BMW C650 GT vs. Burgman 650


Active member
A member sent me a private message asking for my thoughts on the GT vs. the B650. My response is pasted below. Perhaps it will be helpful to someone else who is shopping for a mega-scooter.

I've been in the market myself looking for a second scooter. I'm putting miles on my '17 BMW C650 GT at an alarming rate and another bike will spread the workload and add enjoyment (diversity).

Yesterday I looked at and rode a '16 BMW C650 Sport. Seemed like a great bike -- 25 lbs. less than the GT with a sportier design. It felt more "flickable" and fun but definitely smaller and I didn't like that. Plus it was rough around the edges with scratches from being dropped and stains on the faring from "something that dripped from the ceiling."

I'm seeing a 2010 Honda Silver Wing 600 today and if it looks and runs good, I'll probably buy it. I've owned three.

To your questions ....

"Do you feel the GT is worth it? Should I stick to the V.2 years of '16 '17, and '19?"

Not sure why you left '18 and '20 out of your V.2 options, but my answer is 100% YES YES YES. Oh, and in case I didn't mention, YES YES YES YES YES! The GT is the best mega-scooter in the world by a country mile. There isn't a close second. The combination of ride + technology + reliability + BMW quality is untouched. It SOUNDS like a BMW motorcycle and certainly handles like one. It's so well-engineered it feels like it corners itself. The trunk (seat) closes with a solid BMW "thunk." The technology ... heated seat and grips, live tire pressure reading, electric windscreen, etc. are pure pleasure every time I ride. And YES YES YES to buying 2016 and later. I've heard there were chain tensioner and other issues with V.1, while V.2 not only solved them, but made a bunch of positive changes (including the motorcycle-sounding muffler that sounds cool every time I accelerate ;o).

I copied a list of changes to the V.2 and will paste them at the end of this post. They're long.

"Then there's maintenance costs."

If you just want reliability and low maintenace, you want Honda Silver Wing. I'm no mechanical wizard, but with the Wing I learned to change engine and gear oil, spark plugs and brake pads, coolant and brake fluid, even the drive belt and rollers. It's simple. It works. You could bury a Honda for six years in the desert, dig it up and it would start right up. Get a Honda service manual and the work is easy. Parts are cheap and available and there are a million YouTube videos to help.

So far with the BMW, it's been 100% reliable. It may end up being more reliable than the Silver Wings I've had because of newer technology. Silver Wing is basically 2002 technology; that's when they were introduced and they were never really updated. They made it great out of the gate and built them until 2013, which is the "newest" model you can get in the U.S.

I managed to acquire an official service manual for the BMW GT from a guy in the U.K. and am looking forward to doing the maintenance. The manual is written with German efficiency and thoroughness, so I think it'll be fine. Parts cost a bit more because ... BMW.

"Big Burgers are out there in droves. Suzie dealers abound....and there's just a gut feeling I get that Burgers are all sufficiently ironed-out at this point."

Burgman 650 is a great bike. It has a BIG ride. I call it the Lincoln Towne Car of scooters. And you're right. Suzuki dealers (who also usually work on Silver Wings) are everywhere.

However, to me, the big Burger is like driving a big bathtub. It's nicknamed "Ol' Lardy" for a reason. On the highway it's untouchable. It even beats the GT in that regard (by a whisker, not a lot). Reliability and maintenance costs are similar to Honda (although, again, I have no reason to say the GT isn't just as reliable, and if you can do basic maintenance yourself, it isn't that expensive and you don't have to do it that often).

Here, too, Suzuki did a V.2 in 2013 that is a light-years improvement, with CVT enhancements, easier to push the beast around, etc. The B650 has a "lifetime" drive belt you never have to change, although common sense says it will break eventually -- Suzuki figures that's over 100,000 miles so they call it lifetime. It costs around $4k to change a belt, so by the time it breaks, you're going to pay more for the belt than the bike is worth. That's why it's called a "throwaway" bike. That said, I have seen a lot of Burgman 650's with ridiculous amounts of miles on them and they never had a belt issue. I liked mine a lot. It was just too unwieldy in parking lots when I was running errands. Plus the cost of a potential belt break freaked me out. I traded it for Silver Wing reliaibility.

Burgman and Honda both have great forums with lots of comparisions between the "big 3" of scooters.

