BT Moto (26-27) BMW M1000RR (K66) Stage 2 ECU Flash Upgrade With Velocity Stacks

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

BENEFITS OVER STAGE 1

• Aggressive mapping - Designed for bikes with airflow modifications at a minimum. Filter, complete Akrapovic, our velocity stack kit for best results.
• Full-Time Closed Loop utilizing the factory 5 wire widebands for perfect fueling at any throttle angle
• Ignition adjustments for maximum stock engine power on 91, 93, or VP Race Fuel
  
• Launch Control - Traction Control and engine braking strategies design for track use
  
• Velocity Stacks now come standard with Stage 2 to maximize your horsepower gains
• 60-130MPH times reduced from 4.3 seconds (Stage 1) to 4.0 seconds (Stage 2), verified on GPS ( )
  

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 M1000RR has followed suit and integrated this new technology. With the newly added widebands and ECU, the new M1000RR is capable of tuning itself to a targeted lambda value. The M1000RR 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.
  
• ENGINE STARTUP. The M1000RR (K66) 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 2021+ 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 for oem levels intentionally.  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 M1000RR 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 with torque limitations modified for race starts.
• 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)
• ​ ENGINE BRAKING. We designed and tested a specific engine braking strategy utilizing COTA and Laguna Seca feedback that was dialed in and welcomed by professional riders.

With the revised head on the 2026 M1000RR and larger throttle bodies, we had to go back to the drawing board with our velocity stacks. As always, our primary objective is to gain power at the top end of the RPM range while also not loosing any power down low. We believe we achieved that with our new M1000RR velocity stacks.

This new revised design and material maximizes airflow and seals to the new throttle bodies better than billet options we tried. Our new design now has o-rings on the inside and outside of the stacks, ensuring a seal to the throttle bodies and airbox. To see thorough testing, along with dyno graphs, please see the video below.

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