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.

 Suzuki gsxr750 06-07

The FP Billet SUPERFLARE stacks ROCK!

The Shift STAR kit makes shifting silk SWEET!

The FP ECU Flash SMOKES a PC Ignition Module.

The TEKA SFI Fuel Injection tool will custom adjust your FI.

Factory Pro's
Teka SFI
Suzuki FI programming tool

Factory Pro's
Billet SUPERFLARE Stacks
Even more upper midrange power
Factory Pro's
Ignition Advance Kit
100% reliable advance method..
BMC filters
Factory Pro's
GSXR Shift STAR Kit
wicked good shifting!
 

Unleash your bike's power and control




Factory Pro
ECU Reflash

F-Pro Power "Race only" Flash
Remove high rpm power restriction that this Suzuki has.
Remove high speed limiter.
Sculpt tables for better driveability.
Includes F-Pro "Electronic TRE" feature (remove old school TRE)
Subtly modify Secondary tables for better lowend.
Modify ignition tables.
91 octane fuel.

$375 mail order
(discount available)

With 35+ years of tuning experience, Factory Pro knows that the key to silky smooth and strong  running is individualized, perfect tuning on each bike - That's why we do tuning for people all over the west coast and Nevada.
Get your reflash and custom racebike / trackday bike tune at Wheelsmith in San Rafael CA.
(not for CA streetbikes)


marc@factorypro.com

(415) 491-5920

The following chart is True HP scale - for magazine  hp add 15%

red = Pro Power Flash
blue = stock flash



Blue is the stock ecu and a power commander and red is custom reflashed and fuel tuned with the same power commander.
I suspect the the original ecu flashing was corrupted and that was fixed with the custom reflash.  Normally I'd expect 3% to 5% power.

Billet Superflare Velocity Stacks (patented FP quickchange design)


(not final spec stacks! - wrong picture - the 750 uses staggered length stacks)

06-07 gsxr750 Factory Pro
Billet Superflaretm Velocity Stacks

The combination of specific lengths, shapes and cross sectional values is what makes it all work. We tested from 15mm to 80mm lengths in pairs in 5 and 10mm increments on an EC997 dyno. The interesting thing is that even a 10mm change in length on just 2 of the stacks ruined the perfectly smooth shape of the curve - and helped no single part of the rpm band.
Interesting.
I used to think, from what I had read about "velocity stacks", that one could grab a flow bench and a calculator and whip out a perfect set of stacks.
 I was wrong to think that - now I know.

But that's all good. I know that you simply have to try to make Best Power. It's the same with "tuning to an af ratio". We tried that and it usually failed in real world proof -  we tune to Best Power now. 

Billet Superflare tm Velocity Stacks
(patent issued 10/2007 quickchange mount system)
\

How about adding a big chunk of midrange -  Start the power peak width earlier.

Billet Stack peak? Hmm... The same as stock.
 original peak: ~117.7 peak True @ 14,000
Factory Pro stack ~117.7 peak True @ 14,000
BUT! The Factory Pro stacks are over 117 True HP over the 12,000, 13,000 and 14,000 range rather just
at little peak at 14,000 rpm - a much wider spread of peak power. MUCH better acceleration!

No fuel injection adjustments were done in these 750 tests.
If one dyno tunes to
Best Power, results may be a bit better. If dyno tuned "to an AF ratio" instead of Best Power, your will get less of a power improvement.
The point is, that you could install these stacks and still get a very good HP improvement - even without a PC3 or other tuning device - even though optimal results will be attained with proper tuning top Best Power settings.

The power range, as is becoming a trademark of Factory Pro's EC997 dyno R&D based procedures, features a much stronger upper midrange. At 9,000, 10,000, 11,000 and 12,000 rpms, we gained between 3 to 5 True HP.
The rest of the powerband, was as good as or 1 to 2 True HP better than stock.

As is becoming more and more commonly known, this power may or may not show up on a common dealership level dyno - even though the rider feels it and you can see it on a proper load dyno, like the EC997 dyno. It's not a stack problem, it's a dealership level dyno accuracy problem. It's the reason why F-USA / ASRA uses the EC997 dyno to measure True HP and no longer uses a dealership level dyno for race power testing. The EC997 dyno is the same dyno that National #1 Vesrah Racing, Robert Jensen and AMA race winning Xxxxxx Racing uses.

The new quickchange patented Factory Pro Billet stacks will launch your new Suz into "Best in Class" True HP range - even with a stock exhaust!! Hmmm.... Well, since Suzuki is the only one making a high hp 750.... let's just say that you will have  a much quicker Suzuki 750!  The 06-07 gsxr's are in a class by themselves.

pn:  VEL-S51-3080

$329.95

1. Choose your shipping method

2.

Stack Test Dyno Chart >>>>>

#1: Green - all stock bike

all stock bike with stock exhaust and stock Suzuki velocity stacks

#2: BLUE - Stacks only

BIG mid and upper mid gains.
Billet Stack peak, still with stock exhaust = The same as stock.
 original peak: ~117.7 peak
True @ 14,000
Factory Pro stack ~117.7 peak
True @ 12k-14k

BUT!
The Factory Pro stacks are 117
+ True HP over the 12,000, 13,000 and 14,000 range rather just at 14,000 rpm - much wider spread of peak power and + 6 to 8 in midrange.

