Fxr 배출 옵션

1989-2000 Harley FXR Fat Cat 2 : 1 전체 시스템.
제품 번호 : 448 31 검정색 32 크롬.
부품 번호 및 지침은 페이지 하단에 나와 있습니다.
1989-2000 Harley FXR Fat Cat.
2 : 1 Fat Cat은 계단 형 헤더 시스템입니다.
머리 부분에 컬렉터에서 1 3/4 "~ 1 7/8"입니다.
머플러가 헤더로가는 곳은 2 1/2 "입니다.
모든 전체 시스템에는 방열판,
볼트 키트, 브래킷 및 배플.
Harley의 SE 가스켓을 사용하기에 가장 적합한 배기 가스켓.
각 배기 시스템은 우리 시설에서 설계되고 다이노 테스트되었습니다.
우리의 테스트는 Harley Tuner 's로 수행됩니다.
모든 파이프는 증가하도록 설계되었습니다.
로우 엔드 토크 및 마력.
성능 향상은 약 8-10 %입니다.
자전거에 적절한 곡조로.
Baffles는 좀 더 조용하게하기 위해 Wrapped 버전으로 제공됩니다.
참고 : louvered 배플의 inter core는 2 1/4 "
유휴 상태에서 모터 바이크는 깊고 붐답.
그리고 성격으로 가득차있다. 배관이 좋을뿐만 아니라,
그것은 라이더를위한 훌륭한 사운드 경험입니다.
참고 : 청색 및 변색.
부적절한 조정으로 인해 발생합니다.
보증 대상에서 제외됩니다.
D & D 성능 배기 시스템.
가까운 코스 경주 용으로 만 설계되었습니다.

DIY 사용자 정의 배기 가스 | Tech.
우리는 빌트 웰의 배출 키트를 사용하여 할리 파이프를 만듭니다.
이 전체 제작 배기 가스는 비용 효과적이며 자전거 용으로 만들어진 일회용 맞춤 파이프입니다.
단어 : 롭 Fortier 사진 : Biltwell.
Dyna / FXR 인기에 대해서도 다루지 않을 것입니다. 그들은 인기가있다, 모두는 그것을하고있다, 다음 주제. .. 단지 Evo FXR 배출 옵션이게된다.
나는 싸구려 였기 때문에 1 세대 Evo FXR을 최근에 들었다. 나는 대리점 파이낸싱을 필요로하지 않거나 케이블 TV 무법자와 비교되어야하는 더 민첩한 통근자를 원했습니다. 1990 년의 FXR은 초소형 주행 거리를 가진 좋은 승용차 친구가 내 차고에 감았습니다. 나는 배기구를 생각하면서 앉았습니다.
기본적인 게으름을 제외하고는, 휴면을위한 주원인은 2 개이었다 : 오래되는 최고 B carb와 결합 된 1 개, 브랜드 / 이름이없는 2-into-1 배기 가스는 쓰레기처럼 흘리지 않았다. 둘, 나는 새 머리글 / 배기구에 많은 돈을 떨어 뜨리고 싶지 않았습니다. 현존하는 머플러가 할 수있는 이상한 크기가 아니었다면, 나는 단순히 배플을 설치하고 그걸로 끝났을 것입니다. 운이 없다. (Bugpack VW stinger baffle을 조작하려고 시도했지만 성능이나 적합성은 거의 없었다.)
그래서 앉았다. 에디터 홀트가 새 배기관을 만들 것을 제안 할 때까지. 오클라호마의 Biltwell과 마찬가지로 빌더의 배기 키트와 새로운 미니 머플러가 나왔습니다. 이제는 자전거와 나의 취향에 맞는 다른 사람이 아니라 내가 좋아하는 배기 가스를 만드는 기회를 얻게되었습니다. 또한 수집가를 없애기 위해 오래된 Super-Trapp 헤더를 사용했습니다. 그리고 DEI 배기 랩은 모든 용접을 "완료"하기위한 시간과 노력을 쏟을 필요없이 저렴한 가격으로 유지하기 위해 드레싱 랩을 사용하여 드레싱 및 절연 작업을 수행했습니다.
나는 나의 지방의 차고 - 건설 친구 (제임스 굿 나잇)를 배출에 관해 원조하기 위해 쳤다 (직업을한다). 튜브 키트, 기존의 배기 장치, 예비 파이프로 우리는 포장을 포함하여 오후에 내가 원했던 것을 채찍질했습니다.
제임스가 수집기를 절단하고 머플러 튜브를 파손시킨 후 Brand-X 배기 가스의 남은 부분은 다음과 같습니다. 후부의 실린더 파이프는 약간 멀리 내 렸는데, 반경은 브레이크 페달에 매우 가깝기 때문에 새로운 파이프 작업은 심미적 인 필요성과 기계적 필요성이 섞여 있었다.
단어 : 롭 Fortier 사진 : Biltwell.
빌트 웰 (Biltwell)의 새로운 빌더 배출 키트 (Build Builder 's Exhaust Kit)는 상상할 수있는 거의 모든 배기 가스를 생성하기에 충분한 1-3 / 4-inch 튜빙으로 구성되어 있습니다. 16 인치 스트레이트 4 개 (90mm U - 벤드 2 개, 134mm U - 벤드 2 개) Evo, Shovel, Ironhead, Pan 및 STD 헤드 용 플랜지; 2 개의 squish / fishtail 섹션.
단어 : 롭 Fortier 사진 : Biltwell.
Biltwell의 미니 머플러는 다양한 구성 / 크기로 제공됩니다. 모두 천공 된 스틸 배플 (착탈식)으로 유리 섬유 포장으로 포장되어 있습니다. 크롬 또는 무광택 검정 고온입니다. 각 맞춤형 테이퍼는 스탬핑 스틸 강철 걸이 브래킷이 사전 설치되어 TIG 용접이 가능합니다.
단어 : 롭 Fortier 사진 : Biltwell.
손에 쥐고있는 작업 : 파이프 재구성을 파악합니다. 무엇보다 먼저, 뒤쪽 파이프를 집어 넣고 중간 컨트롤 브레이크 페달을 꽉 눌러서 "유기농"(그 용어를 사용해야했습니다!) 동안 모든 것을 뒤집어 썼습니다.
단어 : 롭 Fortier 사진 : Biltwell.
언급 한 바와 같이, Builder Kit에는 다양한 적용을위한 실린더 헤드 플랜지가 포함되어 있습니다. Evo 끝단은 기존 파이프보다 훨씬 낫습니다. James는 짧은 길이로 뒷부분을 시작했습니다.
단어 : 롭 Fortier 사진 : Biltwell.
그러나 프론트는 머리에서 똑바로 쳐 내리고 꽉 조여졌으며 콘 커버 아래의 종단 부분은 그대로 있어야했습니다.
단어 : 롭 Fortier 사진 : Biltwell.
헤드에 플랜지 스터브를 설치 한 James는 임시 변압기를 사용하여 첫 번째 벤드를 압착 용접했습니다. 다음과 같은 전이가 기본 튜브의 각도 위치를 결정하는 데 도움이되도록 테이프로 고정되었습니다.
단어 : 롭 Fortier 사진 : Biltwell.
풍부한 튜빙 사용에 대한 좋은 점 : 페달 클리어런스를 고려하지 않았을 때 적절한 트랜지션을 추가하여 트랜지션 벤드를 앞으로 움직였습니다.
단어 : 롭 Fortier 사진 : Biltwell.
여유 공간을 제공하면 프론트 파이프를 지나치게 반경을 이동시켜 (측면에서 직접 볼 때) 시각적으로 나쁜 것으로 끝나지 않았습니다.
단어 : 롭 Fortier 사진 : Biltwell.
낡았 던 것에서 옮겨 졌던 새로운 배출의 또 다른 외관 : 정리를 위해 양쪽 파이프를 수평과 약간의 프레임 레일 (수직으로 쌓아 올리는 것에 반대하는 것) 위의 약간의 높이로 유지해라.
단어 : 롭 Fortier 사진 : Biltwell.
머플러 섹션에서 이상한 모양으로 평평하게 된 오래된 파이프가 다른 파이프에서 수집기를 청소했습니다. 이 것이 선호 된 2 인치 콘센트로 바뀌 었습니다.
단어 : 롭 Fortier 사진 : Biltwell.
관련 | 더 빌트 웰.
Biltwell 머플러를 용이하게하기 위해 슬립 튜브 스터브가 추가되었습니다. 기존 아이솔레이터 행어 마운트는 일단 수정되면 재사용됩니다.
단어 : 롭 Fortier 사진 : Biltwell.
모든 압정 용접 솔리드, 최종 용접을위한 준비가 완료되었습니다.
