Download the ECU Flash Tuning Form (BMSK/BMSX Tricore).pdf

Download the Parts/Tuning Waiver Form.pdf

Download the WSBK/MotoGP ECU Flash + RCK 2/3 Protocol INSTRUCTIONS.pdf

Download the Credit Card Authorization Form - MANDATORY

Note: You must clear all codes, clear adaption, and reset the TPS sensor on installation. We recommend a GS-911 Wifi tool to do this, available in our SHOP. If you have the RCK 2/3 Protocol Plug-in with the alpha Racing ECU Flash then you must use the INSTRUCTIONS below. You will also have to re-initialize the QS by running the gearbox up and down from 1-6, 6-1 three (3) times while manually pulling the clutch lever in each and every gear. Then your QS will function properly. You also must have a SLICK MODE Enabling Plug BMW S1000 RR/HP4 (2010-, 2015-) Part Number: 12527727856 installed.


alphaRacing Color LED Dashboard/Datalogger/GPS Lap-Timer. (2010-2015), (2015-)

Instructions for updating the alpha Racing Color LED Dashboard
The first step is to check whether or not your dashboard needs updating by following these STEPS:
- Enter the MENU and then the page OPTIONS.
- Check if the firmware version and software match those on our site’s Support page. (Note: Regarding the firmware version counts the number before the hyphen, such as "114-7" indicates the version 114).
Having established that an update is needed, proceed as follows:
- Take a USB stick blank, formatted FAT32 ONLY. (CAUTION: do not use formatting EXFAT or NTFS).
- Download on your PC, the updating firmware and/or software required (NOTE: you can only perform one update at a time).
- Unzip the file and extract the files "Cruscotto_06" for the Software update or "firmwareUpdate.hex" for the Firmware update, (depending on the type of update required), and copy it to the correctly formatted USB stick.
- Insert the USB key into the USB port of the alpha Racing Dashboard.
- Enter the MENU and then on the OPTIONS page.
- Launch an update.
- Wait for the completion of the update, (CAUTION: if you remove the USB key in this phase of the update, and it is NOT completed – you could render the dashboard unusable!)
- Set a time of stand-by time of 0 hours (if it has been set differently) in
- SHUT OFF the dashboard, be sure to wait for the dashboard to be completely shut down and turned OFF.
- Restart engines and menu options to verify that you successfully updated the dashboard.
Should it be necessary to perform both updates, start with firmware FIRST then delete the USB key and proceed with the upgrade software by following, in both cases, the instructions above.


DOWNLOADS (Updated 7-7-2016)

Owner's Manual: Manual LED dashboard

Firmware Update: Download Firmware Version 171 LED Dashboard

Software Update: Download Software Version 944 LED Dashboard

Racetracks Library: Download Racetrack Library

Installation Note: alpha Racing Dashboard NOTE for BMW S1000RR (2015-)

DANAS WSBK Data Acquisition System for alpha Racing Dashboard (Updated 11-15-2015)

DANAS: Data Analisys Software: Download Datalogging Desktop Software

DANAS: Data Acquisition User Manual (I2M): Download Data Acquisition Manual

DANAS: DANAS Multi-platform Java Installer (2.26.54beta): Download Java Installer (Mac) Beta

Danas software developed in Java to be able to analyze data collected from alpha Racing systems from miniLAP to Dasy or Chrome Dashboard. The choice of developing the software in Java makes it compatible with all platforms, whether Windows (Version XP through Windows 10) or Mac (See below for details). 

Apple Mac Users: Please use this procedure to use DANAS:
1.  You have to download version "2.26.54beta" from the our website.
2.  You also need to download the latest Java Development Kit ("JDK") software from Java.
3.  Install JDK first on you Mac
4.  Then install DANAS
5.  Open the Danas folder and double click the Danas.Jar file NOT the Danas.App file.
6.  Then it will work on your Mac (after changing the language setting or "Lingua" to "Inglese" or English in the "File" menu and then restart your Mac. END.

