VX800 and a GS with a booster plug

Yes I know you are supposed to disconnect the CAT sensors. But I can’t get anywhere with the PC3 on the disastrous last and thus still BMW official map its MUCH worse than the original. But in the last few months I have made good headway by making it MUCH leaner at a few points – suddenly things behave and its almost correct. Back then I have found anecdotal evidence they richened down the bottom to stop the pop in the exhausts.

On the original map that was there for 8 years using the same PC3 with the CAT sensors off, it was running MUCH richer in a lot of places and was perfect.... With one small but irritating for me bug. Where at very high temp, wide throttle it cut back at 6200rpm due to knock. On discovering BMW had MULIPLE fixes for many small issues like the Alarm, TMPS readings, side stand starter logic, fuel trip meter corrections, ASC update (hidden) and three engine fixes I wanted it. Particularly as one was fixing a problem with Knock.... but they just detuned the bike instead of tweaking the ignition curve a smidge and richening for 200rpm on full throttle ... Thus they ruined the engine map and will NOT put the good one back on....


all BMW vehicles have for 15 years plus had MULTIPLE iterations of bug fixed software available. They over write all software and flash every module on the bike in one hit, replacing all the original software the vehicle came with - they just DON'T want you to know it exists - they ONLY want to sell a new bike NOT fix / improve an old one

its called an I-level update - with the correct tools (motoscan app) you can view what its had as it left the factory and what it has now. Usually they remain identical (never updated) for the vehicle's whole life - it shouldn't be like that. In the USA many owners literally queue up to get the latest release and get it applied for free

the world moved to nasty software in 2000 and they get round to making stuff work some time.... if its a Mercedes they go one step further.... they wait till its an old model then deliberately release buggy software updates to encourage you to buy later cars !!! nothing dangerous but certain stuff a bit more erratic, a little more frustration, works a little bit less well than it did

an example of if its needed could be on a 1 series BMW they have been over 50 different bug fixes EACH one they thought was correct and then had to fix another fault months later.

BMW release software updates 3 times a year and you can count through the iterations in lists found in the links below. Its VERY hard to track down what they do... this first links is not the last for K25 bikes but almost is (I thought there was a 3.66 iteration of dealer software) - Note: K25 bikes run K024 software

mine’s on I-level k024-17-07-500


it left the building on a bug fix k024-07-05-520 (indicated by the 20 at the end of 520 - right first time it always says 500 - check out the current 5 series for the level of minor tweaks on G30 vehicles)

it was correctly updated on prep for sale to k024-08-01-500

within 6 months of sale they had a lots of software updates and it was not applied until 10 years later !!!

this must be one step before the last for K25 bikes http://fsfikke.com/data/P3.65.1_ISTA-P VERSION AND I-LEVEL OVERVIEW.pdf but the world moved and to update old stuff they have to fire up old dealer tools now

this is for current stuff, but its an iteration off track kxxx-20-07-500 should be current as they did the new bike software in August this year. When that happens all the old one's get another potential round of bug fixes https://bimmerguide.de/wp-content/uploads/2020/06/V4.23.2x.pdf It doesn't mean everything changes it could be major or minor they will NOT let you know what changed or why.

In general on a BMW you ALWAYS want the latest because they do it correctly - unlike the other crooks. But on the 2007 GS they didn't get it right - they have the ability to push any of their iterations at the bike but you need the puma kids to say OK we admit its garbage. Yes, if I buy a new RT and the radio is dead after an update they will sort it with an earlier iteration. But if I say it now runs like a dog, just leave me the fixes to the rest of the bike but put the old engine map on the bike they won't do it.
 
you just can't get this data anymore - as it opens a legal minefield when everyone realises their partner is dead because the glitches in software caused it

this is what became available 6 months after sale of my bike - and the very dealer that updated when they sold it - informed me BMW don't do updates - flipping crooks !!! - note using an earlier dealer tool than ITSA




CIP CD11.0 - Release Notes

All models with CAN on-board network

This CD Supports the following control unit and CIP application enhancements:

BMS-KP: Revision of program and data releases, R series (see Section 1.1)

ZFE/KOMBI: Revision of fuel-level readout computation and fuel-level readout, R series (see Sections 1.3 and 1.4)

CIP function expansions (see Section 2.1):

Read fault code memory
Read and set service data (date and countdown distance)
New language: Greek

New conversions (see Section 2.2)

Supports all vehicle versions and control unit updates to date, plus:
The model I level (I level, factory) "K024-08-01-500"

Notes:

-The I levels (Integration level) factory and dealer organization represent the software/data release programmed into the vehicle and can be seen in the "Vehicle identification" screen in the diagnostics program (Diagnostic CD22.0 and later).

