All power products developed
and tested on the Low Inertia EC997 Eddy Current Dynamometer using the
no BS - consistent from dyno to dyno
True Rear Wheel HP Scale
|Hybrid Ceramic Wheel Bearings|
Hybrid Ceramic intro special
5 bearing kit
front and rear wheel + sprocket carrier
Hybrid Ceramic Wheel Bearings
5 bearing set
2 front wheel bearings
2 rear wheel bearings
1 sprocket carrier bearing
Tough steel races and almost friction free ceramic balls.
Bearings are pregreased and ready to use.
Bearings have rubber seals that are easy to remove if desired.
|Unleash your bike's power and control|
Race bike ECU Reflash
(need the bike for custom mapping)
Phenomenal? - Delimit your trackday or race bike.
Need "for beyond normal limit" ECU flashing Test Bike
in San Francisco Bay area
415 472 4962
Remove high rpm power restrictions
Change rev limiter
Modify ignition timing and fuel tables
"Phenomenal"? That may be pretty impossible to do on a 600 with an ecu reflash!
But when you are talking small displacement bikes, a 2 to 4 hp increase in part throttle, midrange or peak power might easily be 5% to 10% better than a stock or inelegantly reflashed ecu.
Some things are not possible to tune on a dyno and require track feedback to refine - that's why a simple "delimited" ecu reflash doesn't provide that last 10% of power or silky driveability that a track refined ecu reflash provides.
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 mapping" 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.
Feedback on Pro Power Flash
I rode the race bike up and down the block yesterday and I'm really happy with the throttle pickup. You did a really good job with that. Thank you. I'll let you know how it goes at the track when I get out there. But I'm excited to ride it.
Chris Schaefer July 2016
(this kit includes STAR only but not clutch cover gasket)
F-Pro shift spring
oem pn: 13236-0068
Stock arm has std steel bearing
Hybrid Ceramic Microbearing Detent Arm
Shift STAR kit
Shifts 5 to 10 ms quicker -
No case splitting to install. Must remove and replace the clutch
basket to replace the star. An impact wrench makes the job easy.
Easier shifting for street and track
Installs under the clutch basket, no case splitting
This kit includes STAR only. The 07-08 zx6's already have a copy of Factory Pro's ball bearing detent arm and the stock spring is acceptable.
Oh, the shift star works great. I mean
the Kawis have always been a bear to shift. And the EVO cleared that up.
Love it -
pn: VEL-K39-1525 $429.95
Factory Pro's new patented stack design will update the 07-08 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 07-08's 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,
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 a few $$ and about 45 minutes of owner installation time.
Engine tuning: KRT kit ECU with EC997 dyno used
06 636 with KRT ecu
(click pic to view full size chart)
The bike runs great, by the way, thanks. John Farkas
Unlike common dealership level dynos,
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.
Billet Engine Cover for 07-08
ZX6r / rr
w/ Integrated Slider.
05 - no fairing cutting required
w/ Integrated Slider.
05 - no
fairing cutting required
Engine Covers, Billet Alloy , KIT ALTERNATOR COVER with patented Integrated Frame Sliders
If you are planning to buy "this" , you need - that
for Kawasaki "Kit" Alternator
(replacement for kaw #21001-0031 "generator, small")
Billet Engine Cover with Integrated Sliders!
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.
Hi-Tech fly cut surfaces can be polished
to a brilliant sheen for the ultimate in show! Does not include new
If the stock cover breaks, the bike settles even lower and the radiator becomes even more vulnerable to damage.
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
FI Tuning for Kawasaki zx6r/rr
using 4 gas EC997 Dynamometer Systems
Thanks to all who helped me get
to this level.
Factory Pro Tuning
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. 2nd.
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 didnÃƒÂ¢Ã¢â€šÂ¬Ã¢â€žÂ¢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 didnÃƒÂ¢Ã¢â€šÂ¬Ã¢â€žÂ¢t so I won. 1st.
Next was 750 Superstock, this is the race I lost by a wheel last month and
two seconds in November riding my 636
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.
Will Eikenberry WSMC # 87 CCS Pacific # 63
SHIFT STAR feedback
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.
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.
Cycle City ltd.
Curtis Cash creeping
up an a gsxr1000 at Pahrump
MY Addendums and corrections to Roadracing World article, Feb 2005
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.)
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)
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.
Just to keep the facts straight, provide some background and reference values.
This week, this page sponsored by:
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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!
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|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.
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