Danas thus allows to open the saved data from these devices and display, for example, the trajectories in the various laps, comparing several laps of the same session or belonging to different sessions or different drivers. Even just using data from GPS alone (miniLAP laptimer) you can see the speed at each point of the track, or you can enter any number of split times in order to understand where you have been most effective and it can extract Ideal Lap time.

The GPS map can be configured so as to have an intuitive representation in color scale of the speed (or of any other channel) at any point of the track. Using the overlap of data on the map Danas will automatically identify the beginning and end of each lap showing for each of them the main data directly over the path (it alternatively it can be set for rectilinear trips).

Starting from the GPS information, from which the leaning angle is also obtained, it is then possible to exploit all the features of Danas adding other acquisition channels such as RPM, the speed or the opening of the gas, all without adding any sensor to the bike. 

With rear wheel speed data and the RPM it is possible for example to draw XY plots and to study the use of individual gears and their effectiveness. The XY plots are fully configurable and therefore allow for increased flexibility in data processing. Using the data of RPM and rear speed you can take advantage of the simulated gear function with which it is possible to study what would be the gears/RPM if you had changed the final ratio (or single gear ratio). This feature significantly reduces the time needed to choose the correct ratio.

If the bike has a fast oxygen sensor installed (or you are using a Dasy-X with integrated lambda sensor) you can use the special functions for the vehicle carburetion. Danas is in fact able to obtain, from the lambda values, the RPM and the throttle opening, the complete stoichiometric tables and to automatically obtain the correction tables to set the control unit. For each cell of the table DANAS shows the points that the software selected for mixture so that they can be displayed on the graph having a 100% control of carburetion performed.

Danas has been further enhanced in recent years thanks to the cooperation with Team Pedercini in World WSBK and WSSTK. Through this collaboration we added features designed to reduce the time spent in data analysis during the practice sessions and qualifying. DANAS graphics of can be completely configured to better suit your tastes, choosing the location and size of the map, time table, charts. You choose how many and which graphics to display and where set it on the main window. Danas also allows you to store twenty complete configurations and recall them with a simple click. Each configuration can contain graphics in several different positions, with scales, colors and different views. In this way it is extremely simple to switch from the study of the parameters to those of the motor chassis very quickly or simply to always have on hand the display that each user prefer.

The tab of session Lap analysis viewer allowyou to have quick analysis of the performances showing for each lap/session the maximum, the minimum and the average of each channel, while a special function allows you to display them on the chart. Through the use of math channels and filters you can make a first mathematical study on the acquired data, if this is not enough Danas allows you to export all data in .csv format so as to be processed by other software.

The alarm function allows to configure some alarm condition that the software will search automatically within the data and that at a first glace may have been missed, such as an alternator not working perfectly, a temperature too high etc ..

The complete synchronization between the graphics and the map and the use of the sliders quickly allows to associate the various data to every single point of the track or to compare values ​​of different points. The delay function instead allows you to view how the delay  compared to a reference lap changes along the path.

The features highlighted are just some of the many features of Danas software that is designed to introduce the amateur in the world of data acquisition as well as to satisfy the most demanding electronic engineer. 

Through the use of the DashWare software (free download from a video can be realized with the acquired data overlay. The software is compatible with any video and using the protocol developed for the Danas software (downloadable aboave), you can easily import data from .csv exported to Danas. Setting up your own videos with style MotoGP becomes a matter of a few steps. The same result can be obtained from the exported  data with software like TrackVision.


Genuine BMW HP Race ECU, Calibration Kit 2/3, Unlock Codes

alphaRace Tuning Form: alpha Performance Race Parts Waiver Form.pdf

Please fill out this form and return to us via email with a valid Photo ID, and Vehicle Registration for submission to BMW Germany.


