(not final spec stacks!)

How about:

2.5 True hp at 7,000 rpm
6+ True hp at 12,000 rpm
4.4 True hp at 13,000 - 14,000 rpm
 with just a change to the new Factory Pro Billet stacks and fine tuned with TEKA SFI?

The 00-05 Suzuki 750's, unlike most other bikes, change fuel delivery rates to the slightly leaner side or the richer side when stacks profile and lengths are optimized - or sometimes richer, as the case turned out to be

The  BLUE  line is the Factory Pro V Billet V Stacks, without fine tuning the stock computer with a Teka SFI Fuel Injection tuner. Better than stock at every rpm point.

One thing that I'll throw in here -

For years, most professional tuners have been aware of the sag in power at 12,000 rpm - It's there on most stock 750 Suzuki's and you can even see it on a dynojet dyno.

I'd take a guess at this time and say that it looks like it's caused by the stock rubber velocity stack design.

dealers!

GSX-R750, 00-05  Billet Velocity Stacks

pn: VEL-S51-6035 
$279.95

The  RED  line is with the addition of Factory Pro Billet V Stacks, with a few moments of care, tuning on an EC997 dyno with the Suzuki tuner's secret, TEKA SFI.

The  GREEN  line is the stock stacks with Yoshimura exhaust and BMC or K&N air filter

The stacks that we developed look nothing like the stock rubber stacks and we seemed to make more power at every rpm point and there's not a hint of a power dip at 12,000 -

800 869-0497
Marc

SHFT-EVO-S70

S-70 "Mark 1" Detent Star

$139.95
(new manufacture)

Call
415 491-5920
to order

dealers!

GSXR Transmission Shift Mechanism Kit
The "Paddle Shifter" for your foot -
The 00-05 750's (and 1000's and 600's!) need help in shifting. Track tests report that 2nd gear had a repeatable ability to pop out into "neutral" under hard acceleration.
Aside from that, the late style gsxr shift action is very flat feeling and gives very little tactile feedback as to confidence that it's really in gear or not. I hate it when you shift and you can hear the shift mechanism sort of  lazily "kathwaka" into it's final gear location. I like a confident, proper "snick"!
They had it so close to "almost good"  in 98-99 - I'm not sure why they changed it for the "non-better".... Oh well - After redesigning and testing and redesigning and testing, and redesigning and testing...... I now see how easy it is to get it wrong, though.
We have a new detent "star" with a copyrighted profile (yep, the "science failed, so, it's artwork - so it's copyrighted) that includes a particular combination of compound arcs and radii that produces a shift action that makes it almost impossible to miss a shift ("almost" is the key word here!), especially 2nd gear. At least, if you miss 2nd, now, you will be REALLY surprised - cause it's now such a rare occurrence.
Downshifting confidence is 100% easier and better, also. Maybe that's just as important as not missing upshifts!
I'm happy with the "star" and couldn't possibly change it for the better and I figure that it will take Suzuki 2 years to copy it!

New manufacture:
Beautifully machined on 8 Axis CNC machinery, machined from solid CroMo steel bar stock, heat treated, Gold Zinc plated, a complex radii, beautiful part.
 

$695
base unit - accessories extra

Tune 1 - tune 100.

The Suzuki ECU tuning tool the industry has been missing until now.

dealers!

Teka  "SFI"  Fuel Injection Tuner for Suzuki.
USA NATIONAL Championship Winning Performance!
2005 Hooters / Michael Barnes / Full Spectrum - 6 US track records!
Wide range with fine increments - perfect for late model FI Suzuki motorcycles.

Taking the Fuel Injection by storm.

Most reliable of all FI fueling tuning tools.
Does NOT lose maps or cause ignition scatter (more high rpm power - better low rpm smoothness.
Teka allows the user to dial in Suzuki fuel injection systems. Adjusts low speed / idle (unlike other permanent add-on boxes like pc/yems) and also adjusts different ranges of throttle opening, up to and including full throttle.

IDLE CIRCUIT: Make changes as bike is running, real time, unlike other FI adjuster boxes - absolutely saving time when adjusting the low speed mixture. Select a cylinder and make it richer or leaner - as the bike is idling. Just like adjusting fuel screws - except you don't get your hands dirty!  Makes idle adjustment a 3 minute joy instead of a 15 minute, vague, aggravation!

