Product Description

***DO NOT SEND YOUR ECU IN WITHOUT RECEIVE CONFIRMATION AND ORDER FORMS FROM BRENTUNING.
IT WILL BE RETURNED TO SENDER IF FORMS ARE NOT IN BOX***

***PLEASE CAREFULLY CHOOSE THE SHIPPING RETURN SPEED YOU WANT, ONCE PROCESSED, CHANGING SHIPPING SPEED IS NOT POSSIBLE***

The 2017-2018 BMW S1000RR Tuning Wait Is Over!

Debunking The Rumors:

While we have been studying this bike for over a year now, many obstacles came into play. All of those first to “crack the bike” were mailing people their 100% untouched stock ECU back overseas and taking your money. Other tuners were mapping these with HP+ software and modifying +/- fuel and ignition trims in RCK and best of all, the “one size fits all” ETAS created basic files and calling them custom tunes. This isn’t tuning! BMW knew this and shut it down quickly with a software update and ruined the hope of a lot of half way tuners with the 501 software update. This set back a lot of development as everything had to start from scratch, tools that were created had to be thrown away 7-8 months into testing as they were no longer capable.

However, we knew the potential of the bike from our testing and taking the bike apart but couldn’t quite tap it without a permanent solution like we created for the 10-16 S1000RR that has been so well
received. Until we had a 1:1 solution like the other years, we were not going to release something
temporary or watered down because our customers have come to know and expect much more from us.

The common “groupthink” amongst forums and groups is that the 2017 is a 2015 “facelift” with a
terrible new exhaust and to “buy the older years”. This couldn’t be further from the truth. While the 2017-2019 looks fairly similar from the exterior – what it brings to the table is what you cannot see. The electronics and ECU are what make this engine extremely powerful and torquey with a host of new part numbers and engine changes. Many of these changes are to compensate for the additional restrictions the EURO4 regulations put on the superbike market for sound, power, and compliance. Instead of dialing in power robbing throttle limiters like the Japanese bikes did, BMW sought out to create a more powerful ECU, calibration and engine package to be faster than previous years while appeasing all new sanctions put on them. The introduction of a different standard ABS PRO, upgraded quick shifter, and lightly modified engine has made it a sought after bike. But due to the failing and slow aftermarket support, most stayed comfortable with their previous generation bikes. Now all this has changed!

Once you understand what they did, you realize why this bike is the next best liter bike to have, and while modifying previous years is great, the 2017 has potential to out muscle all other years when de-restricted and calibrated properly with far less modification on a 100% stock motor.

What BMW started with is a totally new control unit and electronic side of the bike. It is unfortunately way smarter than the current piggybacks, and due to EU4, it changes and dials out HP gains, air fuel and timing adjustments very quickly from what we found in our testing. When we first tested a Bazazz and then a PC5 unit, we found the temperature compensations in the ECU would only like our adjustments at say a 180F coolant temp, at 160F or 195F the bike would completely ignore the changes, we found the same thing with 20-30F changes in intake air temp. The bike would run different every pass based on temperature due to EU4 and power would vary greatly. If you kept temperatures stable in a great dyno environment, the bike would perform better then stock. However, once on the street the new “smart” ECU saw temperature changes and it would begin fighting the piggyback system and lose power at a rapid pace. We also had customers with piggybacks regularly emailing us that they saw no gains, even with timing modifiers, over stock. There is a reason for this and the bike will leave shadow traces in the ECU for any sort of exhaust modification or piggyback installation without ECU mapping.

The Exhaust:

This exhaust system is easily the most hated part of the 2017. It surprisingly, regardless of looks, doesn’t flow any worse than a 2015-16 (mini cat) system. We were able to get the bike to make a solid 195+WHP through this system. Gains on the stock exhaust are identical to the 15-16 with large gains in the low end. Luckily all the 15-16 systems fit, since the lower fairing on these models goes back to the 10-14 S1000RR short style.

