Robert Jensen, 2006
- on the way to another win!
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.
Billet SUPERFLARE Stacks
Even more upper midrange power
Ignition Advance Kit
100% reliable advance method..
GSXR Shift STAR Kit
wicked good shifting!
|Unleash your bike's power and control|
Pro Power Flash
415 472 4962
Regular "Delimit" Flash
Remove high rpm power restriction that this Suzuki has.
Control Secondaries!! They close up 10% at high rpm.
Change rev limiter.
Modify ignition timing
$200 - $375
We have all learned that each bike, even with the same aftermarket parts, requires different mapping than it's identical twin bike. That's why when someone "downloads the perfect map" off of some website for a pc or Bazzaz, that it only has a 10% chance of being perfect "on YOUR bike".
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 tune at Wheelsmith in San Rafael CA. No CA streetbikes.
Billet Superflare Velocity Stacks (patented FP quick change design)
(not final spec stacks - wrong picture)
gsxr750 Factory Pro
The combination of specific lengths, shapes and cross
sectional values is what makes it all work. We tested from
25mm to 80mm lengths
the 08-10 750 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.
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.
tm Velocity Stacks
The power range, as is becoming a trademark of
dyno R&D based procedures, features a much stronger upper midrange.
At 6,000, 7,000, 8,000, (same hp at 9,000)
10,000, 11,000 and 12,000 rpms, we gained
2 - 3 - 4 True HP.
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, Suzuki NZ, Robert Jensen and AMA race winning Jordan Racing (until 2012) uses.
Hey - Notice how many successful privateer teams use an EC997 dyno?
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!
RED is Stacks, comp exhaust and K&N >>>
Marc Salvisberg 415 491 5920 email@example.com
David T. - that's the inner stacks and their effect >
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|
2 bearing kit
front wheel only
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.
|Shift kits - Miss fewer shifts|
Ceramic Pro Shift Kit
Hybrid Ceramic Microbearing Shift Detent Arm and F-Pro Shift Spring
Stage 1 Mod
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
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.
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)
~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.
|Gary Combs April 19,
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
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....
Join Xxxxxx 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
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.