Suzuki gsxr1000

Sponsor Jordan Racing - almost 10 years - till 2012

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..
Factory Pro's
wicked good shifting!
cov_S33LH_S37RH_w_slider.jpg (163770 bytes) Factory Pro's
Billet Engine Covers with Integrated Sliders
2x the protection. As used by Vesrah Racing!

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.

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.
Subtly modify Secondary tables for better lowend.
Modify ignition tables.
91 octane fuel.

Special $375

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)

(415) 883-5620

Factory Pro's famous Shift STAR kits

Factory Pro
Shift STAR

The stock detent star seems to loosen up the bolt that holds it on, causing missed shifts - esp. 2nd gear. Your Suzuki dealer will probably warranty it (if possible) and retighten it. It's a perfect time to install our S70 Detent Star, which fits tighter and is less likely to loosen up again, like the stock 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
 Sent: 10/12/2006 10:31:51 PM
From: GraVitY 0
Subject: Short Shift kit * Start for '06 GSX-R 750....
*smile* Thanks, reason I asked is that I own a shift star and the arm with BB for my SV and I love it. But at the time I ordered it you needed to make more. :D
 I'll be most likely calling you in the near future.  Michael

Evo Shift STAR gsxr1000

EXCELLENT for "car guys".

Shifts quicker and smoother by foot and decreases required "shift kill" time on your Quickshifter.

The "Paddle Shifter" for your foot -
The Suzuki's (and ZX10's, zx6's, cbr600rr's, and the Yamaha's) need help in shifting.
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 8 Axis CNC machinery, machined from solid Cro Mo steel bar stock, heat treated, Gold Zinc plated, a complex radii, beautiful part.



The Factory Pro Shift STAR shifts 10 to 15 ms quicker than the stock star.
You must decrease shift kill time by 10 to 15 ms (milliseconds) after installing a shift STAR.
If you don't, shifting will be clunkier than the stock star.
Thank you Blackfoot Racing for info on that.

And I'm not sure why drag racers don't use ore STARs. The air shifter only shifts 1/2 way into the gear and the shift mechanism has to complete it - the STAR is 10-15 ms quicker at that job.


1. Choose your shipping method

Kit does not include a clutch cover gasket

Microbearing Shift Detent Arm
with Hybrid Ceramic Microbearing


pn: shft-arm-35F-cer

replaces Suz pn: 25350-35F00

1. Choose your shipping method



Microbearing Detent Arm
(w hybrid ceramic bearing)

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

As an addition to your EVO Shift Star or by itself, you will 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.

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

25355-35F01-RH   /   25355-03G00-RH

F-Pro Shift Spring
pn: z95-S37-0501


1. Choose your shipping method



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
Factory Pro

415 491 5920

NOTE with quickshifters!
MUST shorten shift kill time BY 5ms to 15ms - or the qs shifting will be clunky.

Billet Velocity Stacks, Factory Pro Design

(note: pic is from R&D session and not actual final lengths -
(compliments Stu Vernon)
pn: VEL-S51-5050
 Billet Stacks -  $429.95
1. Choose your shipping method



Billet Superflare Velocity Stacks

Factory Pro's high velocity Billet Stacks, stock exhaust and STOCK AIR FILTER(!) -
Add up to +2 to 3 PEAK
True HP and +4 at 7k and +6 at 10k True HP in 30 minutes.

We did it without fuel mapping - so can you.

The Factory Pro stacks on the 2007 1000 would likely benefit from the BMC Race filter and remapping, but it's not how we tested.

All HP figures are are TRUE LOADED HP as recorded on the EC997 Series dynamometers - The dynos that read the same - dyno to dyno.

ASRA, Vesrah Racing (National #1), Robert Jensen, Aaron Yates' and Jake Holden, Michael  Racing, RCM Racing (Ray Clee of Suzuki NZ), 4&6 Racing all rely on the EC997 Dyne Systems for World Class competitive power


Fuel Injection Tuning - Custom

Custom Dyno Trackday and Race Tuning

Factory Pro's sister "Wheelsmith Racing" has the low inertia  EC997 dyno and over 35+ years of experience up to and including National Winning AMA and WERA winning bikes.

