Approved auxiliary motorcycle lights, 15,000 lumens, rotary control

The L11 is not just an auxiliary spotlight that switches on: it is a complete auxiliary lighting system, with genuine low and high beams, eight intensity levels, and a dedicated handlebar-mounted control. It is sold as a pair, with the wiring, control unit, and mounting ring already included in the box.

In the sections below, you will find the manufacturer's technical panels one by one: how the control works, the difference between the two beams, what happens when the electronics heat up, how it is controlled using the original BMW dial, and which tubes it mounts on. This is the information you need to make a real decision, not to be persuaded.

The package includes a dial with two buttons, which is mounted on the clutch control with the indicator lights facing the rider. When the key is turned, the headlight enters standby mode and the orange indicator light flashes slowly. Pressing button A once turns on the low beam; pressing it a second time switches to the high beam and the indicator light turns blue. With the light on, scroll the dial to move up and down through the eight levels; pressing and holding for two seconds returns it to standby.

Button B is the high-beam flash for overtaking. Pressing A and B together activates the hazard lights, with three different flashing patterns selected by pressing A; the red indicator light signals the active mode. When switched on again, the headlight resumes the last setting used instead of starting from zero each time.

The manufacturer claims a total of 15,000 lumens at the highest settings, with the low and high beams switched on together, and compares it with a motorcycle's original headlight, at around 1,500 lumens, and a car's, at around 3,000. That is the kind of jump you notice on an unlit main road.

The figures must, however, be read by mode and level: on low beam alone, the L11 operates between 2,500 and 8,000 lumens, drawing 25 to 80 W; with the low and high beams together, it rises from 4,500 to 15,000 lumens, drawing between 45 and 150 W. The eight levels are specifically there so it does not have to run at full power all the time, which at night in the city would be counterproductive as well as inconsiderate.

By synchronizing the headlights with the horn, each time you honk, a high-intensity flash is also triggered. A combined audible and visual signal is much more noticeable than either one alone, especially from a car with the windows closed.

Three standalone flashing modes are also available.

The headlight body and driver have thermal control that automatically reduces power when the temperature rises—for example, in summer while stuck in traffic, when there is no airflow for cooling. This is a temporary loss of light that prevents permanent LED damage and extends the headlight’s life: as soon as you start moving again, everything returns to normal.

The electronics also include protection against reverse polarity—the most common installation error—and against overvoltage, which is not merely a theoretical possibility in a motorcycle’s electrical system. Together with IP68, these are the three features that distinguish a headlight designed for outdoor use from one that has merely been adapted.

IP68 is the highest rating on the scale: complete protection against dust and resistance to continuous immersion. In practice, this means that heavy rain, mud, and crossing a ford are no problem for the light housing, and that the motorcycle can be washed without any special precautions.

The weak point of any auxiliary light is not the housing but the connections: take care of the connectors, route the cable away from hot parts, and seal any unused holes. The manufacturer states that the product has passed repeated tests in bad weather while maintaining normal operation.

The included clamps fit 22, 25, and 28 mm tubes, covering nearly all crash bars and small frames currently on the market. The 22 and 25 mm bushings are included in the box; on 28 mm bars, the clamp tightens directly without a bushing.

For 32 and 38 mm tubes, different clamps are required, which LOBOO sells separately and are not included. Before ordering, measure the exact point where the clamp would sit with a caliper: on many bars, the cross-section changes along their length.

L'L11 has ECE approval E57*149R00/06*1186 under UN Regulation R149.00: both the low beam and high beam are approved.

Almost all aftermarket auxiliary lights are sold with the clause “for off-road use only.” The complete certificate can be downloaded at the bottom of the page.

The LOBOO LC081 CAN-Bus controller connects the auxiliary lights to the motorcycle’s electronics. Three reasons why it changes everyday use:

• No additional buttons on the handlebar: turn the auxiliary lights on and off and adjust them using the original Multi-Controller wheel, with your thumb and without letting go of the grip.
• They follow the motorcycle’s lights: low beam, high beam, and passing flash remain synchronized with the factory controls, as if the auxiliary lights were original equipment.
• Installation without cutting: it plugs into the original connector with the dedicated cable, with no wire taps and without touching the motorcycle’s wiring harness.

And it does more: independent control of the two lights, warning and flash modes activated from the original controls, and memory of the last setting. Choose the controller based on the cable: 4-pin for the R 1200 and R 1250 GS and K 1600 series, 5-pin for the R 1300 GS and GS Adventure, and 8-pin for the F 750, 800, 850, and 900 GS and F 900 XR.

View the LC081 CAN-Bus controller and choose the cable for your BMW