Suzuki   gsxr 600
06-07
and Daytona tested on the 08

Legal.
1 Daytona win to credit Feb 27. 2009

Daytona Series!!!
Tested D-a-y-t-o-n-n a FAST.
Feb 2009

Factory Pro's
Teka SFI
FI programming tool

(stock photo - not actual sizes)

pn:  VEL-S64-1545
V stack set / 2006-2007 gsxr600
$279.95

Brand spanking new gsxr 600 and want to do "something" to gain some more power?

Maybe you don't want it to show? Hmmm.... lessee....
How about keeping up with your buddy on their new  "other" brand bike with an exhaust already installed! And you with still stock exhaust?

Suzuki ROCKS!

How about adding a big triangle of power to the topend, + 2 True hp to the original peak and make a new peak that's almost 4.5% True HP stronger than original - Extend the power up and past the stock powerband's natural end....

Imagine how hard the exhaust system guys try to make more power up there - If they had properly designed stacks to start with, they could concentrate on midrange and upper midrange and have a really awesome system!

Billet Stack peak? 105.9 TRUE HP peak @ 15,000 (indicated)
original peak: 101.4 peak @ 14,000 (indicated)
+4.5 True HP

The rest of the Factory Pro powerband, except for a 1 hp dealio at 11,000 indicated rpm, is as good as or better than the original rubber stacks.

The new patented Factory Pro Billet stacks will launch your new Suz into "Best in Class" True HP - even with a stock exhaust!!

   Teka SFI "2" Tool

Make REALTIME Suzuki Fuel Injection changes in 20 seconds!.

Tune 1 bike - tune 100 bikes - tune 1000 bikes  Tune your or your customers' Suzuki's like the AMA pro's!
Make the changes - then take the tool off - Not an add-on box!

$695
No ignition scatter like most add-on boxes!!

Robert Jensen, Hooters Racing, Vesrah Racing, Alan Schmidt, JJ Roetlin, Jake and Brian, too!
and the "others" with EC997 dyno tuned maps in their pc's and ems's.....

800 869-0497

dealers!

Shift STAR kits

SHFT-PRO-SUZ-70

S70 EVO Shift STAR

$139.95
(new manufacture)

GSXR secret Shift STAR kit

Engine builders  around the world know that if they slip one of Factory Pro's Shift STAR kits into an engine they've built, the rider will usually come back after the first ride and make specific remarks about what a good job they did on the transmission.

The Suzuki's (along  with just about every other bike) need help in shifting. Track tests report that 2nd gear had a repeatable ability to pop out into "neutral" under hard acceleration and downshifting is not as seamless as it could be -
Aside from that, 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 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 particular 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. At least, if you miss 2nd, now, you will be REALLY surprised - cause it's now a rare occurrence.
Downshifting confidence is 100% easier and better, also. Maybe that's just as important as not missing upshifts.
I'm happy with the "star" and couldn't possibly change it for the better and I figure that it will take Suzuki 4 years to copy it!

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.

Teka Fire

Soooo!!! Who invented the "TRE"?

Well - it probably goes like this -

Denso told Suzuki
Suzuki told Yoshimura Japan
Yoshimura Japan told Yoshimura USA
Yoshimura USA told Team Suzuki
Team Suzuki told "somebody" (who didn't claim to invent the TRE)
"somebody" (who, didn't claim to invent the TRE) told somebody that I know
Somebody I know told our AMA team......

The only part of a "TRE"  that anybody in New York did was invent the name "TRE"......
 

 

Connector is located above the clutch cable holder on the left side of the bike

Note: This simple version of the Teka FIRE on the 06/07 gsxr600 will cause the dash to read "5th" gear and the neutral light will not work anymore.

RTR-SUZ-37-04 std   $89.95
Ignition Advance Kit

This advance kit really advances the ignition timing 4 degrees

This simple, bolt-on advance kit advances the timing 4 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 (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
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....
Join Jordan 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
 

The velocity is high where the primary butterfly is, but drops off when it dumps into the 39mm area downstream of the butterfly (as the cross sectional area increases, with the same air volume).

The 3mm smaller 36mm cross sectional dimension makes the intake tract retain higher velocity and that makes the "tuned intake tract" factor potentially even more effective (if you get the v stack length and profile just right)

You may have noticed that some of Factory Pro's Superflare 1000 and 1300 stacks feature a smaller diameter ID as compared to stock and other aftermarket stacks?
"V-e-l-o-c-i-t-y" is key.

On the later 600's, our testing indicated that the stock stack ID is pretty good, so, we don't neck down the Suz 600's Superflare stacks.