Recent Posts

11

GS-911 / Re: TPM Retrofit for 2025 R12S

« Last post by key on November 18, 2025, 06:55:46 PM »

Very interesting, thanks.  Had no idea something like this existed.  I've been wondering how it was that an independent entity managed to obtain access to BMW's server in Germany.  Makes sense now.

Just for grins, I looked at what information is requested on the application form.  It unfortunately requires a business license, so no love for individuals like myself.  However, perhaps this provides some path for the HEX or Motoscan developers to incorporate coding for late model bikes that use secure gateways.

12

GS-911 / Re: TPM Retrofit for 2025 R12S

« Last post by botus on November 18, 2025, 03:08:57 PM »

its now mandatory that access to German servers by third parties is possible - USA is in front of most other countries and you can buy access (if you have decent kit) I believe for one of use at around $30 for 24hrs  https://aos.bmwgroup.com/

I guess this company do it so often they have it set up to work - the bigger issues is the software they used and the connection to the bike - I guess some how they connected to base and used that to talk more easily your end...

https://aos.bmwgroup.com/

not heard of this car based setup

https://www.bmwofmacon.com/blog/2024/march/19/how-does-bmw-remote-diagnosis-work-bmw-service-center-macon.htm

13

GS-911 / Re: TPM Retrofit for 2025 R12S

« Last post by key on November 18, 2025, 05:49:36 AM »

Yes, thank you for your reply.  And a big fight it was...

Managed to get it working with the help of an independent company that provides coding services for BMW automobiles.  I stumbled upon their website as I was researching what the coding process actually entails.  It doesn't appear they routinely deal with motorcycles, but on a lark I sent them a query to see if they could help.  Turns out they could, as many elements of BMW’s software are common to both cars and bikes.

The company is physically located in New Jersey, but they can work remotely via a software package installed on either a Mac or a Windows laptop.  All I needed was a bit of software they provided along with an Ethernet cable to connect the laptop to the OBD2 port on the bike.

Here’s a list of the required equipment: GS-911 or Motoscan, Ethernet-to-OBD2 cable, USB-C to Ethernet adapter, 36315A74AF2 tire pressure sensors, and a tire pressure sensor wake-up tool.  Note that you’ll also need new valve stems (BMW part number 36317108181) and screws (part number 36319829827) to attach the sensors to the valve stems.

Once my bike was talking to the company’s server in NJ, the programming change was made in less than 10 minutes, and my bike was then configured exactly as it would have been if the TPM option had been installed at the factory.

At this point I was able to awaken the new tire pressure sensors and use the GS-911 to “learn” their ID numbers to the bike (Motoscan can do this step as well).  As reported by GS-911, the XSLZ03 controller’s configuration now showed the front and rear sensor numbers.  After a short ride to coerce the sensors into transmitting data, the pressures appeared on the bike's display just as pretty as you please.  It works!

So a TPM retrofit can be performed on the late-model bikes by the end-user, but it’s neither easy nor inexpensive.

It would be far more cost effective to order this option from the factory at the time the bike is built.  As ordered from the factory, this is about a $300 option.  This is almost exactly what I spent on the sensors, valve stems, and screws.  But on top of this, there is an extra expense for coding services and the required adapters to connect the bike to a laptop.  Although I tried to work with my dealer to get this option added to my bike when my order was placed, the bike arrived without it.  Once it becomes a retrofit, it gonna cost you more regardless of whether you do it yourself or have the dealer do it (the dealer will charge you for the coding service as well).

Nonetheless, I’m glad I did this and hope it provides some help and encouragement to anyone that may be looking to do the same.

14

GS-911 / Re: Bleed function available for K1200s with integral brakes?