-The model I level (I level, factory) represents the software release when the vehicle was built.
-The vehicle data release (I level, dealer organization) represents the current software release programmed in the vehicle.


Replaces all previous versions of the "CIP" CDs including the issued updates.

Can be used for the following two workshop systems:

Group Tester One (GT1)
Software Service Station (SSS)

Important Note:

CIP CD8.0 and later: Only vehicles with a battery voltage higher than 13V can be programmed. (For details, see Section 2.1.1 in this document).

It is recommended as a general principle that control units should only be programmed or encoded via a LAN cable.

Control unit programming should only be carried out in the following circumstances:

-In the event of a verified customer complaint.
-Following a prompt by the diagnosis program during replacement of the control unit or recoding.
-When carrying out a conversion/retrofit/removal (e.g. power change or
retrofitting/removing an anti-theft alarm system (DWA)).

-Following the advice issued in a special Service Information Bulletin (SIB) or by BMW Motorrad in their aftersales problem and measures system (PuMA).

Content of the “CIP CD11.0”:

1. Updated program/data statuses and encoding data for individual control units:

1.1 BMS-KP (Engine Electronics):

R-Series

Series-specific program and data status modifications/enhancements and bug fixes:

Applies to all R-series models:

-Improves the sensitivity of knock control
-Rectifies the "acceleration pinging" situation that has given rise to customer complaints

Applies only to the HP2 Sport (K29 HP, type code numbers 0458 and 0468)

-Improves the "shift assistant" functionality

Important Notes:

-The above-mentioned updated program and data release is offered automatically for programming for the models in question in a status report.

-Other control units (except the engine-management control unit) might also be offered for programming in the status report.

It is essential to program these control units as well, on account of the interdependencies that exist between the individual control units.

-Under no circumstances is it permissible to abort the status report and the measures plan subsequently offered by the system.

K-Series

Series-specific program and data status modifications/enhancements:
No changes compared to CIP CD 10.0.

F-Series

Series-specific program and data status modifications/enhancements:
No changes compared to CIP CD 10.0.

Note: It is not possible to reprogram back to the original software status.

1.2 BMS-K (engine electronics):

General modifications/functional enhancements:

Affects all models in the R, K and F series before construction status
January/February 2007:

No changes compared to CIP CD 10.0.

R-Series

Series-specific program and data status modifications/enhancements:
No changes compared to CIP CD 10.0.

K-Series

Series-specific program and data status modifications/enhancements:
No changes compared to CIP CD 10.0.

F-Series

Series-specific program and data status modifications/enhancements:
No changes compared to CIP CD 10.0.

Note: It is not possible to reprogram back to the original software status.

1.3 ZFE (central chassis electronics):

General modifications:

Applies to all models with the optional extras "ESA" (option code 416) and/or "Windscreen" (option code 559):

Additional functions:

-Optimized computation of fuel-level readout, including valuation of
the CAN signals "side-stand switch" and "quantity of fuel injected".

-Optimization of ESA calibration for the R 1200 GS (K25 11, type code
numbers 0303 and 0313) and R 1200 GS Adventure (K25 12, type
code numbers 0380 and 0390).

Bug Fixes:

-Fault-code entry as soon as short circuit is detected at pin 57 of plug
J1 (radio supply) with status "ignition OFF" and radio switched on.
Applies to motorcycles with construction status as of production
interruption 2007 (model year 2008).

-Symbol for "seat heating, front" in the instrument panel is shown only
with seat heating activated and status "ignition ON".

Applies to all models without the optional extras "ESA" (option code 416)
and/or "Windscreen" (option code 559):

Additional functions:

-Optimized computation of fuel-level readout, including valuation of the CAN signals "side-stand switch" and "quantity of fuel injected".

Series-specific coding-data modifications/enhancements:

Model variants R 1200 GS (K25 11, type code numbers 0303 and 0313) and
R 1200 GS Adventure (K25 12, type code numbers 0380 and 0390):

-Revision of fuel-level reading/ fuel-level characteristic.

Model variant R 1200 GS (K25, type code numbers 0307 and 0317) with
optional extra "On-board computer" (option code 539):

-Revision of fuel-level reading/ fuel-level characteristic.

Model variant R 1200 RT (K26, type code numbers 0368 and 0387):

-Revision of fuel-level reading/ fuel-level characteristic.