Motorrad-One Touchscreen Tuning Device (Powergate 3)

Owner's Manual: RACE Powergate3 Owner's Manual V 1.0

Desktop Application: Race Powergate3 Desktop Program V2

Race Tuning Form: Race Parts Waiver Form.pdf

Race Tuning Request: alpha Performance_Engine_Tuning_Form.pdf 

PC's Using WINDOWS 8: WINDOWS 8 Instructions
Special Notes: You must use Windows XP or Windows 7 & 8 Operating System. Do not use Mac with Parallels. This Tuning Device is linked to your unique VIN Number, and use on a second VIN will require the unit to be unlocked for a fee by the manufacturer. You MUST un-zip the compressed .exe file to run on your desktop. 
IMPORTANT: ALL Power Commander PC-V or "Other" Piggy-back tuners MUST be removed from the bike BEFORE you READ the initial OEM file, and WRITE the new Map files. *** Failure to do so could result in permanent damage to the ECU*** The piggy-back devices will never be needed again, and our FLASH Tuning is Fully Adaptive and requires the BMW OEM O2 sensors installed at all times. If they were removed, you MUST re-install them. Please email us the .usr file with the LAST 7 digits of your motorcycle's VIN Number as the actual file name, so as to keep the correct files in our cloud server. Be sure that the PC-to-PG3 is never connected to the Bike-to-PG3 at the same time. Mandatory: Connect a battery charger during the READ/WRITE procedure. You MUST inform us if the ECU has ever been flashed before. If yes, please indicate that on the Tuning Forms so we can flash your ECU on the bench. 
When you receive your Powergate 3 Tuning Device you will READ the Original Map File ("ORI") from your motorcycle and email it to us for the creation of your alphaRACE Modified File ("MOD") that we shall send to you by email in 24-48 hrs if we do not have to build a custom driver for your ECU. Each and every BMW BMSK Engine Control Unit for the BMW S1000 RR and HP4 have different Firmware, Protocols and Software that require special modifications and drivers to create your specific bike's "tuning". You must CONNECT a motorcycle battery charger to your battery while performing the functions READ or WRITE from and to your ECU. 
Note about the mandatory use of SAS Block-Off Plates: The BMW Secondary Air System ("SAS") is an induction system that burns the unburnt exhaust gases by injecting fresh air (secondary air) into the exhaust ports of the engine, reducing the emission of hydrocarbons. Once these are capped off with the alpha Racing block off plates for the AIRBOX and VALVECOVER, the air injection system can be safely removed. This Block Off Plate is made from CNC billet aluminum, have an OEM O-ring for correct seal and feature the “alpha” logo. There are three reasons why you want to remove the air injection system from your BMW.

▪    1. If you are using your motorcycle on a closed course (racing, track days, etc.) you will want to remove all unnecessary equipment from your bike for reduced weight and ease of maintenance.

▪    2. To get an accurate Air:Fuel (A/F) ratio when you dyno the bike. The air injection system pumps fresh air directly into the exhaust stream in order to burn off any unused fuel. Unfortunately by doing this the A/F ratio is thrown off by the extra "fresh air" in the exhaust stream. By removing the air injection system you can achieve an accurate A/F ratio.

▪   3. This addition will typically remove the majority of popping on deceleration that can be experienced with un-burnt gasses within the emission charcoal chamber. 

If you are tuning your BMW with any aftermarket solution tuner - you need these SAS block-off plates (available in our online SHOP).

alpha Racing DTC Race Controller Kit Box for BMW S1000 - HP4

Part No. 3451A010A00-01

Installation Instructions: DTC Race Controller Kit Box Installation


Genuine BMW Kit HP Race ECU, ECU Unlock Code, Calibration Kit 2/3 and Unlock Code for Calibration Kit 2/3


HP Parts Waiver Form: Download Form Here and Email to us with Proof of ID

Instructions: Throttle Position & Quick Shifter Learning Procedure

alpha-bmw Racing Clutchless Downshift Blip System (Version 1)

Part Number: AP-111000987X-BB-01 [Superceded by Version 2 below.]