Wheelsmith's abilities include:
Fuel and ignition, Acc pump, Quickshifter dialing in and many other tuning items.

Wheelsmith is not a "Power Commander "Tune to an Air Fuel Ratio" tuner - Wheelsmith tunes to settings that produce the best power "under load" and by analyzing 4 gas EGA gas readings, are able to actually get the best settings for best power at full throttle and then subtly modifying settings for silkiest  "on - off - neutral" throttle operation at part throttle (as in entering a corner at high rpm).

Wheelsmith tunes just about everything:

Teka 4 and Teka SFI
Power Commander 3 and 5
Bazzaz or Rapidbike
ECU Editor

Custom Velocity Stack tuning
Custom Cam Timing tuning
Fuel comparison tuning

Hybrid Ceramic Wheel Bearings

5 bearing kit

front and rear wheel + sprocket carrier

pn: BE-HYCER-S70/gsxr1000,07-08
1. Choose your shipping method


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.

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

The TEKA line of fuel injection products features the
Teka SFI 2.

base unit - accessories extra

1. Choose your shipping method


Teka SFI 2
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 - 

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.

REF #4 velocity Stack Installation:
On 05-08 1000's, you
MIGHT have to clip / trim a bit of the oil mesh housing away to clear the stack.

tr_logo_white.gif (14715 bytes)

2008 March


Went for a prolonged ride with the new stacks yesterday.  Even if they hadn't added anything power-wise, I'd still be in love with the smoothness they've added to the motor.  The good news is they did add power as advertised.
Bill Been
Hi there!
 I have a question regarding the V-Stacks for the above mentioned bike.
I had a set installed on my recently totaled Suzuki and the stacks made a difference both in mid-range power and torque, and on the intake howl... It is just great!
Congratulations on the great product and thanks for your attention!
Fabio Poco
December, 3, 2008


Testing Notes

Tech notes on modified gsxr1000 engines:

  • Gains on modified 1000 Suzuki engines with Yoshimura or similar cams (or ported or both) seem to develop more of an improvement than expected. I've seen as much as 6 to 8 True hp (that's power measured under load on an EC997 dyne system and not on a dealership level dynojet dyno).

  • Getting better than expected results with longer cams in the gsxr1000 indicates that the engine actually wanted a shorter duration cam, but, liked the area under the curve of the longer cam.

    •  Maybe a shorter duration cam with higher lift MIGHT work better.

  • Gains on stock engines with advanced (over stock) intake cam timing might need shorter stacks. Many good tuners have alternate lengths in stock.

  • Gains as measured under light loading (dynojet style) will often skew HP readings at peak, down.

    • This is the result of many factors, among them: improper "AFR" tuning (instead of giving the engine what it wants) and improper (as compared to real world) combustion chamber material temperatures.

Tech notes on externally modified 07 gsxr1000 engines:

If you've already modified your cat, pulled your secondaries, installed a BMC air filter and have run your bike on a dealership level dyno and have an AFR of 14.5:1 - don't even think that you can cheat physics - you'll have to add fuel by retuning or you'll lose 16 djhp. The Teka SFI will retune the stock 07 ECU without a PC3 or Teka 4usb.

If one insists on installing the stacks, which increase your dynamic compression (engine running compression, not simple cranking psi) - the added leanness caused by the slightly higher dynamic compression added by the stacks, the additional leanness in the fueling will severely hurt power if you are already too lean.

And the "Rest Of The Story":
Dave's (6gsxrs) tuner bought a Power Commander (his Long Island, NY "trained dj tuner" didn't have a Teka SFI) and like magic (to him, anyway) he got a big boost in upper midrange and some at peak and and he's riding  around on the bike (with the stacks installed).  Unfortunately, his and his "tuner's" foul mouthed, negative stack posts live on in the eternal internet - and nary an apology has seen or heard -

Other tuning?

The same thing happens with ignition timing - add more timing to an already lean engine and you WILL lose power because you run out of fuel before TDC.

