Factory Pro's kit helps
EVO Shift STAR kit
Superflare zx6r Billet Velocity Stacks
hand tools, 45 minutes, 2% to 3% power increase
The stock 07- 08 zx6r's are interesting in the intake tract area.
The throttle bodies and stock velocity stacks cross section is shaped somewhat like an old time western bathtub, complete with a head rest, but minus the suds. Not much going for it, as far as effectiveness in power production. I think I know why they did it, and it wasn't for power.
We worked on the EC997 Dyne System with keeping
the original shape and only modifying the lengths, but got essentially,
nowhere. That pretty much eliminates the "KRT" stacks.
This testing was done with a Leo Vince race slipon. After we did the R&D, we installed a Leo Vince full system and picked up another 3-4 hp throughout the upper midrange and about 3 at peak. A REALLY good match for the stacks!
The chart below is JUST installing the stacks on an 5/06, but the 07/08 results are similar. A very nice improvement for $280 and about 45 minutes of owner installation time.
Shift STAR kit
The EVO Shift Star kit - Easier shifting for street and track
Installs under the clutch basket, no case splitting
This kit includes STAR, high performance shift spring and clutch cover gasket - The 07-08 zx6's already have a copy of Factory Pro's ball bearing detent arm.
As a professional engine builder, I've done most everything you can do to a set of gears, and shafts.
Engine tuning: KRT kit ECU with EC997 dyno used
06 636 with KRT ecu
(click pic to view full size chart)
The bike runs great, by the way, thanks. John Farkas
Unlike common dealership level dynos,
EC997 dynos can easily be used
to to tune the KRT, the Honda HRC and the Suzuki "kit" (sold by Yoshimura
as "em-pro") race ecu's.
While a dealership might try to sell a pc and end up with, well, "tuned to a af performance", the Factory Pr EC997 dynos will actually help the tuner tune to the REAL correct af ratio - and that's the one that makes the Best Power -and it's different at every rpm and throttle position.
(a lot of guys with dealership dynos know that, but it takes too long to do on a dealership level dyno)
A dyno tuner and an EC997 with the exclusive Factory Pro 4 gas EGA can tune a kit ECU in a reasonable amount of time.
When the southern Ca magazine bike projects need a kit ecu tuned, they use the EC997 dyno. Since there's no EC997's in socal, they drive 7 hours up north.
The picture to the left is a thumbnail of John Farkas' 06 636 that was tuned to Best Power.
All Billet Engine Covers
10% discount if purchased as a set! Make sure you ask for the discount!
Billet Engine Cover for 05-06
ZX6r / rr
w/ Integrated Slider. 05 - no fairing cutting required
06 - delete stock cover/fairing mount and trim fairing
International buyers will be billed an additional $18
w/ Integrated Slider. 05 - no fairing cutting required
06 - delete stock cover/fairing mount and trim fairing
Engine Covers, Billet Alloy , KIT ALTERNATOR COVER with patented Integrated Frame Sliders
If you are planning to buy "this" , you need - that
for Kawasaki "Kit" Alternator
(replacement for kaw #21001-0031 "generator, small")
Billet Engine Cover with Integrated Sliders!
Absolutely the strongest cover you can buy - Fine grain aluminum - within only TWO ounces of the Kawasaki Kit cover.
Has the highest strength / weight ratio.
Hi-Tech fly cut surfaces can be polished
to a brilliant sheen for the ultimate in show! Does not include new
If the stock cover breaks, the bike settles even lower and the radiator becomes even more vulnerable to damage.
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.
CMRA #496 Expert
Air Filter, cleanable
BMC Air Filter
05-06 BMC Race Filters
Increase airflow for more power!
Ignition Advance Rotors
or +02 or +06
Blacked out because I
don't have it yet
Ignition Advance Rotor.
Adds significant power at ALL part throttle positions. That equates to more "snap" in throttle response for you!
FI Tuning for Kawasaki zx6r/rr
using 4 gas EC997 Dynamometer Systems
Thanks to all who helped me get
to this level.
Factory Pro Tuning
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 didnÃƒÆ’Ã‚Â¢ÃƒÂ¢Ã¢â‚¬Å¡Ã‚Â¬ÃƒÂ¢Ã¢â‚¬Å¾Ã‚Â¢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 didnÃƒÆ’Ã‚Â¢ÃƒÂ¢Ã¢â‚¬Å¡Ã‚Â¬ÃƒÂ¢Ã¢â‚¬Å¾Ã‚Â¢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
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
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.
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.
Cycle City ltd.
Curtis Cash creeping
up an a gsxr1000 at Pahrump
MY Addendums and corrections to Roadracing World article, Feb 2005
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 -it was Factory Pro Stacks, Factory Pro Ignition Advancer, and Factory Pro EC997 Dynamometer tuned KRT ecu.
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? (because a dynojet dyno can't provide adequate information.)
ended up running VP Ultimate 4 fuel (U4)- 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)
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.
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|The extension of the laboratory
for engines of the Swiss Federal Institute of Technology was completed
in about 1935. Its architect was Rudolf Otto Salvisberg (1882-1940).
He had a successful career in Berlin but returned to Switzerland after
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