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V Stacks! -
zx6rr 600 and zx6r 636
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(click pic)
ZX6r 636cc
RA-VEL-K36-1521
patented
$249.95
ZX6rr 600cc
RA-VEL-K36-1515
patented
$249.95
I have already installed them
in my bike.. they work amazingly.
I love the sound.
Anything other products you guys
have for a 2004 Kawasaki Zx 6R 636??
Sent: Wednesday, July 12, 2006 1:31 PM
To: KOWALEK Robert -PICKERING
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What has
Factory Pro been doing?
Well, just
like we did for the r6's and cbr600rr's in the past,
we've spent the winter attacking power projects.
This
year, we selected a 600 / 636 Kaw.
Using the Realtime power and realtime 4 gas displaying
EC997 dyne system, we've managed to develop this system
that produces better power than the Kaw "kit" parts.
No internal engine mods - no power "commander" - just
good tuning procedures and a dyne system that will allow
tuning on our part that improved power in .1 to .2 TRUE
HP increments.....
This was a total of less than 8 hours of testing.........
Try that on a tuning by dynojet guesswork!!!
To get approximate djhp, multiply TRUE HP by 1.15 to
1.2, depending on which particular individual dj dyno
you want to match -
a high or low reading one.
(OK - I'll help - it's 121 to to 126.4
corrected djhp)
all w/ no internal engine mods)
It's
over 5 TRUE hp ABOVE what you'd have with a competition
exhaust on your 636.
On pump premium. Add some of the new NON-AMA legal 2004
race fuels and improve that by 8%-9%
(113 to 115 TRUE HP or about 130 djhp, depending on
the dynojet dyno).
Oh! And, thanks to the EVO Shift STAR, this 636 just
takes a tap on the shifter, shifts like butter and will
miss far fewer shifts under tough conditions and is
far less clunky in town - That means that you
won't be sitting on the sidelines waiting for parts
to rebuild your rounded gears and bent shift forks...
Call Kaw and ask them to carry the EVO kit as a Kit
part........
As
far as protection goes...... The Factory Pro Billet
Engine Covers w/ Integrated Sliders will do the best
job possible to lessen engine damage in a crash - Nearly
every amateur race organization requires them and it's
time for the AMA to step up to the plate and help protect
riders and tracks from oil on the track.... Might even
help with television coverage scheduling - (it will).
EC997 Dyne
System
TRUE
HP dyne test files
Base Test w/ comp exhaust and race type air filter
Final (as of Jan 12, 2004)
w/
Factory Pro Tuning stacks
(rh
click to save in STP format)
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636 Feedback
Let me start off by
saying this... WOW! That's an understatement!!
Throttle response is crazy responsive, the
intake now
has a TRUE KAWASAKI HOWL and the bike sounds MEAN!
Even idle is different, its like the engine has a
new attitude... no joke either...
I know those
statements sound overrated... However upon my first
test ride I was amazed, The bike was alive... Bottom
end had a mean grunt to it and getting up on the rpm
band gave me chills... The intake sounds like darth
vader having an asthma attack
Mid Range and Top end now bite... crack the throttle
wide open and you'll see sky quicker than you can
exhale! In fact I ended up riding until just about
10 minutes ago because I was having so much FUN...
I can't believe how
much these velocity stacks have woken up the
motor... truly worth every single penny! NO LIES, it
gives REAL HP not to mention the sound and throttle
response alone are worth it, but I don't need a dyno
to tell me she hauls more ass now... because the
grin on my face says it all
This is A MUST DO MOD! SERIOUSLY YOU WON'T REGRET
IT, and you will kick your a** for everyday you
didn't do it!
KawiKushi
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Ignition Advance
Rotor
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Ignition Advance Rotor
RTR-KAW-36-04
(special +2 and +6 available for additional
$20)
$69.95
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Everybody who
has professionally tuned an 03-04 zx6rr or zx6r knows
that power it to be gained by adding some ignition advance.
One of the nasty Factory Pro secrets of the 114.7 dynojet
horsepower on pump gas (about 100 True HP) Roadracing
World project bike was that we hand made a special advance
rotor for it in the dark of night.......
This
suggested standard advance rotor advances the timing
4 degrees. With stock engines with stock compression
ratios, there is more power everywhere. Part throttle
power is improved - helping corner exit speeds. Improved
in-town driveability.
