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#760243 - 02/17/12 03:40 PM Coding Plugs for R1100, R1150 Decoded  
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roger 04 rt Offline
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As part of my Wideband O2 project I dug into coding plugs and thought I'd share what I found.

For R1100 and R1150 Motorcycles, BMW devised a Coding Plug and socket located in the Fuse/Relay box as a method to control different engine configurations (intake tubes, valve cams, cylinder heads) and to manage the engine with and without a Catalytic Converter--exception see 1993 R1100RS note below.

While trying to figure out if there is a richer map in the 1150 (a hidden, surge-free, higher performance map) I got frustrated by the lack of a specific description by BMW of what each setting of the plug is for. Eventually I found a French BMW document (circa 2006) and BMW Bulletin 2701 dated 9/22/95 (and 10/31/2001). I also researched each configuration of 1100 & 1150 in the MAX BMW online parts database.

For the 1100 series, BMW 2701 indicates that there are 6 engine/exhaust configurations that can be coded. I can not find any documentation on the number of maps in the R1150 but in the US but from the parts lists, I see 3 different plugs that are used (all for bikes with catalytic converters).

The configurations appear to be designed to control fueling maps and spark timing maps. It is unclear how much difference there is between the individual maps or where those differences are.

A simple way to divide the 6 R1100 maps: 4 are for cat equiped motorcycles, and 2 are for non cat equipped. Or a different grouping of the configurations: one is for shorter, larger diameter intake tubes (and cams & heads), one is for longer, thinner intake tubes (and the cams & heads), and one is for lower power or lower octane fuel.

The coding plugs have four pins (numbered 30, 86, 87, 87a), pin 30 is a Motronic ground. Here is what the other 3 pins seem to signal:

Pin 87 Grounded: Tells the Motronic that a catalytic converter is installed. Any fueling maps would likely be designed to arrive at an Air Fuel Ratio of 14.7:1 in the cruising range.

Pin 87 Ungrounded: On the R1100 if this pin is NOT grounded, the Motronic would look for a CO potentiometer. Since the CO specification is 1.0 to 2.0%, which implies an AFR between 13.8 and 14.1, it seems likely to me that this fueling map would be designed to arrive at an AFR of 14.0:1--this might be a richer map. I don't know if this is true on the R1150 and in a test ride, ungrounding pins 87 and 87a on my R1150RT produced a somewhat leaner AFR than with both grounded.

Pin 86: On the R1100, if this pin is grounded, it tells the Motronic that lower octane fuel, lower power is expected, and/or the motorcycle was shipped to Switzerland. In the US on the R1150GS, this pin is grounded for models allowing lower octane fuel. I don't know what's special about Switzerland but I'm guessing that Pin 86 is a signal to retard timing compared to other maps.

Pin 87a: This pin is grounded or not, depending on which type of intake tube, valve cam and cylinder head is installed.

Pin 87a R1100 models: Grounded for intake tubes 137 1134 1405/1406 (longer and narrower); cams 1560--on the R1100R and R1100GS. It is ungrounded for models R1100S, R1100RS, R1100RT which use the shorter, larger diameter tubes.

Pin 87a R1150 models: Ungrounded for intakes tubes 1405/1406, etc.--R1150R, R1150GS and R1150GSA. It is grounded for models R1150RS, R1150RT (with the shorter fatter intake tubes).

Pin 87a Fueling Effect: My guess is that the longer narrower tubes have a lower Volumetric Efficiency and need less fuel at some points in the fueling map. Therefore if you signal that fat tubes are installed (ungrounded 87a on the 1100s or grounded on the 1150s), and then install the long narrow tubes, you will get a richer mixture in parts of the fueling map. I have no idea what areas of the maps are affected.

Summary
The Techlusion Manual probably sums it up best: before installing their product, they advise that you install the correct Coding Plug for your BMW model and then reset the Motronic.

If you have a catalytic converter and a stock O2 sensor the bike will eventually operate closed loop at an AFR of 14.7:1. And then its adaptation functions may reverse any gains that a different plug has temporarily brought, unless you also unplugged the O2 sensor.

I know that others have had different experiences and some will disagree but it seems to me that the Coding Plugs are not the best way to try and richen the mixture of R1100s and R1150s.

RB


N.B. The 1993 R1100RS had its coding hard-wired (no plug socket) in the harness when shipped with a catalytic converter; but if it was shipped with no catalytic converter, it had an empty plug socket so a converter could be added later.

#809939 - 11/17/12 06:43 PM Re: Coding Plugs for R1100, R1150 Decoded [Re: roger 04 rt]  
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On another board some guys were talking about the Coding Plug Mod for their 1150GSs. They swap their 30-87 coding plug for a 30-87a.

I decided to compared my Open Loop 30-87-87a warm-up to the exact same condition but with the 30-87a. The basic result is that the 30-87a has a 10% higher (leaner AFR)!(I'll check the 30-87 in a couple days.)

I've also compared the ignition angle, dwell angle and injector on-time during a warm-up interval. Coincidentally the air temp, oil temp and barometric pressure were quite close on the two days which makes the data easier to look through.

