SUZUKI DR650 MAINTENANCE & MODIFICATIONS (FIRST 40,000 KM)

This entry is going to serve as an extensive maintenance log for my Suzuki DR650 including modifications made before and during the trip. I bought the bike almost new with 1,500 Km on the odometer and the first official service had just been completed by the dealer (2010 model). From here the modifications began...

The previous owner had been so good to already...

-          Beef up the suspension with a heavier rear spring (Procycle blue) and intimidators in the front.

-          Installed a touring screen.

-          Added Bark-busters.

-          Mounted a B&B bash-plate.

-          FMF exhaust pipe.

-          Counter-shaft retaining seal.

-          And some Renthal bars.

The bike also had slightly altered gearing with a larger rear sprocket (lower top speed).

Picking up my baby with only 1,500 k's on the clock!

Before the trip I sold my car and used just the bike for a few months bringing the kilometre stand up to 6,000 Km. In that time I installed the following modifications:

-          30 L safari tank (in the meantime it holds around 34 L).

-          Tank filter sock.

-          Happy trail rack and panniers.

-          Wolfman tank bag.

-          Wolfman side bags.

-          Wolfman fender pouch.

-          Braided brake lines front and rear (totally unnecessary for overland travel).

-          Garmin GPS.

-          12V socket and 5V USB charging ports.

-          Go cruise throttle lock.

-          Procycle seat with sheep-skin.

-          Extended fuel screw (carb idle).

-          Tool-tube (to carry my tool kit).

-          Scott oiler (chain lubricating system).

-          Heavy duty tubes front and rear.

-          Magnetic sump plug.

-          Motech centre stand (extremely useful for ferries).

So shiny and clean... we'll have to take care of that...

The first shakedown for the bike and gear, here I learnt I wouldn't be riding around the world with a backpack!

Before departure the following maintenance was conducted (odo stood at 6,000 Km):

-          Oil & filter change.

-          NSU screw loctite.

-          Air filter clean.

-          Valve clearance check.

-          General checks on all working parts.

Practicing changing tires with the small tool kit I would be taking on the trip.

Final shakedown trip with my dad, just a few days before departure.

At odometer stand of 8,500 Km the counter-shaft seal failed and I replaced it with a spare in a campsite whilst still in Australia. At 9,000 Km the starter switch failed along with 2 indicators and I push started the bike until I reached Darwin, 10,500 Km. Here I replaced it with a new genuine switch from Suzuki ($120) and 2 new indicators.

Whilst my mate Tom frolicked around in the pool I was doing repairs in the 35 degree heat!

Testing to make sure the counter-shaft seal had stopped leaking. With a Domino's pizza strapped to the back!

Maintenance conducted in Darwin at 10,500 Km:

-          Oil & filter change.

-          New front brake pads.

-          Air filter clean.

-          General checks on all working parts.

Using my mate Brenton's car port for maintenance.

Odo stand 12,800 Km (Indonesia), the original trail wing rear tire was absolutely flogged and I replaced it with a brand new D606 knobby off road tire. Odo stand 14,000 the front brake pads were toast (that’s right, lasted only 3,500 Km in Indonesia), metal on metal... improvised by cutting down car brake pads and adapting them to my calipers.

DIY in Asia is usually the safest way about it...

My new car brake pads... from now on I'm carrying spares!

Kilometre stand at 16,000 the following maintenance was conducted (Malaysia):

-          Oil change.

-          New front brake pads.

-          Air filter clean.

-          Lubricated and cleaned all moving cables and joints.

-          General checks on all working parts.

In Malaysia the first thing was a BIG clean!

Here I bought new front and rear tires and carried them on-wards planning on mounting them in Myanmar (another few thousand K’s away). By now the USB charging ports had stopped working and I was using USB adaptors with the 12V socket.

At 18,000 Km I replaced the front sprocket (still original rear sprocket and chain) and at 20,000 Km an oil and filter change. At 24,000 Km the front brake line developed a hole as it rubbed against the front brake disc. 25,000 Km I replaced the front brake line with an aftermarket one sourced in Delhi (India).

New front sprocket, going with the 2 fronts to 1 rear chain wear strategy.

