Suzuki   GSX-R600, 01-03
Factory Pro Series "S63"


Superflare Velocity Stacks
pn: VEL-S59-4545      $329.95

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Superflare Billet V Stacks
GSXR 600

The EC997 dyno chart is in True HPtm scale.

To get dynojet HP, multiply True x 1.15 - to get Superflow HP, multiply x 1.18, to get Fuchs HP - Oh forget it! They all have the real HP number and then they inflate it so it reads higher on their dyno - expecting that they will sell more dynos if they make their dyno read higher than the other company's dyno. It so sad that some top 100 dealerships actually buy a dyno because it inflates HP more than another......
Me, being the marketing wizard that I am .... (not! :-) decided to start out telling the honest truth, years ago.
True HPtm is the actual amount of HP really delivered to the rear wheel.

It's not "dyno loading specific", it's not "apparent only on a dyno hp", it's not "only there under inertia loading" - It's real power, measured against a real, lifelike, "load" - as the bike experiences in the real world -

At least 10% of the dyno buying facilities in the USA have decided to go with honesty and real HP - using the EC997 Dyne systems as used at the best of tuning centers -
The Factory Pro Tuning Centers

You'll see them in F-USA - you'll see them as the winners of the biggest classes in WERA National Championships, you'll see them as multiple World Suzuki Cup Champions, you'll see them as the 2004 National USA Endurance Champions, too - They don't get fooled - they all use Factory Pro EC997 dyne systems for True HP.

Anyway.... the stacks.......
OK - the above dyno chart shows the power difference between a bike with stock exhaust and stock air filter, tuned to make best power with the TEKA SFI Programmer (no pc3!) and we changed just the stacks and retrimmed the fuel with the TEKA.
You can see on the 2 lower red and blue lines that we didn't change the mixture very much.

The original stock Suzuki "short" stacks have the same problem as the Graves stacks on the fi R6's - there's simply restricted airflow at high rpms to make optimal power at very high rpms - insufficient radius / flare. Interestingly, I think that they would only work well on a flow bench if you didn't duplicate the actual intake velocity and used low, typical flowbench velocities -

The results are typical for our patented v stacks - The Factory Pro stacks are shaped  better than stock, so they propagate and recover the intake wave more efficiently, as shown by the "meatier" upper midrange and make more power at redline, due to the improved flow rates at higher velocities.

Actually, as it turns out, the "short" stock Suzuki stacks, after the radius problems were worked out, were "too short".
They use a shorter stack to bias the high rpm power, with poor wave rates - We used better wave rates and then we could lengthen the intake tract length to get more midrange power. We ended up with better top (flow related) and better upper mid (wave rate).


Shifting improvements

F-Pro Shift Spring


pn: z95-s69-0201/0/0501

replaces Suz pn: 35355-35f01/03g00 spring

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Stage 1

The Shift Spring

You will miss fewer shifts, shift even quicker and help prevent shift fork damage caused by missed shifts.

Suggest both the spring and the Star.

The star and spring are located behind the clutch basket. 1-2 hours to install.

S70-Shift STAR

Factory Pro's famous Shift Star

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Stage 2
(after you have the F-Pro arm and spring)
The gsxr 600 can get the same benefits that the 2020 gsxrs can get with the Factory Pro Shift STAR.

The "Paddle Shifter" for your foot -
The 01 and 02 1000's (and 750's and 600's!) need help in shifting. Track tests report that 2nd gear had a repeatable ability to pop out into "neutral" under hard acceleration.
Aside from that, 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 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 particular 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. 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, also. Maybe that's just as important as not missing upshifts!
I'm happy with the "star" and couldn't possibly change it for the better and I figure that it will take Suzuki 2 years to copy it!
New manufacture:
Beautifully machined on 8 Axis CNC machinery, machined from solid Cro-Mo steel bar stock, heat treated, a complex radii, beautiful part.
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.

Engine Covers

cov_S33LH_S37RH_w_slider.jpg (163770 bytes)
COV-SUZ-51-LH     $289.95 LH

Left side cover discontinued

COV-SUZ-51-RH    $99.95 RH

Right side cover is in stock.
These are THE COVERS.

So good - they are patented!
NOT a simple, "knocked off" copy machined from billet cover - these are the covers responsible for saving more engines from destruction and kept more racetracks cleaner than, perhaps, all other aftermarket "billet" covers combined!
For Race or Street use. Absolutely the strongest cover you can buy. Highest strength / weight ratio available! Maximum protection at ~1 pound of additional weight!
More cover thickness than stock on both RH and LH side covers.
Visible on LH and RH side - Can be show polished to a mirror finish!
Includes: Integral SLIDERS, Billet Covers, gaskets and replacement stainless steel allen screws.

SLIDERS available separately for replacement!

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 again,

Marv Esterly

CMRA #496 Expert



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base unit - accessories extra

Tune 1 bike, tune 100 bikes!

Make changes in under 30 seconds.


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Teka  "SFI"  Fuel Injection Tuner for Suzuki.
USA NATIONAL Championship Winning Performance!
2002 Hooters / Michael Barnes FUSA 750 National Champion / Full Spectrum Racing - 6 US track records!

Wide range with fine increments - perfect for late model FI Suzuki motorcycles.

Most reliable of all FI fueling tuning tools.

Does NOT lose maps or cause ignition scatter (more high rpm power - better low rpm power.

