Bmwgr650gt
Member
What is the deference between 2012 and 2016+ models in the transmission ? I see a big difference in acceleration and mostly from stopped !!!
Transmission upgrade after 2016 models
- Thread starter Bmwgr650gt
- Start date
Delray
Well-known member
From BMW (answer to your question in "Technology" section):
2016+ MODELS
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 accelerating.
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.
TECHNOLOGY
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).
2016+ MODELS
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 accelerating.
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.
TECHNOLOGY
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).
Delray
Well-known member
That actually may have been the factory press release ;o). I remember copying + pasting for future reference.Mike, you almost sound like the factory press release
RollaCosta
Active member
They really sorted CVT in these puppies. As usual, slightly lighter rollers can help a bit more, and you get them lighter when they wear naturally ha ha…
Now mine is worn so I shall install J.Costa with 25g rollers soon and let you know.
Now mine is worn so I shall install J.Costa with 25g rollers soon and let you know.
RollaCosta
Active member
OK the J.Costa with 25g is bearable, some higher revving did happen before the belt wore in properly and settled. Now it is probably 600 rpm higher than stock CVT but why I am seeing 4.5L/100km ? It was 4.6 before, hmm. It kind go goads you into more sportier ride, but not too distracting. I would certainly NOT suggest simply using what J.Costa PRO comes with, 21.5g rollers which will whine at 7000rpm as far as vendor advice goes. Crazy.
The J.Costa formula is +200 rpm for any -0.5g of the rollers.
Or -200 rpm for each +0.5g increase of the rollers
Base design at 7000 rpms - for racing.
I have added 3.5g to the rollers J.Costa came with (by buying a 25g set) so it means 3.5 / 0.5 = 7 steps of 200 rpms, so 7000 - 1400 = 5600 where I am at.
They did write that stock OEM CVT runs at 5000.
So, given the total cost - I would not recommend buying J.Costa just for your normal ride, it is probably suited for Italian racing games where you bet your scoot on the win. And who cares for rpms then?...
The J.Costa formula is +200 rpm for any -0.5g of the rollers.
Or -200 rpm for each +0.5g increase of the rollers
Base design at 7000 rpms - for racing.
I have added 3.5g to the rollers J.Costa came with (by buying a 25g set) so it means 3.5 / 0.5 = 7 steps of 200 rpms, so 7000 - 1400 = 5600 where I am at.
They did write that stock OEM CVT runs at 5000.
So, given the total cost - I would not recommend buying J.Costa just for your normal ride, it is probably suited for Italian racing games where you bet your scoot on the win. And who cares for rpms then?...
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RollaCosta
Active member
My 2017 CVT had 43g rollers upon weighing.
At next round (+20kkm) I will put 43g Dr.Pulleys into stock CVT.
At next round (+20kkm) I will put 43g Dr.Pulleys into stock CVT.