(24-25) BMW M1000XR (K67) Stage 2 ECU Flash Upgrade

BUILT ON THE FOUNDATION OF OUR ALREADY POPULAR STAGE 1 MAPPING, STAGE 2 GOES A FEW STEPS FURTHER

24-25 BMW M1000XR BENEFITS OVER STAGE 1

(CLICK HERE TO SEE STAGE 1 DETAILS)

• Full-Time Closed Loop (Self-Tuning Feature!)
• Engine Startup
• More Derestriction found
• Ignition
• Adaptive Map Control
• Launch Control
• Traction Control
• Can Utilize Our Optional IAT Extension Kit and Intake Flapper Removal Kit

HOW DO WE ACCOMPLISH THIS WITH STAGE 2?

• FULL-TIME CLOSED LOOP TUNING. This may be the most important feature with Stage 2 and only we can offer it. With the addition of a full OEM wideband system that was first seen on a motorcycle with the K67 S1000RR, the M1000XR has followed suit and integrated this new technology. With the newly added widebands and ECU, the new M1000R is capable of tuning itself to a targeted lambda value. The M1000R will constantly change the AFR (air/fuel ratio) based on the wideband readings. You will always have a flawless fuel mixture with Stage 2. Elevation, temperature, even exhaust changes with Stage 2 mean NO ADDITIONAL TUNING OR DYNO TIME IS NEEDED.
• ENGINE STARTUP. The M1000XR (K67) seems to have even more difficulty with cold and warm starts than even the S1000RR. Our Stage 1 flash fixed this issue mostly but still had a couple instances where the bike wouldn't behave well when starting. We developed an entirely new strategy in Stage 2. If you've had our Stage 1 flash before, you'll instantly notice a differences in Stage 2. Testing for a couple months, and with multiple bikes, we have had no issues at all with starting.
• MORE RESTRICTIONS REMOVED. The OEM throttle model has "soft" and "hard" limits.  The soft limits are where the 2020 M1000RR will start to close the throttle and limit torque by itself at high speed or high RPM.  We removed the top speed governor and made sure the throttle or torque isn't limited.
• MODIFIED IGNITION FOR PERFORMANCE ON VARIOUS OCTANES.  Stage 1 did not touch any of the stock ignition tables.  Stage 2 optimizes the ignition tables for performance and reliability.  The M1000RR has multiple timing tables.  Depending on fuel quality, the bike will choose more aggressive timing tables or less aggressive (if knock is present).
• MR12 HORSEPOWER AND OTHER 100 OCTANE FUELING MAPS INCLUDED. One flash does it all.  Because of the adaptive ECU and OEM wideband sensors, the M1000R is able to switch between fuels without flashing to a new map.  This means if you want to run regular 93 pump gas then switch to MR12, you do not have to change maps.  The adaptive ECU and our Stage 2 flash will account for the new fuel and change automatically to optimize performance.  The only thing the user has to do is pump the gas in the bike and ride.
• INTAKE FLAPPERS. We command them open from startup to shutdown. You'll always get maximum airflow to your engine, and with our optional IAT kit.
• LAUNCH CONTROL. Optimized to be more aggressive when you need to get that holeshot.
• TRACTION CONTROL. A tire from Dunlop has a slightly different wheel radius than a wheel from Pirelli, even if both read the same sizes. Wheel radiuses will vary tire to tire and is a fixed value with the OEM TC. This is something that needs to be correct for the track and makes a huge difference with how the bike behaves. We added wheel radius adaptation that will adjust the TC to your tire. (In the OEM configuration this is a fixed value that can only be adjusted with race tools)

Stock 2024 BMW M1000XR vs BT Moto Stage 1 (5th Gear)

Peak gains of 11WHP with a good kick in torque is great but that's not the whole story here. Up top, the stock tuning hits a massive flat spot that noticeably holds the bike. The difference up top is over 20WHP. In the midrange there's an 8WHP gain as well. For 2023 the midrange restriction 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 - 180WHP / 87WTQ
• BLUE = STAGE 1, PUMP GAS - 191WHP / 88WTQ

Stock 2023 BMW M1000XR vs BT Moto Stage 1 (2nd Gear)

The dreaded second gear flat spot still comes with the 2024 M1000XR. Our Stage 1 flash gains OVER 50WHP in the midrange! Anyone that has ridden 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 have restrictions with the 2024 M1000XR. Our flashing removes these restrictions and smooths entire RPM band, making the bike more consistent and more predictable.​

• RED = STOCK, PUMP GAS - 173WHP / 83WTQ
• BLUE = STAGE 1, PUMP GAS - 184WHP / 87WTQ

BMW "TORQUE OPTIMIZATION" VS BT MOTO TUNED (2ND GEAR)

(COMPLETELY STOCK BIKE)​

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

BMW "TORQUE OPTIMIZATION" VS BT MOTO TUNED (5TH GEAR)

(COMPLETELY STOCK BIKE)​

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

60-130MPH BEFORE AND AFTER

**All runs performed same day, back to back on an independent DynoJet on a 2024 BMW M1000XR**

**Testing performed with California ACN 91 octane pump gas. Usage of a lower octane will yield smaller power gains. Higher octane larger gains**