Model variant R 1200 S (K29, type code numbers 0366 and 0396) only with
optional extra "On-board computer" (option code 539):

-Revision of fuel-level reading/ fuel-level characteristic

Important Notes:

-The other above-mentioned program releases are offered automatically for programming for all the models in question in a status report.

-Other control units (except the ZFE) might also be offered for programming in the status report. It is essential to program these control units, on account of the interdependencies that exist between the individual control units.

-Under no circumstances is it permissible to abort the status report and the
measures plan subsequently offered by the system.

-Overall coding of all the control units takes place in the course of programming.

This is to ensure that all stocks of coding data are appropriately updated.

1.4 Instrument panel:

General modifications:

Affects all models in the R and K series as of production date 08.2007

-Correction of flash-code frequency for odometer reading from 0.1 Hz to
1Hz if there is a difference between the odometer readings stored in the
instrument panel control unit and the BMS-KP.

-Matching of display characteristics of the service message (service indicator) if the battery has been previously disconnected and "ignition on"
(terminal 15 ON): INFO: Does not apply to K26, K44, K7x and all HP models.

Series-specific program status modifications/enhancements:

Affects only the K26 and K44 model variants:

Modification of displays and functions:

Bug Fixes:

-Average consumption increased continuously after 3700mi. (without RESET).

-K44 (without optional extras RDC and BC): tripmeter readout now shows in the center of the display after ignition ON (terminal 15 ON) without the INFO button being pressed.

Known faults/bugs:

For vehicles without optional extra on-board computer (SA 539):

-Incorrect display: The "RDC" caption is replaced by "Info" in the LCD.
-The range (reserve) is currently shown in the 2nd line, but should be in the 1st line of the LCD.

INFO: Bug fix with CIP CD12.0 (planned 08.2008)

Applies to all R and K models (except K26, K27, K44):

Modification of displays and functions:

Bug fixes:

-Average consumption increased continuously after 3700mi. (without RESET).

Important Notes:

-The other above-mentioned program releases are offered automatically for programming for all the models in question in a status report.

-Other control units (except the instrument panel) might also be offered for programing in the status report. It is essential to program these control units as well, on account of the interdependencies that exist between the individual control units.

-Under no circumstances is it permissible to abort the status report and the
measures plan subsequently offered by the system.

1.5 RDC (tire pressure control):

General modifications/functional enhancements:

Affects all models in the R, K and F series with the optional extra "Tire pressure control" (option code 530).

Modification of self-diagnostics (diagnostics functionality):

-Correction to fault code memory entry which is issued when there is
an incorrect road-speed signal. The frequency counter is now reset
when a valid road-speed signal is sent.

Optimization of the tire pressure monitoring readout (RDC) in the instrument panel.

Important Note:

For the vehicles concerned, the further updated program statuses mentioned above are NOT offered automatically for programming via a status report but can only be programmed as follows:

"Check SW" operating mode from the control unit selection list, select control unit "RDC" > "Programming" > "Update software".

1.6 DWA (anti-theft alarm) with RDC:

General modifications/functional enhancements:

Applies to all models of the R, K, and F series with the optional extras "Antitheft alarm" (option code 603) and "tire pressure monitoring" (option code 530).

-Optimization of the tire pressure monitoring readout in the instrument panel.

Important Note:

For the vehicles concerned, the further updated program statuses mentioned above are NOT offered automatically for programming via a status report but can only be programmed as follows:

"Check SW" operating mode from the control unit selection list, select control unit "DWA/RDC" > "Programming" > "Update software".

2. Additions/new features and CIP software bug fixes (fault elimination):

2.1 Additions/new features:

2.1.1 Change to voltage limit or programmability of vehicles

CIP CD8.0 and later: Only vehicles with a battery voltage higher than 13V can be programmed.

To ensure the necessary battery voltage during programming, it will be necessary, even before accessing or starting CIP, to connect a sufficiently powerful battery charger directly to the battery terminals of the vehicle to be programmed!

Please refer to SIB 00 018 06 (053)R for information on an approved BMW battery charger for this purpose. The reason behind introducing this measure is the objective of clearly reducing or eliminating programming aborts on account of insufficient (too low) battery voltage.

2.1.2 Automatic detection of terminal change

Automatic status recognition of terminal 15 (ignition ON/ OFF) is implemented as of this version of the CIP CD; this measure has been implemented for a number of reasons, but particularly in order to accelerate the processes involving frequent terminal-status changes (e.g. BMS-K/BMS-KP initialization processes).

After the request for a terminal-status change, CIP automatically checks whether this has taken place, and then automatically switches to the next screen.

