

In the final installment of this series, we further improve the long distance touring capabilities and comfort of the F 650 GS with installation of an aftermarket suspension and a custom seat.

Touring Enhancements Install

Time Retail

Cost* 1. Progressive Rear Suspension (part #465-5017): The handling and carrying capacity of a long-

distance touring bike often requires an upgraded suspension. We chose the 465 series monoshock

from Progressive with its remote adjustable preload feature. 7.0 hrs $745.90 The most time-consuming aspect of replacing a monoshock is gaining access to, and removing,

the OEM shock. The rear wheel must be removed and the subframe tilted forward at an oblique

angle. The Haynes manual, acquired previously, was very helpful with this process. Tools Needed: An assortment of metric box-end wrenches, sockets, and a torque wrench for

installation of the new shock and reinstallation of other components. In addition to supporting the

rear of the bike, straps will be needed to hold the subframe at its acute angle while the new shock

is installed. Installation Tip: Disconnect the exhaust pipe and mufflers before elevating the rear subframe.

Installation instructions are also available on the Progressive website, www.progressivesuspension.com. 2. Progressive Front Suspension (part #11-1506): Progressive fork springs are designed to

increase resistance at a geometric rate as they are compressed. This generally allows smaller

road bumps to be absorbed without sacrificing the compression stiffness required for more

significant road abnormalities and cornering demands. 3.0 hrs $103.95 Remove the existing fork oil via the drain plug at the bottom of each fork. To remove the existing

springs, the fork cap must be compressed with a Phillips screwdriver while a small flat-blade

screwdriver is used to remove the cap’s retaining ring. Extract the tubular metal spacer and the

OEM fork spring. Insert the Progressive spring and spacer, add the prescribed amount and weight

of new fork oil, and reattach the fork cap and its retaining ring. Tools Needed: Screwdrivers, drain pan for old fork oil, and box-end wrenches. Installation Tip: Raise the front end of the bike so the fork tubes are at full extension; replace one

fork spring at a time. 3. Longo Custom Motorcycle Seat: There were two features of the OEM seat that made it

uncomfortable for a tall rider: (1) The relatively short distance between the footpeg and

the seat top caused the rider’s ankles to be at an uncomfortably acute angle when shifting

gears and actuating the rear brake pedal, and (2) the transition to the higher portion of

the rear seat pushed the rider too far forward to be comfortable. n/a $550.00 Instead of acquiring a name-brand aftermarket seat, we went to renowned custom seat

maker John Longo in Rockville, MD (phone: (301) 762-4373 website: www.johnlongo.net/).

John adjusted the seat’s configuration to that of the rider. Overall, the modified seat is

higher, allows more room for the rider to move forward and back, improves overall

support and comfort, and is attractively styled. Totals for Part IV 10.0 hrs $1,399.85 Part I (Purchase price of bike) n/a $4,400.00 Part II (Maintenance and basic touring upgrades) 20.0 hrs $1,542.80 Part III (Long-distance touring enhancements) 27.0 hrs $2,614.53 Total Investment 57.0 hrs $9,957.18

Final Thoughts

We’ve invested a total of 57 hours and $9,957.18 in our project bike, which rivals the cost of many new motorcycles. But most new motorcycles do not come equipped with a high-quality motorcycle touring seat, a GPS mount, panniers, top rack and case, tankbag, radar detector, high performance suspension, adjustable high-intensity auxiliary lights, rugged hand guards, crash bars, taller windshield, voltmeter, an additional fuse box, and the various other items that transformed this bike into a first-class touring motorcycle.

For a comparable cost comparison with a new bike, you would have to add the installation cost of all of our enhancements (which do not come with the new bike) to the purchase price of a new bike. If low cost is the primary objective over touring capability and comfort, a rider can always stop after adding the basic touring enhancements discussed in Part II. In addition, not everyone will prioritize and select the same enhancements we did, which will result in adjustments to the final cost figures.

Since we found a low-mileage used bike in excellent condition, we were able to obtain, arguably, a good-as-new machine at a fraction of the cost of a similar new motorcycle. By doing most of the installation work ourselves, we were able to achieve substantial additional savings on labor, which would otherwise increase the cost of building a project bike. We hope our readers have found this series useful food for thought on how they might approach building their own touring bikes.