To summarize:

--AFRs look to be 8-10% leaner on 30-87a (compared to 30-87-87a)
--Injector On-times are shorter by roughly the same amount (confirms AFR readings)

Now for the surprise:
--30-87-87a Ignition Angle during Warm-up about 6 degrees. Dwell angle about 14/15 degrees (checked a few different test runs I have on file)

--30-87a Ignition Angle about 8 degrees. Dwell angle about 23/24 degrees.

I don't know how much difference this change of spark timing and dwell angle make but the difference is there and real. I haven't done a full test run over a course on this, just a warm-up test on the centerstand so I don't know how the timing would vary in other parts of the spark map.

Last edited by roger 04 rt; 11/17/12 06:43 PM.
#809955 - 11/17/12 09:34 PM Re: Coding Plugs for R1100, R1150 Decoded [Re: roger 04 rt]  
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roger 04 rt Offline
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Just ran NO coding plug. Got the same results as 30-87a.

Same lean mixture and same long Dwell.

Could the longer dwell on a twin-spark R1150RT with Stick Coils lead to higher Coil temperature and shorter coil lifetime?

Will try 30-87 tomorrow.

Last edited by roger 04 rt; 11/17/12 09:35 PM.
#809991 - 11/18/12 02:50 AM Re: Coding Plugs for R1100, R1150 Decoded [Re: roger 04 rt]  
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JamesW Offline
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Hi Roger,
Can't wait for the results with 30-87 as that's my preference with my 1150.


James
'93 R1100RSL / '10 FJR1300A
#810100 - 11/19/12 03:14 AM Re: Coding Plugs for R1100, R1150 Decoded [Re: JamesW]  
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roger 04 rt Offline
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I worked on this some more today, including 30-87. I don't understand the results. It is somewhere between 30-87a and 30-87-87a. I'm going to be scrupulous about the test sequence and make sure I'm getting it right. We shall see.

#810135 - 11/19/12 03:03 PM Re: Coding Plugs for R1100, R1150 Decoded [Re: roger 04 rt]  
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roger 04 rt Offline
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I ran the 30-87 (yellow) plug this morning for the second time on my R1150RT (30-87-87a, Pink, is stock). The logs are VERY interesting. I had run it the day before long enough after a reset to start Adapting at Idle speed.

This morning I started it up. The advance was about 6 degrees and the dwell was at 203 degrees, fuel pulse at 2.5 mS, AFRs in the 13.2 to 13.6 range. A little leaner than I would have expected based on experience.

Then, abruptly at the 3 minute mark, the dwell dropped to 14 degrees (advance stayed the same), the injector pulse DROPPED to 2.3 mS and the AFR DROPPED to 12.8:1. That's right, the fuel pulse got smaller and the AFR got richer! The only other abrupt change in the log was the Dwell Angle as I mentioned. In 9 months of data collection, this is the first time I've seen anything like it.

My take-away from all these tests is: On the 1150, RUN THE STOCK PLUG. It tells the Motronic what engine configuration (heads, cams and intake tubes) you're running. BMW knows what they're doing. There's no silver bullet here.

Last edited by roger 04 rt; 11/19/12 03:04 PM.
#810136 - 11/19/12 03:16 PM Re: Coding Plugs for R1100, R1150 Decoded [Re: roger 04 rt]  
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dirtrider Offline
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Morning Roger

Is your evap system still hooked up? If so, any chance some of your richness variation is coming from evap can purge?


D.R. ___
Sent from my rotory dial wall phone!
#810140 - 11/19/12 03:42 PM Re: Coding Plugs for R1100, R1150 Decoded [Re: dirtrider]  
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roger 04 rt Offline
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Good Morning DR,

I had a look at that just now. Vent off (stayed off), Open Loop (hadn't reach temperature yet. The changes were:

Dwell dropped from 23 to 14/15
Injection time dropped from 2.5 to 2.3
RPM Dropped from 1400 to 1200

Tank vent, O2, Closed Loop, Air, Oil, TPS, Fast Idle bit all stayed the same.

Maybe just some weird glitch. Or, it could be the Motronic "getting used to" the 30-87 plug but it was the second test with it in. Motronic reset before the first run.

I'll post an AFR plot in a little while. Who knows ...

#810144 - 11/19/12 04:02 PM Re: Coding Plugs for R1100, R1150 Decoded [Re: roger 04 rt]  
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dirtrider Offline
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Morning Roger

Was intake air temp pretty constant for the entire run? If not maybe run your test with a fixed IAT resistor that equates to the ambient temp.


D.R. ___
Sent from my rotory dial wall phone!
#810150 - 11/19/12 04:33 PM Re: Coding Plugs for R1100, R1150 Decoded [Re: dirtrider]  
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JamesW Offline
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This IS getting interesting. Makes me wish I owned a pc, almost. Are you using an O'scope to look directly at the pulse width of the signal to the injectors? Seems to me the only way the mix could get richer is with an increase in injector on time not a decrease.

Another thought: Just for fun, take the bike out for an A/B test run switching between the stock CCP and the 30-87 config. I have done this several times. Of course I don't have an LC-1 and only run open loop with O2 disconnected which I think is the best compromise if one doesn't go wideband.

Last edited by JamesW; 11/19/12 04:48 PM.

James
'93 R1100RSL / '10 FJR1300A
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