The stack's extra dynamic compression will burn the air/fuel quicker and if you are too lean and reach peak cylinder pressure before TDC and then run out of that stroke's fuel, you'll lose tons of power.
Peak cylinder pressure must end up AFTER TDC (at around 15 to 20 deg ATDC for Best Power)
Run out of fuel too early and the engine magically makes less power.

How do you know that you have peak cylinder pressure at about 20 ATDC?

Step 1. You provide a fuel amount that makes Best Power, then..........
Step 2. You use  the ignition timing that makes Best Power, then......
Step 3. Double check your fuelling again, then.......
Step 4. You now have peak cylinder pressure at about 15-20 degrees ATDC

Best Power Tuning

So easy that a caveman could do it (with the right tools to help)
david ricci long island




This stock k7 made about 148 corrected True HP when all stock (above k6 average by a couple True hp). The exhaust, stacks and BMC race filter made the bulk of the improvement and the retuning with the Teka SFI retuning tool added 1 to 2 True hp.

The final peak True HP number was a touch over 160 True on an EC997 dyno.
That would calculate out to about 184 dynojet hp if the tire isn't slipping and it's an average reading dj dyno.


You may get even better results if the bike is retuned, using the Best Power method. For best tuning results,
Do NOT tune to an a/f ratio
for best results - A/F Ratio tuning is a low level dealership level procedure and never results in optimal results.

V Stack Development Process
(by Marc Salvisberg)
These velocity stacks were originally designed using flow bench test data and then, redesigned ON the bike.
A flow bench, regardless of what many people assume, is only a measurement of airflow at a relatively slow air velocity AND only in a simplistic "steady state", constant flow rate. Steady State works great on a dyno for load (as it duplicates wind loading at speed), but Steady State air velocity on a flow bench isn't the optimal testing state for duplicating the "in / out" and "stop / go" air flow conditions of an engine. That's where a "flow bench developed" stack wanders away from optimum (except on another flow bench)
That's why you can have 2 ported cylinder heads and the one that flows "less", according to a flow bench, that makes better power.
I left out a LOT of other reasons as to why "flow bench" stacks don't work as well as "engine developed" stacks, but, essentially, the low velocity and slow air speed rates are right in there as far as plausible reasons go.

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.
The wave properties of a velocity stack are what makes the bike stronger when it's "on the pipe" and "airflow" is what make power at very high rpms.
They are mutually antagonistic...... (and hence the balance of dimensions of a properly designed v stack)

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.
The flow bench developed stack will have a very large radius, and will flow more on a flow bench, but will not be as effective on the engine at mid to higher rpms, where the large radius severely damages wave propagation and recovery strength.  Less wave efficiency = less power on the powerband.

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 Factory Pro Dyno Centers using EC997 dynos.
Factory Pro
 If you look at 2004 WERA Suzuki Cup Finals and The Suzuki World Cup Finals - you might notice that every cup winner either has a Factory Pro EC997 dyno or has used one!!! (and third place didn't....)


I shopped for dynos for over 2 years.  I have tuned on all of them, dynojet, Superflow , etc.
The EC997 is the best one.
Link it up with the true 4 gas EGA and I can tune around any O2 sensor derived map and you will feel the difference...not just in your wallet like all the rest. Bold statements but I have done it.....
Going in deep on that reply but what the hey -  I have the best dyno.. Thanks
 Charles Huffstetler
Atlanta's #1 Factory Pro Tuning Center

hi marc,
just like to say thanks, one of my customers dropped up his gsxr1000k4 today to have his v stacks installed that he purchased from you last week. just finished running his bike on dyno and well what can i say you guys sure make great products, the difference was really credible  and another happy customer for both of us.
danny  -  santry motorcycles
May 15, 2005

Hi there!
 I have a question regarding the V-Stacks for the above mentioned bike.
I had a set installed on my recently totaled Suzuki and the stacks made a difference both in mid-range power and torque, and on the intake howl... It is just great!
My next bike will be a 2006 GSX-R 1000, do you think they fit, and most important will they make the same power and torque gains as on the 2007?
Congratulations on the great product and thanks for your attention!
Fabio Poco
December, 3, 2008


Billet Engine Covers with Integrated Sliders


05-06  COV-SUZ-53-LH-KT   $279.95
(With patented slider)
all 01-06  COV-S51-RH-KT     $99.95
(Inc patented Slider!)
Billet Engine Cover page
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!
More cover thickness than stock on both RH and LH side covers.