Each system is Custom Calibrated to your BMW's TPS Sensor Output, and for the system's unit build - we require the following information from an authorized BMW Technician: Please measure all voltages very ACCURATELY/PRECISELY on all the cables that are connected to the throttle body. Perform the voltage measurements on the Throttle Position Sensor harness (TPS Sensor connected):

Voltage Measurements Form

1. With the engine NOT running, IGNITION ON, throttle 0%. 

Pin1 : _._ _ _ V
Pin2 : _._ _ _ V
Pin3 : _._ _ _ V
Pin4 : _._ _ _ V
Pin5 : _._ _ _ V
Pin6 : _._ _ _ V

2. With the engine NOT running, IGNITION ON, throttle 100%.

Pin1 : _._ _ _ V
Pin2 : _._ _ _ V
Pin3 : _._ _ _ V
Pin4 : _._ _ _ V
Pin5 : _._ _ _ V
Pin6 : _._ _ _ V 

IMPORTNANT NOTE: BMW Drive-By-Wire (DBW) Throttle advisory.

When you purchase a Clutchless Downshift Blipper Kit System, all customers are required to send alpha SBK the voltage measurements form (directly above) with information filled in according to the voltages from the TPS connector while connected. Also the motorcycle must be in perfect working order with no fault codes present. Once this is completed we build our blipper kit system's stand alone ECU to match these voltages, so it is hand built for each individual vehicle and THAT PARTICULAR TPS SENSOR.

Warning! If you switch or change the TPS Sensor, the electronic twist grip assembly or throttle bodies after you have ordered/received your blipper kit system - there is a very high probability these voltages will change.

We insist that you contact us if you make any changes to the TPS, electronic twist grip or throttle bodies where we will ask you to fill in the voltage form once again. We will cross reference the original voltages to ensure that the blipper kit system settings are still compatible with your DBW throttle.

If any voltages have changed, the blipper kit system will need to be returned and checked by us to prevent future problems. 


Racing Clutchless Downshift Blip System (Version 2) BMW S1000RR (2010-2014) 
Part Number: 7725A111A00-01

Plug & Play system for the BMW S1000RR and HP4 (2010-2014) Version 2, provides ultra fast clutchless up & downshifting. This unique system provides upshifting with along with ultra high speed auto-blipped downshifts. Our kit system has adjustable blipping rev-matching throttle-valve travel allowing you to tune the system to your own personal riding style preferences. This is a 100% proprietary electronic system with stand alone wiring harness, with absolutely no requirement for vacuum modules at all. 

Download Installation Instructions aR Blipper (V2)


1.0 Press both buttons to enter in the programming.  

2.0 Push lower button to scroll the menus forward while push the upper one to scroll backwards.

3.0 Press and maintain the lower button to enter into the various menus. To exit from the menu and under menus, press upper or both buttons. System will go out of programming if no buttons are pushed except the "r" menu. During programming the quickshifter will not be working.

WARNING: Use only on the following setup options.

3.1 Signal time programming "t" (“Time”).

Set at the maximum allowed value. Upshift timing will be managed by original BMW ECU not by SGRACE. If the ECU requires a different cut time, it can be adjusted within 20ms - 99ms.

3.2 Downshift rpm "rL" (“RPM Limit”).

NOTE: The “Blip” function will not work below 3,000 rpm. Above this limit the timing of the blipper is automatically set in function of customer’s choice. “rL” are the lower rpm limit level.

3.3 Downshift timing "SL" (“Set Limit”).

Set the desired timing of the “blip” at “rL” rpm (see par. 3.2).

3.4 Upshift Pre Load adjustment "L" (“Load”).

Default setting "22" it's possible to change the load necessary to apply on the sensor for the upshift signal. With ignition on, engine off, try to select the upper gear. Shift lever should move through the spring load in gearbox until gear resistance is felt. If rpm is above the set value at par. 3.8, the panel LED should show "--" for a while. If this happen too early or too late consequently change the preload setting.

3.5 Actual Load displaying "S" (“Shift Load”).

Entering into this menu, it's possible to read the actual load value. Useful feature for preload adjustment and for gearbox check and maintenance.

3.5.1 Max Load displaying "--"    (“Max Load Display”).

At this point, pressing and holding the lower button, the display will show blinking "--" for about 10 seconds. Afterwards it will show the max load value registered in this period.