« Last post by botus on November 17, 2025, 05:38:39 PM »

what age is the bike ?

it was only after the third iteration of BMW anti-lock brakes they became normal and worth bothering with, sharing the same module as most cars use - although the article below suggest the third iteration was really the fourth (which is news to me...)

either way they made a hideous mess up of naming conventions - which puts the entire BM biker world in a muddle up

if its anything other than integral-ABSII  just chuck it in a skip where it belongs.   later K1200's got updates circa 2005 and I believe were some of the earliest BMW ABS2 bikes made - the R1200GS got it late 2006 for MY2007

if yours is a K40 - K44 ABS2 bike - all the bleed options should be there - which software version is your tool running and do you have a RED GS911 tool ?

https://www.realoem.com/bmw/en/showparts?id=0581-EUR-09-2005-K40-BMW-K_1200_S_0581,0591_&diagId=34_1605


this link discusses how to fiddle with the disastrous early ABS rubbish (and his ABS2 is not actually "ABS2" as fitted to ALL K1300s but the second (but he calls third) version of utter rubbish BMW peddled on early K1200s from 2002 to 2004)

https://largiader.com/abs/absfault.html

15

GS-911 / Re: R1300GS Fault Code

« Last post by botus on November 17, 2025, 12:58:55 PM »

it maybe due to BMW moving their late 2024 (MY2025) bikes, onto a 5 year old car world anti-tamper idea - and may never be possible

it was clearly written by Ruan in his reply above - and later clarity added here https://www.hexgs911.com/faq/why-cant-i-code-my-r1300gs-instrument-cluster/ the article gives more info as to the agro its created - the official term for this nuisance is secure gateway access - which means its all encrypted mumbo jumbo - and it ONLY unravels into something usable when its phoning home to germany - which is why dealers are able to help - if they can be bothered

16

GS-911 / Re: TPM Retrofit for 2025 R12S

« Last post by botus on November 17, 2025, 12:40:37 PM »

check this point from HEX (impacting bikes from 2024 onwards) and my extras as to why it likely could be a bigger fight than you are thinking, if yours is the newer setup

at that rate dealer retrofit might be the way - if they ever offered it

https://www.hexgs911.com/faq/why-cant-i-code-my-r1300gs-instrument-cluster/

With the introduction of the new R1300GS/A and R12/nineT/GS, BMW has changed the internal CAN Bus layout and interconnections between different functions so that the Body Domain Controller now serves as the gateway to the internal diagnostics for the vehicle. In addition, they have also changed how controllers are coded in that coding of a controller now happens through a series of encryption and decryption steps. This is known as coding v2.0 and logically poses a challenge to any 3rd party tools that want to make arbitrary changes on a controller in order to allow custom functionality. As far as we can establish, coding v2.0 requires communication with the BMW server in Germany in order to change a controller's configuration. Therefore, it is currently impossible to change the configuration in e.g. the Instrument Cluster or the Body Controller, from within a standalone tool.

cars - and now it seems bikes - are all moving to secure gateways - Manufacturers are keen to prevent any unauthorised modifications. With secure gateway access, only authorised individuals or technicians are granted the ability to make changes to the vehicle's software or configurations. This measure aids in preventing unauthorised modifications that could lead to malfunctions, performance issues, or potential safety risks.

BMW cars are far more advanced down this route - it comes with two main drivers

A) vehicle theft and fitting of used parts on other vehicles
on the theft side - in car entertainment idrive headunits for the last 4 years are now programmed to self destruct if you try to fit on other vehicles - What's new - Cross-exchange and component theft protection

With the introduction of the I20 and the following models, component theft protection was introduced.
This is achieved by coupling the components to the vehicle's central control unit.
The following components are currently combined: Gear selector, iDrive controller, BZM, the head unit, airbag unit and radar sensor.
If one or more of the protected components is replaced, the connection with the central control unit must be reinitialised.
This is done with the help of Secure Tokens.
The necessary tokens are provided by the BMW backend system when the replaced component is a new part.
Components that have been removed from other vehicles (cross-exchange) do not generate a token.