2.1.3 "Automatic" overall coding after every CIP interaction

In order to ensure that the same coding data status is stored in all control units relevant for coding, as of CIP CD 10.0, after every CIP interaction (programming, retrofit/conversion, replacement) that affects the software status of the complete vehicle or when new control units or functions are added to the vehicle's system, a complete coding of all codable control units is performed.

ATTENTION:
Different coding data statuses in individual control units can adversely affect how complex functions work (e.g. fuel gauge or on-board computer).

2.1.4 Other function expansions

Within the framework of this software release, CIP has been expanded to include the following new functions:

-New language: Greek

With the GT1 workshop system, only in combination with choice of "Greek" as the language through the diagnostic application (supported as of "Diagnostic CD23").

-Read fault code memory
-Read and set service data (date and countdown distance)

The new functions

-Read fault code memory

-Read and set service data (date and countdown distance)

Are available with immediate effect for both workshop systems (GT1 and SSS) and can be accessed in the "Vehicle" operating mode by selecting the new menu item "Maintenance"

"Delete FM" (Delete fault-code memory) is an existing CIP function (formerly accessed in the "Vehicle" mode by opening the "Initializations" menu) that has now been integrated into the "Maintenance" menu for functional and practical reasons.

2.2 New conversions:

2.2.1 "HP-2D instrument panel" retrofit

The following models can be retrofitted with the "HP 2D instrument panel" (standard instrument panel for the HP2 Sport):

K 1200 S (K40)
K 1200 R (K43)
K 1200 R Sport (K43HV)
R 1200 S (K29)

The "HP 2D instrument panel" retrofit is available as an option for the K-series models listed above as of construction status 08.2006 (i.e. MY 2007) and for all R 1200 S models.

Important Notes:

-In the event of subsequent removal and restoration to the appropriate standard instrument panel, it is absolutely essential to perform removal and restoration to original status with CIP.

-Within the framework of the "HP 2D instrument panel" conversion, the instrument panel is programmed with the program status that applies to the individual motorcycle, in order to ensure that readouts for all optional extras (e.g. ASC, RDC, on-board computer) remain fully functional and also to ensure that the odometer readings are transferred correctly.

2.2.2 Retrofits for R 1200 GS and R 1200 GS Adventure (K25 11 / K25 12)

The following retrofit options have been implemented for the R 1200 GS (type code numbers 0303, 0313):

-Heated handlebar grips

-Antitheft alarm system

-LED flashing turn indicators

-Auxiliary headlights (option code 0562)

The following retrofit options have been implemented for the R 1200 GS Adventure (type code numbers 0380, 0390):

-Heated handlebar grips

-Antitheft alarm system

-LED flashing turn indicators

-Auxiliary headlights (option code 0562)

2.2.3 Retrofits for F 800 S and F 800 ST (K71)

The following retrofit options have been implemented for the above-mentioned US models (type code numbers 0226, 0244):

-Optional extra regular unleaded (RON 91)

2.2.4 Retrofits for F 800 GS and F 650 GS (K72)

The following retrofit options have been implemented for the F 800 GS (type code numbers 0219, 0229):

-Heated handlebar grips

-Antitheft alarm system

-Optional extra regular unleaded (RON 91)

-LED flashing turn indicators

The following retrofit options have been implemented for the F 650 GS (type code numbers 0218, 0228):

-Heated handlebar grips

-Antitheft alarm system

-LED flashing turn indicators

-Power reduction (ECE version only, type code number 0218)

2.2.5 Retrofits for HP2 Sport (K29HP)

The following retrofit options have been implemented for the HP2 Sport (K29HP):

-Heated handlebar grips

-Power reduction

3. Known bugs, CIP software:

Instructions on initializing the throttle valve potentiometer and the idle actuator are also issued after a BMS-K / BMS-KP programming abort.
 
anyone with a high-ish spec BMW car made after the summer break LY (build August 2019 onward) wants to go get the latest software as they turn on Android Auto

a very rare feature change you can see.....
 
Yes I know you are supposed to disconnect the CAT sensors. But I can’t get anywhere with the PC3 on the disastrous last and thus still BMW official map its MUCH worse than the original. But in the last few months I have made good headway by making it MUCH leaner at a few points – suddenly things behave and its almost correct. Back then I have found anecdotal evidence they richened down the bottom to stop the pop in the exhausts.

