zx6rr, zx6r(636), 05, fuel injection, tuning, factory pro, eddy current, dynamometer, ec997

Transmission, Shift improvement
SHFT-EVO-K37-KT $169.95 (this kit includes STAR, high performance shift spring and clutch cover gasket) International buyers will be billed additional $18 for shipping dealers!	Shift STAR kit Imagine Last lap, last corner, 110 mph, two wheel drift... passing on the outside, bike carefully control.... Easier shifting for street and track Quicker shifting for street and track Virtually eliminates gear breaking missed shifts Helps protect the 6r's shift fork and transmission gears from damage during missed shifts under hard use. Installs under the clutch basket, no case splitting required. Suggest using an air wrench to remove the clutch nut. Takes about 1 to 2 hours to install, depending on speed..... This kit includes STAR, high performance shift spring and clutch cover gasket - The 05-06 zx6's already have a copy of Factory Pro's ball bearing detent arm. More Shift STAR FEEDBACK
Superflare Velocity Stacks - EC997 Dyno Developed
pn: VEL-K37-1525 $249.95 International Buyers will be billed an additional $22 for shipping	For 07, Kawasaki got rid of their "bathtub" rubber velocity stacks - and Factory Pro's new patented stack design will update the 05/06 6r's to the latest higher hp spec stack type and then, even further, improve power with Factory Pro's EC997 Dyne System developed stack profiles and lengths. The stock 05 / 06 zx6r 600 and 636 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. We worked on the EC997 Dyne System with keeping the original shape and only modifying the lengths, but got essentially, nowhere. With a lot of creativity and a large investment in molds, we created a round cross section stack and a unique rubber "oval to round" adapter that features Factory Pro's high velocity throttle body "stuffers" (as used on our awesome gsxr 750 and 1000 stacks). We individually tested many different lengths and shapes of stacks and the zx6r (and 636) really woke up. 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. A very nice improvement for $250 and about 45 minutes of owner installation time.
Engine tuning: KRT kit ECU with EC997 dyno used
06 636 with KRT ecu J Farkas (click pic to view full size chart) The bike runs great, by the way, thanks. John Farkas 2006 zx-6r (636 ninja)	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.
SHFT-PRO-KAW-XX $89.95	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.
All Billet Engine Covers 10% discount if purchased as a set! Make sure you ask for the discount! 800 869-0497	Billet Engine Cover for 05-06 ZX6r / rr (with the stock charging system) 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 fly cut 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
	COV-K37-LH-KT $289.95 w/ Integrated Slider. 05 - no fairing cutting required 06 - delete stock cover/fairing mount and trim fairing International buyers will be billed an additional $16	COV-K36-RH-KT $109.95 w/ Integrated Slider. 05 - no fairing cutting required 06 - delete stock cover/fairing mount and trim fairing International buyers will be billed an additional $16
Engine Covers, Billet Alloy , KIT ALTERNATOR COVER with patented Integrated Frame Sliders
If you are planning to buy "this" , you need - that >>> COV-K37-RR-KT $299.95 International buyers will be billed an additional $16	Billet Cover for Kawasaki "Kit" Alternator (replacement for kaw #21001-0031 "generator, small") Billet Engine Cover with Integrated Sliders! (pat #6,637,787) This is a limited production Factory Pro cover for use with the Kawasaki "Kit" Alternator assembly 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. Exclusive patented design Hi Tech non-delrin replaceable inserts takes the damage. Hi-Tech fly cut surfaces can be polished to a brilliant sheen for the ultimate in show! Does not include 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. Assembly Note! The lower red allen screw is a shorter 20mm length to accommodate the rather generous external corner clearance bevel. The other 3 screws are 25mm long. All 4 are included in our cover. Our cover does not have a "through hole", like the "kit" cover. The wire harness mount has been deleted (only two "spotting" holes are there) in the "Kit" cover. There is no possible way for the wire harness to move and hit anything. Super detailed! If you ever wondered why "billet" engine covers are so expensive, that's over 1/2 hour of CNC machining, just in the interior, on about $300,000 worth of tooling and equipment. Also - the "blank" aluminum plate costs $50 to $60 each. with 1" slider We have even less overall width in the lower regions than the "Kit" alternator cover (in background)> Our cover has the optional .25" slider installed.
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
Air Filter, cleanable
BMC Air Filter FIB-KAW-41504R $89.95	05-06 BMC Race Filters 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! 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!
Tools
Tech
KRT FI Tuning for Kawasaki zx6r/rr using 4 gas EC997 Dynamometer Systems

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

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. 2^nd.

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. 1^st.

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. 1^st.

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.

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.

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 -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.)

The bike 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)

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.

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