When I bought the bike supplied with it but not fitted was a K&N, decat, end can and a eprom chip.
Ran with the k&n and zorst mods for a while, just before a weekend trip to loch long I reset the tps to 369mv all was well, got great fuel consumption and bike ran well.
Shortly after I plucked up the courage and fitted the eprom chip.
Bike didnt run too well and was back firing on over-run quite alot,
backed of the tps back to 361 in case it was over rich...not really any better.
With the chip in the bike developed a strange noise on WOT in 6th it sound like small stones hitting the sump guard (theres none in there by the way).
So have removed the chip and (for no reason other than noise) stuck the standard end can back on and reset the TPS to 371.
With the chip out its still back firing on over-run doesnt feel quite and right and is still making the same metallic noise as when the chip was in.
Incidentally 2-2.5 glitch is much better now.
The bike is very "fumey" on start up that first puff of smoke is noticable and strong.
1). If the chip was badly programmed could it have damaged the engine?
2). The plugs seem a little heavily contaminated for my liking especially the off side one, which incidentally was missing the rubber cap off the throttle body nozzles (overly lean mixture causing pinking under heavy load).
3). Does the ECU over right the maps of a new chip when the new chip is installed if so can the "maps be purged" and reloaded when the standard chip is installed?
View attachment 262277
- the offending chip
I was answering some questions from later in the thread but wanted to take a moment and go back to the issue of the "non-standard chip".
1) If the chip was badly programmed it isn't likely to damage your engine unless there was a lot of pre-ignition at high power.
2) Not sure if it was overly lean
3) When you put the original chip back in, install the correct coding plug, and reset the Motronic, everything goes back to normal and the "experimental" chip is fully purged.
Making a custom chip for a Closed Loop motorcycle (one with a stock O2 sensor installed and functioning) is much more difficult than meets the eye and with more ways to go wrong. Broadly speaking there are three main types of maps (and up to 8 sets of the three types, selectable by Coding Plug) of the person doing the reprogramming to contend with: Base Fuel Maps, Spark Advance Maps, Correction & Transition Maps.
Spark Advance Maps: On the R1100 and R1150, if one understands the binary values and how to interpret them, a reprogrammer could add or subtract some advance, ride the bike and see what they thought. It would be hard to get an engine brake-dyno though to test the detonation margin. Any changes made to these maps would persist since there are no knock sensors on the Oilheads. On an R1200, if the timing were altered enough to trigger knock-sensor adaptation, the result might be worse timing management than stock.
Base Fuel Maps: These contain injection times based on RPM and TPS angle. Apart from the fact that they are just a starting point whose values get interpolated for RPMs and TPSs that fall between the cells of the table, they get modified by Air Temp, Oil Temp, Barometric Pressure and Battery Voltage. In addition they get modified by short term and long term fuel trims--which is the real issue with fuel changes to a Closed Loop motorcycle. If you add fuel to the cells that are managed by the ECUs Closed Loop algorithms, two bad things happen: 1) The Closed Loop routines return the fueling to stock; and 2) if you add fuel in those Closed Loop areas, corrections get created to remove the fuel and those corrections are applied to the Open Loop areas, for example WOT and high power. PowerCommander understands this problem and on the PC III USB w/Wideband O2 sensor, they do not allow fueling changes in what they believe the Motronic's Closed Loop area is. Home-brew chips don't seem to take the Closed Loop problem into account.
Correction & Transition Maps: These are tables for the Air Temp sensor, Oil Sensor, Barometric sensor, warm-up profiles and for TPS rate of change, and other things of that type. There is no documentation and the info is Bosch/BMW proprietary. Most chip re-programmers "play with" those variables but don't know exactly what they're changing.
Lastly, given that most dyno test runs stress only a handful of the Map Cells near WOT and at high RPM, how much testing can an individual be expected to do? One might see better numbers on the dyno but no tests or data in the range where we do 90% or our riding.
Food for thought.
RB