Honestly, I don't think you can go wrong with a big scooter. I'll never go back to shifting. My enjoyment and (more importantly) reaction time while riding is exponentially better. If a car cuts you off and you have to react quickly, there's no, "Oh cr*p, what gear should I be in? Will I stall?" With a big scooter, you go, or you don't go. It's instinctual. I love them (as you can probably tell from my prodigious reply ;o).

Good luck!


New suspension and damping set-up for an ideal compromise between
sport and comfort.

In addition to ABS, now also ASC is standard for maximum safety when

Completely new, dynamic design for the C 650 Sport.

Detailed stylistic fine-tuning for the C 650 GT.

New silencer. The new exhaust system is made of stainless steel as before, but does not have a front silencer. Fitted only with a rear silencer, it now offers a particularly full and sonorous sound and dynamic new look.

New instrument dial design.

New handlebar trim elements with chrome applications.

New, higher-quality surfaces (graining effects).

Automatic daytime riding light.

Revised kinematics of the center stand for easier use.

New rider assistance system Side View Assist (SVA) for the C 650 GT.

New paint finishes for the C 650 Sport: Valencia Orange metallic matt,
Light White non-metallic and Black Storm metallic.

New paint finishes for the C 650 GT: Black Storm metallic, Frozen
Bronze metallic and Light White non-metallic.


New CVT set-up and revised clutch linings for more dynamic clutch engagement and a more spontaneous set-off response (faster off the line). Power transmission from directly integrated CVT (Continuously Variable Transmission) which underwent extensive adaptations for use in the new C 650 Sport and the new C 650 GT.

Softer springs and optimized clutch linings used in the centrifugal clutch.

Powerful 2-cylinder in-line engine with new set-up, optimized CVT and new exhaust system.

In order to achieve a low mounting position and therefore a low center of gravity, the engine has a cylinder bank that is tilted forward by 70 degrees. The characteristic sound and low level of vibration are due to the 90-degree crankpin offset, 270-degree ignition spacing and two counterbalance shafts powered by spur gears.

The sophisticated cooling concept to BMW Motorrad standards ensures optimum thermal balance in the 2-cylinder in-line engine. Here, coolant flows transversely through the cylinder head, entering at the front of the cylinder head on the hot exhaust side. The intensive cooling effect rapidly dissipates the heat precisely at the point of maximum thermal stress, thereby ensuring excellent temperature compensation. The aluminum radiator with plastic water containers and integrated thermostat has the same high-performance radiator network as is used in BMW motorcycles. Due to its high degree of efficiency and excellent air intake and through-flow, a relatively small surface is sufficient for operationally reliable heat dissipation in all conditions.

Carburation of the 4-valve engine with two overhead camshafts is taken care of by an electronic fuel injection system. Meanwhile oil is supplied by a dry sump system with a dual oil pump, and an efficient cooling concept ensures optimum thermal balance in the 2-cylinder engine. Engine mapping was redefined for use in the new C 650 Sport and the new C 650 GT with a view to satisfying the requirements of the EU4 pollutant class.

In addition to increased roller weights, the transmission ratio spread of the CVT has been increased from 2.42 to 2.95. The long CVT ratio is now 0.82 instead of 1.00. The gear reduction ratio between the CVT output shaft and driven shaft has been shortened from 2.72 to 3.28. In addition to a more spontaneous set-off response, this also makes for an increased top speed (180 rather than 175 km/h), or 111 mph).


Active member
"Honestly, I don't think you can go wrong with a big scooter. I'll never go back to shifting. My enjoyment and (more importantly) reaction time while riding is exponentially better. If a car cuts you off and you have to react quickly, there's no, "Oh cr*p, what gear should I be in? Will I stall?" With a big scooter, you go, or you don't go. It's instinctual. I love them (as you can probably tell from my prodigious reply ;o)."


Just in case an automatic clutch is the priority (rather than just owning a scooter as the priority), Honda's DCT adds several motorcycles to the mix; the NC750 in particular. Unlike the smoothness of a CVT the DCT shifts like a motorcycle. You can feel it and in the case of Honda, you can also switch to manual shifting. Neither is better or worse....personal preference rules the day. There are other mfger's with auto clutch motorcycles also, of course.

The NC has a small "FRUNK", low COG, tremendous reliability record, and a low cost. It does not have the long distance ergo comfort of the CGT (IMO), passenger room, nor the level of suspension sophistication or on-board diagnostics that is standard on the BMW. Never owned a Burgman so I have no first hand knowledge. Great pedigree though.

