bmw r 100 wiring loom routing

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1994 – 2004 BMW Motorcycle History

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Filed Under (BMW) by admin on 17-11-2010

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1994 brought many changes to BMW, most obviously by the introduction of the “R259″ series twins and the elimination of the old standby “Airhead” twins that had been BMW’s trademark for seven decades. While it is interesting to look at all the technologies introduced during the 1994 to 2004 time block, it is also exciting to look into what was going on as far as changes in BMW more esoteric than measurable. In this author’s opinion there were unspoken changes in BMW’s mindset and philosophy. BMW had forged it’s reputation for long lasting, simple machines built to the highest standards and quality; aimed at a dwindling, older (OK, Jeff, more mature) market of enthusiastic but eccentric riders. They built motorcycles that were easy for the owners to maintain and modify to fit their specific wants. BMW had always built their bikes their way; often it seemed like they did so in spite of what the younger and upwardly mobile riders were looking for. By 1994, the airhead was simply not a sellable motorcycle; the buying market was younger and wanted performance in line with what the Japanese products offered at much lower prices. The K 75/100 series that were so far ahead of their time in 1984 when they were introduced were also showing their age. No doubt, BMW knew this was coming many years before the new “Oil Head” was introduced. They knew that the riding community had reduced its mean age substantially. The younger riders had money to spend on a bike that had to be BMW, yet had to be totally more modern both in performance and in perception than what BMW had been selling. Thus, the R259 was born. The Birth of the R259 Twins The new BMW corporate mindset, if you will, was no longer concerned with selling motorcycles that would be handed down from one generation to the next, nor was BMW concerned about ease of maintenance with standard hand tools. Although the new bikes were still able to outlast the riders, the concern for building units to last a quarter-million miles was not so much in the forefront of the design. The new models would have to be powerful, fast, handle better than anything on the road; they would need to offer a standard of technology that the Japanese would never build. They should be complex pieces of rolling art. Most obvious, though, was that they would build a product aimed at an entirely new market of riders who would likely not be interested in maintaining the bikes themselves or really understanding the nuances of design. The new customers BMW was looking for were serious riders who were more interested in the fun and excitement of riding than they were in savoring the history of the older designs

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HARLEY DAVIDSON WIRE LOOM AND HORNS INSTALLATION INSTRUCTIONS

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Filed Under (Harley Davidson) by admin on 27-02-2012

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Remove the stock horn and bracket from the stud it is mounted to and unplug the 2 wires. Remove the seat. Route the end of the wire and hose loom without the connectors. Starting in front of the fuel valve, route this loom behind the valve, over the fuel line over the rear cylinder head along the existing wiring or hoses – if your model has any. Follow the frame to where the back bone and seat support rails come together. Route the loom up into the general area where the compressor will mount (i.e. see diagram). Attach the hose to the ‘Y’ connector on the horns themselves. Attach the two black wires from the loom to the relay terminals #87 and #30, located between the air horns behind chrome cover. Attach the wires from the original horn to the remaining terminals #85 and #86 (NOTE: it makes no difference which wire goes to which terminal). Attach the relay to the back of the horn bracket assembly or up under the fuel tank using the small cable tie provided. NOTE: the terminals must point downward to prevent water from entering the relay! Install the horn assembly using the 1/4″ thick chrome washer provided behind the horn mounting bracket. Use the original acorn nut and tighten securely. Check to see that the horns have at least 1/4″ clearance between the engine, shift linkage and choke knob. They should be horizontal or angle down at the front just slightly. Take any slack out of the loom, keeping it up against the frame and away from the engine or exhaust, using several of the small cable ties provided. COMPRESSOR MOUNTING AND WIRING Due to the vast differences in years and models, it is not possible to have one or two brackets that will fit all models. You may need to mount the compressor in a different position or find an alternative location, such as under one of the side covers. On 2001 and newer Tour models there is room in front of the battery to mount it horizontally. On 1997-2000 fuel injected models, under the front portion of the right hand side cover is an excellent location. On most Softtail models you can attach it to the frame tube behind the rear cylinder. On some models such as Sportsters there may not be a place to conceal the compressor; there is a chrome cover and cap available to dress it up for exposed mounting. (RIVCO part no #CMPCR) If mounting the compressor vertically as pictured, try to keep the end with the electrical terminals pointing downward. You can use the long cable ties provided to attach the compressor to the frame or an existing wiring loom. Once the compressor has been mounted securely, route the hose and one of the wires to it and connect the hose to the air outlet barb or fitting. Trim the wire and crimp on one of the female blade terminals and attach to the (+) terminal. Attach the white ground wire supplied to frame close enough to the compressor, so the wire will reach. Trim and crimp another female terminal to it. Attach this wire to the (-) ground terminal. The remaining black wire from the hose/wire loom goes to the battery (+) terminal through the fuse and holder provided. Trim the black wire allowing for the length and placement of the fuse holder. Crimp together and attach to the battery (+) terminal. Turn ignition on and test horns. Check wires and hoses for neat, secure routing and at least 1″ away from exhaust system. Reinstall seat etc.

