adjust IAP Fuel Maps for better
race part throttle
adjust TPS Fuel Maps for better
race power
adjust Ignition Maps for more
race torque
Secondary Throttle Plate (STP)
Opening Maps
Fuel Trim Maps for racing
Adjust RPM Limiter
Disable Top Speed Limiter if
present (n/a on a 300! :-)
Disable Stock O2 Sensor for
racing
MS0
map light gr / bk
ungrounded
MS1 map
light gr / bk grounded
Phenomenal? - Delimit your trackday or
race bike.
Need "for beyond normal limit" ECU flashing Test Bike
in San Francisco Bay area
415 472 4962
marc@factorypro.com
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
ex300 mail
in ECU
Delimit -
generic
$200
remove speed
limit if present
-
change rev limit
-
STP secondaries set to 100%
on both acc and decel -
Race ECU reflash -
semi custom -
mail in ecu
o
Subtle
modification of
STP acc and STP
decel tables
subtle ignition
table mods
unify fuel and
ignition tables
raise rev limit
a bit
elim O2 sensor
for race use
(April 2015:
ex300 reflash
ecu guy says his
bike is was
better. More
mid-range.
better on off
throttle. He
says thanks !
ref: Paul F.)
$375
Reflash and
TUNE to Best
Power - custom
tune on ec997
dyno
(not power
losing autotune
to an AFR)
Subtle
modification of
STP acc and STP
decel tables
subtle ignition
table mods
unify fuel and
ignition tables
raise rev limit
a bit
elim O2 sensor
for race use
Custom Tune
FUEL maps to
your race bike
with your Power
Commander
+
race only
reflash.
$675
Simple delimit:
100% Secondaries,
raise rev limit,
unify fuel and
ign maps,
blanket ign mod
$200
SHFT-STAR-K39 $149.95
FITS 07-19
(this kit includes STAR only but not clutch cover gasket)
F-Pro shift spring
for the stock or the above
shift star $39.95
.................................
oem pn: 13236-0068
Stock arm
has std steel bearing
F-Pro
Hybrid Ceramic Microbearing Detent Arm
pn: SHFT-ARM-K59-CERAMIC
$79.95
(415) 883-5620
Shift STAR kit
Shifts 5 to 10 ms quicker -
decreases shock loading on gear teeth and shift forks from missed shifts.
No case splitting to install. Must remove and replace the clutch
basket to replace the star. An impact wrench makes the job easy.
1-2 hours to install.
......................................
Easier shifting for street and track
Quicker shifting for street and track Virtually eliminates gear breaking missed shifts
Helps protect the 6r's shift fork and transmission gears from damage
during missed shifts under hard and easy use.
Installs under the clutch basket, no case splitting
required.
Suggest using an air wrench to remove the clutch nut.
Takes about 1 to 2 hours to install, depending on speed.....
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 -
Thanks - Douglas Isham
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,
nowhere.
With a lot of creativity and a large investment in molds, we created
a round cross section stack and a unique rubber "oval to round" adapter
that features Factory Pro's high velocity throttle body "stuffers" (as
used on our awesome gsxr 750 and 1000 stacks).
We individually tested many different lengths and shapes of stacks and
the zx6r (and 636) really woke up.
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
J Farkas
(click pic to view full size chart)
The bike runs great, by the way, thanks. John Farkas
2006 zx-6r (636 ninja)
Unlike common dealership level dynos,
EC997
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.
10% discount if purchased as a set! Make sure you ask
for the discount!
800 869-0497
Billet Engine Cover for 07-08
ZX6r / rr
(with the stock charging system) Billet Engine Covers with Integrated Sliders!
(pat #6,637,787)
Absolutely the strongest cover you can buy - and has
the highest strength / weight ratio available! Exclusive Super tough
Hi Tech replaceable insert takes the damage!
Hi-Tech fly cut surfaces can be polished to a brilliant sheen for the
ultimate in show! Does not require a new gasket.
The stock cover grinds through more easily than the Factory Pro cover
when "low sided" on the right side of the bike. If the stock cover
breaks, the bike settles even lower and the radiator becomes even more
vulnerable to damage
COV-K37-LH-KT
$399.95
w/ Integrated Slider.
