Make National Winning
quality 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!
Mike Smith,
Robert Jensen, Hooters
Racing, Alan Schmidt, JJ, Jake and Brian, too!
2nd and 7th 750 Superstock TEKA SFI fuel injected
and the "others" with EC997 dyno tuned
maps in their pc's and ems's..... Factory Pro EC997
dyno tuned Suzuki 750's
Can ride while installed,
then, remove and settings stay!
set each cylinder's idle and adjust running
throttle positions!
Adjust both Idle and Run
Adjust all these throttle ranges
-
then remove the Teka SFI tool!
Hybrid Ceramic Wheel Bearings
$99.95
2 bearing kit
front wheel only
pn: BE-HYCER-S70-FR
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.
marc@factorypro.com
Tiny!
Teka MMT Module
EZ tune MMT (adj. memory module) Power Tube
MMT Power Tuner
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".
contains: EVO Shift STAR, Factory Pro Spring
and 11485-02F10 shift cover gasket
Evo Shift STAR Includes Factory Pro's AWESOME Evo Shift STAR
- Totally changes the rough in town shifting the Suzuki's are known
for into the sweetest shifting bike - The one you've always wanted!
In town shifting is effortless and slick - on track or when high
speed - a shift is a light tap and it's done. No bike "unsettling".
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......
Or just remember how clunky the shifting is around
town.......
Includes:
Factory Pro designed, refined and manufactured Shift STAR, heavy duty detent spring and gasket.
Makes shifting quicker and more positive - "virtually" eliminating
those nasty missed shifts, upshifts and downshifts. The stronger
detent spring rotates the shift drum quicker, so the gears are more
likely to engage under quick shift conditions - and those occasional
"lazy" ones we all do sometimes, too -
The EVO STAR? Makes it AWESOMELY nice.
The closest to a "paddle shifter" for a motorcycle that you will
ever find!!
Great Product!
I just installed my Detent Star & wanted you to know it transformed how my TL shifted! no more miss-shifts.
Thanks - Brian Kirner
Daniel Garza wrote:
DAM!!!!! my hats off to
the people who did the R&D on the star man it shifts awesome.
Billy said my stock piece was already loose so it worked
out great. he says hi back at you. anyways great
product
Use this simple kit to advance the ignition
timing 4 degrees for more power at part throttle and at full throttle.
Install the key with offset to the LEFT to advance the timing!
For easiest, quickest install - we suggest that you have access
to an air or electric 1/2" impact wrench - That makes it simple
to remove the rotor bolt --
Kit includes special key AND Factory Pro's own heat treated, tool
steel, plated rotor puller.
Replaces OEM key #09420-04008
Fits:
TL1000s all / TL1000r all
SV1000 till at least 07
SV650 till at least 2020
Hayabusa 1300 till at least 2020
Takes about 1/2 hour to install and adds
1-2 True HP.
Yes, Factory Pro does make a ignition advancer
for our bikes.
I installed it at the same time as the shift kit.
It was another mod worth doing as I already was using a pc11 and
even the dyno operator was surprised by the results.
it gave me another 2bhp and 1lbs torque on top of the pc11
output.
So my 97 tls runs with pc11 + factory pro 4 degree ignition
advancer kit, K&N and full Akrapovic system. Total Rear wheel HP
on a very cold day was 131 hp and 82lbs torque so normal
conditions should see a true 125-126 hp.
When the first SV's came out, we discovered that the fuel tank was
too close to the air inlet for the airbox and it blocked some valuable
air flow - hurting peak power (and the 1000 needs all it can get!!)
So - In our old premium SV650 carb kits, we provided
17mm risers (16mm wasn't enough and 19mm was awkwardly high and
did little more than 17mm) -
OK - You can get a longer screws and stack
up "fender" washers or you can get these cool alloy machined tank
risers and stainless steel allen screws and be COOL!!!
Shifting Tech -
gearbox secrets
(or Marc
Salvisberg gives
it up......)
So.... you've
looked at
gearboxes for
years and
inside the
cases, they look
pretty much the
same.
Every brand's
transmissions
feel and work
differently,
model to model
and even
specifically,
bike to specific
bike.
One reason?
Check this part
out -
If the Arms are
centered, the
trans tends to
shift equally
well, up or
down.
If the fingers
are closer to
the pin that the
shift shaft arm
needs to grab to
downshift,
downshifts will
be "quicker" and
vice versa.
This is
good.
The pins are
centered between
fingers when the
shift shaft is
at rest.
If you look
closely at the
LH picture, you
can see that I
shimmed up the
shift shaft
centering stud
with a folded
business card,
~.024" offset
made the
difference.
