The spark plug replacement interval should be 20,000 mile for standard plugs over twice that for Iridium plugs. 2012+ 650s come stock with Iridium plugs.
The spec for the rear sprocket nuts is 43.5lb-ft or 60Nm. I disagree with it. People have stripped nuts and broken studs using it. The generic chart for 10mm hardened bolts says 36lb-ft or 50Nm. Rich Desmond of Sonic Springs uses 30lb-ft or 40Nm with no problems.
The spec on the front sprocket nut on the Vee is 83lb-ft or 115Nm. That seems fine. The spec on the exact same nut on the DL650 is 105lb-ft or 145Nm, which is way high.
In the same vein, the spec on the 8mm bolts that connect the engine mount hanger to the frame is 16.5lb-ft or 23Nm on the Vee which is a good value. The spec on the same bolts on the 650 is 25.5lb-ft or 35Nm, which has broken bolts and stripped frame threads.
Stainless steel nuts on SS engine mounts, the SS swingarm pivot and the SS rear axle have a tendency to gall. Use anti seize on the threads to prevent problems and reduce the torque to 80% of the spec to account for the lubrication effect. For example the 72.5lb-ft or 100Nm spec'd for the rear axle nut becomes 58lb-ft or 80Nm.
There is a misplaced connection dot in the fuse box of wiring diagrams I've seen for K4 and K5 DL1000s. The K3 was okay. I've put a green dot where the connection appears in the manual. That spot should be a crossover. The connection should be where I've added a red dot. (on the left for the colorblind). The common wire feed to those fuses should be the orange wire.
The 2012 and later DL650 wiring diagram at the tail light connector is wrong. It should show W/B-W/B and Br-Gr.
In the DL650 service manual the following error occurs.
"If the TP sensor output voltage is out of specification, turn the
fast idle adjusting screw and adjust the output voltage to
TP sensor output voltage: 1.21 V
(Red - B/Br)"
Actually, Red - B/Br is the input side. It will always read 4.5-5.5V. The output side is P/W - B/Br as shown on pages 4-30 and 9-50
In the service manual for the 650 regarding coolant capacity:
Reserve Approx. 250 ml
tank side (0.53 US/0.44 lmp qt)
Engine Approx. 1650 ml
side (3.49 US/2.90 lmp qt)
You see the problem? The US measures are over twice the metric measures.
250ml is actually 0.264 US quarts 0.220 Imp quarts
1650ml is actually 1.74 US quarts 1.45 Imp quarts
For the 1000
2200ml(2.3/1.9 US/Imperial oz)
Which are good numbers for quarts instead of ounces.
Just a tad under 2 us qts for both models will do it.
Oil capacity numbers also can be a little strange. For example, the Glee takes 100ml more without a filter, due to the heat exchanger behind the filter, than the Wee's 2300ml. However, it only takes 50ml more than the Wee's 2700ml including filter even though the filters are the same. The kicker is both are listed as 2.9qts with the filter. I just get close by measurement and top off using the glass.
On the DL650 the '07 and up addendum's periodic maintenance chart on page 13-11, the I for inspect for valve clearance is in the 11,000 mile column. Notice the spacing of the marks in the boxes are not uniform. The 11k box has both a dash indicating skip and an I indicating inspect while there is no mark in the 14.5k box. The interval is still 14.5k miles. The spacings on some other lines is also not uniform but the valve check is the only one so bad it changes boxes.
All the service manuals say the regulated voltage should be 14.0-15.5V. 13.4V-14.8V is a better range.
The horn switch breaks the ground/earth side of the horn wiring on 650s only, not the hot/live http://www.vstrom.info/Smf/index.php/topic,3541.0.html
The 2008 and later DL650s, including the 2012 and later models, have 400W charging systems, not 375W.
The 2012 and probably later 650 wiring diagram crosses colors at the tail light connector. It should read W/B goes to W/B for the brake light, B/W goes to B/W for ground and brown goes to gray for tail and license light..