Billet Velocity Stacks, Factory Pro Design

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

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
RELASHes

Custom Velocity Stack tuning
Custom Cam Timing tuning
Fuel comparison tuning

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

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

$395
base unit - accessories extra

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 - 

Tiny!
Teka MMT Module
EZ tune MMT (adj. memory module) Power Tube

1 MMT module + shipping

1 MM module + domestic USA shipping $243.95 1 MM module + International shipping $261.95

Additional notes for seller

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.
  

Testing Notes
 

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 Gixxer.com 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 cyclepaintmetal.com

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.

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....)

Testimonials

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.
regards,
danny  -  santry motorcycles
May 15, 2005

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.

Tech:
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.