단어 : 롭 Fortier 사진 : Biltwell.
제임스 TIG가 전체 헤딩을했는데, 휨을 피하기 위해 짧은 섹션을했습니다. 파이프가 감겨지기 때문에, 우리는 (모든) 용접 조인트를 "마무리"하는 데 시간을 낭비하지 않았습니다.
단어 : 롭 Fortier 사진 : Biltwell.
추가 보험을 위해서만, 수집가의 밑면이 모여있었습니다.
단어 : 롭 Fortier 사진 : Biltwell.
일단 용접되면, 배출 가스는 DEI의 검은 색 배출 랩으로 단열되기 전에 고온도 흑색 페인트로 칠되었다 (카운터 녹을 돕기 위해).
단어 : 롭 Fortier 사진 : Biltwell.
포장재를 감싸는 방법이나 팁이 다를 수 있습니다. 우리는 먼저 섬유 유리 재료를 섞어서 (집어 넣지 않고) 수집기에서 각 섹션을 시작하고 위로 올라가 머리 프랜지에서 끝나기 시작했습니다. (유리 가려움증이 아닐 경우 라텍스 장갑을 착용하십시오.)
단어 : 롭 Fortier 사진 : Biltwell.
그 결과는 그와 같은 것입니다. 랩이 여전히 습한 상태에서 엔진을 가동시켜 재료를 가열하고 글자 그대로 파이프에 베이킹합니다 (가능한 경우 적절한 호흡 장치로 통풍이 잘되는 곳에 보관하십시오).
단어 : 롭 Fortier 사진 : Biltwell.
우리의 크롬 도금 미니 머플러는 처음에는 Biltwell의 새로운 알루미늄 클램프 중 하나를 사용하여 고정되었지만 후면 탭 장착 상황을 파악했습니다.
단어 : 롭 Fortier 사진 : Biltwell.
가장 예쁜 것은 아니지만 지금은 할 것입니다. 고무 절연체의 상단 장착 구멍을 아래쪽 스윙 암 브래킷 볼트에 직접 부착하기 위해 간단히 튀어 나오게했습니다. (우리는 나중에 이것을 readdress 할 것이지만, 현재는 ...)
단어 : 롭 Fortier 사진 : Biltwell.
모든 검정색 외관은 크롬 수류탄 머플러를 고온 코팅 된 것으로 교체하여 수행되었습니다. 스톡 모터를 사용하면 더 작은 머플러가 흘러야하며 기존 오픈 헤더가 부족한 배압을 제공해야합니다. 그리고 반짝이는 부서 (음수가 아님)가 부족함에도 불구하고, 새 구성은 훨씬 나아졌습니다.
단어 : 롭 Fortier 사진 : Biltwell.
더 많은 이야기.
이 사이트에 소개 된 많은 제품이 편집자 선정되었습니다. Street Chopper는이 사이트를 통해 구입 한 제품에 대해 금전적 보상을받을 수 있습니다.
streetchopperweb는 Bonnier Corporation의 사업부 인 Cruiser Network의 일부입니다.
저작권 및 사본; 2017 Street Chopper. Bonnier Corporation 회사. 판권 소유. 허가없이 전체 또는 부분 복제가 금지됩니다.

OG THRASHIN 스테인레스 스틸 2> 1 Xhaust Dyna / FXR.
재고 있음, 배송 준비 완료!
못 밑의 파이프가 위로 젖혀 져서 더 이상 모서리에 긁히지 않습니다.
리어 헤드 파이프의 방열판으로 바지 다리를 태우지 마십시오. 우리는 모두 운동했습니다.
우리가 시장에 나온 다른 제품들과 충돌 한 버그. 스타일 및.
성능을 유의하십시오. Tass는 Bassani Xhaust에 의해 AMERICA에서 용접되었습니다.
풀 스테인레스 스틸 2 & gt; 1 콜렉터 시스템, 2 피스 시스템.
'91 - 현재 Dyna Glides (Floor Boards와 Lowrider S Mid Forward 스위치 백 포함) 및 '84 -2000 FXR '을 포함합니다.
T - Sport 가방과 Switchback 가방을 포함한 대부분의 가방을 지 웁니다.
산소 센서 포트 및 플러그.
4 "다이아 메가폰 머플러, 스테인레스 스틸 엔드 캡.
후방 실린더 열 차폐 및 장착 브래킷 포함.
세련된 옵션 표시 폴란드어 & amp; 블랙 세라믹.
* 면책 조항 : 모든 POLLUTION CONTROLLED MOTOR VEHICLES에 대해 캘리포니아 주에서 판매하거나 사용하기 위해 합법적이지 않습니다.
면책 조항 : OEM 배출 가스 관련 장치의 성능을 변경하지 않고 다운 스트림에 장착되는 슬립 온 머플러뿐만 아니라 OEM 비 배출 제어 시스템 장착 오토바이의 배출 관련 부품은 캘리포니아 대기 자원위원회 탄수화물). 그러나 CARB는 CARB의 인증을받은 경우를 제외하고는 폐회로 경주 용으로 만 사용되는 경우를 제외하고는 OEM 배출 제어 장치를 제거하거나 변경하는 애프터 마켓 부품을 사용할 수 없습니다. 더 많은 캘리포니아 배기 가스 정보는 arb. ca. gov/에서 볼 수 있습니다.
이 컬렉션에 더 많은 정보가 있습니다.
당신도 보았습니다.
저희에게 연락하십시오.
InfoThrashinSupply 전화 번호 818-626-8350 주소 9027 Canoga Ave Unit M, Canoga Park CA 91304.
정보.
우리와 함께 쇼핑하십시오.
우리의 메일 링리스트에 가입하세요.
월간 특별 상품 및 신제품 정보를 받으려면 가입하십시오!

Fxr 배기 옵션
실제 세계 튜닝 패키지.
RSR 공기 연료 비율 게이지와 The TTS MasterTune으로 전체 LSR 2-1 배기 가스를 주문하면 총 가격에 $ 75.00 할인이 적용됩니다. 과도기와 넓게 열린 스로틀을 평가하기 위해 실제 세계에서 운전하는 동안 관찰 할 수 있습니다. 실제 dyno 튜닝에서는 정확한 피드백을 얻기 위해 하나의 "사이트"즉로드와 rpm의 교차점을 확보해야합니다. 그래서 Superflow 엔진 다이노가 단계 테스트를하는 것을 보았습니다.
문제는 이러한 공기 냉각 엔진에서 열이 일어나고 델파이 ecm의 숨겨진 코드가 변경되기 시작한다는 것입니다. 엔진이 너무 많이 가열되기 전에 실제로는 하나의 와이드 풀 (throtte pull)과 1 rpm 사이트를 수행 할 수 있습니다. RSR 밀리 초의 빠른 RSR 연료 비율 게이지를 사용하여 맵에서 실시간으로 맵을 타고 난 후 TTS로 실제 데이터를 기록하는 것이 가장 좋습니다. 타고있을 때의 실시간 모니터링은 과도기, 가속 첨가제 및 와이드 오픈 스로틀을 평가할 수있는 유일한 방법입니다. 당신이 정상적으로하는 것처럼 현실 세계의 모든 공기와 도로에서.
사람들은 RB 레이싱에 대해 새로운 할리 모터에 대한 LSR 2-1 배기 시스템을 공개하는 것에 대해 계속 묻습니다. 음, 우리는 증가 된 압축과 변위를 고려한 새로운 머플러 디자인으로 고정되어 있지만 일부 사항이 해결 될 때까지 아무 것도 공개하지 않습니다. 사람이 뭐라 할지라도 이것은 배기 가스를 바꾸는 데 어려움을 겪고 돈을 벌기 위해 단순히 옆에있는 지점에서 밸브 조절 장치와 캠 샤프트를 잠글 수 있도록 압축 된 많은 배기 가스 설계 엔진입니다. 모든 배기 가스 제조업체는 $$$을 원합니다. 우리는하지 않습니다. 우리는 실질적인 이익을 얻을 때 그들을 풀어 놓을 것입니다.
테스트를 통해 상당한 변화를 가져 오려면 2-1 배기구와 함께 캠 변경이 필요하다는 사실이 입증되었습니다. 계속해서 $ 500.00 에어 클리너와 $ 700.00 몬스터 슬립 온을 구입하십시오. 경제를 계속 지키십시오.
물이나 기름 냉각에 대해 그들이 말하는 것과 상관없이 여전히 공랭식 45도 V-Twin입니다. BTUs는 BTUs입니다. 현재 EVO 또는 Twin Cams보다 수정의 측면에서 유연성이 떨어집니다. 또 다른 비싼 퍼즐. 아직.