Works with or without injection remapping - Works
with stock and aftermarket exhaust.
Hiding under the engine's
small, palm sized right side engine cover, it takes
15 to 20 minutes and normal hand tools.
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Air Filter,
cleanable
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BMC Air Filter
FIB-KAW-32304R
$89.95
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BMC Race
Filters in stock!
Call 800 869-0497 to order!
Factory Pro and BMC have produced
the finest cleanable air filters available. Manufactured
in Europe to craftsman's standards, if any filter would
last 1,000,000 miles - these would! Goes well with the
above stacks kits.
Increase
airflow for more power!
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Engine Covers,
Billet Alloy , with patented Integrated Frame Sliders!
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COV-K36-LH-KT
$289.95
w/ Integrated
Sliders!
COV-K36-RH-KT
$109.95
w/ Integrated
Sliders!
All Billet Engine
Covers
10% discount if covers purchased as a set!
Make
sure you ask for the discount!
800 869-0497
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NEW - EXCLUSIVE!
Billet
Engine Covers with Integrated Sliders!
(pat #6,637,787)
Absolutely the strongest cover you can
buy - and has the highest strength / weight ratio available!
Exclusive Super tough Hi Tech replaceable
insert takes the damage!
Hi-Tech flycut surfaces can be polished to a brilliant
sheen for the ultimate in show! Does not require a new
gasket.
The stock cover grinds through more easily than the
Factory Pro cover when "low sided" on the right side
of the bike. If the stock cover breaks, the bike
settles even lower and the radiator becomes even more
vulnerable to damage
.
Hi Marc,
I ran Factory Pro engine covers
on my rookie season in 2005 as a Novice rider with
the CMRA. As you know us rookies tend to crash
a bit more than others. I'm sure I'm not the
first to say the covers and sliders ROCK!
On several lowsides throughout the season the bike
slid on the sliders and never once tumbled.
I contribute this to the position on the slider
on the bike. Friends with conventional sliders
found the slider digging in and flipping the bike
causing much damage. Needless to say, my season
ended in one Championship and two 3rd places.
CMRA seen fit to bump me to expert in 2006.
I purchased two brand new GSXR's and have already
installed Factory Pro covers on the one through
RaceworX in Dallas. Unfortunately I had the
chance once again on December 20th at MSR
Houston to test them out. Once again they
performed great!!!! The bike slid on the slider.
Beside a few scrapes on the plastic the bike was
not damaged.
With this said I feel like
I could represent your product with much confidence!
If you offer a support program I would be glad to
participate. As I said, I have already purchased
a set for the Superbike. I'm only in need
of a left side stator cover for the 06 GSXR 1000.
Attached is a copy of my resume along with a rendering
on the new paint scheme for the 2006 season.
I feel the your product has
saved me a ton of $$$$ in crash repairs over the
past season.
I
Thanks again,
Marv Esterly
CMRA #496 Expert
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Transmission,
Shift improvement
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SHFT-EVO-K36-KT
$199.95
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EVO SHIFT STAR
kit!
Imagine
Last lap, last corner, 110 mph, two wheel drift... passing
on the outside, bike carefully controlled by just the
subtlest of weight transfer and just a "fingers touch"
on the throttle... you run out of rpm and need to upshift
to complete the pass.... you need to shift.... it's
ok.... a tap and you are in the 4th, still in a drift.......
you keep slightly pulling... around.... slowly past....
you win.
EVO-7 Shift STAR Kit!
Includes Factory's AWESOME Detent Star
- Totally changes the rough shifting the Kaw 6's are
known for into the sweetest shifting Kaw - The one you've
always wanted!
Includes: Factory Pro designed, refined and manufactured
DETENT STAR, Factory Pro Microbearing Detent Arm, heavy
duty detent spring and gasket. Makes shifting quicker
and more positive - "virtually" eliminating those nasty
missed shifts. The stronger detent spring rotates the
shift drum quicker, so the gears are more likely to
engage under quick shift conditions - and "lazy" ones,
too -
The Factory Pro Microbearing removes friction for the
quickest shifting.
The closest to a "paddle shifter" for a motorcycle that
you will ever find!!