Teka allows the user to dial in Suzuki fuel injection systems. Adjusts low speed / idle and also adjusts different ranges of throttle opening, up to and including full throttle. 
IDLE CIRCUIT: Make changes as bike is running, real time, unlike other FI adjuster boxes - absolutely saving time when adjusting the low speed mixture. Select a cylinder and make it richer or leaner - as the bike is idling. Just like adjusting fuel screws - except you don't get your hands dirty!  Makes idle adjustment a 3 minute joy instead of a 15 minute, vague, aggravation!
RUN CIRCUIT RANGE: Make changes as bike is running - on road or dyno. Teka extends the range, as compared to Yosh box, from max. 10 to max. 20 for those high hp applications and when you need more fuel, like our 2000 model gsxr750 that thrived on +5 at part throttle and +15 at Mid Throttle and -2 at Full Throttle. 
Teka provides smaller throttle position increments, too. 1% to 10%, 11% to 25%,26% to 50%, 51% to 75% and 76% to 100% in proto Teka. Addresses Hayabusa off-idle glitches, where you need to richen up the "very small throttle opening" or just above that to address "hiccups".
Check the fueling on your local Low Inertia 4 Gas EC997 dyno, adjust the stock ECU for maximum power, set it and take your Teka Fuel Injection Programmer away with you.  That's good for 1-2 True HP over pc2 on a Hayabusa installation when tested under load on real dyno.
Hybrid Ceramic Wheel Bearings

5 bearing kit

front and rear wheel + sprocket carrier

pn: BE-HYCER-S70/gsxr600/01-03
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Hybrid Ceramic Wheel  Bearings

5pc bearing set

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.

BMC air  filter system

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.

BMC air  filter system

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.

call to order!
Ignition Advance plates for Suzukis

Ignition Advance Kit

RTR-SUZ-37-04  $89.95


Replaced by ecu reflashing

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This advance kit advances the ignition timing 4 degrees

This simple, bolt-on advance kit advances the timing 4 degrees. With stock engines with stock compression ratios, there is more power everywhere. Part throttle power is better - helping corner exit speeds. Improved in-town driveability and quicker warm up.
Installation instructions w/ large pics -
click here

True Rear Wheel Horsepower - Factory EC997a Eddy Current Dynamometer/span>

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Main Air Jet location for "1.7-RK" Race kits


pn: RTR-SUZ-37-02  -  ignition mount plate install and tech

application: gsxr600/gsxr750/gsxr1000, 1997 to 2008

tools required:
5mm allen wrench
#2 philips screwdriver
medium flatbladed screwdriver
Razor blade or Exacto knife
gasket sealant
14mm socket
air wrench

A look in.

Location of ignition trigger mounting plate on:

gsxr600, 97-11 (and similar)
gsxr750, 96-11 (and similar)
gsxr1000, 01-11(and similar)

1. Remove the outer "palm sized" small starter cover   (already removed).

2. Remove the inner, larger starter clutch cover (already removed). Remember, there is a screw in the upper left of the inner cover that is not accessible until the small, outer cover is removed. You will probably reuse the gasket

3. Remove the starter clutch bolt with a 14mm air wrench (that's the easiest and quickest way).

4. Remove the original ignition plate from the engine cases with a #2 Phillips screwdriver. (it's under the starter clutch gear)


5. With a flat bladed screwdriver

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2. it onto the new Factory Pro ignition plate.
Be careful NOT to stab yourself with the screwdriver!

Note: The gold center core plate (at B, down arrow) of the coil assembly MUST extent "proud" of the surrounding off-white epoxy area when installed and tightened. There is a small amount of play to adjust with, and it must project outwards, towards the ignition rotor, usually ~.005" to .010".  (In other words, a real little bit)
If the center core is below the off-white surrounding area, the voltage produced will detrimentally affect the ignition system and make the engine difficult or impossible to start.

6. After installing the trigger coil to the ignition plate, temporarily reinstall the starter clutch and bolt and rotate the engine so that rotor projection at B, up arrow is aligned with the trigger coil (so you can measure the trigger coil clearance).

7. Install A-1phillips screw, snug. Install  A-2 Phillips screw and snug down.

8. Measure the clearance at B. It should be .015" to .020". Adjust by loosening A-1 and A-2 and pushing the plate towards the rotor. Tighten screws when done.
.040" pickup coil to ignition rotor clearance will make the engine difficult or impossible to start.

2.  So - you cracked the magnet because you didn't line up the locating hole......
     It's OK - just put the 2 pieces together and retighten the 2 flat bladed screws. Lucky you!

dynoroom,onramp,toright.jpg (198084 bytes)

Question: If .040" clearance will make the engine difficult to start, and .020 starts well, is .010" better? Haven't had time to test that, yet...

9. Check the tightness of the coil plate screws, reinstall the ignition plate. Use a bit of light strength thread locking compound on the screws if you want, for a good job.

10. Reinstall the starter clutch and mounting bolt. BE SURE to line up the indexing marks on the crankshaft end and the starter clutch or the TDC marks will be wrong and that could cause big problems if using the TDC marks to adjust the valves later.....

11. Reinstall the covers (don't forget the screw under the small cover). Replace or reseal gaskets as necessary.

12. You should not have any parts left over, except for the old ignition plate.

    True Rear Wheel HP  measurement on the EC997!


Absolutely NO carb parts sold in California.

New and improved Suzuki Teka SFI  2

with new TPS display and "MMT" Memory Module Tuner

Finally - Quick, easy, cost effective Suzuki tuning with no expensive "add-on boxes"
Suzuki cruisers and sportbikes

Please click here for more info

Contact Factory Pro
M-F, 9am - 5pm, Pacific time, -7 or -8 GMT

800 869-0497
 USA and Canada

415 883-5620

parts information

EC997 dynamometer information

Product Support /Tech SECTION
click here


Mailing / Shipping address:

Factory Pro
101c Roblar Drive
Novato, CA

And most importantly
Restart back at the HOME page and click on the red box in the top left to find the bike that you want parts for...
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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

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!

WW2 vintage flying Special

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 flights!)

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Just tell them that you saw this on the Factory Pro website!
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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.