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Integral ABS and ASC – new Riding Dynamic Control Systems for BMW Motorcycles

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Filed Under (BMW) by admin on 16-11-2010

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Entering its next generation, BMW Motorrad Integral ABS is taking a quantum leap in the process of evolution, advancing from a stand-alone solution acting only on the brakes into a fully networked all-round system. Offering the new generation of Integral ABS, BMW Motorrad provides the foundation for additional dynamic riding control systems with a reduction in technical requirements and features. And following the customer’s wishes, this new generation also opens up the option in future for further-reaching rider assistance functions. The first step in this direction is BMW Motorrad ASC Automatic Stability Control available as of 2007. This system serving to control drive spin on a production motorcycles is being introduced as an optional extra on the touring models in the BMW K and Boxer Series. Once again, therefore, BMW is acting as the pioneer in the introduction of advanced safety technologies on the motorcycle. This further enhances the leadership which BMW Motorrad has shown in the area of active safety for more than 15 years. Choosing the right development partner for both systems, BMW Motorrad obviously had to focus on that partner’s specific competence in control technology and the networking of functions within the vehicle. In recent years, major car suppliers have become aware of the technical challenges presented by the motorcycle with its specific riding dynamics and the growing potential for motorcycle control systems in the market. The decisive point in preselection of the development partner was the willingness and ability to develop specialised solutions suitable for use on BMW motorcycles. So taking this into account, joint development of the new generation of ABS brake technology started together with Continental-Teves in early 2003. Integral ABS. BMW Motorrad’s new Integral ABS technology has been developed separately from the previous system and the entire layout of the system has been newly conceived from the ground up. Capitalising on progress in technology in both hydraulics and electronics, the development engineers have succeeded in simplifying the architecture of the system while at the same time enhancing its functions to an even higher standard. The result is supreme stopping power and very short stopping distances even without electrical power assistance on the brakes.

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SUZUKI SV 1000 RADIATOR (COOLING SYSTEM) SERVICE MANUAL

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Filed Under (Suzuki) by admin on 26-02-2011