위 : Milwaukee-8 배기량 LSR 2-1, 00-1306 Pro Stock Challenge in 2 "."정말 큰 경주 배기 "를 원했던 고객을 위해 듀얼 코트 블랙 세라믹으로 코팅 됨. 딜러 레벨에서 cnc가 머리, 카메라를 운반 함 더 큰 보어 키트는 최대 130 마력입니다 .80 "EVO는 175에서 200F의 오일 온도로 약 58 HP로 300 ° F의 온도에서 열리는 것은 놀라운 일이 아닙니다.
00-1393 재고 있음 45도 M-8 : 2 "듀얼 코트 블랙 세라믹 / 블랙 쉴드 사용.
00-1395 재고 있음 +5 "슬래시 컷 M-8 : 2", 듀얼 코트 블랙 블랙 세라믹 / 블랙 실드.
00-1397 재고 있음 LSR 2-1 블랙 홀 M-8 : 2 "듀얼 코트 블랙 세라믹 / 블랙 실드.
2018 Softails : 바닥 판 모델; Softail Slim, Fat Boy, Softail Deluxe, Heritage Classic.
2018 Softails : 포워드 컨트롤; 팻 밥, 브레이크 아웃.
고객은 "안녕하세요, 배기 가스 및 AFR 게이지가 몇 주 전에 도착했고 시간 제한에 대한 B / C가 어제 도착했습니다. 이제 막 30 마일 빠른 속도로 첫 번째 주행에서 돌아 왔습니다. 새로운 구성 요소. 여기 내 첫인상이있다.
약속 된대로 내 FXR의 1 파이프에 새로 설치된 RB 2의 사진이 첨부되어 있습니다. 믿거 나 말거나, 이 자전거는 1999 FXR3 (녹색 불꽃)으로 시작되었습니다. 나는 그것을 시계의 1,600 마일과 함께 2009 년 주식 양식으로 미리 구입했습니다. 지금, 남아있는 유일한 재고 구성 요소는 좌석입니다 (실제로 2 피스 힌지 & 래치 셋업으로 수정 됨), 클러치 & amp; 브레이크 레버, 브레이크 페달 및 일부 퓨즈 및 배선. 나는 작년에 내가 최근에 가까운 FX FX3를 구입 한 것에 대해 너무 죄책감을 느꼈다. 저것을 완전하게 비축하기 위하여가는. 바쁜 / 산만 한 배경 잡음에 대한 사과. 그 badass 찾고 파이프에서 너무 많은주의를 산만하지 않기를 바랍니다. 다시 한 번 감사드립니다!
고객은 다음과 같이 말합니다 : "이 일을 사랑하고, 비늘이 부서진 개처럼 뛰고 멋지다. 98 마리의 조랑말을 낳는다." 2012 년에 판매되었습니다.
2017 Dyna Low Rider S 듀얼 코트 블랙 세라믹 LSR 2-1 완전 방열. 00-1390, B 스타일, 2 인치 기본.
고객은 "Gene (Gen Thom ason Racing 1-310-704-4544)은 TTS 150 캠을 넣었는데, 이것은 훨씬 부드러운 로우 엔드 출력 곡선을 제공하며, 오늘 아침 Superflow CycleDyn dyno에서 104/126을 끌어 올렸습니다. .
Dyno Jet은보다 정확한 Superflow CycleDyn보다 약 10 % 높은 (114hp) 수치입니다. 게시 된 주식 수치는 80 마력 범위입니다.
RB Racing에서 테스트를 위해 프로토 타입을 작성했습니다. 2 "B 스타일, 슬래시 컷. 서비스 및 액슬 제거를위한 완벽한 액세스.
Dyna Low Rider S LSR 2-1 슬래시 컷 2 ", 듀얼 코트 세라믹 블랙의 00-1390, 전면 4 개의 방열판 (1), 후면 (2), 콜렉터 00-1390. 빌릿 가스켓, 빌렛 크롬 플랜지 및 클립 또한 4 개의 배기 너트와 4 개의 여분의 배기 너트가 제공됩니다. 열 차폐를위한 블랙 호스 클램프, 이중 12mm O2 센서 포트.
고객은 다음과 같이 말합니다 : "빠른 Harley! Revs와 같게 들립니다. 자전거를 아는 사람은 즉시 엔진이 더 좋은 스로틀 반응을 보임을 즉시 알 수 있습니다. 스로틀의 한 스윕은 부러워 할 정도로 빠릅니다. 가속도가 부드럽게 감속하는 것에 의해 칭찬된다. 순항하고있는 양은 이전에 자전거 위에 있었던 V & amp; H 슬립 - 온보다 다소 조용하다. 크롬은 결함 없다. 설치 브래킷은 형태, 적합성, 기능면에서 완벽하며 모든 것이 느슨한 손으로 느슨하게 이루어집니다 설치를 강제하거나 서두르지 않으면 불만없이 완료 할 수 있습니다. 파이프와 동시에 듀얼 AFR 미터 TTS MasterTune으로 쉽게 튜닝 할 수있는 방법을 상상할 수 없습니다! 43 mpg를 유지하면서 실제로 튜닝과 파워를 향상시킬 수있었습니다. 감사합니다! Ryan "
00-1316 LSR 2-1 RSR 이중 공기 연료 비율 게이지 사용.
고객은 다음과 같이 말했습니다 : "마침내 2014 FXDL을 dyno로 돌아 보았습니다. 이 103 개의 모터 모터가 조정 된 후에 거룩한 crp! 당신의 파이프는 열 때까지 미친 듯이 조용 해졌고, decel pop은 99 % 사라졌습니다. 엄청나게 감동했고 나는 가스를 불 때 멈출 수 없다. 너를위한 dyno 번호는 없지만, 내 튜너는 "자전거를 타고 dyno를 175 마일로 돌렸다"고 그의 말을 들었다. 내 미래에 다른 파이프를 설치하지 말자!
1996 Wide Glide.
고객은 "늦은 ​​모델 Dyna & C & # 8220; Style LSR 2-1 Exhaust와 함께하는 나의 1996 Dyna Wide Glide는이 배기 가스의 정밀성과 품질에 완전히 만족할뿐만 아니라 더 행복 할 수 없었습니다. Wasn & Floor Boards를 가지고 있기 때문에 그들이 어떻게 맞는 지 확신하지 못했고 자전거에 장착하기가 어려웠다 고 들었습니다. 소리는 상상했던 것보다 훨씬 좋으며 HorsePower의 증가는 이제이 새로운 엔진을 제공합니다 내가 기대했던 것 이상으로 내 기대치를 뛰어 넘는 파워 밴드. 내가 타고있는 곳. 외모와 칭찬이 아주 많다. "대단히 감사합니다. 대니." 00-1059.
고객은 "안녕하세요 제 이름은 새미 Z입니다. 몇 달 전에 여러분으로부터 LSR 파이프를 구입했고 지금은 그것을 던질 수있는 기회가 있었고 사람은 그것을 사랑합니다. 이 파이프를 만드는 데 사용 된 기술은 다음과 같습니다. 두 번도 없었습니다. 내 자전거에서 뛰었던 최고의 파이프입니다. 배관에 많은 사람들을 감사 드리며, 다시는 당신과 사업을 다시 할 것입니다. "
고객은 "단지 당신을 생각 나게하고 싶습니다 ... 나는 스피드에 대해 당신의 순결을 깊이 사랑합니다. 우리 중 많은 사람들이 개별적으로 궁극적 인 목표를 향해 도달했으나, 가장 중요한 단어에 대해 어느 정도 감당할 수있는 정도까지 도달했습니다. 귀하의 사이트에서 내 자전거를 기억할 필요가 아니라 오히려 당신이 원하는 것을 얻는 모든 사람들을 기억할 필요가 있습니다. 우리를위한 갤러리를 만드십시오. Ken "
00-1228 C 스타일 45도 회전.
고객은 다음과 같이 적었습니다. "모든 사람들은 파이프와 그 마운트를 주식 FXR에서도 견디기가 어렵다는 것을 알고 있습니다.
이 00 FXR4에는 S & amp; S 107이 포장되어있어이 파이프를 얻을 때 내 문제가 끝났고 그 중형 펀치를 발견했습니다!
잘 했어 RB 레이싱 파이프 신들, 아주 잘 했어! 고마워, 래리. "
00-1010 in Dual Coat Black Ceramic with Chrome Heat Shields. 이 일에 많은 일을했습니다.