On the original map that was there for 8 years using the same PC3 with the CAT sensors off, it was running MUCH richer in a lot of places and was perfect.... With one small but irritating for me bug. Where at very high temp, wide throttle it cut back at 6200rpm due to knock. On discovering BMW had MULIPLE fixes for many small issues like the Alarm, TMPS readings, side stand starter logic, fuel trip meter corrections, ASC update (hidden) and three engine fixes I wanted it. Particularly as one was fixing a problem with Knock.... but they just detuned the bike instead of tweaking the ignition curve a smidge and richening for 200rpm on full throttle ... Thus they ruined the engine map and will NOT put the good one back on...

There is really no way for them to richen below half throttle due to closed loop and the need for small throttle pollution control, nor would they want to. As I said in my earlier post, removing fuel with the PC3 while the O2 sensors are connected will only have one effect, it will richen things above 50-70% throttle.

Have you cleaned and flow tested your injectors? It’s possibly a part of your problem.

They could conceivably have changed exhaust popping by changing what happens when you decelerate with the throttle closed (I.e. not cutting off fuel flow) but you can tell that pretty easily by decelerating with the throttle closed and seeing whether the fuel gets chopped.
 
Let’s do a quick summary

you can set the PC3 to 0 everywhere and the bike will run as BMW built it, they can flash the bike with it connected like this (mines been done twice like that).
They even did the puma case with it on the bike but doing nothing - they can't detect it and it has NO impact on programming or software on the bike.

Dead stock bike k024-08-01-500 I-level = disaster:


nasty erratic idle,
stalls a lot pulling away,
instrument cluster and bevel chatter out of control below 2800rpm, (unusable unless a ham fisted idiot)
roughness through the bike at 4500 to 4900rpm all the time, any revs, any throttle setting, any temp (unusable unless a ham fisted idiot)
mild dead spot at 4500rpm
regular occurrence of 6200rpm knock wind back
outside that fun PERFECT cold start and PERFECT cold weather running

ask, surely there must be an update Triumph seem to do one a week. RESPONSE We don't do that at BMW!!!

So I put a PC3 on the bike and it brings:

nasty erratic idle, ALMOST GONE
stalls a lot pulling away, NOT ANY MORE
instrument cluster and bevel chatter out of control below 2800rpm, (unusable unless a ham fisted idiot) TOTALLY GONE CAN RIDE AT ANY REVS ABOVE 1800 ANY GEAR ANY TIME
roughness through the bike at 4500 to 4900rpm all the time, any revs, any throttle setting, any temp VASTLY REDUCED - CAN NOW USE THIS AREA RATHER THAN ALWAYS AVOID REV RANGE
mild dead spot at 4500rpm COMPLETELY GONE
regular occurrence of 6200rpm knock wind back ALMOST GONE (but later discover 50% of that massive gain was driven by low profile tyre making gearing shorter)
outside that fun, PERFECT cold start and PERFECT cold weather running,
Bonkers power curve of go everywhere, rips any twin cam for breakfast, pulling 10mph more top speed up steep hills than any Adventure can manage

Move back to stock gearing with later LC tyre sizes – realise the massive 6200rpm bug is a nightmare – start idea to add water meth injection via PC3 add-on box,

then discover BMW dealers are lying charlatans and was always an update available

Later engine map claims to:
1) Improves Idle stability
2) Cold start enrichment
3) Knock sensor sensitivity changes

Got the I-level update with that engine ECU update Jan 2016

Idle seem better in the summer
Cluster trying to fall of the top yoke is much less
Brings massive chasm 1500rpm wide of NO power at all 4000 to 5500rpm
The rough spot seems worse
In the winter the bike runs so rich it’s a sick joke and makes no power hunting and chugging like an idiot – when it was PERFECT on the old map
Can’t get anywhere with the PC3 NOTHING works


Fitted 4 new coils and iridium plugs bike runs very slightly worse in anything

After a year of trying stuff raise a pUMA case to get old map. They refuse to put back the good map, but reflash the whole bike and reset adaptions. The hole in midrange drops from 1500 rpm to 500rpm and top end picks up a lot

Its still a joke and PC3 still gets me nowhere.

Tried booster plug – shocking
Booster plug and PC3 trying to lessen the impact of the booster plug overdoing things - shocking.
Tried super unleaded - positive change
Reset adaptions to rebuild on Super Unleaded 99 with the bike Standard – moments of sanity after 3 year holiday !!!
But the bike chugs like a idiot on part throttle, cold start in cold temps is still a JOKE
Low speed fueling still a sick joke

Decide to use PC3 back to front to throw fuel the idiots at BMW add in later map for nothing – BIG improvements

at 2% to 5% throttle from 2000 to 3500 running 10 to 20 clicks off the BMW map
dead bit at 4600rpm still worse than old map ever was - and on old map with PC3 support always pulled hard through this spot with NO glitch or power dip AT ALL
cold temp running still too rich - they are just MAD!!! it was perfect on original map, now a cup of petrol and a drinking straw would work much better
 
Thanks, That’s a clear summary and I understand your frustration. (I know that a PC3 with all zeros shouldn’t do anything.)

