• Can utilize our optional IAT extension kit and intake flapper removal kit
• 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-contrl for ABS/TCS/Tire calibrations adjusted for maximum speed, and least rider invention developed in MotoAmerica. If using slicks and specific size let us know we have a cal!

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 below).

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)

DYNO

IAT 110F vs. 60F test with and without removing airbox flaps and IAT relocation (tested on a 55F ambient day). Bike used was a 2020 S1000RR using our stage 1 flash with exhaust and 93 octane fuel on all runs.

As noted previously, the 2020 has airbox flappers that stay mostly shut, feeding no fresh air and heatsoaking the bike’s airbox below 6000RPM. The stock calibration has compensated as a result. This is a back to back run after only relocating the IAT to the nose of the bike instead of its standard location. This is much different than previous years ECU strategy. We converted it back to previous years strategy to optimize performance. With this kit installed, it's mandatory to run our Stage 2 Flash for smooth performance.

As you can see both runs, before and after IAT install, have the same exact AFR (air/fuel ratio). It’s a common misconception that IAT modifications adjust fuel. They do not do that. This bike is fully closed loop and hits our commanded lambda target every time due to BMW's OEM wideband oxygen sensor technology. You can see pretty steady HP gains across the entire RPM range. Converting it very similarly to a 2015-2016 style S1000RR airbox (derestricted years). While the dyno graphs show gains, results on the street or track are actually better when you are hitting higher speeds and it creates a more noticeable ram-air effect.

RESOURCES / DOWNLOADS

DOCUMENTS

Device Reset FAQ and How-To PDF

BT Moto Handheld Instructions

BT Moto Flasher+ Troubleshooting Guide

VIDEOS

Real World Results

"MaxWrist" decided to try our flash and from the video you can tell he's very happy with shaving almost a full second off his 60-130mph times (Dragy verified).

EVAN FROM EJR PERFORMANCE REVIEWS OUR 2020 BMW S1000RR

MOTONOSITY REVIEWS OUR STAGE 2 MAPPING

OFFICIAL REVIEW VIDEO

The M1000RR and S1000RR share similar power and restrictions

IAT COMPARISON, STOCK VS BT MOTO

This video demonstrates the difference from factory stock, Stage 2 with intake flappers open only and Stage 2 with intake flappers open with IAT kit for the BMW S1000RR. This is the exact same motorcycle in all videos with temperature comparisons, showing the effectiveness of both the kits working together.

IAT RELOCATION AND FLAPPER INSTALLATION VIDEO

Total install time: 2 - 2.5 hours

How To Install BT Moto Lowering Kit

How To Install BT Moto Velocity Stacks