Ok, this is a Burgman vs CGT thread. I admit to being struck by the OP's comment about his preference for automatics. I get that for sure (although I might disagree somewhat about the safety aspect of auto vs manual). Sorry to have muddied the waters a little here. Those that have settled on owning only one of the big scooters and are not considering all PTWs with auto, please disregard my addition to the discussion. FWIW, my CGT did far more than I expected, was 100% reliable (2013 model year), super convenient and comfortable for me (6'2"), great around town and traveling.


Active member
"Honda's DCT adds several motorcycles to the mix; the NC750 in particular"

I looked at Honda's DCT's. It's not just the automatic, although that is a biggie. It's the windscreen that moves up and down. It's the leg farings for weather protection, plus heated seat and grips. It's the storage space. It's the ability to sit back and cruise for hours, as comfortable as you can be on two wheels. I have never, not for a single minute, been a crotch rocket guy. I am a cruiser all day.

"Never owned a Burgman so I have no first hand knowledge."

You may want to do yourself a favor and check out a big Burgermeister. It's the #1 mega-scooter in Germany, which says something (and, I was told yesterday, it was invented by a German, although I have not verified that). The Executive model has everything the GT has except for live tire pressure readings and the GT's front-forks-on-steroids.

Granted, from certain angles, from the rear, the Burgman looks like a bathtub on a wheel. The GT looks like the body of a wasp in flight. But Suzuki's SECVT (Suzuki Electronically Continuously Variable Transmission) is amazing ... 3,000 rpms at 50 mph ... you can change to manual shifting on the fly or push a Power button that changes the gear ratio and basically takes you to instant turbo mode. I am absolutely delighted to be riding one again.

It's a fun choice when I go out to the garage now. What kind of ride do I feel like? Laid back, smooth, effortless, sounds like a commercial jet (Burgman) ... or BMW motorcycle rumble, adventurous, energetic, Ride of the Valkyries.
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Active member
Yup, the big scooters have a lot to offer. Sport tourers like the NC750 (really not much of a crotch rocket) are different animals for sure. While heat and suspension upgrades can always be added, cruiser type ergos and large under seat storage make the maxi-scoots good choices for those who want a great mid-size street option.


Active member
After owning both BMW and Burgman 650 for several days, one thing is clear: the C 650 GT handles bumps WAY better than the Suzuki. That's unfortunate because the Burgman is such a nice cruiser, you don't want your riding reverie to get jolted back to reality.

On the plus side, potholes and bumps in Florida are about as common as penguin sightings. We don't have ice and cold attacking our street surfaces so they stay smooth (on the negative side, all roads are pool-table flat; forget enjoying the twisties).

I am rethinking which bike to take on my Florida > upstate New York ride this June. Initially I thought the Burgman would be better. Now the 650 GT is looking good, especially with a year of warranty left that includes 24/7/anywhere roadside assistance from BMW.


New member
A post I wrote for the Burgman forum, thought it would be relevant.

Interesting to read everyone's reviews. I realised this is a very emotional issue with some members displaying brand loyalty to the likes of an Englishmen towards his football team. Awesome!

I owned many Suzuki's, from a GSXR to an AN400. The Burgman AN was an excellent, scooter with 65000 touring km clocked when I gave it to my nephew. He is still enjoying it. Currently I own a 2013 C650 (updated CVT) so I am familiar with both brands.

Yesterday I did a ride with a friend on his 2016 BURGMAN 650. It involved everything from mountain passes to longer straight flat roads. I did a fair amount of riding on both and here is my 5 cents on this issue.

First impressions. The Burgman cockpit feels smaller and low. (narrower handlebar probably?) Shorter people will definitely appreciate this over the rather tall seat of the BMW. I am 186cm and found both machines comfortable. If you are on the shorter side the choice is simple. Go with the Burgman as you may struggle with the tall GT.

The ride on both where excellent, but with very different characteristics. The Burgman felt lighter and softer. Easier to turn at slow speeds with what felt like a much lower C of G. Hard to explain but it felt like I was steering the burgman with my hips, where the BMW you had to ride like a motorcycle.
The BMW with its larger and wider tyres combined with stiffer suspension felt a little harsher over the smaller bumps, but it handled larger surface inconsistencies and potholes better. It also came into its own around the mountain pass curves where the more motorcycle handling at higher speeds will put a grin beneath your lid.