Front brake line failed since the braided line was able to move and got caught on the disc brake.

25,000 Km maintenance conducted:

-          Oil change.

-          Air filter clean.

-          Replaced front and rear tires with brand new ones (Front had lasted 25,000, rear 9,000).

-          Replaced front wheel bearings (the wheel had started to wobble, totally wrecked from mud).

-          General checks on all working parts.

Without these guys I'd probably still be in India looking for a brake line!

At 26,000 Km the horn stopped working, which I replaced at 27,000 Km in Lahore (Pakistan). And around the 30,000 Km mark the top plastic chain guard snapped off which I have not replaced since.

33,000 Km maintenance conducted:

-          Oil & filter change.

-          New front brake pads.

-          General checks on all working parts.

The bike also acts as a washing line, chopping board and dinner table most nights!

Replacing my brake pads in Iran, this was a rad campsite!

Around 35,000 Km a taxi rear-ended me in Istanbul (Turkey) and bent the rack and panniers which I fixed later on in Germany.

If you look closely you'll notice the right pannier is bent inwards and is totally on the piss!

38,000 Km maintenance conducted:

-          New set of chain and sprockets (front and rear, back to standard gearing).

-          Replaced rear wheel and hub bearings (just a precaution).

-          Replaced the front brake line with an original Suzuki line.

-          New spark plugs (just a precaution).

-          New fuel lines and fuel filters (the Safari lines were cracking).

-          Rear rack bent back in place and welded.

-          Carburetor stripped and cleaned (float bowl had gotten stuck twice on the journey).

-          Air filter clean.

-          Lubrication of all cables and moving parts.

-          Valve clearance check (all perfect still).

-          General checks on all working parts.

I was lucky to get a lot of help fixing the bike once in Germany!

Doing as much as possible at once... that way South America will hopefully go relatively smoothly.

Surprisingly clean for 40,000 km but a good clean has done wonders.

40,000 Km maintenance conducted (prior shipment to South America):

-          New front and rear Heidenau K60 tires (Trail wings - Front was at 50% and rear had lasted 15,000 Km).

-          Oil & filter change.

-          New front fender (purely for sexiness).

A few things that I will do before shipping if time permits:

-          Rear shock service (re-gas and fresh oil).

-          Re-grease swing-arm and steering head bearings.

-          Cut and weld foot pegs to lower them by 1 inch.

That’s where I am currently at, with the second leg of the journey I am expecting to cover another 40,000 Km so it will be interesting to see if the piston and rings last the entire trip! To summarise a little...

Tires: The original Trail Wings lasted front: 25,000 Km and rear 12,800 Km. The rear D606 then lasted 12,200 Km (fantastic for a knobby). The next rear Trail Wing lasted 15,000 Km and the front was prematurely changed out for Heidnau K60’s. I rode with Trail Wings for most of the journey as in Asia you can’t be that picky with tire types (ie. I had no choice)!

The original chain lasted 38,000 Km with the front sprocket changed out at 18,000 Km, it was well and truly rooted by that point.

Brake pads: Front changed at 10,500, 14,000 (car pads), 16,000, 33,000 Km. Rear are still the original ones.

I’ll do another one of these at the end of the trip but hopefully that gives some insight into the maintenance required for the DR650. I chose the bike for its simplicity and I wouldn’t have it any other way for an overland journey through remote and under-developed countries! (There is obviously other bikes that are just as good for this and the maintenance will be similar.)

Some additional remarks for the wear and tear of the bike. It is loaded with a total of 25-30 Kg on the rear (that includes the weight of the panniers) and is far heavier when full of fuel (an additional 20 Kg over stock). On the other hand I only weigh ~70 Kg so the bike is definitely not over-laden. The engine has had a relatively easy life considering it has not had many cold starts however all the running gear has been exposed to extremely bad roads and lots of dusty conditions due to all the camping and exploration ‘detours’ I have done along the way!

The most amazing places were usually away from the cities and highways...

Wrong tires, fully loaded... but a whole lot of fun! Crossing Iran..

Hoping for many more wonderful K’s with my beautiful donkey!