사양 : 할리 데이비슨 2000 FXR4 :
계획 : 동해안의 모든 쿠키 컷 배거 (bagger cuter bagger)와 조화를 이룬 고성능 오토바이는 라인업에서 선택하기가 힘들며 39 포드 쿠페 형 오토바이가 오토바이로 바뀌었고 잡히지 않았습니다.
BST 탄소 섬유 휠, 19X2.5 프런트, 17X4.5 리어, BST 세라믹 베어링, 더러운 세관, 미쉐린 스코어 타이어, 120 프론트, 150 리어, 림 및 타이어 크기.
V-로드 하부 포크, 프론트 펜더 전방 및 후방 브레이크.
Wide Glide 49mm 포크 튜브.
Ohlins 카트리지 내부 부품.
예상 LED 조명의 약 15,000 루멘.
스피드 딜러 그레네이드 그립.
백 야드 포팅 및 튜닝을 갖는 S & amp; S (107). (190 CCP)
Carlini Torque arm.
합금 아트 프론트 모터 마운트.
사이클 전기 3 상 50 amp.
Dyna 2000i 점화.
Dustin Dippert FXRcartel SS 링키지.
주식 기어링 1 인치 벨트 줄이려고.
07 경찰 FLH 스윙 암.
CCE 스윙 암 개장 용 키트.
글라이드 프로 부싱.
조율 된 작업 빌릿 후방 충격.
Black Hills Billet의 맞춤형 후면 LED 조명.
NOS FXR Cop 가방.
HD 다이아몬드 백 시트.
Steve Cheverie의 맞춤형 데칼.
고객은 "제품에 대한 감사의 말을 전하고 싶습니다. 현지 HD 상점에서 dyno로 자전거를 가져 왔고 주문이 만족 스럽다고 말하고 싶습니다. 집에서 파이프를 전혀 설치하지 않았습니다. 네가 그 일에 전혀 관심이 없다면 나는 내 dyno 시트를 인쇄 해 놨니?
그렇지 않아. 너무 많은 변수. 현실 세계가있는 곳입니다. 00-1317 블랙 세라믹 열 단열재와 함께.
고객은 "나는 아직 모터가 고장 나서 아직 재미가 없지만 자전거는 달리고 소리가 훌륭하다. 엔진은 Ultima 120. 건배, 스티브."
듀얼 코트 세라믹 블랙의 00-1013.
고객이 쓴 글 : "파이프 덕분에 끝내 준다". 00-1010 LSR 2-1, B 스타일, 방열판 포함.
고객은 "감사합니다! 내가 전에 마일 중 하나를 설치 했어야했는데 성능이 좋고 사악 해 보였습니다! 다시 한번 감사드립니다."
고객은 "이 파이프는 점점 더 좋아지고 있습니다! 처음에는 사람들이 놀랐다. 그리고 나서 그들은 그것을 듣고 더 깊은 인상을 받았고, 이 위대한 파이프 덕분에 또 다른 회사를 생각하지 않을 것입니다!"14, FXDL. 감사합니다. 감사합니다. "
2008 년 Harley Davidson FXDL, Screaming Eagle CNC 이식 헤드, Woods 555 캠 및 놀라운 RB 레이싱 배기. 조 "
00-1316 LSR 2-1, C 스타일, 회전 45 ° 회전, 3 개의 방열판이있는 크롬. 우리는 "와우 !!" 좋은 뜻. 이 자전거에서 자세하게 작동합니다. 철 말을위한 가죽 고삐. 끊지 마. 퓨어 고.
고객이 쓴 : "사진은 요청대로. 파이프를 사랑하고, 완벽하게 맞으며, 훌륭한 성능을 보여줍니다. 감사합니다, 카메론."
B 스타일 다이나 .. 쏴 버려.
고객은 "2013 년 다이나 와이드 글라이드는 lsr과 함께 2-1입니다. 파이프의 품질은 뛰어납니다. 사운드는 위대한 괴물입니다. 정말 짖어 요! 내 의견으로는, 그것은 아주 독특한 깨끗한 사운드를 가지고 있습니다. 나는이 파이프를 모든 사람들에게 강력히 추천합니다. 훌륭한 제품을 가져 주셔서 감사합니다. "
00-1310 B 스타일 늦은 모델 Dyna, 세라믹 4 개의 열 실드가있는 검은 색. 회전 각도는 45도 이상 회전합니다.
고객이 쓴 : "세계 최고의 파이프! 좋은 소리와 큰 파워 점프 .4 학년 수준을 읽었을지라도 설치가 용이합니다. 하하. 고맙습니다. 할리에게 모든 RB 레이싱 배기 시스템이 있습니다. 그것." JPM USN.
00-1319 2 "회전 45도 회전 방열 장치 없음 뒤 파이프 중간에 파이프가 미끄러 져 앞 파이프가 콜렉터 안으로 미끄러 져 3 포인트 솔리드 마운트 해제.
새로운 FXRT 배기.
우리는이 1984 FXRT를 꽤 많이 사들 였기 때문에 이것을 빌 렸습니다. 우리는 새로운 LSR 2-1 "C"스타일 배기 가스를 디자인하는데 사용했습니다. 이는 현재 제공되는 5 가지 제품 범위에서 제공 될 예정입니다. FXRT는 요즘 드문 일종입니다. 오랫동안 그렇지 않았기 때문에 사람들은이 "Sports Tourer"대신에 Dressers를 사려고했습니다. FXRT는 표준이 아닌 마루판을 가지고 있으며, 클러치 케이블이 왼쪽 주위로 오는 이전 스타일의 5 단 변속기입니다. 우리는 모든 새로운 마운트 및 설비를 설계해야했습니다. 우리가 3 포인트 전달 산을 제공하는 것에 따라 주식 리어 고무로드 마운트는 사용되지 않는다. 할리는 나중에 모두 산산이 부서지는대로 주님을 버렸습니다.
이것은 완성 된 부분입니다. 요즘에는 깨끗한 FXRT를 찾기가 어렵습니다. 이것은 매우 깨끗합니다.
00-1384 LSR 2-1 슬래시 컷, C 스타일, 1 3/4 "이 가장 일반적입니다.
FXRP. 블랙 세라믹.
고객은 다음과 같이 덧붙입니다 : "나는 파이프가 잘 제작되었다고 말해야 만합니다. 대부분의 파이프 제조사는 내 자전거를 등록하지 않았습니다. 오늘 도로에 자전거를 가져 왔습니다. 비교할 때 털이없는 함정. 소리에 관해서는, 그들에게 깊은 목 말라있는 노트가 있습니다. 한 달에 2000 마일의 여행을 떠나면, 성능 차이에 대해 더 나은 느낌을 갖게 될 것입니다. RPM은 기존 파이프보다 유휴 상태에서 약 200 증가했습니다. 척 "
FXR이 이미 있다면 두 가지를 얻을 수 있습니다. 이것은 위에서 그린 FXRT의 동반자 자전거입니다. Painter Joe는이 자전거에서 일합니다.
고객은 "Sturgis에 파이프가있는 BLAST를 가지고 있습니다 .. Rode 1800 miles out and mill here. Sturgis에서는 파이프가 완벽하고 많은 사람들이 사진을 찍습니다. Bel Fourche SD의 Stone house saloon에서 파이프가있는 자전거입니다. sturgis와 악마 타워 사이의 WY. 그것을 좋아해라. 그러면 이번 여행 동안의 특별한 특별 한 돌진에 감사드립니다. 당신의 사람은 흔들어 움직인다. 그리고 SK는 당신의 파이프를한다. 진심으로 John "
고객이 쓴다 : "내 자전거 사진은 파이프를 제외하고는 특별한 것이 없다. 메가 플로, 크레인 htc 296 캠, hpi 55mm t 몸체 및 10.7 : 1 압축에서 짐에 의해 수행 된 110 개의 헤드가있는 113 개의 블록. 체인 드라이브와 다이아몬드 터미네이터 클러치에. 파이프를 좋아하고 멋진 소리. 나도 dyno 시트의 사진을 보냈습니다. 훌륭한 서비스와 위대한 파이프에 대한 감사의 말을 전하고 싶습니다. 다시 닉에게 감사드립니다. "
00-1320 2 인치 실버 세라믹 Dyna LSR 2-1.
고객은 "마지막으로 우리 자전거의 LSR 파이프 사진을 보내고 있습니다. 내 아내의 초록색 저 라이더는 내 낮은 라이더를 위해 1999 년에 구입 한 첫 번째 파이프가 있습니다. 이 파이프는 현재 60,000 마일이 넘습니다. 스톡 피스톤 88ci SE204 캠 76HP & 89TQ. 47,000 마일 이상으로 2005 년에 구입 한 내 푸른 Wide Glide3의 파이프는 95ci의 10.3 피스톤과 111HP 및 106TQ의 모든 제품이이 파이프의 품질과 성능에 대한 정보를 제공합니다. 배관의 모양과 소리에 대해 항상 긍정적 인 의견을 표합니다. 새로운 CVO 도로 두발을 구입하여 곧 파이프를 부르 겠습니다. 감사합니다. Larry & Kim ".
