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V Stacks! - zx6rr
600 and zx6r 636
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(click pic)
ZX6r 636cc
RA-VEL-K36-1521
patented
$249.95
ZX6rr 600cc
RA-VEL-K36-1515
patented
$249.95
I have already installed them in
my bike.. they work amazingly.
I love the sound.
Anything other products you guys have
for a 2004 Kawasaki Zx 6R 636??
Sent: Wednesday, July 12, 2006 1:31 PM
To: KOWALEK Robert -PICKERING
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What has Factory
Pro been doing?
Well, just like
we did for the r6's and cbr600rr's in the past, we've spent
the winter attacking power projects.
This year,
we selected a 600 / 636 Kaw.
Using the Realtime power and realtime 4 gas displaying EC997
dyne system, we've managed to develop this system that produces
better power than the Kaw "kit" parts. No internal engine
mods - no power "commander" - just good tuning procedures
and a dyne system that will allow tuning on our part that
improved power in .1 to .2 TRUE HP increments.....
This was a total of less than 8 hours of testing.........
Try that on a tuning by dynojet guesswork!!!
To get approximate djhp, multiply TRUE HP by 1.15 to 1.2,
depending on which particular individual dj dyno you want
to match -
a high or low reading one.
(OK - I'll help - it's 121 to to 126.4 corrected
djhp)
all w/ no internal engine mods)
It's over
5 TRUE hp ABOVE what you'd have with a competition exhaust
on your 636.
On pump premium. Add some of the new NON-AMA legal 2004
race fuels and improve that by 8%-9%
(113 to 115 TRUE HP or about 130 djhp, depending on the
dynojet dyno).
Oh! And, thanks to the EVO Shift STAR, this 636 just takes
a tap on the shifter, shifts like butter and will miss far
fewer shifts under tough conditions and is far less clunky
in town - That means that you won't be sitting on
the sidelines waiting for parts to rebuild your rounded
gears and bent shift forks... Call Kaw and ask them to carry
the EVO kit as a Kit part........
As far
as protection goes...... The Factory Pro Billet Engine Covers
w/ Integrated Sliders will do the best job possible to lessen
engine damage in a crash - Nearly every amateur race organization
requires them and it's time for the AMA to step up to the
plate and help protect riders and tracks from oil on the
track.... Might even help with television coverage scheduling
- (it will).
EC997 Dyne System
TRUE HP
dyne test files
Base Test w/ comp exhaust and race type air filter
Final (as of Jan 12, 2004)
w/
Factory Pro Tuning stacks
(rh
click to save in STP format)
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636 Feedback
Let me start off by saying
this... WOW! That's an understatement!! Throttle response
is crazy responsive, the
intake now has
a TRUE KAWASAKI HOWL and the bike sounds MEAN! Even idle
is different, its like the engine has a new attitude...
no joke either...
I know those statements
sound overrated... However upon my first test ride I was
amazed, The bike was alive... Bottom end had a mean grunt
to it and getting up on the rpm band gave me chills... The
intake sounds like darth vader having an asthma attack
Mid Range and Top end now bite... crack the throttle wide
open and you'll see sky quicker than you can exhale! In
fact I ended up riding until just about 10 minutes ago because
I was having so much FUN...
I can't believe how much
these velocity stacks have woken up the motor... truly worth
every single penny! NO LIES, it gives REAL HP not to mention
the sound and throttle response alone are worth it, but
I don't need a dyno to tell me she hauls more ass now...
because the grin on my face says it all
This is A MUST DO MOD! SERIOUSLY YOU WON'T REGRET IT, and
you will kick your a** for everyday you didn't do it!
KawiKushi
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Ignition Advance
Rotor
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Ignition Advance Rotor
RTR-KAW-36-02
(special +2 and +6 available for additional
$20)
$69.95
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Everybody who has
professionally tuned an 03-04 zx6rr or zx6r knows that power
it to be gained by adding some ignition advance. One of
the nasty Factory Pro secrets of the 114.7 dynojet
horsepower on pump gas (about 100 True HP) Roadracing World
project bike was that we hand made a special advance rotor
for it in the dark of night.......
This suggested standard advance rotor advances
the timing 4 degrees. With stock engines with stock compression
ratios, there is more power everywhere. Part throttle power
is improved - helping corner exit speeds. Improved in-town
driveability.
Works with or without injection remapping - Works
with stock and aftermarket exhaust.
Hiding under the engine's
small, palm sized right side engine cover, it takes 15 to
20 minutes and normal hand tools.
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Air Filter, cleanable
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BMC Air Filter
FIB-KAW-32304R
$89.95
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BMC Race Filters
in stock!