My hunch, based on what you've written, is that sometime between your original setup (with its issues) and the new BMW flash, something else has gone wrong.

It will be easier to figure out what went wrong by removing the PC3 just in case it is part of the problem. For example, what if the PC3 is introducing noise on the TPS lines, or what if it’s causing an injector to hang “on” too long.

Again, with your description of the problem, I’d remove the PC3 and send the injectors out to be tested, cleaned and tested again after cleaning. Send them to a good lab where you can trust the “before cleaning” results so you can tell if there was a problem. Ruling out the injectors is important because a problem there would lead to a left/right power imbalance.
 
thanks for looking. :)

my last thought was do I have a leaky injector? But the change with silly enrichment for cold temps is so huge (and was never needed something is driving that), and as they said the remap changes cold condition enrichment seems likely it was them.... and if I had a leaky injector, that would be the same regardless of temperatures. It seems its when its lower than 12C where the silly enrichment seems to come in everywhere and was like that as soon as the later map went on the bike.

I think the roughness at 4500 to 4900 maybe a combustion issue (inherent with the combustion chamber shape / piston design - others say they have it) and after a while BM felt the need to drop ignition curve to protect the pistons with uncontrollable knock. Hence why they will not use the old map.

I did wonder if the TPS is an issue, but via PC3 it seems to work perfectly, so not sure how I test its behaviour (I have a gs911 wifi now).

One bit I have never been able to get from anyone, was the quick map (I think was original - but could have gone on in the software flash Jan 2008) really the HP2 map?
that would be another reason they wouldn't be keen to put it back on the bike.

one it left the dealer with 7717143A
one on it now 7719873A
 
It will be difficult to test the PC3’s effect on the TPS, that’s why I’m recommending removal. Once you’ve done that and checked the injectors, I’d recommend a cold-start log using a GS-911 (which I’d be happy to review) to confirm that all your sensors are functioning properly.

The other thing that matters but isn’t measured by your bike is fuel pressure. I’d take a ride with a fuel pressure gauge attached to confirm it’s functioning properly.

There are other ways to go at your problems, that just how I’d approach it.
 
Totally agree! 10k kms this summer since fitting, town/country/motorways/mountains (up to 2400m col du st bonnet) smooth as silk on setting 7.

The col du bonnet is actually 2802 metres. If you take the extra top loop. One of my favourite alpine passes.
Just saying as this is the first thing in this thread that I understand.
 
as they wrote 7 maps in 13 months pretty sure they had no idea what they were doing

Bosch BMS-K PLUS R1200GS coding index 02

;==============================================================================
;Freigabe B M W A G Muenchen
;==============================================================================

;;ZL_System: MX-Y.Z
;;ZL_Projekt: NG4/N62/N73
;;ZL_Referenz: 00877202230I
;;KA_Bearbeiter: Kolb, Juergen
;;K_File-Name: 7707229A.0pa
;;K_Stand: 12.10.2006
;;KA_Freigabedatum: 25.10.2006


;;ZL_System: MX-Y.Z
;;ZL_Projekt: NG4/N62/N73
;;ZL_Referenz: 00877202240I
;;KA_Bearbeiter: Huettner, Frank
;;K_File-Name: 7711890A.0pa
;;K_Stand: 29.03.2007
;;KK_Freigabedatum: 24.04.2007


;;ZL_System: MX-Y.Z
;;ZL_Projekt: NG4/N62/N73
;;ZL_Referenz: 00877202230I
;;KA_Bearbeiter: Kolb, Juergen
;;K_File-Name: 7707229A.0pa
;;K_Stand: 12.10.2006
;;KA_Freigabedatum: 25.10.2006


;;ZL_System: MX-Y.Z
;;ZL_Projekt: NG4/N62/N73
;;ZL_Referenz: 00877202242I
;;KA_Bearbeiter: Huettner, Frank
;;K_File-Name: 7715023A.0pa
;;K_Stand: 04.09.2007
;;KA_Freigabedatum: 23.10.2007


;;ZL_System: MX-Y.Z
;;ZL_Projekt: NG4/N62/N73
;;ZL_Referenz: 00877201330I
;;KA_Bearbeiter: Huettner, Frank
;;K_File-Name: 7717143A.0pa
;;K_Stand: 10.12.2007
;;KA_Freigabedatum: 17.12.2007
ORIGINAL Fast. runs like a dog below 3.5k rpm, creates knock in the summer at 6300 rpm