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FI SYSTEM MALFUNCTION CODE AND DEFECTIVE CONDITION MALFUNCTION CODE DETECTED ITEM DETECTED FAILURE CONDITION CHECK FOR COO NO FAULT C11 Camshaft position sen- sor The signal does not reach ECM for more than 3 sec . after receiving the starter signal . The camshaft position sensor wiring and mechanical parts (Camshaft position sensor, intake cam pin, wiring/coupler con- nection) C12 Crankshaft position sensor The signal does not reach ECM for more than 2 sec . after receiving the starter signal . The crankshaft position sensor wiring and mechanical parts (Crankshaft position sensor, wiring/coupler connection) C13 Intake air pressure sensor The sensor should produce following voltage . (0.50 V < sensor voltage < 4 .85 V) Without the above range, C13 is indicated. Intake air pressure sensor, wiring/coupler connection C14 Throttle position sen- sor The sensor should produce following voltage . (0.20 V < sensor voltage < 4 .80 V) Without the above range, C14 is indicated. Throttle position sensor, wiring/coupler connection C15 Engine coolant temperature sensor The sensor voltage should be the following. (0.15 V <_ sensor voltage < 4 .5 V) Without the above range, C15 is indicated. Engine coolant temperature sensor, wiring/coupler connection C21 Intake air temperature sensor The sensor voltage should be the following. (0.15 V < sensor voltage < 4 .5 V) Without the above range, C21 is indicated. Intake air temperature sensor, wiring/coupler connection C22 Atmospheric pressure sensor The sensor voltage should be the following. (0.50 V < sensor voltage < 4 .5 V) Without the above range, C22 is indicated. Atm. pressure sensor, wiring/coupler connection C23 Tip over sensor The sensor voltage should be the following for more than 2 sec . after ignition switch turns ON . (0 .20 V < sensor voltage < 4 .80 V) Without the above value, C23 is indicated. Tip over sensor, wiring/coupler connection C24 or C25 Ignition signalCrankshaft position sensor signal is produced and ECM determines the ignition signal but signal from ignition coil is interrupted continuous by 4 times or more. In this case, the code C24 or C25 is indicated. Ignition coil, wiring/coupler connection, power supply from the battery SERVICING INFORMATION 8 .3 C28 Secondary throttle valve actuator No operating voltage is supplied from the ECM, C28 is indicated. STVA can not operate. STVA lead wire/coupler, STVA C29 Secondary throttle valve position sensor The sensor should produce following voltage . (0.10 V < sensor voltage < 4 .90 V) Without the above range, C29 is indicated . Secondary throttle position sensor, wiring/coupler connection C31 Gear position signalGear position signal voltage should be higher than the following for more than 2 seconds. (Gear position switch voltage >_ 0 .6 V) Without the above value, C31 is indicated. Gear position sensor, wiring/coupler connection, gearshift cam, etc. C32 or C33 Fuel injector Crankshaft position sensor signal is produced and ECM determines the injection signal but fuel injection signal is interrupted continuous by 4 times or more. In this case, the code C32 or C33 is indicated. Injector, wiring/coupler connection, power supply to the injector C41 Fuel pump relay No voltage is applied to fuel pump although fuel pump relay is turned ON, or voltage is applied to fuel pump although fuel pump relay is turned OFF . Fuel pump relay, connecting lead, power source to fuel pump relay C42 Ignition switchIgnition switch signal is not input in the ECM . Ignition switch, lead wire/coupler C44 Heated oxygen sensor (HO2S) [For E-02, 19] During 02 feedback control, 02 sensor voltage is higher or lower than the specification . No signal is detected during engine operation or no electrical power is supplied from the battery . HO2S lead wire/coupler connection Battery voltage supply to the HO2S C49 PAIR control solenoid valve (PAIR valve) When no operating voltage is supplied from the ECM, C49 is indicated. PAIR valve can not operate. PAIR valve lead wire/coupler

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BMW R1200 RT World Sport Seat Heated Seat Installation Manual

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Filed Under (BMW) by admin on 26-10-2010

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Wire the heated seat(s) and heat controller(s) per the wiring diagram included in the heated seat(s) wiring kit. This wiring diagram is also available on our website at Use the photos below to locate the recommended switched relay wire connection point, and proceed to wire the heated seat(s) and controller(s) per the wiring diagram. IMPORTANT! The BMW R1200 RT motorcycle has a single wire system or CAN (Controller Area Network) bus electrical system. You must connect the heated seat’s switched relay wire to the BMW on-board accessory jack’s hot wire or another switched wire point within the accessory circuit. While there may be many other possible connection points within the accessory circuit, illustrated below is our recommended connection point. NOTE: As an alternative, Special “Y” jack splitters are available for adding additional accessory jacks to a single jack, available from Sargent (#AC-2063) or your local BMW dealer

BMW Heated Seat Wiring Instructions

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Filed Under (BMW) by admin on 28-10-2010