RUN CIRCUIT RANGE: Make changes as bike is running - on road or dyno. Teka extends the range, as compared to Yosh box, from max. 10 to max. 20 for those high hp applications and when you need more fuel, like our 2000 model gsxr750 that thrived on +5 at part throttle and +15 at Mid Throttle and -2 at Full Throttle.

RUN CIRCUIT INCREMENTS:
Teka provides smaller throttle position increments, too. 1% to 10%, 11% to 25%,26% to 50%, 51% to 75% and 76% to 100% in proto Teka. Addresses Hayabusa off-idle glitches, where you need to richen up the "very small throttle opening" or just above that to address "hiccups".

Check the fueling on your local Low Inertia 4 Gas EC997 dyno, adjust the stock ECU for maximum power, set it and take your Teka Fuel Injection Programmer away with you.  That's good for 1-2 True HP over pc2 on a Hayabusa installation when tested under load on real dyno.

 


COV-SUZ-51-LH-KT
(00-03)

COV-SUZ-52-LH-KT
(04-05)

COV-SUZ-51-RH-KT
(all 96-05)
Billet Engine Covers

$279.95 LH
$109.95 RH

Call to order a set.

10% discount when ordered in a set!
Ask for it!

NOW AVAILABLE!! 

with Patented Integral Sliders!!!
For Race or Street use. Absolutely the strongest cover you can buy. Highest strength / weight ratio available! Maximum protection at under 1 pound of additional weight!
More cover thickness than stock on both RH and LH side covers.
Crashes well.
Visible on LH side - Can be show polished to a mirror finish!
The RH "slider" is a short unit, and is designed to fit behind the stock fairing to add support to the fairing in case of an "upset".
Includes: Covers, gaskets and replacement stainless steel allen screws.

The BEST, most protective billet aftermarket engine cover in AMA Pro Racing!
Required in many other race organizations.

dealers!

 
TEKA box

 Click here to be on waiting list

In progress.

The TEKA FI system is an add-on box that either intercepts sensor signals before entering the original ECU (Engine Control Unit) or modifies the FI sensor or ignition coil outputs after leaving the stock ECU - or a combination of the two, in order to modify ignition timing and cylinder fueling for increased power.
The unit is an advanced example of the pc2 and 3 concept and avoids the pc2's power losing ignition scatter problem.
research

 



BMC air  filter system
FIB-SUZ-35404R
$84.05
IN STOCK!!

Designed by the same Italian craftsmen that developed Ferrari's F1 Air Filters - this filter filters well, flows more air and lets the engine make more power than the stock air filter.
Cleanable BMC air  filter systems (avail. direct from Factory Pro) for more power - click here   for more information.

True Rear Wheel Horsepower tm scale - difference between other scales.

 



BMC air  filter system
FIB-SUZ-35404S
$74.95
IN STOCK

True Rear Wheel Horsepower tm scale - difference between other scales.

RTR-SUZ-37-04 std

or

RTR-SUZ-37-02 alt

$89.95

Ignition Advance Kit

THE Ignition Advance Plate Kit!

This simple, bolt-on advance kit advances the timing. With most stock engines with stock compression ratios, there is more power everywhere. Part throttle power is better - helping corner exit speeds. Improved in-town driveability and quicker warmup.
Works better than pc3 ignition circuit. Starts easy!!! No backfires!!!! SMOOTH!
Installation instructions w/ large pics - click here

This advance kit really advances the ignition timing 4 degrees

...................................

Power Commander Ignition Module Notes

In my experience, the $350 Power Commander Ignition module "says" +/- "10", but it really only seems to change the ignition timing about +/-2-3 degrees (as of at least 02/09).  This was backed up by a DJ importer's experience.
According to a customer, dj told him  that ignition timing, doesn't affect power very much.
That's just wrong.
Factory Pro has over 30 years of research and development in high accuracy tuning in general and 20 years in producing Ignition Advancers (which REALLY DO change the ignition timing!)  and we've been producing dynamometers that read to .1 and .2 HP increments.

