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@docc very good question. What occurs to me is that possibly one or more of the myriad spade connectors has landed on the wrong terminal. To be honest, I can't easily imagine what could go wrong inside the ignition switch to cause the described effect, but who knows. I'm not saying it is impossible. A couple of questions for @Tennitragic, because I can't recall you having commented on these points: Was the problem there when you bought the bike, or did it just turn up out of nowhere when everything had previously worked, or did you do some work on the bike after which the problem turned up? If it is the case that the problem turned up after you worked on something, what did you do exactly? Once again, I'm more and more of the opinion that the solution is only going to become clear when all the "custom" wiring has been traced back to see what has been done, and how it is all intended to work.

No, 30 is always the feed in direct from battery plus, whether it is a relay or some other component. The numbers were first defined in a DIN, of course. Very German thing to do... It is not as confusing as it appears at first glance. The numbers are more or less arbitrary, there is no particular system that I can identify other than that numbers that were established in the same "run" are often sequential, like the 85, 86, 87 on relays. The only point of it all is to have a number on the pin that is standarised, so that everyone knows what the pin is for without having to open the component and have a look inside. I just found a listing in English: https://automotive.wiki/index.php/Terminal_Designation EDIT: bugger, I've just noticed the list isn't complete. 2nd Edit: Wiki to the rescue! https://en.wikipedia.org/wiki/DIN_72552 and just for the hell of it, in German... https://de.wikipedia.org/wiki/Klemmenbezeichnung#Liste_der_Klemmenbezeichnungen_in_Kfz_und_ihrer_Bedeutung

https://www.ebay.co.uk/itm/256790435383?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=z2laZvJuS16&sssrc=4429486&ssuid=z2laZvJuS16&var=&widget_ver=artemis&media=COPY

I had mine rebuilt at the local WP service center- literally 15 minutes away- for a couple hundred bucks. Well worth the cost, I figure, unless you really have to do it yourself. Even so, you can get parts through them. https://www.wp-suspension.com/autorisierte-zentren/

Another thought: what if the two relays on the headlight shell, presumably one for high and one for low beam, are different, and the low beam one has the load (low beam) connected a "normally closed" instead of a "normally open"? That would do it, I think. However, looking closely at the photos, it seems likely that they are both the same type. Which leads me to a further thought: In this photo, we can see two green wires coming from the battery, one from plus, and one from minus and in this one, assuming the two relays are the same type and mounted the same way around (it looks like they are), on both of them a green wire on the same terminal of each. So what's going on there? Going by the diagram that @Weegie posted further up, that might be 85 or 86, in which case it might not be relevant (works both ways, assuming there is no diode in there), but it seems odd to me. Or at least sloppy.

You ought to be the dumba$$ that finds these things out !

Regardless of the relays, how could the low beam come on with the Ignition switch "off" unless the switch were faulty?

No problem & must admit it's unusual to see a relay with 2 normally open contacts and I've never came across it before The normal method to indicate a normally closed contact is on the other side of the switch with 30 being the common, standard nomenclature is 87a to denote a normally closed contact So I did a bit of googling I think the relay is a 332 018 150 Here is a diagram from a 332 019 150, it clearly has 2 normally open contacts https://alvadi.md/en/item/bosch-0-332-019-150

The relays that are identified in the pic have 30 85 86 87 & 87a on the terminals . Wired normally 30 is b+ and 87 goes to the load .87a is the terminal that the power goes to when the relay is not energized . Terminal 86 is ground and terminal 85 is the switch power to turn on the relay. This is in most cases I have seen terminal 87 have b+ and 30 go to the load. Also 86 and 85 can be reversed. Why these are reversed on these terminals , IDK . Read / understand your wiring diagram(s). I spent 3hrs on top of a D-10 diagnosing a problem because my dim supervisor wasn't smart enough to print a wiring diagram for me. Now for the lesson . Some relays have a diode or resistor in parallel w/the coil in terminals 85 & 86 . The diode is polarity sensitive , the resistor is not. The diode is there for when the magnetic field collapses and sends the voltage spike to ground . This v spike can be up to 50v . As you know ,you do not need this much v going back into your sensitive PCM . Why 30 & 87 are reversed , IDK ? Same as 85 & 86 . W/all this being said , get familiar w/ DC , wiring diagrams and the trinkets you add on . BTW , get rid if the bullet connectors. Spade terminals for them and put connector grease in them. The relay connection , install a proper relay connector that you can plug the relay into. You pulling these off one at a time in the dark w/it raining might become difficult. Buy good stuff and do a professional job . If you had a watercraft or aircraft , you would NOT want Cooter going to WalMart and putting parts on your stuff .

Did look around when I did the seals on my 96 1100 Sport. Dust seals were not installed. Xparts 🇮🇹 had D seals. There is a plastic piece holding holding the lower leg. Forgot to ask Xparts about that piece in the WP fork. Would really like to have a couple on the shelf. A little challenging to refit. Cheers Tom.

Love 'em or hate 'em, saw the Led Zep movie yesterday. Loved it.

Epic recording and video . . . All great, but for the essence, start at 1:04:28 . . .

"Off our rockers? Actin' crazy?"

The D 10 Cat dozer was one example . 85 & 86 had opposite tasks than normal and I was up on top of that dozer for 6 hrs trying to fix the condenser fans .