The Intake:

The intake system is very similar to 15-16, however in the US and some other countries, the airbox is fitted with a foam funnel to help with noise restrictions. While it slows airflow a bit and creates excellent low end torque feel and off throttle response, it flattens the top end of the powerband and muffles the wonderful intake “honk” we’ve grown to love from the S1000RR. Once removed we noticed a few HP gain and a small torque loss on the bottom end. When coupled with the specific 2017 RR sprint filter found HERE both these modifications are good for a 5WHP gain on an otherwise stock 2017 S1000RR. While some may argue the restrictor is put there to smooth airflow, pressure sensors inside the airbox say otherwise. European spec and Canadian bikes that we have seen have do not come with these installed which negates that theory.

Intake Air Temperature:

The 2017-2018+ RR run extremely hot, intentionally and partially because of the exhaust system. The algorithms’ in the ECU for intake and coolant temperature have the bike switch maps regularly for ideal emissions burn and cat light off. This can also vary the power 20hp pull to pull. First thing to do after setting up the airbox is the install our IAT relocation kit HERE.

The Cooling System:

The 2015+ bikes had cooling issues that the 2010-2014 bikes did not, regardless of using the same gasket and head studs. It was a simple lack of stud torquing and sealing on BMW’s end. It became apparent at higher power levels and higher temperatures. Since the 2017 makes more power, more heat and runs consistently higher temperatures from the factory, we are recommending our Stage 1 cooling kit sold HERE to be used with all bikes adding power or setup for extended RPM racing to alleviate potential problems down the road.

The Powerband:

This is the most glorious part. For those who preach “it’s the same as a 2015-16 just uglier and restricted” think again. Have you ever seen a 100WTQ RR? Have you ever seen a flat 200whp from 11-14000rpm? There is a reason even in stock form that these bikes are taking out previous years badly on the street and track. The power per RPM range has completely changed. The midrange is most stronger and the bike will pull through the rev limiter in most cases.

The ECU:

While it was a giant pain in the ass gaining access to these new anti-tune computers, the heavy resolution, breakpoints, all new mapping and smoothness of the new ECU feels like BMW added a standalone to an otherwise stock bike. It has completely transformed the feel, the response, and the smoothness of what we thought was an already perfect bike. It also has significantly more features, and the same architecture of the HP RACE ECU unlike the previous years, this allows for module / ECU conversions or upgrades to a bike that didn’t exist in 2015-2016. For those who want to mod or create a HP Race replica, it can be done with this bike.

Power Testing:

Since EU4 testing can be so difficult to do with temperature swings (especially on stock ECU), we equipped the bike with snorkel removal, filter, IAT, and cooling kit and ran it between 170-180 degrees to get laboratory like results each and every time to show just the strengths of the flash programming and nothing to skew it.

ECU Flashing Process:

The 2017/18 BMW S1000RR Tune a little differently than that 2015/16 bikes. We will need your ECU, one ignition key, ignition key cylinder and gauge cluster. Once we receive this we will tune the motorcycle within 48 hours. The beautiful thing about this is that unlike the 15/16 bikes, a GS911 tool for adaptation reset is not needed. All adaptations are reset through the ECU when we flash it. While the ECU, cluster, key and ignition are here, we can unlock your speedometer to read above 186MPH/299KPH. If you want to do this, please purchase the add-on HERE

****Stage 1+ is for bikes with full exhaust systems****

Graph notes: 100% Stock ECU 93 octane, Stage 1 flash 93 octane (mods IAT/Sprint/Cooling kit only, stock exhaust)

Graph notes: Stock ECU, Stage 1 flash 93 octane, Stage 1 flash MR12 (mods IAT/Sprint/Cooling kit only, stock exhaust)

Graph notes: Stock tune 93 octane, Stage 1+ flash 93 octane w/ Akrapovic Exhaust, Stage 1+ flash MR12 w/ Akrapovic exhaust (mods for all graphs: BT cooling kit, filter and IAT)

Graph notes: Stock tune 93 octane stock exhaust, Stage 1 flash 93 octane stock exhaust, Stage 1+ flash 93 octane w/ Akrapovic exhaust (mods for all graphs: BT cooling kit, filter and IAT)

Quantifiable Benefits and Product Info:

The BrenTuning Stage 1 Flash is our first and most cost effective option for your 2017 BMW S1000RR. Our Stage 1 Flash is good for 12WHP (PEAK) on 93 octane and 17WHP on MR12, higher or lower is possible depending on fuel quality and modifications. Gains of 20+WHP at redline have been seen over the stock baseline. Our stage 1 flash will include removal of limiters along with modifying fueling, ignition, torque, throttle and adjusting dynamic maps for optimal performance. This is plenty of power and improvements for a non-competition, street motorcycle. The beauty of the new 2017 RR “smart” ECU is that it all but negates the need for a piggyback fuel controller (PC5/Bazazz). Spot on mapping has been developed for all the most popular exhausts on the market. Our stage 2 AlphaN mapping will be coming in the near future, as always, we will offer an upgrade program for existing customers looking to maximize their motorcycle.  For most average, non-competitive riders, our stage 1 file will be more than enough, especially with the improvements the 2017 bikes have shown.

Modifications are made to:

Fueling – Air mass, idle, part/full throttle and Lambda correction maps for all exhausts.

Ignition – Base, limiter, optimum ignition, optimum angle, correction maps.

Throttle – Remove 80% WOT limiter, perfect throttle twist adjustment for all desired load angles for maximum response control and power under the curve.

Torque – Adjust torque model to align with new power of bike and limiter removal.

Quickshifter – Shorter up and downshift dead times for maximum driveability and acceleration. One of our customers favorite features.

Adaptive ignition – Ignition/fuel calculation for maximum performance and response for upgraded fuel qualities. Make more HP on race fuel versus pump fuel.

Quantifiable differences over a stock or piggy back bike:

– Drastically improved throttle / engine response at all throttle angles with a great highway cruise range.

– Drastically decreased delay times in short shifter response on both up and downshift. Huge improvement and one of our customers favorite features.

– Removed bottom end dead spot in low RPM range.

– Heavy increase in top end power via limiter removal. Especially noticeable between gears.

– Smoother powerband.

– Full restriction removal for enjoyable and predictable experience.

– Diagnostic invisibility.

– Best bang for your buck upgrade.

Independent Results!

A Canadian customer tried out our Stage 1 flash on his 2017 S1000RR.  What was the result? 204whp/90wtq!!  A record for this particular dyno.  This customer also states that the bike feels completely different.  More power, better feel!

**THIS MODIFICATION REQUIRES YOU TO SEND IN YOUR ECU, CLUSTER, ONE KEY AND IGNITION TO OUR HEADQUARTERS FOR TUNING. IF YOU ARE NOT COMFORTABLE WITH THIS, PLEASE REACH OUT TO A MECHANIC TO HELP WITH THE PROCESS. THIS HAS A FIVE (5) BUSINESS DAY TURNAROUND AT WORST AND SAME DAY AT BEST. DUE TO WORKLOAD IT IS IMPOSSIBLE TO PREDICT TIME FRAME BUT MOST ARE DONE WITHIN 48 HOURS OF RECEIVING (MONDAY-FRIDAY). FOR EXPEDITED RETURN SHIPPING, PLEASE CHOOSE THAT AT CHECK OUT. SHIPPING COVERS RETURN ONLY, YOU ARE RESPONSIBLE FOR SHIPPING TO US SAFELY AND INSURED. THIS PRODUCT REQUIRES A PRODUCT ORDER FORM TO BE SENT WITH THE ECU, DO NOT SEND THE ECU WITHOUT RECEIVING THE PRODUCT ORDER FORM.**

This is a picture of what is required to be mailed in with the ECU, a how-to will be coming in the coming weeks. (1) ECU, (1) Key, (1) Ignition cylinder, (1) gauge cluster.

HOW TO REMOVE ECU AND SPEEDO CLUSTER

HOW TO REMOVE TRIPLE TREE

***PLEASE NOTE: POWER FIGURES ARE FOR S1000RR ONLY.  SINGLE R AND XR BIKES WILL SEE THE SAME PERCENTAGE OF POWER GAINS BUT START WITH A LOWER HORSEPOWER NUMBER FROM THE FACTORY***