VIKTIG!! DU MÅ HA KJØPT STAGE 1 FOR Å KUNNE BRUKE STAGE 2
Stage 2 has months of research and development behind it as well as datalogging and dyno testing. The new 2020 S1000RR (K67) is familiar to us but also completely changed. To that end we were able define new ECU strategies that we can help make this already impressive bike even more impressive.
Following the release of our wildly popular Stage 1 Flash we needed to sit down and really start to look at what the 2020 truly has to offer. Anyone with our Stage 1 Flash will tell you how much it improved acceleration, got rid of the now infamous “dead spot”, fixed the OEM idle issues, and made the motorcycle feel better and more smooth overall. Stage 2 has months of research and development behind it as well as datalogging and dyno testing. The new 2020 S1000RR (K67) is familiar to us but also completely changed. To that end we were able define new ECU strategies that we can help make this already impressive bike even more impressive. Stage 2 is a feature map making the bike more consistent, more reliable, and smoother and combined.
Includes all benefits of Stage 1, with these added features:
Octane adjustments for auto adaptation on pump gas for US and international fuels 91-94 octane 95-100 RON. Utilizing the multiple ignition maps and factory widebands, we are able to increase performance based on knock detection. This also means if you have some bad fuel, the motorcycle will still compensate and put the bike into safety mapping just like the OEM ECU would. This ensures your bike stays consistent and reliable.
Corrected cold/warm start idle to 2015 RR levels, finer tuning beyond Stage 1. Stage 1 did a lot to correct the startup issues the 2020 S1000RR was having. Stage 2 goes a step further. There is no longer a high idle that transitions into a lower idle. The idle remains static without any lean popping, idle hunting or stalling (see comparison video below).
Re-calibrated timing for higher octanes to make use of race fuels on same tune. The 2020 S1000RR has multiple ignition maps and based on knock feedback, the bike will start to adjust to different timing maps. This means if you have a high octane fuel in the bike or race fuel and knock isn’t present, the bike will transition to a more aggressive timing map automatically. A more aggressive timing map will safely allow the bike to make more power. No more flashing every time you want to use race gas although we can still provide specific race fuel mapping designed to be used on ONLY race gas. This feature is most beneficial when you are on the track or street and don’t have your handheld available to swap maps.
Lower max lambda, leaner high RPM Target for a few more horsepower. AFR (air/fuel ratio) adjustments have been made to Stage 2 to be more aggressive to get a little more power out of the bike while remaining safe.
Higher RPM limit without throttle cut for roll racers (optional) With Stage 2 we are able to raise the RPM limiter to 15,000 RPM while also making sure the raised RPM event is not stored in the ECU. We have also adjusted the spark and fuel cuts so when the rev limit is hit, the bike doesn’t feel like you slammed on the brakes, it’s more gentle now.
30% faster up and downshifts over Stage 1 and now allows the use of fast shift sensor products on the market if desired.
PLEASE NOTE: UPON REQUEST WE CAN COMMAND THE INTAKE FLAPPERS OPEN THROUGH FLASHING ONLY. THIS IS FOR CUSTOMERS THAT WOULD PREFER NOT TO REMOVE THE INTAKE FLAPPERS FROM THEIR MOTORCYCLES.
As many of our customers know, our IAT (Intake Air Temperature) Kit for the 10-19 BMW S1000RR has been extremely popular and shows noticeable gains on the street and even dyno. This IAT strategy was first used by Dinan (BMW) in the 1990’s. However, the 2020 S1000RR included some serious changes and required a new strategy for this project.
New for 2020 is our Intake Flapper Removal Kit. The 2020 S1000RR now has flappers in the intake tract, these flappers only allow a small amount of air to pass through to the engine until 6000 RPM when the flappers finally open. When the flaps aren’t open it allows for stagnant, hot air to raise IAT readings and block air flow to the engine. Hot air and low airflow equals less power. This is why we developed our IAT kit years ago. The flapper delete is just an add-on progression to the new model. From scratch we developed block off plates and a whole new IAT relocation kit as the harness has changed from the 10-19 models. All parts fit very snug and are made from billet aluminum for weight consideration and longevity.
