Billet SUPERFLARE Stacks
Even more upper midrange power
Ignition Advance Kit
100% reliable advance method..
GSXR Shift STAR Kit
wicked good shifting!
Billet Engine Covers with Integrated Sliders
2x the protection.
Robert Jensen, 2006 - on the way to another win!
Robert uses his own Factory Pro EC997 Dyne System with Hi Speed 4 gas EGA to develop maximum power and best smoothness -
That's what it takes to be the #1 privateer.
25355-35F01-RH / 25355-03G00-RH
F-Pro Shift Spring
F-Pro Competition Shift Spring
Miss fewer shifts. Fewer false neutrals.
Suggest the Star + Spring for best results.
Helps speed up shifting because the shift drum rotates quicker between shifts.
Combine with the F-Pro Shift Star for the sweetest results.
Marc "No missed shifts" Salvisberg
415 491 5920
NOTE with quickshifters!
MUST shorten shift kill time BY 5ms to 15ms - or the qs shifting will be clunky.
|Hybrid Ceramic Wheel Bearings|
5 bearing kit
front and rear wheel + sprocket carrier
Hybrid Ceramic Wheel Bearings
5pc bearing set
Tough 52100 steel races, rubber seals and lightweight, almost friction free, silicon nitride ceramic balls.
Bearings are pregreased and ready to use.
Bearings have rubber seals that are easy to remove if desired.
The TEKA line of fuel injection products features
Teka SFI 2
As compared to a power commander, Major features are virtually 100% reliability, as the reliability is the same as the stock ECU and there is no permanently mounted add-on box to fail and changes take 30 seconds and NO laptop.
Realtime tuning, no maps to lose, no problems with RF interference, no computer required to tune, no instant 1% to 2% hp loss w/ zero map, Easy to tune at the track on the pit wall, takes only about 20 seconds to make changes, easy to change during a 600 mile service, easy to tune for those new pipes your parts dept. just sold, no waiting in line for someone to non-optimally "tune to an a/f ratio", fits in your back pocket, digital accuracy, and do one, a 100 or a 1000 bikes.
Team Vesrah, Suzuki Cup World Champion
Robert Jensen, Hooters Racing and many more have and use the TEKA SFi.
In a championship race, even one power commander failure can mean winning the overall and finishing second in a years worth of work -
|MMT Power Tuner
Before or after tuning with
a Teka SFI 2,
MMT plugs right in to the bikes tuning port (same as the SFI).
If tuning with the SFI 2 / MMT combination:
If tuning with the MMT only (without custom SFI
If you first install an MMT and decide the have
it custom tuned with the SFI 2, no problem.
Then, you still have the ability to "trim" map for conditions with the Power Select Switch - and you even have, by setting it at "0", to recheck how the "zero" map was in comparison to your "SFI Tuned Map".
EZ install - all stock connectors, no splicing.
Recommended Superflare stacks for the gsxr1000.
Stacks and BMC RACE filter - Add up to +3.5 PEAK True HP and
+5 at 7k and +6 at 10k True HP in 30 minutes.
The Factory Pro stacks on the 1000 benefit from the BMC Race filter. While the BMC RACE filter will add a bit of power with stock stacks, the combination of the FP stacks AND the filter gives a benefit greater than the sum to the 2 individual parts.
All HP figures are recorded on the
dynamometers - The dynos that read the same - dyno to dyno.
VEL-S51-6060-SPECIAL Dimpled fits 01-06 1000.
billet V stacks with boundary layer "golf ball" dimples
complete with Factory Pro's own patented rubbers
Marc - Thanks for the stacks!
With JT MotorSports help, we mounted my stacks on my K5 GSX-R1000 after dynoed it (122 True HP - about 144 dynojet hp). The increase was instant 6HP. That's a good increase
and the torque line was so smooth.
