Normally our cold start rev limit protection limits RPM to 4,500 and gradually releases the redline back as the vehicle warms up.

We’ve had a number of requests to hold the 4,500 RPM limit until the vehicle is full warm as illustrated in this video.

The video was taken with a beta version of the software. The final release immediately releases the redline when oil temperature reaches 176F.

We’re always interested in catering to custom requests and improving our features and service enabling you to get the most of our of your car. Anything that affords your M engine more protection is something that we’ll always be interested in!

Here is a quick iPhone video of how it releases in the production version:

We’ve had a few requests for this feature, and have looked into offering it to our customers.

There are many ways to achieve this in the calibration, and different methodologies of fueling, ignition timing, and exhaust camshaft position can be altered to modify the circumstances and characteristics.

It’s important to ensure that this feature is safe for use over time. In essence, a loud pop promoted by changes in the calibration is an intentional misfire. Vehicles that have this feature in factory form have provisions and functions built into the operating code to achieve this result. For example, on vehicles with this feature built in, selective controls for activation and deactivation of fuel injection and ignition timing per cylinder are employed by the digital motor electronics unit. They go as far as to alter the strategy to account for position and stroke cycle at that moment. It’s a “controlled” misfire in essence. The MSS60 control unit doesn’t have such provisions.

Additionally, this has the possibility of reducing fuel consumption and increases emissions, with the potential of fouling oxygen sensors over extended periods. The strategy employed to achieve this sound can mitigate these effects to an extent. Another thing to keep in mind is the highly adaptive nature of this control unit. It’s important to ensure that these changes will not cause unfavorable adaptations due to oxygen sensor data fed back to the control unit. Excessive exhaust gas temperatures can decrease the life of catalytic converters.

This is geared more toward catless vehicles but can be achieved on vehicles with aftermarket exhaust systems (preferably with the cat located further downstream from the header outlet).

That said, this is something we will offer to those that request it, but not until it’s put though a series of tests ensuring that the positive characteristics outweigh any potential negative consequences. We’ll post more videos, illustrating different types of sounds that can be made as this is tested. Most of the other projects we are working on are higher priority, please forgive any slow updates!

A few people have been inquiring about the freestanding rev-limit change / “Launch Control/Assist” feature I offer with my performance software.

Background: This applies mainly to 6MT cars as DCT cars have ‘real’ launch control built in.

What it does: This changes the rev limiter while the car is not in motion. That means once you hit one mph, the full rev limit becomes immediately available. This allows you to hold a specific predefined launch RPM without any effort.

Why do I want this: For 6MT users, it makes it a hell of a lot easier to launch the car. You can keep the gas completely pegged with the clutch in, and it will rev to the desired value you have asked me to program your file with.

When you’re ready to launch, simply release the clutch and modulate the throttle from there. Most people have me set theirs at 3000, 3500, or 4000. The stock freestanding rev limit is 7000 RPM. Counter-steering might be recommended

I took a quick video of it about 15 minutes ago and was surprised at how easy and efficient it is versus trying to modulate the throttle yourself for the initial launch. The car just hooked up and took off like a rocket.

I chose to do it with DSC off, works perfectly fine with MDM or Euro MDM as well.

Sorry for the bad video, next time I’ll have a passenger and will post a better illustration of this feature. But for now it will at least give you the idea:

This is always something that I’ve wanted to change, given I think that the normal and sport modes in the M3 should be slightly tighter. Even better is being able to variably adjust the assist based on program selection coupled with speed dependent settings.

By adjusting these maps, the assist can be changed from zero to full assist at any speed between 0km/h and 200km/h. This could be rescaled to accommodate specific changes above 200km/h, however, this is not necessary.

We will likely be offering these changes free of charge to all existing BPMSport customers after testing has been completed.

For now I wanted to share a graphical representation of the different assist offered by the servotronic steering system:

Normal vs Sport Compared:

X Axis = Speed, Y Axis = Amount of Assist.

We’re happy to post Normal and Sport as individual graphs for you to take a look.

We’re happy to announce that our third Generation of tuning cables has been officially received from the factory.

The Generation III Cables are similar to the Generation II Cables:

• Tuning support for E series BMW M3, M5, M6, X5/X5M, X6/X6M
• Transmission tuning support for BMW SMGII, SMGIII, DCT, and Automatics
• Diagnostics and Trouble Code Reading and Clearing Capabilities
• Compact, Portable, and Rugged Design w/ Detachable USB Mini Connector
• BPMSport Serialized Identifications on each cable
• Dual Green/Red LED Indicator for Read/Write

Our new GenIII cables feature a white motherboard which is of higher quality materials. Certain enhancements have been made on the motherboard to ensure longer lifespan when introduced into extremely hot or sub-zero climates. The GenIII cable also contains provisions for Ignition switch detection.

Euro MDM Activation using this cable is currently in development and will be released shortly.