고객은 "파이프를 사랑해."고마워. Carl "00-1317 Black Ceramic.
자동차 내부의 자전거.
고객이 쓴다 : "귀하가 귀하의 페이지에 이것을 게시 할 수 있다면, 1989 년 Harley fxrs와 121TP Motor".
고객은 "적절한 포장으로 인해 파이프가 멋지게 나왔지만 Dyno는 아직 나오지 않았지만 흐르는 양 때문에 눈에 띄는 게인을보고 있습니다."12-15 % 더 많은 공기 "조정하기 쉽고 계속 잡아 당깁니다. 곤봉".
영국 2009 다이나 와이드 글라이드 커스텀.
RB 레이싱 팀. AR Harley & amp; 영국의 아들들 RB Racing LSR 2-1 내 Dyna Wide Glide 커스텀 프로젝트를위한 C 타입. 자전거가 멋지게 나왔습니다. 그림을 좋아하길 바랍니다. 자전거가 곧 여러 웹 사이트에 게재 될 예정이므로 영국에서 더 많은 문의를 받으실 것입니다. 친절히, 안토니. "
00-1316 크롬 45도 회전 LSR을 끈다 2-1.
S & S 113, 지방 5 변속기, FXR.
프로토 타이핑이 끝나지 않습니다. 이 경우에는 고객이 113 인치 S & S 엔진을 주문 제작 된 Jim 's Fat 5 변속기와 함께 사용했습니다. 우리는 표준 00-1013 B 스타일 슬래시 컷 FXR 파이프가 결코 맞지 않을 것이라고 말했고 자전거를 가지고 가져 가야 할 것이라고 말했습니다 하나는 "자전거를 타고".
클러치 케이블과 프레임이 허용하는 범위 내에서 파이프를 밀어 넣고 브레이크 페달을위한 공간을 남겨 둡니다.
젠장, 끝나지 않아. FXR이 큰 경우 배기 시스템이 있습니다. 변속기 마운트. Jim 's Fat 5는 정확히 "FXR std"가 아니기 때문에 늦은 모델의 Dyna 전송 마운트를 사용해야했습니다. 더 넓습니다. 게다가이 고객에게는 사물을 훨씬 더 복잡하게 만드는 일종의 뒷바퀴 / 변속기 안정 장치가 있습니다.
파이프가 함께 결합 된 후 맞춤형 고정물이 만들어집니다. 이 2 "배기 가스는 흑색 열 실드가있는 블랙 세라믹 마감 처리되어 있으며, 수퍼 리터 디스크가 헤더 랩으로 싸여있는 Supertrapp 1 3/4"을 대체합니다. 자전거는 LA에서 뉴욕까지 운전 될 것입니다. 젠장, 끝나지 않아. FXR이 큰 경우 배기 시스템이 있습니다.
2009 103 "Fat Bob.
고객은 "약속대로, 여기 사진이 있습니다 (마침내!) 2009 Fat Bob, 103 c. i.Wood Night Prowler TW6-6 Cam."
00-1312, LSR 2-1 슬래시 검은 색 세라믹 열 실드가있는 검은 색 세라믹을 자릅니다.
2006 년에서 2009 년 Dynas. 듀얼 O2 포트.
할리는 새로운 모델에 대해 많은 것을 바꿨습니다. 우리는 듀얼 오 센서, 새로운 프레임, 수정 된 6 단 변속기 등을 고려하여 2006 시스템을 프로토 타이핑하고 테스트 해 왔습니다. 우리는 또한이 자전거를위한 새로운 계측 패키지를 테스트 해 왔습니다.
사진은 열 방패가있는 크롬의 00-1317 슬래시 컷입니다. 변경 될 수 있었던 거의 모든 것이 페인트와 엔진을 제외하고이 자전거에서 변경되었습니다. 다음은 무엇인지 추측 해보십시오. Longshoremen에 의해 보호 받는다.
세라믹 블랙. 듀얼 코트.
고객은 "안녕하세요, 약속대로, 여기에 새로운 배기 시스템 사진이 있습니다. 훌륭해 보이고 소리가 잘납니다."
2 개의 세라믹 블랙 방열판이있는 세라믹 블랙. 00-1225 45도 회전.
새로운 다이나스 (Dynas), 즉 2006 년까지 오일 필러를 이전 했으므로 "C"스타일은이 기간 동안 다릅니다. 우리는 앞쪽과 뒤쪽 파이프를 미끄러지지 않도록 미끄러 뜨립니다. 오래 갈 길이 멀지 않지만 10 년 전에 FL 시리즈를 시작한 이래로 파이프 균열이 없었습니다. 00-1317 1 3/4 "스타일 C 슬래시 컷 변속기 장착.
LSR 2-1이 다운되었습니다.
LSR은 호주에서 고객에게 직접 2-1 배기 가스를 보냅니다. 중매인은 항상 물건을 팔고 싶어하지만 실제로 물건을 사지는 않습니다. 그들이 할 때, 가격은 하늘 높이 간다. 그리고 그들은 영원히 기다려야하는 고객을 위해 틀린 부품을 주문한다. 레이어가 너무 많습니다.
나중에 6 년.
고객 기록 : "6 년 전, 95 CU (배럴, 헤드, 피스톤, 캠 등)로 S & amp; S 키트를 재 조립 한 2000 년 Superglide FXD (트윈 캠) 용 배기 파이프 1 개를 구입했습니다. 등등.) 오늘날 파이프는 당신이 광고하는 것보다 더 잘 작동하고, 아름답게 보이며, 내 친구들의 자전거보다 소리가 잘납니다. 저는 자전거와 함께 최고의 배기 옵션을 선택해 주셔서 감사합니다. 당신과 RB 레이싱 팀. 마이클 스미스. "
FXR 시험 차량.
우리는 FXR을 좋아하고 디지털 타코미터, GPS 속도계, 듀얼 O2 게이지 및 기어 인디케이터를 사용하여 장비를 계측합니다. 아니, FLHX가 아니야. 1999 년형 FXR CVO2로 시작하여 5 갤런의 FL 탱크를 장착하고 견고한 후륜과 21 인치 전륜을 제거하고 체인 구동으로 변환하여 Hayabusa 스티어링 댐퍼와 LSR 2-1 1 3/4 "B 스타일은 배기 가스를 배출합니다. 우리는 폐 루프 RSR 사출 시스템 중 하나를 주입했습니다.
경찰관이 청색 탱크, 노란 후방 펜더 및 자주색 앞 펜더에 끌리는 것처럼 짐의 사이클 페인팅을 간단한 한 가지 색 구성표에 적용했습니다. 광대 자전거. 화가는 이상합니다. 우리는 단지 짐까지 색을 남겼습니다. 그는 일곱 차례의 시간 F1 챔피언 Michael Schumacher의 Bobber Harley를 그렸기 때문에 그는 꽤 괜찮은 화가였습니다. 짐은 심장 마비로 사망했다. 다른 화가는 사라졌습니다.
Ultimate FXR Turbo.
우리는 단지 물건을 내버려 두지 못합니다. 새 프로젝트.
홍콩 FXR. 브레이크.
고객이 쓴다 : "안녕하세요, 마침내 준비되었습니다! 좋은 소리와 위대한 힘!"안부 인사, Mikael. 00-1011 실버 세라믹. 1 3/4 "B 스타일 FXR, 슬래시 컷.
많은 관례는 정면으로 뒤를 만진다. Beringer Brakes와 함께 "우와!"를 할 수 있습니다. 홍콩에서 온 길.
큰 인치 FXR. 2 "LSR 2-1.
고객은 "FXR에 파이프 사진을 몇 장 가지고 있다고 생각했는데, 자전거를 마쳤으며 1 년 전부터 파이프를 샀다. 그들은 꽤 좋았으며 성능에 만족했다."고 덧붙였다. 그들을 데리러내는 데 모든 도움을주었습니다. " 00-1046 2 "두 개의 열 실드가있는 C 스타일.
마이크 지오 칸 (Mike Geokan)은 FXR 프레임을 1 1/2 "넓히고, 일부 Buell 부품을 추가하고, 높은 압축비의 100"모터를 장착하고, C 스타일 LSR을 2-1 engine and transmission offset. Since Mike is an excellent fabricator he made his own transmission to exhaust mount out of aluminum plate. Mike is usually working on his Bonneville Bullett, but since it was completed he needed a new project. 00-1017 LSR 2- 1, C Style, Slash Cut, in chrome with heat shields.
