Why didn't BMW make em like this to start with!???
Because that would have made the 1150 faster than a 1200 twin cam before they'd even been concieved
JohnGS1100 Tuning Chip
- Thread starter uncle dick
- Start date
Because that would have made the 1150 faster than a 1200 twin cam before they'd even been concieved
These chips sound amazing, but the phrase "too good to be true" springs to mind.
Why didn't BMW make em like this to start with!???
Hello friends
This is a good question. The main reasons why change chip is that bmw made maps for boxers with very lean fuel.
Also my answers are these :
1. Marketing purposes: BMW produces several models with the same boxer engine, so it uses a different mapping for each model. I make the best maps for all models by any hardware modification.
2 The mapping was design at the '90s Today gasolines and oil-lubricants have improved, so the engine can be pushed further without problem in reliability.
3 Chips (hardware) have improved. As the memories, CPU and parts of computers. Speed in a wider temperature range, faster response and adaptation to signals from various sensors, faster adapt total of ecu. I use chip 70ns, the old one is 200 ns. (Ns) is nanosecond to adapt). Also the new chip meets and operates as efficiently and rapidly in a wider temperature range.
4 Just an upgrade (like Ms windows, Android and more else softwares
) , but note that it is two years work by testing for optimal performance. I make it by low cost, i want to share with all bikers friends..
cele0001
Registered user
Hello John.
You mentioned access speed of the chip a couple of times (70ns vs 200ns) and I understand that part. However the main micro-controller still runs and accesses the data at the same speed so I am a little confused.
While I understand that changes to the map will alter fueling and spark there is really no way (other than overclocking or redesigning the whole ME) to make the ME increase the sampling rate of reading from the chip.
I will probably end up getting one anyway since I understand the reasoning behind the original lean map. Most of the car (and bike) manufactures build their maps for a specific drive cycle in order to achieve best possible result for that specific test. This result usually has very little to do with the real world.
Basically they are given the test and everybody is cheating to get the best possible answer.
You mentioned access speed of the chip a couple of times (70ns vs 200ns) and I understand that part. However the main micro-controller still runs and accesses the data at the same speed so I am a little confused.
While I understand that changes to the map will alter fueling and spark there is really no way (other than overclocking or redesigning the whole ME) to make the ME increase the sampling rate of reading from the chip.
I will probably end up getting one anyway since I understand the reasoning behind the original lean map. Most of the car (and bike) manufactures build their maps for a specific drive cycle in order to achieve best possible result for that specific test. This result usually has very little to do with the real world.
Basically they are given the test and everybody is cheating to get the best possible answer.
lennythelion
Registered user
Just ordered a chip from John for my 2003 R1150 gsa.My last bike was a twin cam 1200 gsa which I took to Geoff at Hilltop for a re map with excellent results but at £360.Looking forward to comparing the results from this 60 euro chip.
BMW set them very lean so they'd pass the EU regs of the day.Why didn't BMW make em like this to start with!???
These chips (at 60 euro? ) seem an absolute bargain to me, I had my 1200RT setup at Hill Top on a rolling road which cost a heap more, took all day and was quite some ride down south
jeremyj
Registered user
I too just ordered Chip today from John, looking forward to results
Ok uncle I'll order in the morning, thanks.
There is not a mystery on chip.
The stock chip have just lean maps and very Conservative setting at timing advance.
I give about 1,6-7% more fuel at stock maps.. variable increases measured in boxer engine for ideal AFR ratio.
I give more timing advance (3-6 degrees) variable by thorrotle position and revs of rpm. Note that for stage 5 the degrees is goes up about 5-12 degrees) and depending on any hardware modification (de-cat exhaust,pipes, free air filter, camshafts ..). No needed to change fuell pump, fuell pressure or anythink hardware at bike. The chip gives the more fuel that need bike and by a little increase of the timing advance achieved a best improved.
Οne example for stock R1100RT. Observe tables.
The first table is the percentage increases of fuel. Horizontal bars are the engine rpm speed and vertical percentage throttle opening.
At the second and third tables. The second is the timing adcance (degrees) and the third table is the mod timing advance. Requires a large increase, and again there are no pings.
Sure there are 20 pairs of maps. For all situation. I found one by one for all models (R850-1100-1150 GS-RT-S-RS-S), this was the most difficult.
