Handheld Tuners, ECU Tuning / Programming, 50 State Legal. Tags:BMW, ECU Flash, Flash, Stage 1, BT Moto STAGE 1, M1000RR, BMW M1000RR, M1000RR Flash, M1000RR Tuning, BT Moto Flash, k66, 2023.
MAKE SURE TO REVIEW THE TABS ABOVE: HANDHELD, DYNO RESULTS, RESOURCES AND MORE INFO!
The best new motorcycle on the market! US and European model 1000RR's have been restricted from the factory with the US models having worse restrictions than its European counterpart. Using the same motor as the 2023 S1000RR but with even worse software, the M1000RR is more potent on the top end when tuned! Stage 1 was developed to remove these restrictions and unlock your M1000RR’s full potential, the difference on the 23-24 with our flash is the most astonishing out of any BMW to date - a must have.
We are obsessed with BMW motorcycles and it shows. Racers at the circuit tracks, the drag strips or even a commuter will appreciate the changes our Stage 1 tune brings. Thoroughly tested in all aspects by track racers, drag racers or just the casual street rider wanting a more exciting bike to ride, our Stage 1 makes the bike how it should have came from the factory, and then some. We purchase the motorcycles and fully disassemble, diagnosis, datalog and test for every aspects of increase performance and drivability while keeping fuel economy, emissions, and engine reliability at stock or better levels! Our growing YouTube Channel has highlighted a lot of these changes! We have kept these bikes in our personal fleet since 2010, innovating new features and working on feature requests along the way. The customer benefits from this process tremendously as things that bother the customer get brought to the forefront and fixed making for a more enjoyable riding experience. No one has more thorough research, into making these bikes more enjoyable than us, with a money back guarantee. Be sure to reference our in house youtube reviews and testing for before and after horsepower on horrible California 91 octane, before and after acceleration testing and drivability quirk fixes that we complete with a third party on all bikes. As a final sticking point, we send out all our calibrations to be tested by CARB for government emissions compliance and third party verification of before and after horsepower along with tailpipe emissions to get a certified EO number to be sold in California - 50 state legal - as the California year round riding and bike market is huge!
Drag racers have all the capability to de-restrict throttle, traction, and torque management to put all the power to the ground while managing wheel up behavior, allowing you to put the power down gear after gear without limitations. Because of our extensive factory ECU understanding and 100's of engine channels we've datalogged, we are able to adjust the motor far better then the competition who simply flatten fuel and and advance ignition spark blindly like in the 1990's. We are uniquely setup to use the tools granted to us with the factory ECU to activate custom code like full-time closed loop which utilizes factory sensors to "auto tune" the motorcycle at every throttle position without custom dyno mapping needed, adjust SOI (injector phase), rewrite spark maps per octane and address hidden torque maps to make sure the engine never holds back horsepower while not putting it outside its safety window. We also address additional safety functions to keep the engine alive in extreme environments beyond factory tolerances. We test best and worst possible fuels and optimize all of them to the best of our abilities. Years of experience have helped us squeeze every bit of power from the bike, while keeping it reliable and consistent. Be careful with others claiming more power as there is a delicate balance, forced ignition advance, deleted knock control, and lean air fuels are a short way to an expensive repair for 2HP gains.
Track racers can enjoy modified TC (traction control) settings, wheelie management, adjustments for different tire sizes, smoother throttle transitions/tip-in, consistent and predicable power. All this comes together to make sure you start and finish a turn to the best of the bikes capability. Working directly with MotoAmerica racers and regularly datalogging all of the fastest stock ECU BMW S1000RR riders has opened a window and drastically improved our mapping and knowledge-base to better help our customers perform properly on the track keeping you ahead of the pack.
For the casual rider, de-restricting the bike is the biggest advantage of our tuning. This makes the bike a blast to ride and gives the rider smile inducing power from simple modifications. Making sure the throttle is smooth when cruising and power brutal when you need it to be is important for all liter bike owners. Stop and go traffic or canyon carvings on the weekends is where we put our development bikes to the test as they need to ride in low speed situations as good as they work on the airstrip at wide open throttle. Hundreds of hours and miles go into our tuning and testing among several bikes, fuels and test riders before we ever release our product. We want to present the best product on the market while leading the pack in customer satisfaction. No one tests like we do!
Peak gains of 10WHP with a couple more torque is great, but that's not the whole story here. Up top, the stock tuning rolls off as the bike gets to the "soft" limiter. In the midrange there's more than 10WHP gained. For 2023 the midrange restriction in 5th gear is new and we also see this on the 2023 S1000RR. Fueling has also been resolved with our full-time closed loop tuning feature.
RED = STOCK, PUMP GAS - 190WHP / 83WTQ
BLUE = STAGE 1, PUMP GAS - 200WHP / 85WTQ
The dreaded second gear flat spot still comes with the 2023 M1000RR. Our Stage 1 flash gains 50WHP in the midrange! Anyone that has spent time with this bike stock knows how horrible the bike feels in this range. Our flashing fixes this and adds power throughout the entire RPM range. Gears 2-5 all have restrictions with the 2023 M1000RR. Our flashing removes these restrictions and smooths entire RPM band, making the bike more consistent and more predictable. Up top you can really see the soft limiter falling off to redline. This is another issue we resolve with our flash.
RED = STOCK, PUMP GAS - 185WHP / 78WTQ
BLUE = STAGE 1, PUMP GAS - 196WHP / 81WTQ
This was done in 2nd gear to show power differences and restrictions still on the bike after BMW applies the "torque optimization" map. While you do gain about 11whp in the midrange where the bike really needs help, you also lose A LOT of power up top. That's the tradeoff with the BMW torque map.
RED = TUNED second gear with 91 Pump Gas - 193WHP / 83WTQ
BLUE = STOCK second gear with 91 Pump Gas - 170WHP / 83WTQ
This was done in 5th gear to show power differences and restrictions still on the bike after BMW applies the "torque optimization" map. The midrange in 5th suffers no restrictions that we can find. Even shows one more wheel torque (run to run variance). Just like second gear, to give you that power back in the midrange, they have to take away from the top end, pulling more than 30whp (at redline) away from the bike.
RED = STOCK fifth gear with 91 Pump Gas - 177WHP / 88WTQ
BLUE = TUNED fifth gear with 91 Pump Gas - 200WHP / 87WTQ
**All runs performed same day, back to back on an independent DynoJet on a completely stock 2023 BMW M1000RR**
**Testing performed with California ACN 91 octane pump gas. Usage of a lower octane will yield smaller power gains. Higher octane larger gains**
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