#3: RED - Stacks and Leo Vince exhaust

Same bike, same stack, but we added a Leo Vince exhaust system - We got a 12 True HP from stock boost at 10,000. 12 HP is pretty remarkable - I've seen the same setup gain anywhere between a gain of 8 - 10 and up to 12 hp at 10,000 indicated rpm. Peak power gained 6-7 total over stock at 12,000+ indicated rpm.
GREAT addition!


All HP is True HP Scale
To get dynojet HP, multiply True HP x about 1.15%
so, 117.7 True HP x 1.15 = ~134.
Now... a caveat-  that HP conversion works, but many dj dynos allow undocumented / unrecorded wheel slippage and they aren't all
calibrated the same - so, the 15% inflation factor is a rough approximation of what am "average reading" dj dyno if the rear tire isn't slipping - and it often does on high hp bikes.
Hybrid Ceramic Wheel Bearings



$99.95

2 bearing kit

front wheel only

pn: BE-HYCER-S70-FR
1. Choose your shipping method

2.

 



Hybrid Ceramic Wheel  Bearings

2 front wheel bearings


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.


marc@factorypro.com

Shift kits



Ceramic Pro Shift Kit


Hybrid Ceramic Microbearing Shift Detent Arm and F-Pro Shift Spring
pn: z95-S01H00-0590


$139.95

pn: SHFT-PRO-06G-ceramic

1. Choose your shipping method

2.





Stage 1 Mod
(do first)

Ceramic Pro shift Kit

Microbearing Detent Arm w hybrid ceramic bearing and F-Pro Shift Spring kit.

This F-Pro steel race, ceramic ball microbearing detent arm reduces even more shift drum rotational friction than the steel bearing version - resulting in quicker shifts and  fewer missed shifts.

Miss fewer shifts, shift even quicker and help prevent shift fork damage caused by missed shifts.

Suggest both the spring and the Microbearing detent arm as Stage 1 mod

Installation:
The star, arm and spring are located behind the clutch basket. 1-2 hours to install.

Shift STAR


Daniel Garza wrote:

DAM!!!!!  my hats off to the people who did the R&D on the star! Man it shifts awesome.  Billy said my stock piece was already loose so it worked out great.  he says hi back at you.  anyways great product
 
thanx  -  danny
Stage 2 Mod
(do after arm and spring)

Evo Shift STAR
Specifically, 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 "maybe" final gear location. I like a confident, proper "snick"!
They had it so close to "almost good"  in 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 peculiar 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 in upshifts and all the downshifts - 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 - just as important as not missing upshifts.
Beautifully machined on multi Axis CNC machinery, machined from solid Cro Mo steel bar stock, heat treated, Gold Zinc plated, a complex radii, beautiful part.

Installation:
The star, arm and spring are located behind the clutch basket. 1-2 hours to install.



$139.95



1. Choose your shipping methodont>


2.
  

Ignition Advance Plate kit

 

RTR-SUZ-37-06  $89.95

out of stock

1. Choose your shipping method

2.

Factory Pro Ignition Advance Plate

Pretty easy to install -

Adding this +4 plate will generally perk up the mighty 750 to the tune of 1-3 more True HP when measured under full load (that's the proper way to measure real world power)
Part throttle power (power out of a corner) is also better. If one installs a pc or ems and electronically adds +4, the ignition "scatter" problems often negate the benefit of the more proper timing.

06-07 Verified fitment

Below: A different bike than above, RTR-SUZ-37-04 Ignition Advance on a stock engine with
 pipe and Factory Pro Superflare Velocity stacks
 

This advance kit really advances the ignition timing.
This simple, bolt-on advance kit advances the timing 6 degrees. With 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 warm up.
Installation instructions w/ large pics -
click here

 

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
 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....
We helped Jordan Racing develop into the top ranked AMA team they are.

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

Best regards - Marc
 


 



Fuel Injection Tuning, Teka SFI (Suzuki Fuel Injection Tool)

Tiny!
Teka MMT Module
EZ tune MMT (adj. memory module) Power Tube

1 MMT module + shipping
Additional notes for seller

MMT Power Switch

After tuning with a Teka SFI 2,
you can use this optional module to fine fine adjust fueling with a screwdriver adjustable rotary switch.

MMT plugs right in to the bikes tuning port (same as the SFI).

If tuning with the SFI 2 / MMT combination:
The MMT is plugged into the bike, the SFI 2 is plugged into the MMT and all tuning settings from the SFI 2 are stored in the MMT and automatically transferred to the bike.
After SFI tuning, the SFI is removed and the MMT is left on the bike.
Then, for any fine tuning or adjusting after you maybe change air filters or similar or high altitude or a lot of freeway riding, you can just tweak the MMT Power Select Switch to a different number.
"5" = "as tuned with the SFI 2
"6" to "9" = incrementally richer
"4" to "1" = incrementally richer
"0" = "All zero ECU settings

If tuning with the MMT only (without custom SFI tuning):
If just installing an MMT without SFI custom  retuning, just installing the MMT will allow you to adjust, globally, incrementally richer or leaner with the Power Select rotary switch.