Customer writes: "Thank you very much. Your pipes look, sound and feel awesome. It was worth the wait." Many custom touches on this one. Lots of work. Pretty much everything has been changed. Most people agree the FXR frame was the best Harley ever made.
Another C Style Slash Cut in Chrome. Some people prefer the C Style even though they have forward controls.
Evo FXD C Style.
00-1059 C Style Turn Out with heat shields. Evo Dyna Forward Controls. Lots of custom touches.
2006 B Style. Blue By You.
Ape hangers are back with a vengeance. Snow clears. Zip up your collar and ride. Go solo. Go Fast. Ride till your knees turn into Popsicles. Stuff newspapers in your Levis. Now you know why they have chaps. Spring is around the corner. Who wants to wait.
Customer writes: "Here's a picture of the RT. The exhaust performs perfectly, and it sounds great! Installation was no problem and the packaging was beyond compare. The only issue I had was the foot brake hit the shield. Not the pipe before I put the shields on. I adjusted the pedal up, (it's a bit high but works). Other than that, I get a lot of compliments on it. Also, it never pulled a wheelie going into 2nd gear before! Thanks again,-Nick".
00-1011 1 3/4" LSR 2-1 B Style Chrome Slash Cut with hear shields. Pedal clearance with heat shields is tight and requires some adjustments or spacing. FXR's came along 20+ years ago and disappeared then reappeared in CVO special order, short run status. Probably the best handling bike Harley made.
Here's a couple of photos of my bikes: the flame 1993 Softail has a 120" Ultima motor, RB LSR 2" pipes, and dynos at the rear 126 hp and 130 ft. lbs. of torque. The little guy is a 1991 FXR Low Rider with an 89" stroker motor, 1 3/4" RB LSR, and dynos at 94 hp and 101 ft. lbs. of torque. I've had these pipes for over six years. Both pipes rock ! They make the best power, and have a deep menacing growl ! Don't forget my new Cloisonne RB LSR tag for the little guy. 감사. Carlos." We sent him a new style tag.
Screaming Eagle Super Tuner. SEST (discontinued)
"SEST" or Greek for the worst written instruction manual we've ever seen. We defy you to figure out how to get various charts and graphs to open and how to get to the advanced versus basic tuning options. We suggest you look around the internet as the manual is of little help.
A few years ago we bought one of these to see what was involved. If you can figure out the software navigation issues and install a map that somewhat matches your bike, you simply ride around, observe the RSR Air Fuel Ratio Meter display and make edits. The tuning is fairly straight forward. Without the Dual Gauge we don't know how you would do it. We just ride.
Harley had to recall these after being fined. They are no longer available.
System Approach to Tuning.
1. LSR 2-1 Exhaust. Proven performance gains.
2. RSR Air Fuel Ratio Gauge. Observe in the real world. Dynos are great but we don't ride them.
3. TTS MasterTune Software. Make adjustments based on observations.
Steve Cole's TTS MasterTune.
Before the Screaming Eagle Super Tuner (SEST) there was the SERT or Screaming Eagle Race Tuner. Acronyms, what would we do without them? Steve Cole was the guy behind the SERT until Harley decided to go with another contractor. 돈. It's always about the money. Since Steve designed the original stuff, this new stuff i. e. TTS MasterTune is easier to use and has one benefit that the "SEST" does not have. You have the ability to save and restore your original calibration. In addition with the Green Analog Interface Model you can log up to four analog channels like Wideband Sensors.
We prefer software solutions to tuning late model efi Harleys and not use any add-on boxes or to replace the entire system with some "self-tuning", throttle-angle based, wide band controller. There are simply too many problems technical-wise with wide band sensors. Stuff they do not tell you about like pressure and temperature compensation issues and sensor latency. You are better off with the OEM O2 sensors. You won't believe this but that's your problem.
One point no one is going to tell you is that Harley has hidden tables that will richen up your injectors if you hold the bike under load, like on a dyno or wide open throttle for any amount of time beyond "x". They don't want you to fool with this. Guess what happens to those people who tune under full load.
We've used both the SEST and the TTS Master Tune. Both work about the same with both based on VE Tables. The TTS MasterTune is a more friendly system and has more features.
USB Tuning cables must be purchased separately. Two versions are available: Specify Cable Number when ordering.
(1) Part # 2000014: 4 Pin J1850 (older bikes). $42.50 list price.
(2) Part # 2000011A: CAN 6 Pin Cable Kit (newest bikes). $42.50 list price.
The Total Cost for a single bike TTS Master Tune (Blue) is $445.00 (tuner no cable). The Total Cost for a TTS Master Tune (Blue) Two Bike Programmer is $645.00 (Tuner no cable).
The Total Cost for a single bike TTS Master Tune (Green) is $595.00 (tuner no cable).
A PDF Tuner Guide explains the operation of the TTS software.
In the late 70's, all through the 1980's and into the mid 1990's we used to spend about 5 months out of every year tuning things. No time for that anymore. It's best that you tune your own bike. add up the hours and write yourself a hot check. Or just pay somebody. We use a Supeflow CycleDyn Dyno and we ride in the real world.
Whenever you look at an exhaust and see it caked in black soot you know the bike is not running or tuned correctly. Back in the mid 1980's we did a carburetor development program for Keihin Corporation for their 41mm CR Race carbs on both Shovelheads and the new Evolution motors. When we were finished the bikes got 56 mpg cruising and 46 mpg if you ran them harder. and after 500 mile tests the pipes were perfectly clean inside and the exhaust ports were dead clean.
If you take the exhaust system off a modern Closed Loop BMW, as we have, you will find them dead clean or whitish inside. Harleys should be the same.
We always ask what mileage people get from their "tuned" or modified Harleys after "Dyno tuning". The universal answer is 37 mpg or less. If they don't know, we ask them if they have to gas at 100 miles. Most do.
Once a customer bought an exhaust from us and took his bike to two different dynos in search of the "117 Hp" he was looking for for his 103. He got 110Hp. After pissing and moaning we told the guy to give us our exhaust back and we found it caked in soot. So much for tuners and their tail pipe sniffers that see lean reversions. They just kept adding fuel. You tell the customer to put on our RSR Air Fuel Gauge to monitor the mixtures F/R in the real world. No, they want a "Dyno Tune". We have dynos. we know what they do and can't do.
Pictured above is the exhaust port from a 2017 Dyna Low Rider S with about 100 miles on it. No soot. Delphi engineers seem to have done a very good job. Looks like the port you would see on a BMW. Now, when your "Tuner" gets finished with it, it will most likely be full of soot. Logic plays no part in people and their toys. EFI is complex. put in different cams, change air cleaners, port the heads and all this goes out the window. Brave new world.
Fuel Injection..A Reality Check.
OEM Harley Delphi Injectors come in various ratings: 3.91 grams/second; 4.35 grams/second; 4.89 grams per second (CVO); and 6.00 grams per second. These ratings are static i. e. shorted open. Pulsed static is about 90% of this i. e. what you could expect if you maxed them out in your ecu calibration software. If you hold them to an 85% duty cycle they, respectively, offer the following horsepower potentials: 105 hp; 117 hp; 131 hp and 161 hp. Now, you can squeeze more out of them by going past 85%, but this is the point where they are still controllable.
We get calls from people building wazoo big engines and they are still running the stock injectors. We suggest you get the right injectors for your engine building projects. We offer a several calculators for those messing with efi systems. Fuel Injector Calculator Professional Injector Pulse width Calculator.
To see what lengths we go to to control 360 hp on turbos take a look at our Road Glide Fuel System.
Bosch High Impedance Racing Injectors rated at 236 hp at a duty cycle of 80%. 9.3 Grams/Second. Used in our Harley Turbo Kits and in big inch motors. Direct insertion into stock fuel rail/throttle body.
Comes with 20 gauge 22759/32 Mil-Spec Wiring Pigtails. $275.00 (pair). 03-1014. In stock shipping.
Band-Aid. Not Needed.
If you have a late model Harley with a Fly-By-Wire throttle you do not need an add-on gizmo. We suggest you get Steve Cole's TTS Master Tune software described above. When purchased with RB Racing exhausts and turbocharger systems we offer a $50.00 discount i. e. $375.00 v $425.00 list. TTS MasterTune allows you to adjust your electronic throttle without the expense of additional add-on devices as well as your fueling and everything else in the Delphi ECU.
New Small (12mm) and Older (18mm) O2 Sensors.
In 2010 FLT/H series went to the new small heated O2 sensors. The Dynas and Softails went to these in 2012 and the Sportsters in 2014.
