TL1000s / TL1000r
Factory Pro Series "S91"
Ignition Advance Kit
100% reliable advance method. NO add-on ignition module
GSXR Shift STAR Kit
wicked good shifting
SV / TL Alloy Tank Risers
wicked good air! + True 1hp
|52mm throttle bodies
DL1000 stacks DO NOT fit the TL1000.
|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.
MMT Power Tuner
After tuning with
a Teka SFI 2,
MMT plugs right in to the bikes tuning port (same as the SFI).
If tuning with the SFI 2 / MMT combination:
If tuning with the MMT only (without custom SFI
If you first install an MMT and decide the have
it custom tuned with the SFI 2, no problem.
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.
Evo Shift STAR kit - Kit for shift improvement (maybe like a "night and day" improvement?)
Evo Shift STAR
Or just remember how clunky the shifting is around town.......
08 24 05...... Hmmm.... just drove a Ferrari 360 with paddle shift..... Errr.... paddle shifting with auto clutch isn't as great as it sounds..... It's not really so swift and it's not that smooth in sub 80mph curves...... Might be better with a manual clutch override function....
The EVO Shift STAR kit is the below Pro Shift Kit, with the addition of the Factory Pro Evo STAR.
Great Product! I just installed my Detent Star & wanted you to know it transformed how my TL shifted! no more miss-shifts. Thanks - Brian Kirner
Daniel Garza wrote:
Ignition Advance Kit / Ignition Advance "rotor"
Ignition Advance Kit
Use this simple kit to advance the ignition
timing 4 degrees for more power at part throttle and at full throttle.
Yes, Factory Pro does make a ignition advancer
for our bikes.
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.
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.
You can't change the ignition timing 20 degrees
and only affect the power by a couple percent - That's an obvious fact.
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?
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
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:
So - what does that tell you?
Best regards - Marc
So - In our old premium SV650 carb kits, we provided 17mm risers (16mm wasn't enough and 19mm was awkwardly high and did little more than 17mm) -
So - the "magic" size of 17mm was born!
(Could be nothing to 3 on a dynojet dyno, but most of us know that's just typical ludicrous dj dyno error)
OK - You can get a longer screws and stack
up "fender" washers or you can get these cool alloy machined tank
risers and stainless steel allen screws and be COOL!!!
|Air Filter, BMC|
Drop in a Factory Pro BMC air
filter and add a horse or so at high rpm. Really. You can clean
The stock FI system recognizes the decreased inlet restriction (higher pressure) and automatically adds a teeny bit more fuel to compensate. At least it compensates in the general "right" direction. We haven't seen any drivability problems caused by the filter - but if you were to dial in the stock ECU with the Teka SFI programming tool (not an add-on box that stays on the bike), your bike will be better - even w/o changing the air filter.....
Does not work well with power commander.
Designed by the same Italian craftsmen that developed Ferrari's F1 Air Filters - this filter filters well, flows more air and lets the engine make more power than the stock air filter.
Cleanable BMC air filter systems (avail. direct from Factory Pro) for more power - click here for more information.
Shifting Tech -
cases, they look
pretty much the
Check this part
If the fingers
are closer to
the pin that the
shift shaft arm
needs to grab to
be "quicker" and
The pins are centered between fingers when the shift shaft is at rest.
If you look closely at the LH picture, you can see that I shimmed up the shift shaft centering stud with a folded business card, ~.024" offset made the difference.
This is not so
The pins are not centered between fingers when the shift shaft is at rest.
If they don't drop down fully, beyond the "pins", that prevents the "fingers" from dropping down and getting ready for the next shift.
If you've got issues - check.
If the shift
on the shift
Pro has the fix.
by almost 1mm.
For example, the
example was only
Install the stud
for the locknut.
This fits all the DL650 / SV650 / SV TL DL 1000 and others.
surging at cruise, EFI, ECU,
The early TL1000s' went through a trying
debut. The bike's commonly had a fairly significant
surge and Suzuki warranteed a large number of ECU's,
trying to get the fueling right. Eventually, (ecu #3?)
they sorted it out.
In 97, we ran an S on an EC997 dyno and immediately picked up that there was a lot of oxygen in the exhaust during and EC997 dyno test and I think that somebody at Suzuki was thinking that the bike was too lean
(oh... the dreaded "tune to an af ratio" myth strikes again and costs Suzuki hundreds of thousands of dollars).... and they reprogrammed the ecu's richer, unequally.. or equally, but he bike didn't want whatever they originally did on ecu 1 and 2.....
You can tune even the original, non-warranteed, 1000S ecu's. (we just an original ecu on in Jan, 2006!)
Make best idle mixture, on each cylinder,
while the bike is running.
THEN....... (and this is not a required
proceed on 99.9% of other model bikes), in NEUTRAL, bring the bike
up to 2000 - 3000 rpm (wherever the roughest running
parts is) and adjust the IDLE settings, cylinder by
cylinder till it runs smooth.
Instant smooth at cruise! :-)
The coolant thermostat controls the minimum
It doesn't raise the maximum coolant temperature, only the lowest temperature allowed by the thermostat.
The TL's that we've worked with had a running range of ~40f - from 165f-170f cruising down the highway on a cool day to 200f-205f in ~25mph traffic at <3000rpm. At that spread of temperatures, the TL's FI system didn't correct adequately, allowing rich and lean problems to appear and disappear as the coolant temp changed.
There are several solutions if there is are tuning problems caused by excessive coolant temp range.
Replacing the thermostat with a higher minimum temp unit, perhaps 185f. Easy to do.
The water pump doesn't pump much below
3000rpm, so "blipping" the throttle above 3k occasionally
when in traffic helps move the coolant through the radiator
and lower the temp - decreasing the coolant temperature.
|Backfire under Decel (persistent)||Air cannot be allowed to enter the exhaust port. If there are ports that bleed air through the head into the port, plug them.|
|Gear Indicator Resistance||So, you heard something about "Big Pink"? As measured on 1998 TL1000R, in-house unit: Gear and indicator resistances as follows:|
|If you want
to fool the ECU into thinking it's in one gear or another,
you could jump a resistor across the 2 wires on the
main harness that would normally go to the gear indicator
unit at the end of the shift drum.
As an example. If you wanted to trick the ECU into thinking that the bike was in, say 4th gear, you would place a 2.7k ohm between the appropriate wires. Don't call us and ask any more about it - it's up to you to use this information as based on facts, rumor, intuition, wishes and desires......
Also, the resistance values seem to be identical to the 98-99 GSXR750 - and the 00-02 gsxr750 and the gsxr1000's....
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!
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Book a sightseeing flight over the Wine Country
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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.