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1. Locate the battery. 2. Find an appropriate and convenient mounting location for the controller. NOTE: The heat controller has adhesive Velcro on the back for mounting on a flat surface. 3. Connect the components per the wiring diagram. Route and secure wires with electrical friction tape and/or wire ties. In this system, the relay control wire is designed to be connected/spliced to a IMPORTANT: “switched”wire such as a tail light, head light, etc. NOTE: For CANbussystembikes (see above), you MUST spliceor connect to anon-board accessory jack circuit. S T EA RELAY BATTERY 10 AMPFUSE HEAT CONTROLLER SPLICE INTO SWITCHED LINE (I.E. TAIL LIGHT OR ACC. JACK HOT LEAD) WIRING DIAGRAM SARGENT CYCLE PRODUCTS Chilliis a registered trademark of Calamander ltd. * BATTERY SIDE OF POWER CONNECTOR INDICATED WITH RED WRAPPING * IMPORTANT! Caution: Sargent’s limited warranty does not extend to any products damaged as a result of accident, misuse, abuse, normal wear and tear, acts of God or other circumstances beyond Sargent’s control, including loss or damage in transit by carrier, or as a result of service or modification by anyone other than Sargent.

BMW R 1200 C And R 850 C REPAIR MANUAL

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Filed Under (BMW) by admin on 22-11-2010

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BMW Inspection 1000 km/600 miles I -BMW Service II -BMW Inspection III -BMW Annual Service IV Reading out MoDiTeC fault memory (Inspections I, II, III and IV) • Remove the left air cleaner trim panel. • Connect MoDiTeC to diagnostic plug. • Read out the fault memory. • Perform any repair work indicated. Checking throttle cable play, adjusting if necessary (Inspections I and III) • Check throttle cable for free movement and freedom from abrasion or kinking; renew if neces- sary. • With the steering turned to various angles, open the throttle twistgrip fully and allow it to close again. • When released, the twistgrip must return to the closed position by itself. • Pull back the protective cap. • Preset throttle cable play with the engine cold to 1.5 mm (0.06 in). • Warm the engine up to its regular operating tem- perature. • Adjust throttle cable play to 0.5mm (0.02 in) Changing engine oil, renew oil filter element (Inspections I, II, III and IV) L Note: If the motorcycle is ridden only for short distances or outside temperatures are below 0°C (32°F): change the oil and renew the oil filter element every 3 months, but at least every 3 000 km (1 800 miles). • Change the oil while it is at regular operating temperature. • Remove screw plug. • Unscrew oil drain plug and drain off oil. • Fit new seal and screw in drain plug. • Use oil filter wrench, BMW No. 11 4 650 , to unscrew and remove the oil filter. • Coat sealing ring on new oil filter element with oil and screw in. • Add oil. • Insert and tighten the screw plug. • Check engine oil level with the motorcycle in a horizontal position; use the auxiliary stand, BMW No. 001550 . e Caution: Never add engine oil above the MAX mark. X Tightening torque: Oil filter………………………………………………… 11 Nm Oil drain plug………………………………………… 32 Nm Fill quantity for engine: With oil filter change.. 3.75 l (6.6 Imp. pints/3.96 US quarts) Without oil filter change.. 3.50 l (6.2 Imp. pints/3.69 US quarts) Oil volume between MIN and MAX marks……0.50 l (0.88 Imp. pint/0.52 US quart) Engine oil grade: Brand-name HD oil for four-stroke spark-ignition engine, API classifications SE, SF, SG; combination with CC or CD specification

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Suspension Basics for BMW Motorcycles

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Filed Under (BMW) by admin on 30-11-2010

