12V Connection on the Motorcycle: Model-Specific Connectors & Fuse Taps

Regardless of the design, the pin assignment must be checked on the vehicle. A matching connector housing does not mean the pin assignment matches too: the same part number can carry the switched live on different pins depending on the manufacturer. Factory connections usually carry a switched live, but not always: on KTM, ACC1 is on permanent live and only ACC2 is switched with the ignition, and factory-fitted 12 V auxiliary sockets also hang on permanent live on some models. It is equally important to establish how much current the connection can carry. For a GPS device, retrofit instrument or chain oiler the usual accessory connectors are sufficient; heated grips or auxiliary headlights belong on a power relay.

The diagnostic port is a special case. ISO 19689, published in 2016, defines the interface between motorcycle and external diagnostic equipment and specifies this connection as part of it; since around 2020 more and more manufacturers have been fitting it as standard. What is present there depends on the model: permanent live on most vehicles, switched live on a few enduros. Only in the second case is it usable as a tap for auxiliary loads – with the right accessory connector and after measuring on the vehicle first.

BMW takes two routes: a DIN auxiliary socket as standard (usually on the left, from the R1100-/K1100 generation of 1993) and the SZ connector (3-pin, “Cartool”) for GPS device and accessories. On CAN bus models from around 2004 both switch off with a delay after the ignition is turned off. The SZ connector is found on almost all more recent models – from the F range (F650GS Twin to F900GS) through the R series (R1200/R1250 GS, R, RT, RS, RnineT) up to K1600 and S1000 XR/R/RR. Its position varies by model, often above the battery, behind the instrument cluster or under the side panel.

Honda relies on Sumitomo accessory connectors. On the Africa Twin CRF1000L there is a six-pin Sumitomo MT 090 (6189-6171) at the rear and a four-pin Sumitomo HM 090 (6180-4181) at the front; the CRF1100L uses an eight-pin Sumitomo HX 060 (6189-7423), and the Adventure Sports additionally has a 12 V socket ex works. Further models such as the XL700V Transalp (RD13/15), CB600F Hornet (PC41) and CBF1000 (PC34) carry the same 6-pin connector at the rear. On the NC models, CB500X/F and CB650R there are option connectors for a 12 V socket or heated grips, whose exact version depends on the model.

Kawasaki calls for caution: pre-wired accessory connectors in the harness can be dead without the matching OEM relay kit. For a plug-in connection the relay kit must therefore be present, or a separate tap has to be used. Well documented is the KLR650 (from 2022) with four accessory connectors and a relay behind the headlight. For individual models there are matching 2-pin connector types (Z900RS and – across brands – Honda CB500/NX500; Z900/Z1000SX with Sumitomo HX 060).

The current generation carries factory ACC1/ACC2 blade terminal pairs. The rule is: ACC1 = permanent live, ACC2 = switched with the ignition. The ACC connections are 6.3 mm blade terminals and are directly compatible with the MOFESSOR chain oiler and the CUMPAN Cockpit Assistant without an adapter plug. The ACC splitter provides additional slots; where no ACC2 connection exists, the ACC2 adapter plug creates a tap at the headlight connector (enduros, see below).

The V-Strom range (DL650, DL1000, DL1050, DL800) uses 2-pin accessory/heated grip connectors; from 2017 the sealed Sumitomo MT 090 (6187-2171 + 6180-2181) is fitted.

The CP2/CP3 platforms (MT-07/FZ-07, MT-09/FZ-09, XSR700/900, Ténéré 700, Tracer range) carry accessory outlets on both sides at the front of the harness: a 2-pin square one (switched, connection for the OEM USB kit) and a 3-pin one. On older models without accessory connectors – such as the TT600R (DJ01) and XT600 (3TB) – only the model-specific tap remains, for which matching connector types are available.

On vehicles without a documented accessory connector – or when an additional tap is needed – the fuse tap is the universal route. It is plugged into an existing blade fuse slot and provides a connection from there. Two points are decisive:

The fuse rating must match the cable cross-section of the connected lead and the current draw of the device. If the current capacity of the cross-section is too low, an additional inline fuse must be used or a smaller fuse chosen. And the cable outlet must be on the non-live side of the fuse slot so that the connected electronics are correctly protected. Use the separate installation guide to determine the live side.

The fuse tap is available in 5 A, 10 A, 15 A and 20 A versions on the product page Fuse tap 12V.