3.6 Downshift Timing "tS" (“Downshift Timing”).

Set the “Blip” timing within 20ms - 98ms at 8,000 rpm. Default 98ms. The blip timing at 12,500 rpm will be 70ms more than this value. In the between the CPU will interpolate the value. We suggest timings between 98 and 80ms. Too much timing allows gear in but then you’ll feel the bike pushing a while. A too short timing doesn’t allow a proper downshift. We suggest to start with high value and reduce it during the tests on road.

3.7 Downshift Pre Load adjustment "LS" (“Pre Load Sensor Adj.”)

At default setting "14" it's possible to change the load necessary to apply on the sensor for having the downshift signal. With ignition on, engine off, try to select the lower gear. Shift lever should move through the spring load in gearbox until gear resistance is felt. The panel LED should show "--" for a while. If this happens too early or too late consequently change the preload set.

3.8 Minimum rpm limit "Sr" (Minimum Shift RPM”)

Set rpm below where the system is not cutting RPM. Visualization: /1000.

3.9 Type of analog output "dS" “(Analog Output”)

If your system has the analog output, this function allows to set the type of output: "dC": 0-5V with 0 load at 2.5V. "dU": 0-5V with 0 load at 5V. "DD": 0-5V with 0 load connection at 0V.

3.10 Lower/Upper limits "dr" (“Limits”)

If your system has the analog output, set "5" = ±50Kg, "10"= ± 100Kg.

3.11 Pushing/Pulling "CE" (“Shifter Orientation”)

Set "C" Pushing, "E" Pulling of the Shifter orientation for STD. of GP Shift.

WORKING CONDITIONS : 8V - 17.5V; -20°C - +95°C.

*** Special Notes for BMW's with ATTACK PERFORMANCE rear sets installed: please use the following settings. These are modified base settings that you will fine-tune as required.***

T=63 upshift cut timing
L=16 upshift pressure
TS=80 blip timing rpm
LS=10 blip pressure


Racing Front/Rear Stand Assembly Instructions

Download Instructions Part 1

Download Instructions Part 2


Superflow Technical Article: Why HP Dyno Numbers Will Never Match.

(Hint: Read page 6, and 7 about Dynojet and "other" Dyno's being used to validate tuning).

Download the Article Here


Racing BMW S1000 RR Race Switches Kit (2015-) Installation Instructions

Download Installation Instructions


Öhlins Racing Aftermarket TTX Shock Absorber Recall Information

Öhlins Racing AB has discovered an assembly defect in certain batches and part numbers of our aftermarket upgrade TTX36 (model names TTX GP, TTX RT & TTX36MkII) motorcycle shock absorbers. Öhlins Racing AB has therefore decided to recall all the affected aftermarket TTX36 shock absorbers to rectify the issue. This assembly defect has been rectified and the issue does not exist with all shock absorbers, therefore it is important to check with our database below if your aftermarket shock absorber is affected or not. We apologize for any inconvenience this safety recall may cause but your safety is our first concern.

Important notice!

We strongly urge you to stop using the bike until the shock absorber has been removed or corrected. It can be a safety issue to use the bike with the faulty shock absorber on the bike.

By entering the part number and the batch number of your shock absorber (see picture where to find these numbers) in the fields below, you will see immediately if your shock absorber is affected by the recall or not. If your shock absorber is affected by the recall please contact the Öhlins distributor in your country for an appointment to have your shock absorber corrected.

Please note

Part number: Two letters followed by the first three numbers. For example YA340
Batch number: Six numbers For example 136776