Tech Notes
Bay Area Rider's Forum install instructions - click
here
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Hi Marc,
I want you to know that I was really impressed with
the shift kit in my Kawasaki 636 ZX 6R.
The bike (not me) has missed shifts before and once
I got the kit in it not only didn't miss
anymore but felt smooth and positive and actually easier
all around to shift it. The best part
of it was I just didn't have any attention on it at
all.
Thank you for making such a fine product. It WORKS.
Keith Code
California Superbike School
***********************
Hi Marc,
Just wanted to let you know that your EVO-7 Shift Star
Kit ROCKS! I've been having problems getting a lot of
missed shifts between 3 & 4th gears in my 636 and after
installing your kit, the problem is 100% GONE. I raced
out at Streets of Willow this past weekend and didn't
have one single missed shift anywhere and the positive
engagement feel is perfect. Thanks for making my 636
an even better bike!
Gary Milcheck
Phoenix, AZ
More Shift STAR FEEDBACK
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SHFT-PRO-KAW-36
$89.95
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Pro
Transmission Detent Arm Kit
Includes
Factory Pro Microbearing Detent Arm, heavy duty detent
spring and gasket. Makes shifting quicker and more positive
- "virtually" eliminating those nasty missed shifts.
The stronger detent spring rotates the shift drum quicker,
so the gears are more likely to engage under quick shift
conditions - and "lazy" ones, too -
The Factory Pro Microbearing removes friction for the
second quickest shifting you can get.
This is an EVO kit
without the STAR.
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Tools |
This Carb Recal Kit developed on the same EC997a
Eddy Current dyno that developed the K59-1.7-RK ZX-6R RaceKit (Muzzy
and Kinko's choice), the Y73-1.7-RK YZF750 (Vance and Hines choice),
S37-1.7-RK GSXR750, Suzuki of France and most of America's privateer
racers choice)...
Do not download this and expect it to work like gangbusters!
These are for the Kawasaki "kit" ECU on a bike that used an Akrapovic
exhaust and a stock air filter and they ARE basic - and NOT final
OR optimized!
mod_atlanta_pump fuelest
mod_atlanta_vp mr1 fuelest
  
Series WMRC
Thanks to all
who helped me get to this level.
Keith Code
and the California
Superbike School
Kawasaki
Dunlop
Silkolene
AGV Sports
KBC Helmets
Sharkskinz
Elka Shocks
GP Suspension
Factory Pro Tuning
Graves Motorsports
Mackie's
Yin's TKD
Hi All
Well the moon and all the stars have gone into alignment
for me and I will be contesting 11 rounds of the WSMC with an eye
towards the class championship in four classes. F-40, 650 Superbike,
750 Superstock, and 750 Mod. Prod. This
weekend was the first round and here is how it went;
The first race was 750 mod. Prod. And having no points in
the class from last year I was gridded in the last row, fortunately
that was only the fourth row. This was my first race on slicks and
I was very nervous about it. I got a good start and was in second
on the first lap behind Cory Eaton about two seconds back. We started
going through lappers on the third lap and by the end of the fourth
lap I was right behind him. He got balked in turn eight on the fifth
lap and I took the lead. He came right back by on the front straight
and I stayed on his tail through one and two, then going into three
I got up the inside and took the lead back. I was very excited to
be in the lead and put my head down through to turn nine. I got
on the gas a little hard and it started sliding before the apex,
which was just enough to throw off my exit and I went through the
dirt into the pit lane and barely got it turned back onto the front
straight. That was all Cory needed and he got me by a wheel at the
line. 2nd.
Next was F-40 one race after. I got a good start from the
second row and was second into one and first at the exit. I was
going to try to put in some faster laps with the clear track and
did for the first two. On the third lap I saw the fuel light on
the dash and remembered I didn’t fuel the bike, OUCH! I put it in
sixth and tried to baby it in, luckily I had done two sessions on
Saturday no brakes and I knew I could run 28s with no brakes in
sixth. So with the brakes and three laps to go I was praying no
one would catch me and I would have enough fuel to finish. I did
and they didn’t so I won. 1st.
Next was 750 Superstock, this is the race I lost by a wheel
last month and two seconds in November riding my 636
Kawasaki.
