R1150R/GS With Exhaust and Ultimap Eprom – February 2004

Another report on the R1150R/GS series, this is after the work Duane at Ultimap (Fuel Injected Motorcycles) has done with my R1150R, developing eproms to suit slip on mufflers and full systems of this engine series. Testing I have done or seen since the initial R1150GS report have lead me to believe that the graph shown was somewhat incorrect, and that the two bikes shown were too different in power output to be considered a representative before and after. So I’d like to correct that too. I don’t like using different bikes for the before and afters, although often that’s the way it works out. As is also the case here.

We’ll start with a few std runs. I don’t (as yet) have baseline runs for my bike. This is because when I gave it to Duane to do the testing I was on crutches and couldn’t ride. And I fitted the hotter cams to it at his place while he was doing the testing, so I didn’t have it as a std bike at any point. Well, that’s a bit of a lie – I actually pre-delivered this bike back when it first went on as a Moto One demo, and rode it home afterward just for a ride. But that was a long time ago. At some point I will pull the hot cams and refit the std ones to baseline it, but that’s a job I’m putting off for a little while. Once that is done, I’ll update this report.

The graph below shows some std runs plotted against rpm for 3 different bikes. Red and green are R1150R’s, blue is an 1150GS. All press bikes. The red R1150R is a little down, although if we change the bottom scale to road speed it looks about the same as the others, so maybe the RPM/wheel speed reading is a bit out for that one.

The same runs, with the base run used in the initial R1150GS report added in yellow and the bottom scale as road speed, show why I made the above comments about un-intentionally misleading you all with the original report. The yellow line is definitely lacking. Although the red line now looks just fine. I didn’t have RPM readings for the runs in the initial report, so used road speed there.

So. I think we’ll just settle on one run and call it the base standard for the moment. Given it’s the best up to peak power revs, and only a touch behind above that, we’ll call the green curve our base. No air/fuel trace though.

Next we’ll introduce Harold (one of our salesman) and his R1150GS Adventure to the report. Another bike that was originally a Moto One demo, this Adventure now has 17,000 km on the clock (most of them Harold induced) so it can be considered well loosened up. This also usually affects the power output. The bike used in the initial report that had the Staintune and the Wunderlich eprom picked up a hp or two (mainly in the upper half of the RPM range) when dyno’d after 5,000 km, compared to how it was after 1,000 km, when the dyno runs used in the report were done. We dyno’d it later at the owner’s request, simply because he thought it felt better and was curious.

Back to the story. Harold’s bike is fitted with a Leo Vinci “full system”, which in reality starts at the end of the std header pipes, replacing the catalytic convertor box with a tube “Y” connector joining the headers, and the muffler with a straight through jobbie. Compared to this, the Staintune my R1150R is fitted with has a fabricated pipe/box arrangement joining the header pipes and flowing out to the muffler. Visually different, functionally the same. Similar straight thru muffler too. As with the initial report (and alluded to in the muffler only report), the removal of the catalytic convertor really brings them to life, and the increase in performance and response really makes the bike feel much better. Harold’s bike has had the Leo since it was a demo, so we have no all std base run for it. We just dyno’d it as it was, then added the appropriately mapped Ultimap eprom. The next graph shows Harold’s bike with pipe and std eprom in blue, and with pipe and Ultimap UM872 eprom in red. The above chosen “base” run is shown in green.

The Leo Vinci seems to have a bit of a dip in the 4,500 RPM area which the Staintune doesn’t, but each system usually has its own little quirks somewhere. Overall the gain is good on the dyno, and very good on the road. Adding the Ultimap eprom dropped the dyno power a touch under 5,500 RPM, and increased it over 5,500 RPM. This is almost identical to the result shown in the initial 1150GS report with the Wunderlich eprom.

Which is just another one of those dyno anomalies. The torque and air/fuel chart below shows the difference there. No air/fuel for the base run unfortunately. The air/fuel trace is lagging a little on the chart, but you can see the richer mixture the Ultimap eprom gives. On the road, the WOT, as well as all the part throttle mapping changes, really smooth out the power delivery and increase the response further. Harold was very happy with the eprom, and has been talking them up to every GS or R owner he comes across.

The Ultimap eprom fitted to this bike is the UM872, being for full system from the std header pipes back. There is also an Ultimap eprom for just a slip on muffler too, being UM871. The test bike (and Harold’s) also have had the “zero = zero” TPS (throttle position sensor) resetting procedure carried out as a baseline before any development was done, and we recommend this for any of the bikes, even all std ones. Also, the “golden brown” cat coding plug (CCP), std in the 1150R and GS, should remain fitted with these eproms.

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