Now, 122/128 True hp is low for a Gixxer 1000, so low that we dug into the engine. A leak down showed 120 on 3 cylinders and 125 on the 3rd - and it shold have been 148.
This lousy compression was caused by a mechanic overfilling the bike with a 1/4 and we had all kinds of issues with that, basically 200 miles of smoking and cleaning, etc.
Anyway, just wanted to update you about the positive increase. In July, we will dig into the machine and get the compression back to normal. With your stacks we should see some 150HP ...
I'll keep your updated! They sound good though! I will post something about this experience when we have the bike fixed.
Arild Mellembakken AR-Gap Rider
You may get even better results if
the bike is retuned, using the Best Power method. For best tuning results,
V Stack Development Process
The Factory Pro Stacks have a smooth, constantly increasing
divergent angle and the flare radius is the optimal complimentary dimension
that gives the best "engine tested" airflow AND the best intake tract
pressure wave propagation rate AND wave recovery rates.
You can see the difference in a "flow bench" developed
stack and our "engine" developed stack - Our "engine" stack will be
significantly better in the powerband and will rev higher with power
- without losing power at low rpm or part throttle.
There are several other factors involved in v stack design that are even further past the wave and radius relationships and we are working on these, too. Thanks, Marc
A Factory Pro Tuner's kit, consisting of a range of
stack lengths from 15 to 60mm, in 10mm increments, to allow the best
possible tuning for modified engines, consisting of a range of sizes
of stacks is available exclusively to
Pro Dyno Centers using EC997 dynos.
I shopped for dynos
for over 2 years. I have tuned on all of them, dynojet, Superflow
out of stock
Factory Pro Ignition Advance
all 01-06 COV-S51-RH-KT
For Race or Street use. Absolutely the strongest
covers you can buy. Highest strength / weight ratio available! Maximum
protection at under 1 pound of additional weight!
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
Teka EMS - EFI/Ignition .
The TEKA EMS EFI/Ignition system is a permanent
add-on box that modifies the FI sensor or ignition coil outputs after
leaving the stock ECU - in order to modify ignition timing and cylinder
fueling for increased power.
+5 True HP with RACE filter only WITH TEKA FI
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 about the same power than the
stock air filter.
MYTHBUSTERS! Myth is TRUE!!!!
In top gear:
Clutch safety switch permanently jumped at harness rev limit:
Clutch safety switch in normal location, start in neutral,
pn: RTR-SUZ-37-XX - ignition mount
plate install and tech
gsxr600 99-05 (06-07 is same part, but it's mounted in the RH engine cover)
gsxr750 98-05 (06-07 is same part, but it's mounted in the RH engine cover)
5mm allen wrench
#2 philips screwdriver
medium flatbladed screwdriver
Razor blade or Exacto knife
A look in.
Location of ignition trigger mounting plate on:
gsxr600, 97-01 (and similar)
1. Remove the outer "palm sized" small starter cover (already removed).
2. Remove the inner, larger starter clutch cover (already removed). Remember, there is a screw in the upper left of the inner cover that is not accessible until the small, outer cover is removed. You will probably reuse the gasket
3. Remove the starter clutch bolt with a 14mm air wrench (that's the easiest and quickest way).
4. Remove the original ignition plate from the engine cases with a #2 Phillips screwdriver. (it's under the starter clutch gear)
|5. With a flatbladed screwdriver, remove
the ignition trigger coil from the original mounting plate and reinstall
it onto the new Factory Pro ignition plate.
Be careful NOT to stab yourself with the screwdriver!
The gold center core plate (at
B, down arrow) of the coil assembly MUST extent
"proud" of the surrounding off-white epoxy area when installed and tightened.
There is a small amount of play to adjust with, and it must project
outwards, towards the ignition rotor, usually ~.005" to .010".
(In other words, a real little bit)
6. After installing the trigger coil to the ignition plate, temporarily reinstall the starter clutch and bolt and rotate the engine so that rotor projection at B, up arrow is aligned with the trigger coil (so you can measure the trigger coil clearance).