Registration had some problems and when I looked at the grid I wasn’t
on it. I went in and got that fixed but they didn’t want to grid
me in my points position and instead put me at the back of the grid
on the fifth row. GROAN. I was freaked out about being in the back
and put my mindset switch in the KILL position. I got off with the
group and into one on the outside. I have no idea how I did it but
going into three on the first lap I was fourth! Second by the end
of the first lap and shadowed Cory Eaton for the next four laps.
On the white flag lap I took the lead into three and got under a
lapper just after the apex of four and blistered to the line for
the win. Latter I found out the lapper had held Cory up until six
but by then I was gone. 1st.
My last race was 650 Superbike. I was feeling good after
the first three races and was ready for Chris Siglin. I got off
good and was second on the first lap. My plan was to do the same
thing and just follow the leader and only race on the last lap.
At the start of the third lap
Palazzo
came up the inside of me entering one, I was able to hold him off
but now it was time to go. I got Chris into eight but
that was when I realized I had the suspension set up for slicks
and I was now on 208's and there went the rear end and
they both got me into one. I had the bike
sideways in eight twice and was getting spooked. I hung on and thought
we might have a dash to the line with me getting the double draft.
I went into eight about twenty feet behind
and right in the middle of eight the rear let go and got about 6
inches out before I caught it. That was it,
they got at least
50 feet more in an instant and I lost the draft. Too bad because
Chris got sideways out of nine and they both shut off, if only I
had been closer. I finished third a half second back.
Will
Eikenberry WSMC # 87 CCS Pacific
# 63
SHIFT
STAR feedback
Aloha Marc,
I called earlier
today looking for you but i was told you were in the middle of R&D.
I appreciate everything you have helped me with regarding your
race 04 ZX6RR, the Shift STAR shift kit you recommended works
like a dream. Real smooth shift with little effort.
The reason for
my call was I wanted to ask you when do you think you will have
an ignition advancer available and what timing do you recommend.
I was thinking 4 degrees, what is your take. I don't have a dyno
to see what works, so im looking forward to your expert advise.
Thank you again and God bless.
Sincerely,
Ivan Gabriel
Cycle City ltd.
Curtis Cash creeping
up an a gsxr1000 at Pahrump
May 2004
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MY Addendums and corrections
to Roadracing World article, Feb 2005
"More Power!"
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The 114.8 djhp that this zx6rr made
in it's "pre-engine mod" stage 1, was the result of specially designed
velocity stacks that we made for it, a specially modified ignition
rotor to eliminate the max +/-5 degree limit that the KRT "kit"
junior software has, a BMC RACE filter, a very easily tuned
KRT "kit" ECU, an Akrapovic exhaust and we used an
EC997 Low Inertia dynamometer
to derive optimal power settings.
It made that 114.8 djhp using standard, Los Angeles, low octane,
low emission, California pump premium fuel (unspecified fuel type
in the article).
It started out at about 100 djhp, with stock exhaust, as measured
on the same dynojet dyno.
It was not simply "the only other addition was a Kawasaki kit ECU,
as the article states.
Regarding the Kawasaki KRT "kit"
ECU: The article states that "only a handful of people have
experience with it" - It's not that hard to use - They even were
able to use the ignition part of it, so, even they can tune it -
with no previous experience. Since the kit ECU controls fuel, and
they could tune the ECU, why leave a power commander installed?
(a dynojet dyno can't provide adequate information? just curious)
The bike ended up running VP Ultimate
4 fuel- an awesome fuel for adding power! It's 6% to 8% extra
oxygen content over plain fuels generates 6% to 8% better power
- all by itself.
(if one added VP Ultimate 4 to the 114.8 djhp that it made with
good tuning on pump gas.... 114.8 + 6% to 8% = 121.7 to 124 djhp)
The bike made, according to
the text, "an incredible 124.7 bhp @ 14,000 rpm" -
'BHP" means "brake horsepower" as in on
a load dyno - not an inertia dyno horsepower value.
There must be a difference, as the dynojet dynos read djhp, which
is significantly higher than true hp
- about 15% at the 100 true hp level, depending on
which dynojet
dyno you are comparing it to.
The graph doesn't show 124.7 peak power
at 14,000 rpm - it shows 126ish - 127ish at 14,500 - 14,600 rpm.
Just to keep the facts straight, provide
some background and reference values.
x call 4 koad
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