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tires: Tires are the first part of any suspension system. The design of the tire and even the pressure you run can have a profound affect on the way your motorcycle handles. Stiff, low profile tires will give a sharper feel to the bike, as will higher tire pressures. Those of us who ride our GS’s off the road will decrease the tire pressure to about 50% of the street spec when we are in the dirt. The tire then becomes a very active part of the suspension, but will wallow like an old pig if not re-inflated when pressed back into pavement duty. It still surprises me when we have a customer complain that his BMW needs new shocks when they come in with nearly flat tires. It is possible that the best dollars-per- unit improvement you can make to your BMW may be in keeping the tires inflated. Chassis: There is not much that we can do about the chassis design, unless we are Troy the Welder, but it is a fact that different frames and swing arms flex differently and therefore are part of the suspension. On the Airheads, we often braced various parts of the frame and swing arms, resulting in improved handling that even mere mortals could appreciate. On the latest BMW’s it would take the likes of a Valentino Rossi to even notice if the parts were stiffened. Stiffer is not always better. One of the Japanese racing bike manufactures controls the stiffness of the frame in various areas to allow some flex for better handling. So, Mr. Rossi might not even like it if Troy stiffened his new BMW. Springs: Springs control the ride height of the motorcycle and the ability to allow for different loads. On most BMW’s there is a way to adjust the spring preload to some extent so that the ride can be optimized for a light rider or two-up operation with luggage. Dampers: Dampers control the speed and frequency at which the suspension operates by changing the kinetic (moving) energy to thermal (heat) energy. Without the damper, the suspension would oscillate as each movement occurred, resulting in decreased vehicle control. Dampers on BMW’s fall into two main groups. On airheads, older K bikes, F and G models, and the R1200 HP-2, the front dampers are integrated into the forks. On the rear of the above mentioned -3 – models, and on both ends of all the rest of the bikes, there is a more common shock absorber, around which the spring is located. The HP-2 uses an air spring and air dampened rear shock. Seat: OK, folks, this is here for my old buddy Jeff. We know that a seat isn’t part of suspension, but a bad one sure can make you miserable. We have sent dozens of seats to our friend Mike Harris for inexpensive mods that might improve your riding enjoyment more than any suspension changes you could make! Let us know if we can help you with this most important item

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HARLEY DAVIDSON FLSTF TURN SIGNAL RELOCATION KIT REMOVAL AND INSTALLATION MANUAL

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Filed Under (Harley Davidson) by admin on 24-02-2011

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REMOVAL 1. Remove seat according to the instructions in the Service Manual. To prevent accidental vehicle start-up, which could cause death or serious injury, disconnect battery cables (negative (-) cable first) before proceeding. (00307a) Disconnect negative (-) battery cable first. If positive (+) cable should contact ground with negative (-) cable connected, the resulting sparks can cause a battery explosion, which could result in death or serious injury. (00049a) 2. See Figure 1. Disconnect battery cables, negative (-) cable first. 2 1 is03242 1. Negative (-) cable 2. Tail lamp connector Figure 1. Negative Battery Cable and Tail Lamp Connector 3. See Figure 2. Remove two screws and tail lamp lens (1) from base (2). 2 1 is03243 1. Tail lamp lens 2. Tail lamp base Figure 2. Remove Tail Lamp Lens 4. See Figure 3. Using a Terminal Pick Tool (1), depress locking tabs and disconnect turn signal connectors (2- place) (2, 3) from circuit board. 5. Feed turn signal wiring and connector through opening in circuit board assembly and into rear wheel area. 6. See Figure 4. Remove turn signal wiring (1, 2) from clips (3) under rear of fender INSTALLATION NOTE Proper installation of kit requires that tasks be completed for one side of the motorcycle first before continuing to the opposite side. Route Turn Signal Wiring Through Rear Fender and Support 1. See Figure 5. Remove three rear screws (1) from fender support (2). 2. Loosen, but do not remove two front screws (3) from fender support. 1 3 2 is03285 1. Screw, rear (3) 2. Fender support 3. Screw, front (2) Figure 5. Fender Support Screws and Fender Support 3. Pull fender support away from rear fender to gain access to turn signal mount. 4. Remove stock screw and washer from turn signal mount. 5. See Figure 7. Pull turn signal (B) and turn signal mount (A) away from fender support. 6. Remove turn signal and wires from vehicle by routing turn signal wiring and connector through holes in rear fender and fender support. Gently guide wires through holes to ensure they do not get damaged. Feed Wiring and Install Relocation Bracket 1. See Figure 6. Feed turn signal wiring and connector through middle hole in turn signal relocation bracket and under rear of fender support. 1 is04635 1. Wire harness Figure 6. Wire Harness Routing 2. See Figure 7. Insert stock screw and washer through rear hole of relocation bracket (1) and turn signal mount (A). 3. Thread screw into turn signal (B). Tighten to 12-16 ft-lbs (16.3-21.7 Nm). 4. Align relocation bracket (1) with rear of fender support and install with screw (2) and nut (3) from kit. Tighten nut to 12-16 ft-lbs (16.3-21.7 Nm). Complete Turn Signal Relocation Wiring 1. See Figure 5. Install one rear screw (1) to hold fender support in place while routing wiring. Install screw snugly but do not fully tighten