7. Install A-1phillips screw, snug. Install A-2 Phillips screw and snug down.
8. Measure the clearance at B. It should be .015"
to .020". Adjust by loosening A-1 and A-2
and pushing the plate towards the rotor. Tighten screws when done.
2. So - you cracked the magnet because you didn't line up the
|9. Check the tightness of the
coil plate screws, reinstall the ignition plate. Use a bit of light
strength thread locking compound on the screws if you want, for a good
10. Reinstall the starter clutch and mounting bolt. BE SURE to line up the indexing marks on the crankshaft end and the starter clutch or the TDC marks will be wrong and that could cause big problems if using the TDC marks to adjust the valves later.....
11. Reinstall the covers (don't forget the screw under the small cover). Replace or reseal gaskets as necessary.
12. You should not have any parts left over, except for the old ignition plate.
True Rear Wheel HP measurement on the EC997!
Souhaib Balaa, Lebanon, 2006 gsxr1000
Willow Springs Raceway
northbound / 4500ft / PA28-140 / N111FR
Sunday 2pm, December 28, 2003
Return from first night (or day) flight into Los Angeles - DVO - (Chino) / CNO
Yep! That WAS me flying over the track. I saw you and I waved back!
Contact Factory Pro
fax 415 492-8803
Product Support /Tech
Mailing / Shipping address:
And most importantly
Factory Pro / AMA May Special!
Book a sightseeing flight
over the Wine Country or a Kamikaze aerobatic flight or a biplane flight
over Infineon Raceway for one or two riders during the month of May
and get a free souvenir t shirt!
Northern California's most unforgettable flying experience. No experience required. Open weekends!
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 degrees (as of at least 10/2007). This was backed up by a DJ importer's
According to a customer, dj told him that ignition timing, doesn't affect power very much.
That's just "eye rollingly" 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.
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 less than a 1% to 2% HP spread!.
Now, come on! :-) 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!
- (I'll reserve comments, for once).....5 DJ degrees / ~1 REAL degree = 5 hp???
<roll eyes emoticon>) and also perplexed about the ignition map that I got from
a DJ sponsored Yamaha Race team that showed +1 and +2 and -1's in their "official"
R6 map! Lessee? They changed the ignition timing a miniscule real .2 degrees
and they could see that hp change????? Fantasy.........
The R6? It actually wanted more than 10 "dynojet degrees" at almost every part throttle position 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 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
(which has the capability of measuring .1 to .2 HP changes), essentially, there
are only a couple of DJ Ign Module settings:
+ or - 5 Dynojet degrees or
+ or 1 10 Dynojet degrees
Don't expect huge HP changes - as, as described above, you'll see 1 or 2 hp at best.
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....
(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
EFI and Carb Tuning - Most all FI and carb tuning
by Wheelsmith Racing
Flight Training - train with AMA race winner Todd Harrington.
The Harringtons own American Flyers, one of the most established flight training facilities in the USA.
The Rich Oliver
Mystery School will help you discover your hidden inner strength.
It will challenge you. It will teach you a new way of thinking, and a new way of riding. You can take your riding to an exciting new level!
We use a variety of proven drills and training techniques.
Practicing these techniques with our Yamaha dirt track trainers will enhance your abilities both on the track or the street.
It doesn't matter what you ride or race, the Rich Oliver Mystery School improves everyone's skill level and mindset!
WW2 vintage flying Special
Book a sightseeing flight over the Wine Country
or a Kamikaze aerobatic flight or a biplane flight over famous
the Golden Gate Bridge and the San Francisco Bay for one or two during
the spring and get a free souvenir t shirt!
707 938 2444
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
the advent of the Nazis. His architectural style was somewhat similar
to that of Erich Mendelsohn. The staircase of the laboratory is in normal
use but well preserved.
Edited to the tunes of Chemical Residue by Herbie Hancock.