;;ZL_System: MX-Y.Z
;;ZL_Projekt: NG4/N62/N73
;;ZL_Referenz: 00877201311I
;;K_File-Name: 7717148A.0pa
;;K_Stand: 12.12.2007
;;KA_Freigabedatum: 17.12.2007


;;ZL_System: MX-Y.Z
;;ZL_Projekt: NG4/N62/N73
;;ZL_Referenz: 00877201330I
;;KA_Bearbeiter: Huettner, Frank
;;K_File-Name: 7719873A.0pa
;;K_Stand: 07.04.2008
;;KA_Freigabedatum: 05.05.2008
Garbage. smoother for moped riders, far far too rich below 11 C in the cold, but good after 21 Centigrade, sleeps from 4300 to 4900 rpm @ 80% or above throttle, horribly gutless from there to the line, .. might as well be 800cc



;;ZL_System: MX-Y.Z
;;ZL_Projekt: NG4/N62/N73
;;ZL_Referenz: 00877202330I
;;K_File-Name: 7719875A.0pa
;;K_Stand: 07.04.2008
;;KA_Freigabedatum: 05.05.2008
I see he had another go but they don't offer in UK



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well....

the VX fuel tap decided to go to lunch - without me knowing what could happen. I thought it was just an external leak...

Buy a tap repair kit, but by the time it arrives, no drips. As the tank "was" full decided I'll ride it about to get the level down. But next start up its missing on one pot (does it quite often due to one carb being above the tank outlet - if its not been run for a while). Tickle the choke and the revs a bit and eventually get 1.5 cyls running, 30 seconds later, I'm wondering why its not got over itself and look down at the engine... Petrol is coming out of everywhere and I mean buckets of the stuff....

Get the tank off to find its empty ! and even after the buckets loads on the floor, I discover 6 litres of super unleaded climbed in the sump to mix with my 2.4 litres of 20 mile old fresh engine oil ! and its gone round the breather and that's how its vomited fuel everywhere.

...meanwhile after the GS had a few moments of cold running madness over the winter, where it couldn't run and was trying to get me to fall off around 30 seconds after start up. So I decide to try the recco of getting the PC3 out of the loop and see where we really are. Particularly as so many have this TPS issue and I want to know if mine is "odd" but I'm unaware because the PC3 can be set to give 0% and 100% to its internal brain regardless.

So I start to disconnect and find some green corrosion in the throttle pot connector (on 2 of the 3 pins) !!! yet the PC3 is adamant its happy and working (I checked the display beforehand, it was 100% cock on). So now even more keen to see if the Bike actually stock, is better than a zero map in the PC3 with CAT sensors fitted. Clean up the corrosion then wash with contact clearer then reassemble with ACF50. Remake the connection a few times for good measure.

Then got the GS911 out to check what BMW TPS with no PC3 thinks of the world. And its still 0% and 100% cock on !!! Reset idle stepper motors and wipe adaptions. Start it up and set up gearbox position bit, running through the gears on centre stand. Seems quite good, tootle about for 20 miles allowing adaptions to rebuild and put in 10 quid's worth of super unleaded 99. Bike seems better than it was down the bottom!!!

However the 3k rpm hesitation is there just as it was, idle is wobbly but improves a bit with time. Then seems to idle quicker and runs well. But trying to rebuild things gently.

Start it up today for a run. Hold the revs around 2500rpm for a couple of mins, seems happy, go to ride off and its more recalcitrant and confused than it ever was - nearly fall off twice, 100 metres tries to stall again (ambient around 12C). Wobble up the road it seems pretty silly and wobble around wondering what's going on 1 miles later. Fill with petrol (99) and it now OK ish having warmed through a bit. Gn a 40 mile ride, trying to hold various revs and throttle settings to help adaption work out life.

Seems good when warm, but now idle is lower than it ever was? But 4400 to 5000rpm seems far better (wrong but bearable - rather than really frustrating). Not as good as early map and a PC3, but clearly just about everywhere way better than I've had for 3 years... By 14C and with 100 miles under its belt seems acceptable. Which points to the PC3 doing some odd and undesirable stuff even on a zero map??? But 3k hesitation is there on very light throttle and it's quite offensive...
 
took it out the day after, let it warm up till the first notch on the display lit then it rode OK,

however about 4 miles in just feathering the clutch in second for a junction (that needed gear 1.75 that's not in the box), the fekker stalled and if I wasn't such a big thug it would have been on the deck. Incredible !!! Owned it 10 years and not managed that before. Other than that seemed happy. Low revs its pulling hard from 3k and doesn't seem to argue anything like it used to at 4600 rpm. By cruising about on 0.5 to 3% throttle around 1500 to 4000 rpm seems to have got it to settle a bit and generally it runs OK.

