcycle with an automatic transmission.

Mind you, I don't want one myself -- but I'm positive they'd sell like hotcakes.

[Dave_J]

...........This, of course, isn't a Burgman any longer. It's a cruiser motorcycle with an automatic transmission. Mind you, I don't want one myself -- but I'm positive they'd sell like hotcakes.

If Harley were to make an automatic cruiser that looked 100% like the shifter bike, it would sell. But the first items to go would be an model badging markers for the Automatic to be replaced by the shifter badging.

[Rusty J]

...........This, of course, isn't a Burgman any longer. It's a cruiser motorcycle with an automatic transmission. Mind you, I don't want one myself -- but I'm positive they'd sell like hotcakes.

If Harley were to make an automatic cruiser that looked 100% like the shifter bike, it would sell. But the first items to go would be an model badging markers for the Automatic to be replaced by the shifter badging.

Agreed on the Harley. The "Burgman Cruiser" I'm suggesting would be more along the lines of an old Kawasaki Vulcan 500 than a Harley, though. Keep the same water-cooled 638cc parallel twin, but with the cylinders vertical instead of horizontal. It only requires a new engine block -- the head, cylinders, engine internals and accessories would be identical to Burgman 650 parts. The ECVT would be identical except the output would have a pulley for the belt final drive.

It's always puzzled me that Suzuki never built a bike like that, or, indeed, ever used that powertrain in any other vehicle. It'd be well-suited for ATVs (if the transmission were vented via snorkel or something) or snowmobiles. It might even work for a micro-car in the Japanese domestic market, or even a reverse-trike laid out like the Morgan three-wheeler or Campagna T-Rex.

[voyageur5]

It's always puzzled me that Suzuki never built a bike like that, or, indeed, ever used that powertrain in any other vehicle. It'd be well-suited for ATVs (if the transmission were vented via snorkel or something) or snowmobiles. It might even work for a micro-car in the Japanese domestic market, or even a reverse-trike laid out like the Morgan three-wheeler or Campagna T-Rex.

Snowmobiles are what CVT were inveted for in the late "50 early "60 by Bombardier for the first light commercial snow vehicle.

[sbett]

7. Add a dummy fuel tank above the engine, for storage.

Is this the design you are recommending?

This is the Bikester motor-scooter prototype. It is a designer's vision not an actual bike.



16 in. wheels, 700cc, ample storage space, automatic transmission.
i think I would add a Honda double clutch transmission to increase efficiency.
Final drive? Is this the source of the poor mileage? I thought it was the CVT
Is the Burgman 650 final gear drive significantly less efficient than a chain or belt?
Suzuki claims the 2013 Burgman gets 15% better mileage primary from transmission tweeks.
Full review at http://www.alternativecruisers.com/inde ... pic=2247.0


More discussion: http://z11.invisionfree.com/HyosungCrui ... topic=2370

[Scotty1981]

http://powersports.honda.com/2012/nc700x.aspx

[Rusty J]

@ sbett:

Actually, I was suggesting a "metric cruiser" (think Kawasaki Vulcan, or a cross between a Triumph Bonneville and a Suzuki Intruder) using a modified AN650 powertrain. My thinking was that the inefficiency and extra weight of the ECVT would prevent it from being used in a sportbike, because it couldn't compete on performance. However, you could make a chromed-out cruiser that would compete mostly on ease of operation, that looked and handled enough "like a real motorcycle" to be accepted in the marketplace.

But that's a nifty Kymco concept drawing, there.