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You posted at f650.com & WPoll provided answers & links

The majority of the dash lamps are directly driven from neutral/high beam/BMSC so are independent of the dash electronics

The dash...

There was no recall, it was handled by TSB & all year models were affected by chafing round shock adjuster, the chafing round steering head & radiator affects all year models

There are dual spark...

I would suggest you get the single spark wiring diagrams from F650.com FAQ or look around the web for the BMW SLP 2.2 CD of wiring diagrams

Perhaps clarifying whether the bike is single spark or dual spark would be in order, the pics of the electrical box suggest it is a single spark which did not have hazard flasher & the black 3 pin...

No, it can be mounted upside down, others have done it, it is also adjustable in height to set reserve level

The 1st on is the wiring for the heated grip elements, the 2nd is the connector for hazards on a dual spark, the 3rd is normally the connection for kill switch

When the switch in the fuel tank is mounted upside down it will give the issue you are reporting

Whoever told you turning off the ignition for 10 mins resets the BMSCII has been led astray, it is an urban myth, there are a No of youtube videos leading people astray

Disgusting SPAM promoting useless devices

The info you posted indicates a complete loss of power as dash & lights were involved involved hence no fault codes so look beyond the engine ECU as the problem

It may well be a failing capacitor in the dash which is a known problem with the dash assemblies on the F800/R1200R models, a relatively low cost repair

Overall reading fault codes is the smallest part of diagnosing a vehicle & so while it seems cheap to put together it is also so limited it really is not very useful & the risks in purchase of the...

The alternative is a brake line pressure switch, have done it on a mate's Husky Terra & it works OK, I did not source the switch though, he sourced the switch

Most data is in external EEPROM, short term info held in registers between ignition off/on cycles, ECU programming history is in external EEPROM



Yes that is correct, it has not been updated...

Google will provide sources of Vendor Tools, look around the BMW car forums as well, the tools are the same, processor is Motorola/Freescale 68000, see here

Vendor tools & understand those wanting to modify BMS-CII firmware cant remove EEPROM as it is in the processor IC, they have to use diags port to modify firmware

Dont waste time opening up a BMS-C without looking at the tools available, the tools are on line but not for discussion on this forum, look for BMW Factory Tools

The info at f650.com re the 650GS BMS-C firmware was written at a time dealers & owners were trying to understand the new "learning" ECU's, it is full of mis information & some is complete BS such as...

No worries, when we do diagnostics we hook up a charger/power supply & have cables in the tool box ready to hook up, where the bike has no socket it is a pain

With the G Series the wiring harness...

Charging via the accessory socket is normal & always has been on BMW models it also applies to modern CAN-BUS models, using pig tails is not

The Accessory Socket plugs to make cables are available...

Yes I am well aware of the ODO value storage aspect but I am sceptical re the change in ODO pulse count as there is different firmware for Miles & KM's

It is also odd that it does not allow for...

As far as we were able to determine J1 only changes clock between 12 & 24 Hour display, have you actually confirmed your change ?

The BMS-C is designed from the ground up to change firmware via the Diags port, doing it by opening up the BMS-C is not the way of doing it regardless of expertise

Which version do you want to...

Which link on the pcb did you close ?

Firmware for the BMS-C is updated to later versions only by BMW Dealer Diagnostics/Programming system, f650.com did link to Roberto's old info but there were errors in the info & that is not...