Coding Plugs R1100, R1150 Decoded

Discussion in 'GS Boxers' started by roger 04 rt, Feb 17, 2012.

  1. roger 04 rt

    roger 04 rt Long timer

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    For corrected, updated information, skip ahead to: http://www.advrider.com/forums/showthread.php?p=26886395#post26886395


    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 are designed to control fueling maps and spark timing maps. The fueling differences are small except for two plugs on the R1100 which allow Open Loop operation. On the R1100 those maps are about 5% richer at low throttle angles if you use gasoline without ethanol, with 10% ethanol the maps are not much richer at small throttle angles and are leaner in cruise compared to closed loop.

    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. Those maps are 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, and this fueling map is designed to arrive at an AFR of 14.0:1 with the co pot adjusted and at small throttle angles.. On the R1150 ungrounding pins 87 and 87a on my R1150RT produced a somewhat leaner AFR than with both grounded but the bike still operates in closed loop.

    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 but the process of closed loop mixture adaptation mostly negates this.

    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 reverse any gains that a different plug has temporarily brought.

    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, with the exception of No Plug on R1100 models running non-ethanol gasoline.

    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.
    #1
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  2. mcstark

    mcstark Living brappy...

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    #2
  3. def

    def Ginger th wonder dog

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  4. k1w1t1m

    k1w1t1m Kiwi

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    Good info. Thanks
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  5. kubiak

    kubiak Long timer

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    i used that chart on my 1150gs and it helped a lot. i tried 4 or 5 settings till i found the best one and it made the most power and got rid of any surging and pinging problems.
    #5
  6. kubiak

    kubiak Long timer

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    i remember i used the stage 1 setup by using a piece of wire with spades on the ends that worked great. stage 2 ran terrible.
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  7. mouthfulloflake

    mouthfulloflake Not afraid

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    ok Roger.


    Id like to try 30-87

    lifting 87a from ground, currently my pink plug is 30 87 87a

    according to your note on fueling effect, this might be a slightly richer map, still using the lambda sensor.

    but the charts I have seen, ONLY show a 30-87 plug for an R850

    any thoughts?
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  8. roger 04 rt

    roger 04 rt Long timer

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    MOF, After giving that question a lot if thought last year, I would run the standard plug.

    On your R1100GS there are two good ways to richen the mixture:

    A BMW-AF-XIED and your standard coding plug, or ...

    A 30-87a plug, co pot adjusted to 1.5% CO, and a BP if your gas has ethanol in it.

    Either of those two options will get you a great running bike. Coding plug swapping, other than to go open loop on an r1100, is a waste of time.

    RB
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  9. mouthfulloflake

    mouthfulloflake Not afraid

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    I thought 87a was for the 2 different intake tube lengths and cam profiles?

    and 87 is for using the O2 or not?
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  10. Basic_Gerd

    Basic_Gerd Gerd

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    Roger,
    your enumeration makes sense - with one exception: there is a mahagony brown CCP which connects all 4. This is for a swiss bike w/o cat and O² sensor ... yes, this was delivered, although kinda absurd. Rob also mentions it.

    So the "87 command" can't straightly be "look for a O² sensor and try closed loop".
    (BTW: I would rather nominate it this way, because the cat is not the core component of the lambda closed loop - it only feels fine with lambda=1/AFR 14,7.)
    #10
  11. H96669

    H96669 A proud pragmatist.

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    [​IMG]

    [​IMG]

    [​IMG]

    Sorry poor screen shot of my cracked screen....printer is on the fritz.:cry
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  12. Basic_Gerd

    Basic_Gerd Gerd

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    Longer narrower tubes have a different (lower) resonance frequency and cause a higher intake air velocity. Both effects added, lead to more (not less!) air in lower/medium rpm range in the combustion chamber. Therefore you can add more fuel to deliver more torque.
    The opposite is true for high rpm. So I am sure the 87a map is accordingly shaped differnently.
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  13. GroceryRun

    GroceryRun Been here awhile

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    Does the Motronic need to be reset before the new coding plug takes affect ?
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  14. Basic_Gerd

    Basic_Gerd Gerd

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    AFAIR, no. It's read out on starting.
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  15. roger 04 rt

    roger 04 rt Long timer

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    Gerd is correct, it doesn't need to be reset, but the ignition does need to be turned off and then back on.

    The GS-911 now reports Coding Plug variant. If you pull the plug with the ignition on, it does not change the plug variant read. However, if you turn the ignition off, turn it back on, the Motronic reports a new plug.
    RB
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  16. roger 04 rt

    roger 04 rt Long timer

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    Here's a good picture for reference. (Copyright Dirtrider)

    [​IMG]
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  17. roger 04 rt

    roger 04 rt Long timer

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    UPDATED October 18, 2018

    Earlier in this thread I posted up the best info I could find at the time on how BMW designed its Coding Plugs, or CCPs as they get called. Recently, I've come across much more accurate information from "the source". That is to say, the Motronic units themselves.