If it didn't run bad from cold, hadn't stalled, didn't have the hesitation at 3k, and clearly rips far harder through 5200 to 6000 than it does from 4400 to 5200 (which was the same on the early map with a sorted PC3) you'd almost think they'd got it right
 
Being a late-comer to this post, I will admit that I haven't read all the previous post to the full extent, so if I do repeat something that already has been said before, please bear with me.

To sum it up, I understand that the OP is less than pleased with the fueling on his hexhead 1200, and he's been trying a Boosterplug, which did him no good (and there is a perfectly good explanation to why.) This has brought him to the next step, a Power Commander. And he has spendt a lot of time searching for the proper PC-mapping.

My humble advise: Either get a Autotuner to the PC, or throw it out and replace it with the AF-XIED.

Both units will do the same thing, but using a PC with Autotune vs the AF-XIED route is in my opinion a more cumbersome way of reaching the same goal: a smooth running engine.

The OEM fueling is as it is purely to meet emission standards. I think we can all agree that a bit more fuel. especially at lower loads and RPM's will make wonder to the engine.
The problem with the PC without Autotune is that the fueling is performed without any kind of feedback, and as the O2 sensor is disengaged (as far as I understand), the disengaged O2 sensor means that the ECU enters a sort of limp-mode.

Introducing Autotune to the PC or replacing it all with the AF-XIED will bring the O2 sensor back into the picture, hence the ECU will return to it's normal operating mode, and the fueling will be richened up properly, based on feedback from the exhaust rather than fuel being randomly added based purely on a map that does 'a tad more here and there'

Further, the way I see it, in a BMW ECU a PC with Autotune is a waste of space and money, compared to the AF-XIED. True, the PC will add a bit more fuel to the engine, and the Autotune with it's O2 sensor will assure that the extra fuel is accepted by the ECU. The catch is, the ECU is fully capable of adding the fuel on it's own, without the add on from a PC.

And that is exactly what the AF-XIED enters the picture.
The AF-XIED will make the engine add fuel in a complete controlled manner, and you may adjust how rich you want it on a scale of several steps. After a couple of fuel tanks, the ECU will have it's own adaptive map adjusted and provide the best fueling you may achieve. And all this while still maintaining it's ability to further keep watching for changes to the fueling, such as installing a different can, or a airfilter clogging up.

my 2c
 
My experience with the autotune on the PC was that it did not automatically enter the corrections but gave you the data to enter yourself.
Prior to purchase I was under the impression that the autotune would autocorrect :confused:.
After wasting a lot of of time and effort on the PC, monitoring it with a dual innovate LM2 I ditched the PC and Autotune for the AF-XIED`s when they were first launched.
I have never looked back, the AF-XIED`S are on the second bike having done nearly 100K miles & the data from the Dual Innovate LM2 shows excellent fueling on setting 7.
Happy bunny. :clap
 
I wish they were sold here without the silly import agro and costs

they stopped selling direct to customers only going via beemer boneyard, I did ask if you can buy the current LC ones and get them to work on old bikes... I know they now do adapters from old to working on software updated LCs, but if the later ones work why not get the right ones... but they didn't answer that question. A 1250 that ran right, might be a nice bike when the heated seat finally gets partnered by the cruise control my bm car had in 2007 !!! And on the KTM front only suggested the husky ones should work !

I need 5 (three bikes) if they posted that all here for the $200 that should cost I'd be happy....

manu http://nightrider.com/ ???
seller https://www.beemerboneyard.com/bmwafo2sema.html
 
My "repaired" VX fuel tap isn't working.... the kit is identical to the bits that came out... its mostly an idiot proof design... but prime does nothing now !

will have to look for what idiots do wrong when assembling.... but I can't see what

strange but true

https://www.youtube.com/watch?v=y0l-xLZuY24

he forgets the wavy washer on reassembly ! but when the face plate has the notch on the left, this time it worked... all rather odd, when I rebuilt I tried both multiple times it wouldn't work on prime.... and making things worse I'd whipped that bit off before I realised for no sensible reason that one important bit that could so easily have been made idiot proof and they hadn't bothered !.... And perversely it didn't flow anything either way round ...but it just did this time
 


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