We are tooled for these smaller sensors on all the newer models. The small O2 Sensor models have a floating ground voltage offset that has a complex scheme that varies the signal to meet emissions purposes. If you think you are going to trick these you are in for a surprise.
You must specify the year of your motorcycle when ordering the RSR Dual O2 Gauge. Models with the small OEM O2 sensors will require two 18mm O2 ports in addition to the 12mm ones to monitor your bike as you ride. Our RSR Dual Gauges will monitor the 18mm high temperature O2 sensors we supply. It is the only method to monitor both front and rear cylinders of your bike as you ride. Real world observations to perfect your tune. Better than a dyno which tends to overheat your motor quickly skewing your tune.
RSR Air Fuel Ratio Gauges. Real World Tuning.
The Mother of all gauges! Not a gauge, but a precision tool that will tell you exactly what your engine is doing in real-time. Gives you instantaneous read-outs of air/fuel ratios from 17:1 to 10.5:1 and indicates maximum power ratios. Four color display is easily read in direct sunlight and automatically dims at night. Waterproof, billet aluminum construction. Your significant other will cheat on you but this gauge will never lie! It won't keep you warm at night, but a perfectly running engine will look and sound the same when you wake up next to it the morning after.
Single RSR O2 Gauge: Reads the front cylinder in non-efi models. It is simply the best way to evaluate the tune of your motorcycle and saves expensive and often inaccurate dyno time. Real world tuning while you ride. Observe and then make adjustments. Mounted permanently. Waterproof.
Mounts. Roll Your Own or Buy One.
The gauges have a center back mount 5/16" x 18 x 1/2" Stainless Socket Head Cap Screw and stainless lock washer. You can fab your own bracket for this or use the 06-1025 hard anodized Billet Mount System for either 1.00" or 1.25" handlebars $49.95. Optional is the 06-1024 two piece laser cut 304 Stainless Steel mounting tabs for either near handlebar clamp or up the handlebar mounting: $9.95.
Since we have been doing closed loop fuel injection systems for Harleys for more than 30 years and have been putting O-Sensor Ports in our exhausts for the same amount of time, we have both single and dual O2 ports for our full range of exhausts. Our RSR Air Fuel Ratio Gauge is the best investment you can make for monitoring and optimizing your engine tune.
All LSR 2-1 exhausts come standard with one or two O2 ports (Sequential EFI models). 18mm or 12.5mm. O2 or Lambda sensors are a necessity for either carbureted or non closed loop efi (Weber Marelli and Early Delphi) Harleys. We should know, as we have a lot of experience with them and have been doing Closed Loop EFI systems since 1989.
The Single and Dual gauges ship with six feet of MIL-W-22759/32 wire. The first 24" is Raychem DR-25 sealed on both ends. If you wish to have a connector at the 24" point there is a $50.00 charge to install either six position (single gauge) or eight position male/female Deutsch DTM connectors with Raychem DR-25 sleeving.
The gauge is housed in a hard anodized round enclosure in a standard 2" format with a 2.250" bezel, center back mount, with a 5/16" x 18 stainless socket head cap screw. The gauge will show fuel ratios from 17:1 to 12.0:1 (or richer). The gauge is visible in daylight and automatically dims for nighttime operation. Only a single L. E.D. illuminates.
Very easy to interpret at a glance. Scale is, left to right, lean to rich: three greens, three yellows, two orange and two red l. e.d. s. You simply cannot "read" spooling digital numbers.
The white arrow indicates the maximum power mixture, the second orange light, which is 13.2:1. Transitory enrichments should not, if the engine is warm (>200F Oil temp), go past the first red light. Readings at the far right side of the scale, the second red light, are simply too rich. Proper closed loop operation will cycle back and forth from green to orange around the center of the display.
It is simply the best way to evaluate the tune of your motorcycle and saves valuable dyno time. Mounted permanently. Waterproof.
Whether your bike is carb or efi this is the best way to tune. By riding and observing, not on a static dyno. Dynos are not exactly real world in terms of loads, airflow, or transitionals, and even if you had a million dollar AC Transient dyno room, you would still have to do real world testing. The gauges are dead accurate and are millisecond fast responding which makes it very simple to interpret or remember, even at a glance, while you are dodging cars watching for cops. We have a Superflow CycleDyn which gives a better real world correlation than other dynamometers but we still evaluate air fuel ratios when riding.
Anyone who tells you optimizing tuning is easy is full of shit. Engineers at Ford say they spend two years just perfecting tip-in or initial throttle openings. Ride, observe. then change or edit. Real world.
Pretty soon Harleys will all be watercooled then you really won't be able to tell the difference between Milwaukee and Hammatsu. "The Man" will be sniffing your butt and planting microchips and gps modules up your ass so they can mail you a speeding ticket and keep track of your movements. They already have data recorders on your car so they know what you were doing when the biggie happened. Brave new world. Monitor your engine to get the most out of it before the NSA monitors your tail pipe.
Customer writes: "When the gauge arrived I knew it would be of a very high quality, it has far surpassed my expectations. I was very eager to get this installed and take a look at my tune. Amazing to see how little adjustments on the carb effect the AFR. As a result of this gauge, I have dropped one size on the low speed jet, raised the clip on notch and confirmed the main jet on my Mik48. Thank you, I really like this gauge . Ed"
"Just wanted to follow up with you. This AFR gauge is a game changer. I think the tune on this bike is just about perfect, or as perfect as a one can get with a carb. I have every needle, main and idle jet available for the Mik48 and think I used everyone of them chasing the tune. Now with everything dialed in, warm idle will flicker between the orange and red light, cruise is at the left orange light and hard acceleration toggles between last orange and first red. Plugs look terrific, bike starts first thing in the morning without any choke, while riding around town the lights are relatively stable, some moving around but not much. Again, I couldn’t be happier with how this gauge works.
Wideband O2 Adaptations.
Systems that typically use Bosch LSU 4.2/4.9 wideband sensors for self-tuning have a built-in problem. First, the "map" has to be correct before any of this self-tuning takes place. Secondly, the real issue is the sensor response time, i. e. the time it takes the sensor to stabilize, and for the ecu to make a corrected output. No matter what they tell your there is a significant delay between the reading and the correction, during which time the engine will be at another rpm/load site . This can be on the order of 980 Ms for the Bosch sensors which is why, in dyno testing, they use step tests for a number of seconds, letting the engine stabilize at specific load/rpm points, before any measurements or changes can be done. Constantly rewriting RAM locations with "corrections" on the fly is never going to be correct.
The OEM narrowband Delphi system actually works twice as fast at 500 Ms and the map, as delivered by Harley, is correct. The Delphi ecm has the ability to adjust about 20% in small increments (block learn multipliers) to factor for air cleaners slowly getting dirty etc. It already is self-tuning except at wide open throttle.
Digital Gear Indicator and Dual Air Fuel Ratio Gauges.
Our RSR Bonneville Digital Gear Indicator and our Dual Air Fuel Ratio monitor provide useful, easy to read, information. Knowing what gear you are in and what your engine is actually doing in front and rear cylinders is important information to get the best performance out of your bike. No wasted shifts and no wasted fuel.
Harleys vibrate. Next time we'll make a better camera mount. Video shows the gear indicator in action on a 5 speed 2004 Road Toad as well as our RSR Dual Air Fuel Ratio Gauge. We made a few edits to the TC88 ECM for our LSR 2-1 Pro Stock Spyder exhaust. Gives you an idea of how we tune things by actually riding them and how useful the Bonneville Gear Indicator is.
Get a tub of popcorn and a six pack and watch a 2004 FLTRI find happiness going through the gears. Make your own movie and get some more popcorn and beer and show your friends how you hit redline in sixth gear. At Bonneville we run five gears but we have a 425 hp Harley. and a lot of beer.
Do Not Use OEM Gaskets.
LSR 2-1 Exhaust Systems must use our CNC Machined Billet Gaskets (part number 00-1000) and our close tolerance aircraft exhaust nuts (part number 00-1001). The above OEM woven gasket will not work with our machined Turbo Venturis. Four special aircraft exhaust nuts come with the system but you must order four extra ones for $3.00 as they are easily dropped and the OEM 5/16" x 24 hex nuts will not "turn" on our machined Turbo Venturis.
We also offer machined from billet exhaust flanges. If you have a 2004 or later bike it will probably have the thicker exhaust flanges which are not compatible with our Turbo Venturis. Early style OEM Evo chrome die cast flanges and clips or our billet parts are called for. Our Chromed Billet Steel Flanges and clips are $29.95 per set and are stronger than any oem part.