The Burgman had been fitted with an aftermarket Givi screen and wind noise and comfort was better that on the BMW. The screen was above my head where on the BMW the standard screen ended almost in the middle of my face causing wind noise.

The Burgman engine is also smoother and felt more refined than on the BMW. The BMW is fitted with the optional BMW Akrapovic exhaust and was noticeably louder. As everyone knows BMW use the Taiwanese Kymco manufactured engine. This is not a bad thing as they have been known to produce reliable engines for almost 60 years. Producing parts and engines for Honda, Kawasaki and of course BMW. My first three scooters where Kymco's and their engines are bulletproof. The Kymco manufactured engine in the C650 is more powerful than the one in the Burgman, although not as smooth or refined. From a standstill the Burgman reacts quicker of the line and will almost get its tail lights in front of the BMW, before the GT would jump past and ride away. I would attribute the faster start on the Burgman to the transmission. The initial bite is quicker than on the BMW that suffer from initial lag, but once you get to 60 kph the BMW clutch is hooked and she is gone. At high speed roll on the BMW did not have this lag and immediately had the upper hand. We did switch bikes as I weigh a good 20kg more than my friend, but it made no difference. On the burgman I found myself using the Power mode all the time, as normal felt too sedated for my liking.
Both had more than enough power you would ever need on a scooter. Enough to get you in serious trouble if you are not careful.

This bring me to what make these machines scooters, the transmission. Strangely the only thing I did not care for on the the Burgman.
Although silky smooth and quick reacting during acceleration, it felt jerky in town. Compared to the smooth roll out when you let go of the throttle on the BMW, the Burgman's engine braking was noticeably jerky. Maybe it was because I used Power mode? Next time I have a go, I will turn it off and report back.

As far as options are concerned they are almost exactly the same. Heated seats, grips and adjustable screens. The Burgman had its win with the excellent folding mirrors that is excellent squeezing thru traffic. The BMW made it even with tire pressure monitoring that I find really useful.
Back to the mirrors. BMW really dropped the ball here. The GT's mirrors are small and vibrates on rough roads, where the burgman's just work perfectly. I did not expect the BMW to struggle with something so basic.

Built quality on both the Suzuki and BMW is great. Standing next to each other the BMW do look and feel a bit more modern and refined. For instance heated seat switches are easily reachable for the pillion and rider, each with their own controls. On the burgman the heated grip switching looks like an afterthought and the pillion seat heat switch is located below the steering in the front.

They say beauty is in the eye of the beholder. I like the looks of the Burgman very much. At first I really did not like the BMW, but take some time and it grows on you. All said it really manages to turn heads. In the end it is all down to personal preference.

Reliability. Much have been said on forums about the BMW's reliability. Mine have 17000 plus trouble free kilometers. There was a recall on the clutch and front brake, but it was done free of charge by my BMW dealer. (long after the warranty was gone) The Suzuki is bullet proof. This is the second 650 my friend owned and he never had a problem with either. The transmission failing on older high mileage models is the only bad thing I ever heard about them.
Servicing should play an important part if you need to decide between the brands. Dealer network and part availability will differ from country to country. What I can say with certainty is that if money is a concideration, the BMW servicing and parts will be more expensive.

In conclusion they both are fantasticly capable machines. The Burgman is a soft comfortable mile muncher maxi scooter. The BMW is exactly what the name say, a Gran Turismo. A scooter that is able to travel at a high rate of speed for a long distance in both comfort and style. It is a great tourer just like the Burgman, but it has sporty side should the mood strike you. I will be perfectly happy owning any one of these great maxi scooters and am sure which ever one you choose, you will be happy. I am glad the Burgman have some competition. We the end user can only benefit from that
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New member
These write ups/comparisons are definitely helpful for those trying to cross shop between the two options. I read the first post in the the thread just before purchasing my 2016 Sport. Some things I would point out which clues one in to how these two maxi scoots were designed. Looking at the front suspension, the C650 utilizes inverted 40mm forks. The Burgman uses the standard telescopic forks utilized in cruisers and most other 2 wheeled vehicles. For those that are not aware, inverted forks were first implemented in Superbikes. Suzuki doesn't publicize on its website the rake/steering head angle of the Burgman. BMW states the C650 has a steering head angle of 64.6 degrees. This is double that of my sport bikes. This has translated into what I've noticed while riding my Sport. More stability and less twitchy-ness. Having ridden nothing but sport bikes for years, it's actually pretty refreshing riding the Sport with it's less than neurotic behavior. Between the aggressive steering geometry to the higher center of gravity, I constantly feel my sport bikes always want to tip over. While great in the twisties, it gets tiresome with relaxed street riding.

