Product Description
NOT LEGAL FOR SALE OR USE IN CALIFORNIA
CLICK HERE TO VIEW HANDHELD DEVICE INSTRUCTIONS
(READ AND UNDERSTAND FULLY BEFORE PURCHASE)
As seen on the XDA Super Stock Winning BMW S1000RR (2020) Project Bike
"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 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."
What’s Included in the BT Moto Stage 2 Flash:
Includes all benefits of the Stage 1 Flash with these added features:
- Octane adjustments on all fuels 91 to MR12 and beyond
- 100% throttle sooner, for instant torque and first gear hits for drag racing
- Transmission, launch control adjusted to 100% in 2nd and 3rd gears
- Corrected cold/warm start idle for race use
- Re-calibrated timing at maximum safe value
- Lower max lambda, leaner high RPM Target designed around horsepower not economy
- Higher RPM limit without throttle cut for roll racers
- Dash unlocked for bikes with proper gearing and proper sw versions (doesn't work on every model)
- 45% faster and aggressive up and downshifts for racing use
- Adjustments to knock control for instant on power without delay
- Track guys can have fun too! Fully recalibrated settings and pre-control for ABS/TCS/Tire calibrations adjusted for maximum speed, and least rider invention developed in MotoAmerica.
- Includes IAT relocation, intake flapper removal kit, and servo buddy (see 'product details' tab)
BT Moto Stage 2 Flash Details:
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 here).
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. This also includes knock control adjustments.
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.
45% faster up and downshifts over Stage 1 and now allows the use of fast shift sensor products on the market if desired (Alpha).
DISCLAIMER: FOR CLOSED COURSE COMPETITION USE ONLY
(NOT INTENDED FOR STREET USE)
*Due to the nature of this service, all sales are final*
BT Moto IAT Relocation, Flapper Removal Kit, and Servo Buddy:
What’s Included?
- (1) IAT Extension Harness
- (1) Billet Aluminum Plug For Original IAT Sensor Location
- (1) Flapper Servo Block-Off
- (3) Billet Aluminum Plugs For The Airbox (Two Small and One Large)
- (1) Servo Buddy
What Does This Kit Do?
- Relocates the Intake Air Temp (IAT) sensor and removes the airbox “flappers”.
- Moves the IAT sensor from the factory location near the cylinder head to the front of the bike to get a true ambient reading.
- Removes factory airbox flappers to allow fresh air to enter the airbox at any speed, RPM or gear.
- A true ambient reading means more power but also means consistent power.
- Noticeable improvements in stop-and-go traffic, starting a race from a stop and exiting the pit.
- Even distribution of air to all cylinders without any cylinder bias.
- More air to the engine with plastic flappers removed.
- No downside and dyno proven gains across the powerband.
- Servo Buddy allows the ECU to be reverted to stock without triggering an FI light when using the flapper delete.
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 complements 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.
What is a BT Moto Handheld Tuner and what are the benefits of having one?
Thoroughly tested by our own engineers, not just for its function but also durability. We purposefully dropped this thing about 100 times just to make sure if you accidentally dropped it, it would still be a usable device.
So why buy it when you can just send in your ECU for flashing and spend less? Let's see the breakdown:
No Downtime - No need to send in your ECU or remove it from your bike at all. You order the handheld, it get's delivered to you, you flash your bike. You never miss a day of riding and no effort removing the ECU.
Go Back to Stock Anytime - You can flash the original, stock file, back into the bike at any time and for any reason.