B) subscription services for add-on features 
things like heated seats can be bought for monthly use in the winter - because this is a revenue stream for BMW, they need to stop people just enabling with a tick box using third party tools
https://www.bmw.co.uk/en/shop/ls/dp/Seat_Heating_SFA_gb

Activation after purchase is quick and easy using over-the-air download:

    Add the ConnectedDrive upgrade to your shopping cart. Enter your payment details and confirm the purchase.
    You will receive an email confirmation after we check your contract.
    The service is then activated in your vehicle – or at the latest the next time you drive your BMW for a longer time (some services also require manual activation in the vehicle). This process may take several minutes.
    If the service has not been activated by the end of your drive, please do the following:

    Use the BMW ConnectedDrive Store in your vehicle to check if it is online. To activate services, the BMW ConnectedDrive Store in your vehicle must be connected to the internet.
    Use the BMW ConnectedDrive Store in your vehicle to check if it is activated. If it shows the status “In activation” for more than 3 days, please contact ConnectedDrive Customer Support.

17

GS-911 / Re: Throttle valve 1 calibration: not completed

« Last post by botus on November 17, 2025, 12:33:58 PM »

yes - of course

18

ezCAN / EZCAN COMPATIBILITY

« Last post by SILVERBACK TOURS on November 15, 2025, 02:03:52 PM »

Hi
Does anyone know or has tried this?
Does a controller from the 1200/1250’s work on a 1300gs with the correct harness adapter??
Are they completely different?
I have upgraded my bike and want to swap light over
Many thanks

19

GS-911 / Re: Throttle valve 1 calibration: not completed

« Last post by maxninet on November 13, 2025, 09:08:12 AM »

the above is not applicable to cable actuated throttle like 2017 R nineT.

its only for later ride by wire models

20

GS-911 / Re: Throttle valve 1 calibration: not completed

« Last post by botus on November 13, 2025, 07:42:22 AM »

2017 - R ninet

all attempts to "Reset the adaptation values for the throttle twistgrip sensor" are unsuccessful.

not sure why I never mentioned previously - there is a TIPS document for wires never clipped into the multiplug housing on the wires to the twist grip - affected loads of different BM modules basically they forgot to make the looms with enough care and some pins are falling out so never connect up fully when the two sections go together


Doc release date 8/3/2021_DIAGNOSING SHORT CIRCUIT FAULTS FOR ELECTRONIC THROTTLE


SIB 61 08 21

DIAGNOSING SHORT CIRCUIT FAULTS FOR ELECTRONIC THROTTLE
2021-07-13
MODEL
E-Series Model Description
K08 C 400 GT
K09 C 400 X
K21/11, K22/11, K23/11,
K33/11
R nine T, Pure, Scrambler, Urban G/S
K34 R 18 and R 18 Classic
K46/13, K67 S 1000 RR
K47/11, K63 S 1000 R
K48, K48/11, K48/12 K 1600 GT/GTL
K49, K69 S 1000 XR
K50 K50/11 K50/12 R 1200 GS, R 1250 GS
K51 K51/11 R 1200 GS Adventure, R 1250 GS Adventure
K52 K52/11 R 1200 RT, R 1250 RT
K53 K53/11 R 1200 R, R 1250 R
K54 K54/11 R 1200 RS, R 1250 RS
K60 HP4 Race
K61 K 1600 B
K66 M 1000 RR
K80 F 750 GS
K81 F 850 GS
K82 F 850 GS Adventure
K83 F 900 R
K84 F 900 XR

SITUATION
When diagnosing fault codes below, technicians erroneously condemn the electronic throttle grip, which analyses show is rarely the culprit.
0x3A13D7 throttle grip sensor, short circuit to ground (duct 1)
0x3A13D9 throttle grip sensor, short circuit to ground (duct 2)
When either or both of these faults are triggered, the vehicle goes into emergency operation and a fault message appears in the instrument cluster.
These faults are often sporadic or not permanent and a faulty plug connection can often cause this condition.

PROCEDURE
When diagnosing the cause of these fault codes, perform a guided diagnosis with ISTA.
During the guided diagnosis, one of the steps is checking the plug connection S177*1B to the electronic throttle; this plug connection should be examined closely.