The other thing I wonder about the differences in riding feel/characteristics is the radically different designs of the rear suspension along with the difference in wheel sizes. The Burgman uses a 14" rear wheel even though it has a 15" front wheel. The C650 uses 15" wheels front and back.

I wonder if riding impressions would be dramatically more different if the C650 Sport is thrown into the mix. While pretty much the same as the GT, there's no denying the slight differences in ergonomics with the seats and the 25 lb weight reduction with the Sport. 25lbs is pretty significant. Initially riding my Sport, I had to get used to the more upright riding position as I'm hunched over in a tuck with my sport bikes. When I corner, it's hang off to the inside of the bike into the corner and head low. As I've gotten used to the Sport and the riding position, I find myself leaning the Sport harder into corners. At times, I've had the slight urge to throw a knee out.

While I haven't test ridden a Burgman myself, reading through other people's impressions have cemented in my head that I picked the more appropriate maxi scooter for me.


New member
From my limited experience with sport bikes, I would 100% agree. Burgman vs GT, the more sport feel is immediately apparent. I can immagine the sport would be even more apparent as it is aimed at more towards your type of riding.


Active member
"The Burgman's engine braking was noticeably jerky. Maybe it was because I used Power mode?"

Great write up, Henru. I agree with virtually every sentence and will add this for you:

Power mode increases braking drag a LOT. It makes a big difference in smoothness (decelerating) and a big difference in acceleration, too.

I had a neighbor of mine from Italy who rides an anniversary-edition BMW RNineT test ride my Burgman 650 and BMW 650 GT. He had very similar conclusions ... Burgman lower center of gravity; easier to turn; very smooth; great engine braking ... BMW better sound; rides more like a motorcycle; more modern design; lag on initial acceleration.

For a long trip, I would take the Burgman every time. Very comfortable, easy, quieter, a cruiser. I call it the Lincoln Town Car of scooters.

For a spirited run through hills or mountains, definitely the BMW. More like a motorcycle, more adventurous, more alpha.

I am lucky to have both!


New member
I've owned 3 Burgman Execs, and now I'm getting a C650GT. Haven't taken delivery yet, so hope I made a good choice. I can say for sure that the Burgman is incredibly relaxed on the Interstate. Quiet!! But man did it bust my butt when hitting expansion joints, potholes, railroad tracks, etc. I too was always conscious of the possibility that the CVT belt would break, since it is not a serviceable item. Some have called it the "ticking time bomb".

After reading the discussion here, especially Delray's comments, I'm concerned I will not like the GT as much on long distance rides. I was hoping the GT would be as pleasant as the Burgman but with better suspension.

I've already looked at the Malossi and J.Costa variators, just in case, to see if they offer a solution to what may not even be my problem. Will see when I finally get to ride the GT.


Now then, I align quite well with all that posted here by Mr. Delray. I've had examples-of-ONE; whereas: he's had at least a couple of each. Since March, I've had privilege to do some long-term 'buy 'n try' on all of the Big 3. The '09 TMax 500 was my first foray into the maxis, followed by an
'18 GT, a '12 SilverWing ABS, and now....the big '18 Burgman Exec. I'll preface this post with my feelings that the Max is truly in a class all of it's own. This 12yo model remains superior in handling, suspension and brakes (yes, even over ABS). It lags in but one area, the smaller displacement engine has to wind-up a bit more than with the others. I'm certain that the latter 530/560 models would knock my socks off, LOL.

I put nearly 2K on the Beemer, and similar on the Honda, but I am merely 300 on the Suze. To me, the Honda shines in only one meaningful area, having the smoothest engine, throttle input, and engine braking. I'll also give it the nod to storage. Under-seat is a given, but the LH fairing pocket can hold the biggest foam cups the various stop-'n-robs sell, or Gator-Power-Ade bottles. (Staying hydrated is a MUST.) The RH pocket can handles gloves, a J-frame, or a disc-lock, among other things. The other two eat its lunch in power,( both overall, and roll-on) , handling (especially at parking lot speeds), and suspension. Truly, the old-girl is dated against its competitors.

