Factory Pro's famous Shift STAR kits

Factory Pro's
Shift STAR

Note:
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.

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Daniel Garza wrote:

Evo Shift STAR

The "Paddle Shifter" for your foot -
The Suzukis (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.

$139.95

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

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

$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 Tuner

Before or 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.
  

Billet Velocity Stacks

Recommended Superflare stacks for the gsxr1000.

Stacks and BMC RACE filter - Add up to +3.5 PEAK True HP and +5 at 7k and +6 at 10k True HP in 30 minutes.

The Factory Pro stacks on the 1000 benefit from the BMC Race filter. While the BMC RACE filter will add a bit of power with stock stacks, the combination of the FP stacks AND the filter gives a benefit greater than the sum to the 2 individual parts.

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

VEL-S51-6060-SPECIAL Dimpled fits 01-06 1000.

Discontinued - dimples didn't help - But we tried!

1. Choose shipping method
  16.00 Domestic USA Standard Ground 48.00 International USPS Express, tracked 48.50 Russia, USPS Priority, no tracking 8.00 each additional item in shipment
2.

Hi Velocity billet V stacks with boundary layer "golf ball" dimples
available on a limited run of 01-06 gsxr1000 stacks.

complete with Factory Pro's own patented rubbers

Tech notes on internally modified gsxr1000 engines:

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. - A/F Ratio tuning is a low level dealership level procedure and rarely 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....)

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
 

Ignition Advance Plate kit

RTR-SUZ-37-04  $89.95

out of stock

1. Choose your shipping method
14.00 Domestic USA Standard Ground 48.00 International USPS Express, tracked 44.50 Russia, USPS Priority, no tracking 8.00 each additional item in shipment
2.

Factory Pro Ignition Advance Plate

Adding this +4 plate (the same plate as what generally works best on the gsxr600 and the alternate for the gsxr750), will generally perk up the mighty 1000 to the tune of 2-3 more True HP when measured under full load (that's the proper way to measure real world power)  - but only if the stock ECU is remapped with the TEKA SFI tool. Part throttle power (power out of a corner) is also better. If one installs a pc or ems and electronically adds +4, the ignition "scatter" problems often negate the benefit of the more proper timing.

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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 clearence.
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.