There are great changes at all maps for all conditions.
In dynamometers modify only the final maps high temperature. I make modified at all maps.
This perhaps is the secret of the economy. The engine needs less fuel and with less throttle positions produces more power. Whether it is cold or hot or driven at altitude or not. All maps have been improved to the ideal mixture ratio and the timing advance goes up, has grown to fully exploits the thermodynamic combustion gasoline octane 95+.
The easy is that all maps are in the chip. So when replace the chip, replace all maps- improve torque and power.. There is not immo keys or checksums or anythink else in R1100-1150 ECU. One chip for each model works the same.
So the cost is too low.
Take a look please..
https://www.facebook.com/photo.php?fbid=365835596910076&set=a.360478644112438&type=1&theater
The stock chip have just lean maps and very Conservative setting at timing advance.
I give about 1,6-7% more fuel at stock maps.. variable increases measured in boxer engine for ideal AFR ratio.
I give more timing advance (3-6 degrees) variable by thorrotle position and revs of rpm. Note that for stage 5 the degrees is goes up about 5-12 degrees) and depending on any hardware modification (de-cat exhaust,pipes, free air filter, camshafts ..). No needed to change fuell pump, fuell pressure or anythink hardware at bike. The chip gives the more fuel that need bike and by a little increase of the timing advance achieved a best improved.
Οne example for stock R1100RT. Observe tables.
The first table is the percentage increases of fuel. Horizontal bars are the engine rpm speed and vertical percentage throttle opening.
At the second and third tables. The second is the timing adcance (degrees) and the third table is the mod timing advance. Requires a large increase, and again there are no pings.
Sure there are 20 pairs of maps. For all situation. I found one by one for all models (R850-1100-1150 GS-RT-S-RS-S), this was the most difficult.
There are great changes at all maps for all conditions.
In dynamometers modify only the final maps high temperature. I make modified at all maps.
This perhaps is the secret of the economy. The engine needs less fuel and with less throttle positions produces more power. Whether it is cold or hot or driven at altitude or not. All maps have been improved to the ideal mixture ratio and the timing advance goes up, has grown to fully exploits the thermodynamic combustion gasoline octane 95+.
The easy is that all maps are in the chip. So when replace the chip, replace all maps- improve torque and power.. There is not immo keys or checksums or anythink else in R1100-1150 ECU. One chip for each model works the same.
So the cost is too low.
Take a look please..
https://www.facebook.com/photo.php?fbid=365835596910076&set=a.360478644112438&type=1&theater
Ordered one as well. Hoping this sceptic will be proved wrong!
Will report findings.
Will report findings.
How much difference would not having the cat make on a bike like the 1150. Currently have the standard system with cat, wondered how big a difference getting rid of the cat would make. Would need new headers and that makes it a more expensive proposition, so considering John's chip with a standard set up.
Ah, just a y piece then.
Question stands, does it make much difference to performance to get rid of the cat and put in a Y piece with a standard silencer, do you gain/lose anything (other than some weight) from the procedure?
Question stands, does it make much difference to performance to get rid of the cat and put in a Y piece with a standard silencer, do you gain/lose anything (other than some weight) from the procedure?
IMHO you don't gain anything perceivable by just removing the cat, I dare say that when chipped there would be a reasonable gain over chipped with cat.
Only at high revs of rpm.
Yes.
By de-cat the only improvement at bike is at very high revs of rpm (6.700+).
So there are two harware setup works by two different chips (stage 4 and 5).
By stage 4 chip no needed to change anything hardware at bike.
For stage 5 is better to fit a Y pipe (de-cat system) or after market system exhaust, must fit too and a free air filter to make the "venturi" in-out correctly.
For this setup the stage 5 chip works very fine, runs superb especially at high revs. From iddle speed until red line (8.100 rpm).
But if you are an easy driver and if you want a very good improve at low and middle revs of rpm, you can just fit a chip for stage 4 (stock hardware setup). You can only change the air filter by (K/N) works better, It is very good for consumption and at low and middle revs has the same torque as the stage 5 setup.
The torque by chip (stage 4) goes up a 15% at low, 10% at middle revs of rpm, the consumption is better up to 10% at all revs of rpm.
So assuming I want good fuel consumption with added oomph I need a stage 4 chip. I have a Y piece with the standard can and standard filter on a single spark 1150.