This is not so
good.
The pins are not
centered between
fingers when the
shift shaft is
at rest.
If they don't
drop down fully,
beyond the
"pins", that
prevents the
"fingers" from
dropping down
and getting
ready for the
next shift.
If you've got
issues - check.
Adjustable
Center Shift
Stud, 8mm
$24.95
(and possibly
others that use
8x125mm threaded
"fixed" stud)
If the shift
shaft fingers
aren't centered
on the shift
shaft, Factory
Pro has the fix.
It's a special 8mm
thread, offset
"centering"
stud, adjustable
by almost 1mm.
For example, the
difference in
the above
example was only
.31mm/.024".
More experienced
mechanics will
recall when
almost all
transmissions
were equipped
with parts like
these. That
allowed the
engine builder
to set the shift
shaft to exactly
in the center
for the best
possible shift
performance.
We'd all like to
think that the
original
engineers never
make mistakes,
but then we
wouldn't need
warranties, yes?
Install the stud
with enough
threads exposed
for the locknut.
Turn stud till
shift shaft
"fingers" are
centered on
detent STAR
pins.
Tighten down the
locknut.
Recheck
indexing.
This fits all
the DL650
/ SV650 / SV TL
DL 1000 and
others.
The early TL1000s' went through a trying
debut. The bike's commonly had a fairly significant
surge and Suzuki warranteed a large number of ECU's,
trying to get the fueling right. Eventually, (ecu #3?)
they sorted it out.
In 97, we ran an S on an EC997 dyno and immediately
picked up that there was a lot of oxygen in the exhaust
during and
EC997 dyno test and I think that somebody at Suzuki was thinking that
the bike was too lean
(oh... the dreaded "tune to an af ratio" myth strikes again and costs Suzuki hundreds
of thousands of dollars).... and they reprogrammed the
ecu's richer, unequally.. or equally, but he bike didn't
want whatever they originally did on ecu 1 and 2.....
You can tune even the original, non-warranteed,
1000S ecu's. (we just an original ecu on in Jan, 2006!)
Teka SFI.
Make best idle mixture, on each cylinder,
while the bike is running.
Then, tune the 10%, as the Teka SFI instructions say.
THEN....... (and this is not a required
proceed on 99.9% of other model bikes), in NEUTRAL, bring the bike
up to 2000 - 3000 rpm (wherever the roughest running
parts is) and adjust the IDLE settings, cylinder by
cylinder till it runs smooth.
The IDLE setting actually offsets the 10% TEKA fueling,
too....... so you are tuning each cylinder's cruise
fueling individually.
Instant smooth at cruise!
:-)
Thermostat
The coolant thermostat controls the minimum
coolant temperature.
It doesn't raise the maximum coolant
temperature, only the lowest temperature allowed by
the thermostat.
The TL's that we've worked with had
a running range of ~40f - from 165f-170f cruising down
the highway on a cool day to 200f-205f in ~25mph traffic
at <3000rpm. At that spread of temperatures, the TL's
FI system didn't correct adequately, allowing rich and
lean problems to appear and disappear as the coolant
temp changed.
There are several solutions if there
is are tuning problems caused by excessive coolant temp
range.
Replacing the thermostat with a higher
minimum temp unit, perhaps 185f. Easy to do.
The water pump doesn't pump much below
3000rpm, so "blipping" the throttle above 3k occasionally
when in traffic helps move the coolant through the radiator
and lower the temp - decreasing the coolant temperature.
Backfire under Decel
(persistent)
Air cannot be allowed to enter the exhaust
port. If there are ports that bleed air through the
head into the port, plug them.
Gear Indicator Resistance
So, you heard
something about "Big Pink"? As measured on 1998 TL1000R,
in-house unit: Gear and indicator resistances as follows:
1st:
567 ohms
2nd:
827 ohms
3rd:
1.5k ohms
4th:
2.7k ohms
5th:
6.81k ohms
6th:
14.97k ohms
If you want
to fool the ECU into thinking it's in one gear or another,
you could jump a resistor across the 2 wires on the
main harness that would normally go to the gear indicator
unit at the end of the shift drum.
As an example. If you wanted to trick the ECU into thinking
that the bike was in, say 4th gear, you would place
a 2.7k ohm between the appropriate wires. Don't call
us and ask any more about it - it's up to you to use
this information as based on facts, rumor, intuition,
wishes and desires......
Also, the resistance values seem to be identical to
the 98-99 GSXR750 - and the 00-02 gsxr750 and the gsxr1000's....
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
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
This Tuning Site has been visited by
people. www.digits.net - the
oldest counting service on the web
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!
Marc
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.