If you first install an MMT and decide the have it custom tuned with the SFI 2,  no problem.
Just plug the SFI 2 into the MMT's Tuning port and tune that perfect map.

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.
  

The TEKA line of fuel injection products features the
Teka SFI.

$695
base unit - accessories extra

1. Choose your shipping method

2.

Teka SFI
It's the Factory pro designed tool specifically designed to reprogram the stock Suzuki ECU / computer.

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 fact, 5 WERA National Championships and one World Championship were won using 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 - 

Verified working 100% on the 2006 gsxr750

Yoshimura EMS Pro ECU
Yoshimura branded Denso software, it's a slightly more complex Denso ecu tuning package than the Kawasaki and Honda Denso kit ecu tuning softwares (which are very similar), but, oddly, still with serial port hardware. Using a USB to serial adapter can be sketchy.
Interface, like the Kaw and Honda versions, is odd and initially somewhat confusing, even if you read the large, but, sparse(!) manual.
I'd still recommend it the Suzuki kit stuff, because if it's like any other Denso ecu, it will probably be stone reliable, unlike add-on fuel injection boxes (especially when using TWO double trouble add-on boxes, like the pc3 and an Ign module).
No problem tuning the EMS Pro to Best Power with the
EC997 dyno system. EC997 locations - click here.
No problem using a Teka SFI injection adjusting tool with a pc3, either.

Dyne System
We use the
EC997 Low Inertia Eddy Current dyne system, exclusively. It's fast and accurate load and rpm control allows much better accuracy and allows us to incrementally tune to finer degrees than common dealership level dynos. A lot of small increments add up to a significant chunk of power!
To see a good dyno (Factory Pro EC997....) do a power check at a 14k to single digit rpm precision click here  Try that with a dealership level dyno........


Kim Nakashima's 06 750 at 10pm
Kim Nakashima     April 19, 2006

Tuned with Suzuki Denso Kit ECU (Yoshimura EMS Pro)
TiForce exhaust (only has one short muffler)
"Built" engine.
~131 True HP (as compared to ~120 to 124 on an
AMAish 05 750)

Comments: I love this bike! It's as smooth as a Yamaha, clean, strong and handles beautifully!  Oh... and the TiForce is LOUD! Make sure you get this pipe if you want to scare women, small children, cats and dogs. Good power, though.
Marc
Gary Combs      April 19, 2006

Tuned with Suzuki Denso Kit ECU (Yoshimura EMS Pro)
TiForce exhaust (only has one short muffler)
April 19, 2006
~130 True HP (as compared to ~120 to 124 on an 2005 750)

Comments: Same as the above one. Marc

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 experience.
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.

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 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 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
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....
Join Xxxxx  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
 

 tr_logo_white.gif (14715 bytes)
dealers!

 

 



Just In!!
(shipping Oct 20, 2008)

New and improved Teka SFI 2
with new TPS display and "MMT" Memory Module Tuner

Finally - Quick, easy, cost effective Suzuki tuning with no expensive "add-on boxes"
Suzuki cruisers and sportbikes

Please click here for more info

Contact Factory Pro
M-F, 9am - 6pm, Pacific time, -7 or -8 GMT

800 869-0497
 USA and Canada

415 491-5920

fax 415 492-8803

parts information
 info@factorypro.com

EC997 dynamometer information
info@factorypro.com

Product Support /Tech SECTION
click here

Mailing / Shipping address:
Factory Pro
179 Paul Drive
San Rafael, CA 94903
USA

And most importantly
Restart back at the HOME page and click on the red box in the top left to find the bike that you want parts for...
restart at HOME page

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people.

          

Factory Pro Fall Special!

Book a sightseeing flight over the Wine Country or a Kamikaze aerobatic flight or a biplane flight over Infineon Raceway, the Golden Gate Bridge and the San Francisco Bay for one or two during the months of  October and November and get a free souvenir t shirt!
(and ask about the P-40 restoration project!)

707 938 2444

Just say that you saw this on the Factory Pro website!
Marc

Northern California's most unforgettable flying experience.  No experience required.  Open weekends!

Artisan Crafted Fine Cheeses – Since 1865       

Specializing in Handmade Brie & Camembert

Marin French Cheese Co., also known as The Cheese Factory and Rouge et Noir is not just the oldest cheese manufacturer in the country, but a vacationers and day trippers destination as well as a unique part of American History. Located north of San Francisco, east of Napa County, west of Pt. Reyes and Olema and south of Sonoma County, Marin French has produced hand crafted Artisan soft ripened cheese since 1865. Rouge et Noir cheeses are similar to French and European varieties but reflect the characteristics of Northern California, producing it's own regional style.


 

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.




Maybe in next rewrite, he'll fix the ignition timing and dyno chapters...
Otherwise great book with great starting ideas.

My bible


The little blue bible for quick references and little known facts.