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BMW Motorcycle F 650 GS/ F 800 GS Accessories

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Filed Under (BMW) by admin on 20-11-2010

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Stowage-equipment line Vario case, black, left 71 60 7 696 299 £184 / G Vario case, black, right 71 60 7 696 300 £185 / G (+) Case carrier for Vario case, including fasteners 71 60 7 696 301 £144 / G (+) Lock barrel, complete, for 2 cases 51 25 7 688 566 £20.80 / I (o) Lock barrel by code for vehicle and/or case matching locks (order 2x) 51 25 7 681 199 £33.59 (o) Lock-barrel set 51 25 7 698 202 £15.20 / I Liner for Vario case, left 71 60 7 687 610 £67 / I Liner for Vario case, right, and Vario topcase 71 60 7 687 611 £67 / I Vario topcase, black 71 60 7 696 302 £225 / I (+) Luggage rack, large, for Vario topcase (including adapter plate) 71 60 7 696 303 £64 / I (+) Lock barrel for topcase 51 25 7 688 568 £12.50 / I (o) Lock barrel by code for vehicle and/or case matching locks (order 1x) 51 25 7 681 199 £33.60 / I (o) Lock barrels for 2 cases and topcase 51 25 7 688 567 £29.10 / I Liner for Vario case, right, and Vario topcase 71 60 7 687 611 £67 / I Backrest pad for topcase 71 60 7 688 877 £45 / I Luggage carrier, small 71 60 7 701 810 £42.90 / G Tank rucksack, waterproof 71 60 7 711 240 £130 / I Enduro rear softbag 71 60 7 711 245 £35.90 / I Sport softbag, small, 19 l 71 60 7 694 117 £102 / I Sport softbag, large, 51 l 71 60 7 693 567 £139 / I Stuffbag, waterproof, 53 l 72 60 7 653 818 £90 / I Luggage strap with pull-tight buckle 72 60 2 304 808 £6.30 / E Bungee-cord spider 72 60 9 057 579 £3.95 / E Design line Spray-guard extension, rear 71 60 7 695 031 £24.20 / I Sound components Akrapović sports silencer 71 60 7 713 339 *1 £475 / G Ergonomics and comfort line Windscreen, large, tinted 71 60 7 713 834 *1 £138 / I Windscreen, large, clear (standard for F 800 GS) 71 60 7 713 833 £127 / I Windscreen, small, clear (standard for F 650 GS) 71 60 7 713 296 £87 / I Centre stand (F 650 GS) 46 52 7 700 864 *2 £83 / I Centre stand (F 800 GS) 46 52 7 700 049 *2 £91.50 / I (+) Fasteners for centre stand (F 650 GS + F 800 GS) 71 60 7 706 738 £24.90 / I Seat, low, black, 790 mm (F 650 GS), 850 mm ( F 800 GS) 52 53 7 695 013 £174 / I Heated handlebar grips and switches (see electronic parts catalogue) Navigation and communication components BMW Motorrad Navigator III plus 2008 72 60 7 716 116 *1 £650 / I (+) Holder for BMW Motorrad Navigator 71 60 7 697 785 £45.80 / E (+) Securing screw (order 4 of) 32 71 7 652 161 £4.55 / I Connecting cable for BMW Motorrad Navigator 71 60 7 686 670 £55 / E TMC module for BMW Motorrad Navigator 72 60 7 702 687 *1/3 £111 / E Car kit for BMW Motorrad Navigator 72 60 7 703 996 *3 £60.50 / E Navigator carry-bag function 71 60 7 683 161 £49 / I Safety line Hand-protector bar 71 60 7 716 043 £57 / I (+) Countersunk-head screw (order 2 of) 32 71 7 712 836 £3.34 / E Hand protector, small 71 60 7 705 963 £19.50 / I Hand protector, large 71 60 7 715 135 £23.10 / I Protector-mounted spoiler for hand protector, large 71 60 7 705 964 £15.20 / I Crash bar, left 71 60 7 699 437 £104 / I Crash bar, right 71 60 7 699 438 £104 / I (+) Fasteners for crash bar 71 60 7 702 395

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