My S1000RR has now been returned by BMW and my HP Race Power Kit is now fully fitted. In the last few days the ECU has been unlocked by BMW, using the supplied enabling code, and the HP racing data release and mapping has now been loaded. Whilst I have been able to fit the Akrapovič HP full race system myself the software update can only be enabled through BMW's own diagnostic system.
The racing data release has numerous effects on the engine management parameters (injection quantity, ignition timing, etc) of the bike and on the assistance provided by the ABS and DTC systems. The full functional scope of the racing data release is only available when the coding plug is installed and it is purely designed for race/track use.
There are significant changes in terms of engine management compared to the standard bike. In all four riding modes (RAIN, SPORT, RACE, SLICK) full engine power is now always available. This is in contrast with the standard bike where the principle is the sportier the mode you select, the more track orientated the riding characteristics will be. Whilst throttle response in all modes has been configured specifically for track use it remains slightly softer when RAIN mode is selected. That said USER mode is still available should I want to alter the standard riding mode configurations as before.
According to BMW the ABS settings are now identical in SPORT, RACE and SLICK riding modes with them all having the same response as the latter. The ABS response in RAIN mode is now the same as the previous RACE mode but in this case the ABS remains active for the rear wheel. The function for rear wheel lift detection, when the bike is under heavy braking, is no longer active in any mode when the coding plug is inserted.
The DTC settings differ significantly from those of the standard bike. The traction control response in all four riding modes is configured for riding on trackdays or racing. The focus is primarily on achieving fast lap times rather than on safety. Traction control is deactivated at slight angles of lean so that wheelies are now possible under acceleration when the bike is leant over and it is more susceptible to slides as the electronic intervention is much lower. This should prove quite entertaining when getting on the throttle as early as possible when exiting corners. Most importantly, and what becomes immediately apparent, when turning on the ignition is that I now have adjustable traction control (+7 to -7) in all riding modes. This for me is one of the best features of the HP racing data release.
Whilst BMW do claim increases in terms of both power and torque, particularly at midrange rpm, the bike will be going on the Dyno for a comparative power run prior to the start of the season. The individual parameters of the the HP racing data release are now permanently programmed in the ECU but should the need arise changes can be made with the use of a HP Race Calibration Kit 3.
I'm now looking forward to my first trackday of the season as it won't be until I get the bike back on track that I will be able to see how the HP Race Power Kit has affected the bike.