Call 800 869-0497 to order!
Factory Pro and BMC have produced
the finest cleanable air filters available. Manufactured
in Europe to craftsman's standards, if any filter would
last 1,000,000 miles - these would! Goes well with the above
stacks kits.
Increase
airflow for more power!
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Engine Covers,
Billet Alloy , with patented Integrated Frame Sliders!
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COV-K36-LH-KT
$289.95
w/ Integrated
Sliders!
COV-K36-RH-KT
$109.95
w/ Integrated
Sliders!
All Billet Engine Covers
10% discount if covers purchased as a set!
Make sure you ask for the
discount!
800 869-0497
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NEW - EXCLUSIVE!
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 flycut 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
.
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.
I
Thanks again,
Marv Esterly
CMRA #496 Expert
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Transmission, Shift
improvement
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SHFT-EVO-K36-KT
$199.95
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EVO SHIFT STAR kit!
Imagine
Last lap, last corner, 110 mph, two wheel drift... passing
on the outside, bike carefully controlled by just the subtlest
of weight transfer and just a "fingers touch" on the throttle...
you run out of rpm and need to upshift to complete the pass....
you need to shift.... it's ok.... a tap and you are in the
4th, still in a drift....... you keep slightly pulling...
around.... slowly past....
you win.
EVO-7 Shift STAR Kit!
Includes Factory's AWESOME Detent Star -
Totally changes the rough shifting the Kaw 6's are known
for into the sweetest shifting Kaw - The one you've always
wanted!
Includes: Factory Pro designed, refined and manufactured
DETENT STAR, Factory Pro Microbearing Detent Arm, heavy
duty detent spring and gasket. Makes shifting quicker and
more positive - "virtually" eliminating those nasty missed
shifts. The stronger detent spring rotates the shift drum
quicker, so the gears are more likely to engage under quick
shift conditions - and "lazy" ones, too -
The Factory Pro Microbearing removes friction for the quickest
shifting.
The closest to a "paddle shifter" for a motorcycle that
you will ever find!!
Tech Notes
Bay Area Rider's Forum install instructions - click here
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Hi Marc,
I want you to know that I was really impressed with the
shift kit in my Kawasaki 636 ZX 6R.
The bike (not me) has missed shifts before and once I got
the kit in it not only didn't miss
anymore but felt smooth and positive and actually easier
all around to shift it. The best part
of it was I just didn't have any attention on it at all.
Thank you for making such a fine product. It WORKS.
Keith Code
California Superbike School
***********************
Hi Marc,
Just wanted to let you know that your EVO-7 Shift Star Kit
ROCKS! I've been having problems getting a lot of missed
shifts between 3 & 4th gears in my 636 and after installing
your kit, the problem is 100% GONE. I raced out at Streets
of Willow this past weekend and didn't have one single missed
shift anywhere and the positive engagement feel is perfect.
Thanks for making my 636 an even better bike!
Gary Milcheck
Phoenix, AZ
More
Shift STAR FEEDBACK
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SHFT-PRO-KAW-36
$89.95
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Pro Transmission
Detent Arm Kit
Includes Factory
Pro Microbearing Detent Arm, heavy duty detent spring and
gasket. Makes shifting quicker and more positive - "virtually"
eliminating those nasty missed shifts. The stronger detent
spring rotates the shift drum quicker, so the gears are
more likely to engage under quick shift conditions - and
"lazy" ones, too -
The Factory Pro Microbearing removes friction for the second
quickest shifting you can get.
This is an EVO kit without
the STAR.
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Tools |
This Carb Recal Kit developed on the same EC997a Eddy
Current dyno that developed the K59-1.7-RK ZX-6R RaceKit (Muzzy and
Kinko's choice), the Y73-1.7-RK YZF750 (Vance and Hines choice), S37-1.7-RK
GSXR750, Suzuki of France and most of America's privateer racers choice)...
Do not download this and expect it to work like gangbusters!
These are for the Kawasaki "kit" ECU on a bike that used an Akrapovic
exhaust and a stock air filter and they ARE basic - and NOT final OR
optimized!
mod_atlanta_pump fuelest
mod_atlanta_vp mr1 fuelest
  
Series WMRC
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 feet behind 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.
Will
Eikenberry WSMC # 87 CCS Pacific
# 63
SHIFT
STAR feedback
Aloha Marc,
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
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MY Addendums and corrections
to Roadracing World article, Feb 2005
"More Power!"
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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.
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? (a dynojet dyno can't provide adequate
information? just curious)
The bike ended up running VP Ultimate
4 fuel- 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.
x call 4 koad
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