I've ignored the ECU tuning comments and information for quite awhile, but there are some seriously confused people on this forum and I think it's time to explain how these things work so everyone can make informed decisions about the "tunes" they use.
I am not in the business, however I have quite a bit of experience tuning these ECU's and working with BMW on them, for racing. I'm going to attach screenshots below to explain how this stuff works.
The Bosch ECU used on the S1000RR is *extremely* advanced, well developed and well thought out. On top of that, the S1000RR uses a fly by wire system attached to a 14,000+ rpm engine making north of 200hp/liter at the crankshaft. This is not the BMW 325ci you got after college. Out of the box, this thing is very well tuned, but for people who need more, there is a kit ECU that opens almost every other option.
First, let's discuss the simple, how do you make more power! There are two simple options, you can advance the ignition timing and/or lean the bike out a little bit. Why would you do this? more power. Why wouldn't you do this? They run it conservative for a reason, these engines grenade, are expensive to repair and BMW is generally a bit hostile towards customers with blown engines. Even when it's their fault, they like to hint it's really all your fault. Very frustrating.
Here's what a BMW S1000RR ignition table looks like via the kit configuration tool:
As you can see, I used a very conservative setup. 2.25 degrees at 100% throttle above 8000 rpm, and that's on race fuel. You should be able to see that any "tune" could advance the ignition as much as they want anywhere in that chart to give you the feeling your bike is "stronger." You can also do this with a dynojet ignition module. "Tuners" can make more or less power on a chart by adding more or less ignition advance.
It's just that simple.
Next post I'll talk about the throttle bodies.
I am not in the business, however I have quite a bit of experience tuning these ECU's and working with BMW on them, for racing. I'm going to attach screenshots below to explain how this stuff works.
The Bosch ECU used on the S1000RR is *extremely* advanced, well developed and well thought out. On top of that, the S1000RR uses a fly by wire system attached to a 14,000+ rpm engine making north of 200hp/liter at the crankshaft. This is not the BMW 325ci you got after college. Out of the box, this thing is very well tuned, but for people who need more, there is a kit ECU that opens almost every other option.
First, let's discuss the simple, how do you make more power! There are two simple options, you can advance the ignition timing and/or lean the bike out a little bit. Why would you do this? more power. Why wouldn't you do this? They run it conservative for a reason, these engines grenade, are expensive to repair and BMW is generally a bit hostile towards customers with blown engines. Even when it's their fault, they like to hint it's really all your fault. Very frustrating.
Here's what a BMW S1000RR ignition table looks like via the kit configuration tool:
As you can see, I used a very conservative setup. 2.25 degrees at 100% throttle above 8000 rpm, and that's on race fuel. You should be able to see that any "tune" could advance the ignition as much as they want anywhere in that chart to give you the feeling your bike is "stronger." You can also do this with a dynojet ignition module. "Tuners" can make more or less power on a chart by adding more or less ignition advance.
It's just that simple.
Next post I'll talk about the throttle bodies.