Testing on real load dyno, under realistic load, multiple DJ Ignition Modules on 600's and 1000's show that DJ +10  to DJ -10 "DJ degrees" equals aromd a 1% to 2% HP spread.
How could you change ignition timing a supposed "TWENTY DEGREES" and only affect the HP by 1% to 2%????

You can't change the ignition timing 20 degrees and only affect the power by a couple percent -  That's an obvious fact.
If you had "Best Power" ignition timing set and you retard or advance the timing a REAL 10 degrees, the bike world hardly run, losing around 10% - 20% True HP  if you retarded it.
if you advanced it a real 10 degrees, you'd lose a bunch of power, too and also, likely, give it fits of detonation.

Now - I'm still perplexed about the guy who posted that he gained 7 HP on his dynojet dyno with a "+5" setting on his DJ Ign Module!  - .5 DJ degrees /  about 1 REAL degree = 5 hp? and also perplexed about the ignition map that I got from a DJ sponsored Race team that showed +1 and +2 and -1's in their "official"  map! Lessee? They changed the ignition timing a miniscule  real .2 degree and they could see that hp change?
The 06 R6 that we were working on? It actually wanted more than 10 "dynojet degrees" in quite a few every part throttle positions for Best Power settings and all of the full throttle settings ended up at +5 to +10 "dynojet degrees". Compare that to the zero settings at full throttle that were supplied and the +1, +2 an +3 "dj degree" settings that were supplied.

A significant ignition timing change, that power can be measured would MAYBE be a real 1 degree - but you can only measure the HP change if the fuel mixture is absolutely PERFECT for Best power (NOT to misleading dealership level "AFR tuning") already -

 Normally, a REAL 2 degrees ignition timing change will change the power (on a Perfectly fueled engine) by about 1%.

(example 100 True HP > 101 True HP if a "good direction change" OR 99 True HP if it was "the wrong 2 deg direction change").

So - the only reason to run a DJ Ignition Module is to use a DJ Quickshifter (until the TEKA 4 QS upgrade is released)
 the DJ Ignition function is, otherwise, essentially $350 useless cost.

When tuning on and EC997 dyno, (which has the capability of measuring .1 to .2 HP changes), essentially, there are only a couple of DJ Ign Module settings:
Zero
+ or - 5 Dynojet degrees or
+ or 1 10 Dynojet degrees
and maybe "7" if "5" and "10" make the same power
Don't expect huge HP changes - as, as described above, you'll see 1 or 2 hp at best (at least on a real dyno)

So - what does that tell you?
That you need to do testing on a high quality dyne system, like the Factory Pro EC997 .
Then, you too, can learn all these "unpopular" facts!
Like inertia HP isn't real HP in the real world, dj hp numbers are bogus, tuning to an AFR for best performance is a myth....
Join Jordan Racing and Vesrah Racing and Suzuki NZ -

(I'm sure that the guy who got "7 DJHP" with a real 1 degree (aka: 5 Dynojet degrees)  isn't my buddy right about now, though....)
 

Best regards - Marc
 

Spark Plugs,
Denso

U27ESR-NxxxETR-U - Standard replacement plug from the largest supplier of electronic components to the MC industry in the world.

$5.50 ea

U27ES-NZU - Premium, Platinum, U Groove spark plug.
It is recommended to start a tuning session with new spark plugs.

$8.40 ea

Denso (ND, Nippon Denso) is the largest OEM supplier for autos and motorcycles of electrical components in the world. Sometimes, people forget that Denso makes pretty darn good spark plugs, too! Wide heat range properties discourage plug fouling at low speed AND overheating at high speed.
We have been using Denso spark plugs in our AMA Supersport bikes since Denso was Nippon Denso and ND. We have found that some standard, <$10, off the shelf, Denso spark plugs work as well as $125 special spark plugs - on a professional roadrace level!
Codes:
X = 12mm thread w/ 18mm hex
27 = Heat range. (Hint - it is ~3x NGK #. I.E. an "9" heat range in NGK)
E = 3/4" reach
P = Projected tip type plug or
T = Dual ground electrodes
R = Resister type internal construction
Z = Thin platinum center electrode w/ tapered ground (side) electrode
U = "U Groove" side electrode for better spark and finally..
9 = is "pregapped" at .9mm (You should check any "pregapped" plug before you install it..)