Now then, the ONE main reason I didn't keep the GT. It was 'taxing' to ride. That engine had the characteristics of a Harley big-twin, LOL. Cold-blooded, needing up to a couple seconds of cranking to start. Then, that shucka-thucka-rumble-tumble idle, get the idea. It still had lots of presence on the road, at-speed. I had it serviced by a tech that's been working on the GT/Sport series since they were introduced. He said they are all like that, LOL. He sheepishly admitted to liking it because he RIDES a Harley big-twin, LOL. I love the high/forward mirrors like my Max, seat storage 2nd only to the Wing, fantastic trip computer, TPM, Euro style hi-beam winker, etc. Like ALL of these rides, the so-called backrest is nothing but a butt-bumper, and HAS to be removed for me to fit better. Of all of them, the three holes and rigid spars under the vinyl are thee most unsightly. Yes, even more so than the Wing, IMO. I also wondered why they couldn't put a more substantial tail-light array on it. That single brake lamp is nearly vestigal compared with the Hon/Suz.

My short-time on the big Burger is likely not quite the fair comparo. However, I certainly have some initial observations.

I removed the backrest, and it was so MUCH EASIER to do than on the other scoots. One little phillips screw as the retainer on the RH insertion tube. Once out, you only see two large, soft rubber grommets that don't look awful, nor poke you, as on the other two bikes. Plus, it provided the extra room needed to get my knees off of the dash, LOL. Indications seem to me being able to get by with just the application of my slip-on mesh seat cover screens that I got from asia on the bay. Those weren't entirely adequate for the Hon/BMW.

With shield maxed UP, I am not feeling the need for plugs around-town on one of my helmets, one I am beginning to prefer to my other. I will order a Saeng strip for it, too, and that may be as close to perfection for me as I dare. Parked at a mom-n-pop for dinner last night, and found a space where folding the mirrors in gave me extra peace of mind. Speaking of which, I amazed at how good they are, even though one has to glance downward to check. Healed over in a turn, I can still see what's rounding the lane beside me.

The engine braking is annoying, for sure. So, I am just braking later toward the stops than I would on my other bikes. Not to the point of being unsafe, I'm just not allowing for so much 'coasting' as I would/can with the Honda or Yam. Suspension remains one thing the GT will hold over this one. However, I'll gladly swap that for the smoothness of the Suze.
I've owned 3 Burgman Execs, and now I'm getting a C650GT. Haven't taken delivery yet, so hope I made a good choice. I can say for sure that the Burgman is incredibly relaxed on the Interstate. Quiet!! But man did it bust my butt when hitting expansion joints, potholes, railroad tracks, etc. I too was always conscious of the possibility that the CVT belt would break, since it is not a serviceable item. Some have called it the "ticking time bomb".

After reading the discussion here, especially Delray's comments, I'm concerned I will not like the GT as much on long distance rides. I was hoping the GT would be as pleasant as the Burgman but with better suspension.

I've already looked at the Malossi and J.Costa variators, just in case, to see if they offer a solution to what may not even be my problem. Will see when I finally get to ride the GT.

Replace the Windscreen with a good touring one, (I went with the CalSci and love it) and by all means get rid of the stock seat if you're going to do any serious riding (you've seen what I put on mine). This "bike" has been just as comfortable on touring rides than my wings, and when it comes to bad weather riding, these max scooters are way better at keeping you dry and warm.


I have owned the Honda Silverwing scooter, Burgman 650 scooter, and the BMW C650GT scooter. Best performance: BMW 650GT. Handles like a BMW. I didn't like the B650 scooter mainly because of the terrible electrically controlled CVT system. The Honda Silverwing and BMW both use a flyweight system to control the variable drive system. The Burgman uses an electric motor to control the CVT system. Overly complicated and VERY EXPENSIVE to repair. I'll go with the flyweight system very time due to it's simplicity, reliable designs, and easy to repair if needed.

My only dislike of the BMW was that I do all my repairs and found it impossible to obtain a shop manual for the scooter. In the end the cheaper maintenance, and availability of a shop manual for the Honda made me go back to the Honda. In some ways I miss the BMW but for the type of riding I do in the hills, on Forest Service roads and freeway riding the Honda FSC600 suits me. Besides the Burgman has a big butt.
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