LH side - 1"  slotted slider for fairing clearance.
RH side - has std. short slider that fits behind the fairing.

If you want to cut a hole in the LH fairing, order the optional "long" slider
Includes: Covers and replacement stainless steel allen screws.

Allen screws supplied: 8 x 25mm for our thinner cover (more corner clearance) and 3 x 25mm for the alternator stator mounting. If you use the stock 30mm stator screws, the stator will knock when the engine warms up - as the 30mm screws bottom before the stator is tight.


Hi Marc,
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.
Thanks again,

Marv Esterly
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.
Direct Sensor Control.

Click here to be on waiting list

True Rear Wheel Horsepower ® Factory EC997a Eddy Current Dynamometer

TECH Information:


In top gear:

Clutch safety switch permanently jumped at harness rev limit:
rev limit ~13,200.

Clutch safety switch in normal location, start in neutral, rev limit:
at first, slightly over 13600, then, 13400 to 13500

June 01, 2006
Teasdale, Barry


stock primary injector pn: 15710-21H00

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)
gsxr1000, 01-07

tools required:
5mm allen wrench
#2 philips screwdriver
medium flatbladed screwdriver
Razor blade or Exacto knife
gasket sealant

14mm socket
air wrench

A look in.

Location of ignition trigger mounting plate on:

gsxr600, 97-01 (and similar)
gsxr750, 96-01 (and similar)
gsxr1000, 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!

Note: 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)
If the center core is below the off-white surrounding area, the voltage produced will detrimentally affect the ignition system and make the engine difficult or impossible to start.

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.
1.   .040" pickup coil to ignition rotor clearance will make the engine difficult or impossible to start.

2.  So - you cracked the magnet because you didn't line up the locating hole......
     It's OK - just put the 2 pieces together and retighten the 2 flat bladed screws. Lucky you!

dynoroom,onramp,toright.jpg (198084 bytes)

Question: If .040" clearance will make the engine difficult to start, and .020 starts well, is .010" better? Haven't had time to test that, yet...

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 job.

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
Just post 2006 war, out in the country.
Souhib Balaa is one of Lebanon's most prolific Claymation artists (remember "Gumby" stop action?) and does all of his own motorcycle work, too.

Simon Couture #34
2011 Minisprint National Champion of France
Factory Pro Tuning equippedy>

Absolutely NO carb parts sold in California.

New and improved Suzuki 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 - 5pm, Pacific time, -7 or -8 GMT

800 869-0497
 USA and Canada

415 883-5620

fax 415 492-8803

parts information

EC997 dynamometer information

Product Support /Tech SECTION
click here


Mailing / Shipping address:

Factory Pro
179 Paul Drive
San Rafael, CA 94903

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. - the oldest counting service on the web



EFI and Carb Tuning - Most all FI and carb tuning

by Wheelsmith Racing
The Harringtons own American Flyers, one of the most established flight training facilities in the USA.

 8 locations


Flight Training - train with AMA race winner Todd Harrington.
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!
Make your next tour Unforgettable,  Affordable and Exotic.
Superbike Tours Thailand - See you there.
Supwebike Tours Thailand

WW2 vintage flying Special

Book a sightseeing flight over the Wine Country or a Kamikaze aerobatic flight or a biplane flight over famous Sonoma Raceway, the Golden Gate Bridge and the San Francisco Bay for one or two during the spring and get a free souvenir t shirt!
(NEW!  Ask about the P-40 flights!)

707 938 2444

Just tell them that you saw this on the Factory Pro website!
Northern California's most unforgettable flying experience.  No experience required.  Open weekends!

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.