Suzuki   GSXR 600, 04-05
Factory Pro Series "S64"

Factory Pro's
Teka SFI 2
FI programming tool

Factory Pro's
Billet SUPERFLARE Stacks

up to 4 True HP and 1000 extra rpm - pat pend design
    Factory Pro's
wicked good shifting!


Unleash your bike's power and control

Factory Pro
ECU Reflash

415 472 4962

Regular "Delimit" Flash for racebikes
Remove high rpm power restriction that this Suzuki has.
Control Secondaries
Change rev limiter
Modify ignition timing

 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 race and trackday tuning for people all over the west coast and Nevada.
Get your reflash and custom race bike tune at Wheelsmith in San Rafael CA.
(415) 472-4962

Reflashing is NOT performed on CA bikes that are used on public roads.
Hybrid Ceramic Wheel Bearings


2 bearing kit

front wheel only

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Hybrid Ceramic Wheel  Bearings

2 front wheel bearings

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.

Teka SFI Fuel Injection Programming Tool

base unit - accessories extra

International buyers will be billed an additional $44 for shipping

   Teka SFI Tool

Make Suzuki Fuel Injection changes in 20 seconds!!

Tune 1 bike - tune 100 bikes - tune 1000 bikes  Tune your or your customers' Suzuki's like the AMA pro's.
Make the changes - then take the tool off -
Not an add-on box!

No ignition scatter like most add-on boxes!!

Robert Jensen, Hooters Racing, Vesrah Racing, Alan Schmidt, JJ Roetlin, Jake and Brian, too!
and the "others" with EC997 dyno tuned maps in their pc's and ems's.....

Reflashing is NOT performed on CA bkes that are used on public roads.

800 869-0497


Billet Velocity Stacks

(sample pic)

pn: VEL-S64-4560     
$329.95/set of 4

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Billet Beautiful and a bigger power improvement than some exhaust systems gain.

800 869-0497

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).

<<<<< go over there...


The eternal battle in V stack development (notice I didn't say "design") is that what works best on a flow bench is NOT what works optimally "on" an engine - and what "perfect" intake tract length "calculates" as best.... is only "best" by accidental coincidence.

There has only been one manufacturer and then, on only one of their models, (as of April,05, we've done ~20 successful v stack R&D projects) that has had a set of stock stacks that simply worked as well as they possible could - Congratulations!

But I digress........ Buy these stacks for your 600 - get the power up to competitive levels - It takes about 1/2 hour to install and it's easy to do.
They work a lot better than stock and you don't have to modify your airbox to get that 2 to 5 True HP. It's as much power gain as some exhaust systems deliver.

 Hmmm..... that might be legal for AMA Supersport racing (I'm not asking)?.... You "could" call them "air jets", couldn't you?  :-)
Legal for F-USA racing, AFM Production racing and they are not larger than the original inlet hole if CCS rules that way.

Shift STAR



Factory Pro's famous Shift Star

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Just rode it, still at least 10x better than stock!
Casey Cowen  July 2020

From: GraVitY 0
Subject: Re: Short Shift kit * Start for '06 GSX-R 750....

*smile* Thanks, reason I asked is that I own a shift star and the arm with BB for my SV and I love it. But at the time I ordered it you needed to make more. :D
 I'll be most likely calling you in the near future.


Factory Pro's
Shift STAR

The "Paddle Shifter" for your foot -

The Suzuki's (along  with just about every other bike) need help in shifting. Track tests report that 2nd gear had a repeatable ability to pop out into "neutral" under hard acceleration and downshifting is not as seamless as it could be -
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 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 4 years to copy it!
Beautifully machined on 8 Axis CNC machinery, machined from solid Cro-Mo steel bar stock, heat treated, Gold Zinc plated, a complex radii, beautiful part.

25355-35F01-RH   /   25355-03G00-RH

F-Pro Shift Spring
pn: z95-s69-0201/0501


1. Choose your shipping method



F-Pro  Competition Shift Spring

Miss fewer shifts. Fewer false neutrals.

Suggest the Star + Spring for best  results.

Helps speed up shifting because the shift drum rotates quicker between shifts.

Combine with the F-Pro Shift Star for the sweetest results.

Marc "No missed shifts" Salvisberg
Factory Pro

415 883-5620

NOTE with quickshifters!
MUST shorten shift kill time BY 5ms to 15ms - or the qs shifting will be clunky.

cov_S33LH_S37RH_w_slider.jpg (163770 bytes)
04-05   gsxr 600


Billet Engine Covers


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!

ask for 10% discount for set purchase!

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

True Rear Wheel Horsepower® Factory EC997a Eddy Current Dynamometer

  [Most Recent Quotes from]


Dalke Motorsports 2005 WERA 600 Supersport Middleweight Endurance Champions




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

application: gsxr600/gsxr750/gsxr1000, 1997 to 2005

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, 97-05 (and similar)
gsxr750, 96-05 (and similar)
gsxr1000, 01-06(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 flatbladed screwdriver, remove the ignition trigger coil from the original mounting plate and reinstall 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...
restart at HOME page


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EFI and Carb Tuning - Most all FI and carb tuning

by Wheelsmith Racing

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!)

707 938 2444

Just tell them that you saw this on the Factory Pro website!
Northern California's most unforgettable flying experience.  No experience required.  Open weekends!

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.