Can you run a stage 5 chip with he standard air filter?
Can you run a stage 5 chip with he standard air filter?
How much difference would not having the cat make on a bike like the 1150. Currently have the standard system with cat, wondered how big a difference getting rid of the cat would make. Would need new headers and that makes it a more expensive proposition, so considering John's chip with a standard set up. Mr_Magicfingers
This
http://stores.ebay.com.au/dan-dans-...62515011&_sid=775914571&_trksid=p4634.c0.m322
is what I have from Dan-moto and fits perfectly, except that it does not have the center stand stop bracket.
There are many ways around that though.
This
http://stores.ebay.com.au/dan-dans-...62515011&_sid=775914571&_trksid=p4634.c0.m322
is what I have from Dan-moto and fits perfectly, except that it does not have the center stand stop bracket.
There are many ways around that though.
Hi John, Pablo From Tasmania here.
What is meant by "free air filter"
Yesterday I ordered a chip and one thing I didn't say is that I also have a K/N air filter fitted
What is better, OEM air filter or K/N with your chip
Thanks
What is meant by "free air filter"
Yesterday I ordered a chip and one thing I didn't say is that I also have a K/N air filter fitted
What is better, OEM air filter or K/N with your chip
Thanks
Hi Pablo. I was send the chip yesterday, so you will have it after few days. (The K/N or DNA recommend for all bikes- it is beter air filter than stock for all hardware setup).
I have a question too for you..
what kind of petrols have in australia ?
I was send "stage 5" chips to US and the guys there, tell to me that have pings or not working good, so i make only stage 4 for US, Canada and Australia (have similar petrols). That chip i was send to you too.
The petrols in USA have 91-92 ron they told it is like 95 octane europe, but not works good in all euorpean motors and cars. Why ?
There is a guy there, he order a chip by very low timing advance to use it in US and Mexiko by all kinds of petrols. The stock chip too did not work good by low octane petrols (make pings).
I read at this link, there are 3 stantards characteristics in petrols, RON-MON and AKI.
Take a look please :
"regular" gasoline in Australia, New Zealand, Canada and the US......91–92
Super/Premium in New Zealand, Australia.........................................95
Shell "V-Power Racing" in Australia - discontinued July 2008 [15].......100
By stage 4 chip you can use all these petrols, but work better by 95 ron *(like european petrols).
Make a test please by using a "regular gas australia" 91-92 ron (in US not work good).
Take a look to european petrols.. :
"Regular unleaded" in Europe.........................................95
Great Britain, Slovenia and Spain, "SP98" in France...........98
"SuperPlus" in Germany.................................................98
Shell V-Power in Italy and Germany...............................100
.
.
.
There is not low octane petrol in europe (<95 ron)..
At US it is difficult to find 95+ octane petrols (few gas stations), what about in australia ?
Did you find easy 95 or 98 octane petrols ?
I have a question too for you..
what kind of petrols have in australia ?
I was send "stage 5" chips to US and the guys there, tell to me that have pings or not working good, so i make only stage 4 for US, Canada and Australia (have similar petrols). That chip i was send to you too.
The petrols in USA have 91-92 ron they told it is like 95 octane europe, but not works good in all euorpean motors and cars. Why ?
There is a guy there, he order a chip by very low timing advance to use it in US and Mexiko by all kinds of petrols. The stock chip too did not work good by low octane petrols (make pings).
I read at this link, there are 3 stantards characteristics in petrols, RON-MON and AKI.
Take a look please :
"regular" gasoline in Australia, New Zealand, Canada and the US......91–92
Super/Premium in New Zealand, Australia.........................................95
Shell "V-Power Racing" in Australia - discontinued July 2008 [15].......100
By stage 4 chip you can use all these petrols, but work better by 95 ron *(like european petrols).
Make a test please by using a "regular gas australia" 91-92 ron (in US not work good).
Take a look to european petrols.. :
"Regular unleaded" in Europe.........................................95
Great Britain, Slovenia and Spain, "SP98" in France...........98
"SuperPlus" in Germany.................................................98
Shell V-Power in Italy and Germany...............................100
.
.
.
There is not low octane petrol in europe (<95 ron)..
At US it is difficult to find 95+ octane petrols (few gas stations), what about in australia ?
Did you find easy 95 or 98 octane petrols ?
Similar threads
