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It always amazes me on the people that seek a tuned ECU based on just a number. Sales support is great getting the product, but what about what goes into it, and the ATS ( After The Sales ) results….
What goes into a performance dyno tune?
Where are the OEM factories in performance today?
Lets start with the first part of > What is a Dyno Tune? Simply put, a dyno tune is making adjustments to your bike's ignition, fuel, and air supply to achieve the most possible horse power and torque while maintaining optimal air fuel ratio. To do this the use of state of the art dynamo-meter (dyno) equipment is needed. Controlled temperature and even humidity is best. What is really needed is a dyno cell. I cannot even begin to copy and paste all the important points of this article on this website :
https://www.enginebuildermag.com/2010/08/dynos-and-test-stands-profit-center-or-business-black-hole/
A dyno session is not one or two times on the dyno and expect to get maximum performance, and the sad reality is that once you leave the dyno room at XX temp and humidity into the real world of XX temp and humidity, all that perfect work is changed in real world performance. However it should stay close in the least.
Then there is the cookie cutter ECU tune. No matter how you look at it, the OEM BMW ECU tune from the factory is a cookie cutter tune. There is an ECE tune for European builds and there is USA tune for North American builds. We expect BMW to have done some home work in that a product sold in Washington is going to work the same as the product sold in Florida. That is one example of an OEM ECU. Now we have cookie cutter tunes from aftermarket companies. When you call me for performance advice on getting the most out of your K46 or K67, I don’t ask you what state are you in. I provide something that has hundreds upon hundreds of hours of testing already in what is supposed to be the best it can be for not only 50 USA states, but Canada too. That’s a lot of temp change, humidity, altitude…. And the list of parameters really goes on.
Then the next question of : Where are the OEM factories in performance today?
Really guys? Do you think that BMW, Yamaha, Suzuki, Ducati are hiding 10HP in the ECU by itself today? No, they have to compete with each other for the horse power and torque numbers to sell a product. However, the product must first be SAFE, meet government regulations, and last the warranty period so that they ( the OEM”s) do not have to replace hard parts.. like engines. BMW is bragging and banking on the K67 released at 205HP USA and 207HP Europe. Respective dyno numbers on the USA so far show from 190HP to 204HP at the rear tire. This is on a stock ECU. The 10-14HP difference of course comes down to the dyno it was tested on, and the many many variables that go into a ‘wheel dyno’ test.
You should really look at who you want to work with based on AFTER THE SALE support. Anyone can ask you to go to a website and fill out a few questions based on what fuel you run, what air filter you have, what exhaust system you have… then like magic you have a work order to print out and put in the box to ship the ECU, or the expectation that a handheld device will arrive ready to plug and load. Ok great, you have this magic tune in the ECU and it is testing time for you with your seat of the pants dyno. The butt dyno. The first thing you are going to hope for is that a near $800 investment puts an extra smile on your face. Well, that is really not that hard to expect to happen because we have buyers remorse that is just too hard to deal with later, so we always hit the positive buttons in our minds and brag the numbers posted on the website said 200HP at the tire and I must have 200HP at the tire because I paid $800 for those extra ponies. Now can you use those extra ponies? Not most people that actually get tuned up ECU’s, but we like to try and have fun.
To start with real road racing is based on management of what is there to its fullest potential and understanding how that management works for you and not against you. There is really a book on how to ride and understand the motorcycle. To my amazement books were wrote in the 1980’s by a guy I actually was at the race track with. Keith Code. Google up some Twist of the wrist volume 1 and Twist of the wrist Volume 2.
Now you are going to find out if your ‘tuner’ guy really hit the mark with this ECU tune you just flashed into your ECU. All the greatest of electronic aids have to be accounted for and proven they are still working together. Is your ‘tuner’ guy a dig racer, drag racer, street only stunt racer? Well I hope that is what you intended to do with your purchased application of tune. Did you call them for after the sale support and they actually answer the phone with some valid technical support?
There are good tuner people like me, which actually answers the phone still 11am to 11pm with advice and performance recommendations. I design my webpage around good valid tested information especially on BMW engineered code for the K46 and K67 S1000RR. I hope I can help you in your future needs, and @MotoMillion can help you with great sales.