The new airbox “flapper” design was made to reduce engine noise at low RPM’s. Instead of the previous foam restrictor that we saw in the 17-19 models, the 2020 S1000RR almost completely closes off the airbox in certain scenarios. This lack of airflow leads to very high intake temperatures. The ECU’s strategy is designed around this “heat soak”. Timing retard is based on a “per gear” and “per RPM” strategy and will not taper off until higher gears due to the airflow and RPM needed to open the flappers. This is vastly different than previous years and more similar to the BMW GS1200’s (which also benefited greatly from this kind of relocation). The first half of the throttle angles (0-50% throttle, commanded) and first three gears are heavily timing retarded on the stock calibration. This is due to hot and stagnant air that sits in the airbox while the flappers stay closed. The design of the OEM flapper servo creates an unnecessary bottleneck of airflow inside the airbox at higher speeds. This distributes air to the inner most cylinders, negating performance and the maximum “ram air” effect the factory airbox can provide.
Our first kits have been installed and successfully tested with positive reviews on the street and track! The bike doesn’t feel as lazy from a dead stop anymore. The induction noise is superb after the installation/removal and compliments the essence of what a S1000RR should sound like; a true race bike. The IAT Kit allows for consistent power at all RPMs and gears instead of waiting for higher gears to get additional, rated power. During our testing on the dyno and per gear / per RPM datalogging, we found many delays in the factory ignition to combat the heat soak the factory airbox flappers create. With our flapper delete and relocated IAT sensor, the bike reacted sharp from a dead stop and in lower gears / speeds (pre-6000 RPM cruising) without knock detection.
Getting a true ambient temperature from the front of the bike is much better than getting temperature readings from its original location on top of the engine with the flapper doors shut. Idling at the starting line, pits or at a street light on a 100 degree day will put the bike into a temperature protect mode and pull power out to “save itself” until the IAT sensor reads accurate ambient air temp once the bike starts moving. True ambient temps help the bike deliver more power and stay consistent in racing conditions. We are not tricking the sensor but simply allowing it to read proper temperatures of the outside air.
IAT 110F vs. 60F test with and without removing airbox flaps and IAT relocation (tested on a 55F ambient day). Bike used was a 2020 S1000RR using our stage 1 flash with exhaust and 93 octane fuel on all runs.
As noted previously, the 2020 has airbox flappers that stay mostly shut, feeding no fresh air and heatsoaking the bike’s airbox below 6000RPM. The stock calibration has compensated as a result. This is a back to back run after only relocating the IAT to the nose of the bike instead of its standard location. This is much different than previous years ECU strategy. We converted it back to previous years strategy to optimize performance. With this kit installed, it’s mandatory to run our Stage 2 Flash for smooth performance.
As you can see both runs, before and after IAT install, have the same exact AFR (air/fuel ratio). It’s a common misconception that IAT modifications adjust fuel. They do not do that. This bike is fully closed loop and hits our commanded lambda target every time due to BMW’s OEM wideband oxygen sensor technology. You can see pretty steady HP gains across the entire RPM range. Converting it very similarly to a 2015-2016 style S1000RR airbox (derestricted years). While the dyno graphs show gains, results on the street or track are actually better when you are hitting higher speeds and it creates a more noticeable ram-air effect.
RED = STOCK – 194WHP / 87WTQ
BLUE = STAGE 2 PUMP GAS – 202WHP / 90WTQ
GREEN = STAGE 2 MR12 – 212WHP / 94WTQ
**Testing performed with 93 octane pump gas. Usage of a lower octane will yield lower overall power.**
Flex fuel is the ability to fill your 2020+ BMW S1000RR with either pump gas (91/93 octane or E85). Fill your tank with either fuel and you will have a map to optimize performance for that fuel. With the ability to blend ethanol 30% in either direction, you can have the ability to run fuel from varying stations without worrying about the content you are pumping. You can run E0 to E30 on your pump map and E35 to E85 on your ethanol map and the bike will adjust for each accordingly.
TO LEARN MORE ABOUT THIS PRODUCT, CLICK HERE
“MaxWrist” decided to try our flash and from the video you can tell he’s very happy with shaving almost a full second off his 60-130mph times (Dragy verified).
The M1000RR and S1000RR share similar power and restrictions
This video demonstrates the difference from stock to BT Moto Stage 2 in a US model BMW S1000RR. This is the exact same motorcycle in both videos with the exact same modifications. The only difference is the BT Moto Stage 2 Flash. The video where you hear the bike almost dying is the stock flash. The second part to the video demonstrates our Stage 2 Flash.
This video demonstrates the difference from factory stock, Stage 2 with intake flappers open only and Stage 2 with intake flappers open with IAT kit for the BMW S1000RR. This is the exact same motorcycle in all videos with temperature comparisons, showing the effectiveness of both the kits working together.
Total install time: 2 – 2.5 hours
Logg inn først
Logg inn