    It turns out, as most of you know, that each Motronic unit has an EPROM. The EPROM contains instructions for the Motronic, along with over 600 tables of data that include 8 sets of fuel and 8 sets of spark tables. It also includes a table with 8 text string entries that say exactly what each of the 8 Coding Plugs has been designed for.

    It is pretty easy to get the Motronic 2.4 to tell you what each CCP selects. You simply plug in a CCP and run an Autoscan with a GS-911. I've also confirmed the GS-911 report by having the chips removed from the Motronic and read with an EPROM reader and Hex Editor.

    The bottom line is that the ONLY good advice one can give is to use the stock Coding Plug or to use a GS-911 to read your Motronic and determine the function for each map. The reason is that there is no formula that says a certain pin on the CCP has any particular function (e.g. Pin 86 does not effect Octane). It also turns out that even if you compare two R1150GSs, for instance, the CCP can have a different meaning based on the date and delivery-location of the motorcycle.

    So ignore earlier posts in this thread, and since there are several different EPROMs, if you want to know which CCP is designed for which motorcycle-configuration for your bike, READ THE EPROM with a GS-911 (R1150).

    Six bikes I have data on at the moment are:
    2004 R1150RT US (USA) Twin Spark
    2003 R1150GS SA (South Africa) Twin Spark
    2002 R1150GS CA (Canada) Single Spark
    2002 R1150R CA Single Spark
    2002 R1150GS US Single Spark
    2001 R1150GS US Single Spark

    Here is the readout from each bike's various coding plug configurations. You can see the differences for yourself. If for example you put a Yellow Coding plug into the SA bike it selects No Series, and runs accordingly—barely at all!

    2004 R1150RT US (USA) Twin Spark
    No Coding Plug: R1150R/GS US+ECE
    Beige Coding Plug: R1150R/GS Japan
    Yellow Coding Plug: R1150R-GS Ocatan 91
    Pink Coding Plug: R1150RT-RS US+ECE
    30-86 Coding Plug: R1150RT/RS Japan
    30-86-87: R1100S US+ECE
    30-86-87a: No Valid String found
    30-86-87-87a: keine Serie (no series)

    2003 R1150GS SA (South Africa) Twin Spark
    No Coding Plug: R1150R/GS US+ECE
    Yellow Coding Plug: R1150R/GS Japan
    Beige Coding Plug: keine Serie (no series)

    2002 R1150GS CA (Canada) Single Spark
    No Coding Plug: R1150 GS ECE Kat
    Yellow Coding Plug: R1150 GS US u.TEV
    Beige Coding Plug: R1150 GS CH o.TEV

    2002 R1150R CA Single Spark
    No Coding Plug: R1150R/GS ECE Kat
    Yellow Coding Plug: R1150R/GS US u.TEV
    Beige Coding Plug: R1150RS/GS CH o.TEV
    Pink Coding Plug: R1150RT ECE/US Kat/T
    30-86 Coding Plug: R1150RT US II Kat/TE
    30-86-87:
    30-86-87a: KEINE SERIE
    30-86-87-87a:

    2002 R1150GS US Single Spark
    No Coding Plug: R1150R/GS ECE Kat
    Yellow Coding Plug: R1150R/GS US u.TEV
    Beige Coding Plug: R1150RS/GS CH o.TEV
    Pink Coding Plug: R1150RT ECE/US Kat/T
    30-86 Coding Plug: R1150RT US II Kat/TE
    30-86-87: R1150 R/GS ECE ROZ91
    30-86-87a: KEINE SERIE
    30-86-87-87a:

    2001 R1150GS Single Spark
    No Coding Plug: R1150 GS ECE Kat (A European 1150GS with Catalytic Converter)
    Yellow Coding Plug: R1150 GS US u.TEV (A United States 1150GS with Charcoal Canister and Catalytic Converter)
    Beige Coding Plug: R1150 GS CH o.TEV (A Swiss 1150GS without Charcoal Canister but with a Catalytic Converter)
    Pink Coding Plug: keine Serie
    30-86 Coding Plug: keine Serie
    30-86-87: Keine Serie
    30-86-87a: KEINE SERIE
    30-86-87-87a: KEINE SERIE
    #17
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  18. GS Addict

    GS Addict Pepperfool

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    Once again Roger, you have gone above and beyond.
    You are a true asset to our community.
    Thank you for your tireless efforts.
    Reto
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  19. roger 04 rt

    roger 04 rt Long timer

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    I went back and edited the list to add data taken by GS Addict from a Motronic from a 2002 R1150GS. The variety amazes me.
    #19
  20. mouthfulloflake

    mouthfulloflake Not afraid

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    Ah!

    this does explain some things Roger!

    :clap
    #20