What goes into a performance dyno tune?
Where are the OEM factories in performance today?
Lets start with the first part of > What is a Dyno Tune? Simply put, a dyno tune is making adjustments to your bike's ignition, fuel, and air supply to achieve the most possible horse power and torque while maintaining optimal air fuel ratio. To do this the use of state of the art dynamo-meter (dyno) equipment is needed. Controlled temperature and even humidity is best. What is really needed is a dyno cell. I cannot even begin to copy and paste all the important points of this article on this website :
https://www.enginebuildermag.com/2010/08/dynos-and-test-stands-profit-center-or-business-black-hole/
A dyno session is not one or two times on the dyno and expect to get maximum performance, and the sad reality is that once you leave the dyno room at XX temp and humidity into the real world of XX temp and humidity, all that perfect work is changed in real world performance. However it should stay close in the least.
Then there is the cookie cutter ECU tune. No matter how you look at it, the OEM BMW ECU tune from the factory is a cookie cutter tune. There is an ECE tune for European builds and there is USA tune for North American builds. We expect BMW to have done some home work in that a product sold in Washington is going to work the same as the product sold in Florida. That is one example of an OEM ECU. Now we have cookie cutter tunes from aftermarket companies. When you call me for performance advice on getting the most out of your K46 or K67, I don’t ask you what state are you in. I provide something that has hundreds upon hundreds of hours of testing already in what is supposed to be the best it can be for not only 50 USA states, but Canada too. That’s a lot of temp change, humidity, altitude…. And the list of parameters really goes on.
Then the next question of : Where are the OEM factories in performance today?
Really guys? Do you think that BMW, Yamaha, Suzuki, Ducati are hiding 10HP in the ECU by itself today? No, they have to compete with each other for the horse power and torque numbers to sell a product. However, the product must first be SAFE, meet government regulations, and last the warranty period so that they ( the OEM”s) do not have to replace hard parts.. like engines. BMW is bragging and banking on the K67 released at 205HP USA and 207HP Europe. Respective dyno numbers on the USA so far show from 190HP to 204HP at the rear tire. This is on a stock ECU. The 10-14HP difference of course comes down to the dyno it was tested on, and the many many variables that go into a ‘wheel dyno’ test.
You should really look at who you want to work with based on AFTER THE SALE support. Anyone can ask you to go to a website and fill out a few questions based on what fuel you run, what air filter you have, what exhaust system you have… then like magic you have a work order to print out and put in the box to ship the ECU, or the expectation that a handheld device will arrive ready to plug and load. Ok great, you have this magic tune in the ECU and it is testing time for you with your seat of the pants dyno. The butt dyno. The first thing you are going to hope for is that a near $800 investment puts an extra smile on your face. Well, that is really not that hard to expect to happen because we have buyers remorse that is just too hard to deal with later, so we always hit the positive buttons in our minds and brag the numbers posted on the website said 200HP at the tire and I must have 200HP at the tire because I paid $800 for those extra ponies. Now can you use those extra ponies? Not most people that actually get tuned up ECU’s, but we like to try and have fun.
To start with real road racing is based on management of what is there to its fullest potential and understanding how that management works for you and not against you. There is really a book on how to ride and understand the motorcycle. To my amazement books were wrote in the 1980’s by a guy I actually was at the race track with. Keith Code. Google up some Twist of the wrist volume 1 and Twist of the wrist Volume 2.
Now you are going to find out if your ‘tuner’ guy really hit the mark with this ECU tune you just flashed into your ECU. All the greatest of electronic aids have to be accounted for and proven they are still working together. Is your ‘tuner’ guy a dig racer, drag racer, street only stunt racer? Well I hope that is what you intended to do with your purchased application of tune. Did you call them for after the sale support and they actually answer the phone with some valid technical support?
There are good tuner people like me, which actually answers the phone still 11am to 11pm with advice and performance recommendations. I design my webpage around good valid tested information especially on BMW engineered code for the K46 and K67 S1000RR. I hope I can help you in your future needs, and @MotoMillion can help you with great sales.
