Crankshaft Position Sensor

The 650GS has a single sensor to determine the rotational speed, crankshaft position and the stroke.
The sensor operates onto the flywheel instead of a camshaft as per some other designs. The BMSC engine
management ECU measures variations in engine rotational acceleration to distinguish between the exhaust
and compression strokes. The crankshaft slows down approaching the top of the compression stroke.
BMW describe the sensor as a magnetic sensor rather than a hall effect sensor in the workshop manual.
The signals generated by the sensor are very small pulses which are difficult to measure with any low cost
traditional test equipment which can lead to difficulties in determining whether the sensor is operational.
In addition to this the on board diagnostics system in the engine management ECU does not always generate
fault codes indicating the lack of detection of signals from the sensor. One fault code which can be
generated is a speed sensor fault code which is not named well and can be misinterpreted as a rear wheel
speed sensor fault. This can lead people to believe the BMS is faulty where the fault can be in the sensor.
The sensor operation can be impaired or fail where there is any metallic particle build up on the sensor.
Potential sources of metal particles are the starter motor and the starter clutch, there would be more but
those two in particular would be a source of ferrous particles.

Item 3 is the sensor Sensor location in engine side cover 4 of the sensor triggers visible
Fault Codes
821: Speed sensor (rpm), signal implausible.

Test Equipment
There are new low cost digital storage oscilloscopes coming into the market which may be able to be used to
check the operation of components like the crank position sensor, speed sensor and other pulsed ECU
components. One of the better units is the JYETech 112a shown below, it costs around $US80.
Note. These devices are yet to be tested and confirmed as potential test units. It is unlikely they would have
protection inbuilt for the relatively noisy automotive environment but this could be done in any probe used.

The unit is touch screen with

presets shown on start up which
can speed up usage. It has an
internal lithium battery and
ability to log data for analysis
There is a USB connection for
charging and PC data transfer
http://www.jyetech.com

Notes
The same sensor, Part No 12 11 7 652 904, is used on all the 650 model variants F/G 650 CS/GS/X
There are reports that the sensor can also be sourced from Bombardier vehicles with the Rotax 650 engine

© Crossroadz 2018 – Revision 2

 Crank Sensor Images

Crank Sensor Fault Information

There is little information on line with definite fault symptoms confirmed & fault codes are not always
generated. Some information provided by owners is below.

Metal Particles around sensor

Particles cause degrading of the

signal from the sensor & may
give intermittent operation or a
cause a failure to start situation

Dealer Fault Report & Resolution

Customer Fault Report
Engine runs rough & cuts out, tacho shows higher rpm than engine is doing when it starts cutting out
BMW Tech Report after test ride
Engine stalls & splutters under load & at idle intermittently, tacho reading inconsistent with actual engine
speed/rpm. Diagnostics shows fault codes for crankshaft sensor and fuel pump but fuel pump tested OK.
Fault Resolution
Found burnt charred wires for crankshaft sensor pinched up against crankcase.
Wrapped & re routed wires for crank sensor, owner elected not to replace sensor due no stock on hand.
Test ride showed none of the symptoms previously observed.
Notes
As per Dealer report above care needs to be taken with wiring behind RHS sprocket cover & engine cover.

© Crossroadz 2018 – Revision 2