Important TTX36 Safety Recall Notice

Recall Work Order Form



Download BMW HP4 Owners Manual

Download 2010 BMW S1000RR Owners Manual

Download 2012 BMW S1000RR Owners Manual

Download 2015 BMW S1000RR Owners Manual


BMW S1000RR STM Dry Slipper Clutch Technical

Primary spring:
• It makes pressure on the disc pack through the pressure plate;
• It replaces the helicoidal springs
Secondary spring:
• it makes pressure on the drum;
• it regulates the opening of the slipper clutch and regulates the engine brake.
Spring functioning
The primary and secondary springs are pre-loaded in order to generate an initial elastic strength of contrast.
Primary spring functioning
When you operate the clutch lever, the primary spring is compressed. The spring releases an elastic strength of contrast to the lever movement. The next chart shows how the spring load varies with its compression.
Secondary spring functioning
The engine brake makes the drum rotate and shift outwards causing the discs to disengage. The secondary spring is compressed in comparison with the initial resting position and generates an elastic strength of contrast. This strength is described in the following graphic.
Primary spring load/compression chart 
The origin of axes corresponds to the free height of the spring, i.e when the spring is not loaded. Each mm of compression corresponds to an equal decreasing of the spring height.
Secondary spring load/compression chart 
The origin of axes corresponds to the free height of the spring, i.e when the spring is not loaded. Each mm of compression corresponds to an equal decreasing of the spring height.
Diaphragm springs and helical springs
Operating the clutch lever, the diaphragm spring is compressed and releases a strength which is constant, if not inferior in the maximum point of the curve. alpha Racing slipper clutches use this characteristics to let the strength  to be done while actioning the clutch lever constant or even inferior. The helical springs usually present in the majority of standard clutches have a curve with a linear increasing chart. When pulling the clutch lever, the helical spring is compressed and releases an increasing strengh. This means that the lever becames harder as you pull the lever.
Spring adjusting #1
In case of downshifting or violent hard breaking the rear wheel generates a back torque. This back torque causes the hub to lift up and shift disengaging the discs. The secondary spring contrasts the hub movement.
Secondary spring: its function is to press the drum against the hub. It regulates the opening of the slipper clutch to control the engine brake. According to the load (expressed in kilos) of the secondary spring, the opening of the clutch is anticipated or deferred, that is the opening arrives at inferior or superior values of back-torque. The biker feels it as low gear effect: when the clutch opening is anticipated, the biker will feel less low gear effect; when the clutch opening is deferred, the biker will feel more low gear effect.
Spring adjusting #2
The engine brake can be modified according to biker preferences by using a different secondary spring. If the rider desires less engine brake while entering turns, and wants low gear effect we should replace the secondary spring with a lower loaded one (less kg). Street conditions also influence the set-up choice; different set-up can be chosen according to surface conditions: -wet ­-dry ­-mud.
The opening of the clutch also depends on the primary spring: the drum is contrasted by the secondary spring and also by the primary spring when the pressure plate lifts up. The standard set-up of aR clutches should be the ideal one for the most riders, because it results of tests made with the most important teams in many championships. However the spring set-up can be changed according to riders preferences.
Differences between 90 mm and 125 mm primary spring:
The main difference is that in the clutch with 125 mm spring, the elastic action of the spring is applied right on the disc pack. With the 90mm spring the pressure is not direct on the plates, because the spring is positioned in the centre of the clutch. The advantage of 125 mm spring is to give a softer clutch lever, being equal the pressure on the plate pack. The slipper clutch with a 125 mm spring is an evolution of the 90 mm spring, that is still supplied.
Lever ticketing
Clutch lever ticketing is due to the action of the clutch pusher plate, in the moment in which it is raised under the drum pressure. In this case the rider’s fingers can feel a small ticketing, indicating the slipper clutch system is working correctly;
Racing pumped engines
In order to use aR slipper clutch on “non standard” engines, with more hp and torque, it is advisable to fit the clutch with a primary spring more loaded (+ 10 kgs.). This to avoid clutch slipping in starting phase.
Road use:
Prevent engine overturning;
Prevent rear wheel hopping;
Enable the downshifting without use of clutch lever;
Enable the controlled sliding of rear wheel;
Manage clutch lever release, in order to avoid unsaddling;
Allow a better clutch lever release in starting phase, due to the diaphragm spring.
Off Road use:
Prevent engine overturning;
Prevent engine components integrity, gearbox first;
Avoid engine turning-off due to the holes in the track;
Allow a better jump preparation;
Set the shock absorber more easily and efficiently;
Determine a better drive feeling with the motorbike;
Allow a better clutch lever release in starting phase, due to the diaphragm spring.


All BMW, BMW Motorrad and BMW Trademarks™ or registered® trademarks are owned by BMW AG. Display of them in our photos does not imply any affiliation with or endorsement by them.