05 - no fairing cutting required
06 - delete stock cover/fairing mount and trim fairing
COV-K36-RH-KT
$199.95
w/ Integrated Slider.
05 - no
fairing cutting required
06 - delete stock cover/fairing mount and trim fairing
If you are planning to buy "this" , you need - that
>>>
COV-K37-RR-KT
$499.95
Billet Cover
for Kawasaki "Kit" Alternator (replacement for kaw #21001-0031 "generator,
small")
Billet Engine Cover with Integrated Sliders!
(pat #6,637,787)
This is a limited production Factory Pro cover
for use with the Kawasaki "Kit" Alternator assembly
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.
Exclusive patented design Hi Technon-delrin
replaceable inserts takes the damage.
Hi-Tech fly cut surfaces can be polished
to a brilliant sheen for the ultimate in show! Does not include new
gasket.
The stock cover grinds through more easily than the Factory Pro cover
when "low sided" on the right side of the bike.
If the stock cover breaks, the bike
settles even lower and the radiator becomes even more vulnerable to
damage.
Assembly Note!
The lower red allen screw is a shorter 20mm length to accommodate the
rather generous external corner clearance bevel. The other 3 screws
are 25mm long. All 4 are included in our cover. Our cover does not have
a "through hole", like the "kit" cover.
The wire harness mount has been deleted (only two "spotting" holes are
there) in the "Kit" cover. There is no possible way for the wire harness
to move and hit anything.
Super detailed! If you ever wondered why "billet" engine
covers are so expensive, that's over 1/2 hour of CNC machining, just
in the interior, on about $300,000 worth of tooling and equipment. Also
- the "blank" aluminum plate costs $50 to $60 each.
with 1" slider
We have even less overall width in the lower regions
than the "Kit" alternator cover (in background)>
Our cover has the optional .25" slider installed.
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 to all who helped me get
to this level. Keith Code
and the California Superbike School
Kawasaki
Dunlop
Silkolene
AGV Sports
KBC Helmets
Sharkskinz
Elka Shocks
GP Suspension
Factory Pro Tuning
Graves Motorsports
Mackie's
Yin's TKD
Hi All
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 didn’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 didn’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 Kawasaki.
Registration had some problems and when I looked at the grid I wasn’t on it. I went
in and got that fixed but they didn’t want to grid me in my points position and
instead put me at the back of the grid on the fifth row. GROAN. I was freaked out
about being in the back and put my mindset switch in the KILL position. I got off
with the group and into one on the outside. I have no idea how I did it but going
into three on the first lap I was fourth! Second by the end of the first lap and
shadowed Cory Eaton for the next four laps. On the white flag lap I took the lead
into three and got under a lapper just after the apex of four and blistered to the
line for the win. Latter I found out the lapper had held Cory up until six but by
then I was gone.1st.
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 feetbehind 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.
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.
The
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.
Sincerely,
Ivan Gabriel
Cycle City ltd.
Curtis Cash creeping
up an a gsxr1000 at Pahrump
May 2004
MY Addendums and corrections to Roadracing
World article, Feb 2005
"More
Power!"
?
The 114.8
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.)
The bike
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)
The bike
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:
Absolutely NO carb parts sold in California.
New and improved Suzuki Teka SFI 2 with new TPS display and "MMT" Memory Module Tuner feature
Finally - Quick, easy, cost effective
Suzuki tuning
with no expensive "add-on boxes"
Suzuki cruisers and sportbikes
The below links are people and companies that are consistently
impressive with their continual uniqueness and dedication to providing
traditionally valued, quality products and services.
Marc
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 - 8
locations -
800-362-0808
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!
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 and P-51 flights!
707 938 2444
Just tell them that you
saw this on the Factory Pro website!
Marc
Northern California's most unforgettable flying experience. No
experience required. Open weekends! Call ahead in the winter.
Make your next tour Unforgettable, Affordable and Exotic.
Superbike Tours Thailand - See you there.
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.
Artisan Crafted Fine Cheeses – Since 1865
- Specializing in
Handmade Brie & Camembert
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.