We have had several instances where people encounter "difficulties". Invariably, it is traced to someone not using our billet gaskets. The billet gaskets insure proper fit of the LSR 2-1 system and are designed to work with our Turbo Venturis to increase exhaust flow.
King Tut seeks Cleopatra.
The 2006 Street Bob with it's Hot Rod primer look is really a popular item these days. Here's one of our ceramic coated LSR 2-1 Turn Outs wrapped in thermal tape. A bit strange in that the God of Chrome will be highly offended but, what the hell, it's in keeping with the bike's theme. Ape Hangers are also back but this gets sort of expensive as there are all sorts of cables these days. Open your wallet wide if Peter Fonda and Dennis Hopper is your style.
We would like to caution you that wrapping the pipes will eventually cause a failure of the base metal as the heat is not dissipated. Think 1450 Deg F, cherry red, plastic metal. Sooner or later.
Customer writes: "Hello folks! just wanted to let you guys/gals know I'm very pleased w/my purchase of my RB Racing l. s.r's. pipe fits great, looks great, sounds great and performs great! Well worth the wait! Also I'm including a picture of my '06 dyna street-bob w/ the l. s.r's installed. I know you probably won't like the fact that I wrapped them. but they get comments EVERYWHERE I go! Thanks again for such a great product!" 00-1316 LSR 2-1 Turn Out, Rotated 45 degrees. Ape hangers are back.
We would like to caution you that wrapping the pipes will eventually cause a failure of the base metal as the heat is not dissipated. Think 1450 Deg F, cherry red, plastic metal. Sooner or later.
Automotive header manufacturers void all warranties on mild steel and stainless systems if Thermal Wrap or Nitrous Oxide is used, as both cause elevated temperatures that cause cracking. In race applications it is used but everything is expendable in racing.
Above is a 2006 Street Bob being fitted with a new design LSR 2-1 Black Hole System. That is the quiet variation of our LSR 2-1 systems. For 2006 models we are offering "C" style pipes for all mid peg Dynas. These are available in Turn Out, Turn Out angled over 45 degrees, Slash Cut and Slash Cut +5" designs. 2" LSR 2-1 Black Hole "C" style design shown.
On the new 2006 Street Bob models you can get you heat shields in a mix of finishes. A Popular choice is a Black Ceramic pipe with the front and rear primary tube shields in chrome and the collector shield in black. In the case of a chrome system then you would use full chrome shields.
For 2006 Dyna models with forward controls we are offering various B Style Systems to include LSR 2-1, LSR 2-1 Black Hole and LSR 2-1 Pro Stock as well as specialized LSR 2-1 Pro Stock Challenge designs. 2" primary tube design shown for large displacement motors.
2006 Dyna with a Springer front fork. 00-1316 Black Ceramic pipe with chrome shields. There's always a way if you have the will. and money.
The bracket under your nose cone is held on by three #27 Torx bolts. The bracket is put on at the factory and then the motor is put in the frame making it next to impossible to remove due to lack of vertical clearance. We make a few of these up by welding a #27 Torx to a strap of stainless steel and then grinding it short as possible.. If you need one when you order a pipe mention it and we'll throw one in the box for an extra $12.95. It will save getting out a hacksaw when you give up trying to get the bolts out, especially one very pesky one.
Sweat the Details.
Superglides have a long history at RB Racing both with turbos and exhaust systems. Pictured above is a Dyna Superglide FXD Evo with a LSR 2-1 C Style, 1 3/4" Turnout, 3 piece heat shields, P/N 00-1090. Sixteen-inch rear tire, nineteen-inch front, forward controls, custom seat and a bad attitude. clean, but nasty. As you all know. "The Devil's in the details". and whether there is adequate clearance between the front pipe and the frame on the rubber mounted engine, the hidden laser-cut transmission mounting bracket, or the precise fit slip joints that eliminate cracks, we pay attention to the details so you will be proud of your bike.
One detail you might not think about when it comes to the DYNA models: Some bikes like the one pictured at the top of the page have essentially been converted into a quasi FXDWG model with forward controls and the owner has installed shortened shocks to further lower the bike. If you put a normal FXD exhaust on the bike that had to clear the stock mid-pegs then the pipe would sit too low. In addition, because the owner is running a 16 inch rear tire with lowered shocks, a standard pipe would be pointing down at the ground. In this case we put on a wide glide pipe that has been raised in the rear.
The bike pictured above is a new fuel injected TC88 FXDWG with a 2" C Style Turn Out, part number 00-1120, in polished silver ceramic. The orientation of this pipe is standard, not raised. The new laser-cut bracket bolts to the transmission.
Flanges for 2006 Models.
The Harley part numbers for these flanges and clips are: 65328-83 (exhaust ring clamp) and 65325-83A (retaining ring). RB Racing has these flanges in stock, per pair with spring clips Part Number 00-1002, $29.95. 2006 models need to order these flanges or their equivalent at your Harley shop as the oem flanges may be too thick for our Turbo Venturis.
1999 FXR CVO with LSR 2-1, B Style, 1 3/4", Turn Out with rear heat shields (2). This is a bike we use for testing at RB Racing. Part Number 00-1010.
Customer writes: "Here is some pictures of my 1990 FXR with a S & S 117ci. motor. the pipe had a thunder header and dynoed at 121 h. p.with a dip in the torque. Then I put a 2" 2 into 1 RB Racing LSR 2-1 pipe on then it dynoed at 130 h. p. with no dip in the torque. This is the best pipe out there. Check out bracket and sleeve on the air fuel ratio gauge, second orange, first red. It's a no brainer. Thanks RB Racing".
FXR customer made his own bracket. The RSR Air Fuel Ratio Gauge has a center back mount with a 5/16 x 18 Stainless Allen Bolt. The wires are sheathed in vinyl coated fiberglass and the gauge can be mounted flush (the wiring folds into a machined groove) or the wires can go directly back. Like the customer said " second orange, first red. It's a no brainer".
Another FXR Customer writes: " Hey, just wanted to say thanks for the great product. After I bolted up the 2 into 1 exhaust I bought for my '89 FXR, there was an immediate, dramatic performance increase from my Supertrapp. I am running an S&S 113" in the stock frame. Looks slick, goes great. Thanks again. Good luck at Bonneville."
2" LSR 2-1 Part Number 00-1013. Delkron cases Axtell barrels and a bunch of trophies, both show and dyno. Three fingers has something to do with the paint job.
All the way from Great Britain, a 131 Merch in an FXR custom. With forward controls we do a different "C" Style FXR and slip the rear pipe to prevent fracturing just like we do on other rubber mounted engines. Pipe is mounted off of the transmission. As you can see there is nothing stock on the bike. It takes a lot of effort and parts chasing to do this, especially with long supply lines. A long time ago the "Ton" was a magic number. This one will do this in a heartbeat. Dinosaurs have evolved. LSR 2-1 with 2" primaries.
LSR 2-1 's in Silver.
Customer writes: "All I have to say is these things are a work of art! Almost makes you want to hang them on the wall for everyone to see! BUT, I actually installed them. the front pipe was a bit sneaky to get in, as the lowrider frame is almost against the head on the downtube at the top. finally put the front pipe on 1st, (loosely) slid the rear section onto it and lined up the rear pipe to the head, got everything loosely in place. took a couple cardboard boxes and made little blocks to hold things in a non-strained position and tightened the exhaust studs slowly to 15 lb/ft, then tightened the rear support to pipe bolt. double checked everything to make sure it was all in place. Used a little Windex to clean everything up (a little sweat on things. 91 degrees and 70+% humidity with no breeze). fired it up. Man, what a beautiful sound.
Cruised around a bit to let them heat up, went back home and let them cool. double checked all the bolts and took off again. Cruised for a bit, then came up to a stop light. took off, leaned my 300 pound hulk over the tank and twisted the wick wide open. as the tach passed 3000 RPM, the front end came off the ground and stayed there until I shifted at 6200 RPM. when I shifted, I left about 5 feet of rubber, then the front end came up again, then settled down, hit 3rd, and got MORE air. backed out of it at about 5000 RPM in 3rd (probably 75-80) and turned around and went home. This thing has NEVER pulled this hard. with the drags that were on it, I had it dyno tuned and it peaked at 78.4HP at the tire. from 3500 to redline it was above 70 HP. I could get a little air into 2nd, but it has NEVER pulled like this. feels like a freight train!
The engine build up was recommended by Pete Hill of Greenville, SC. he said his combo with the right exhaust and carb would make about 100-110 HP at the tire. I think I am about there.
I am going to try and find a shop that will dyno the bike, and will also have it at the AMA Pro-Star drags in Indianapolis the weekend of August 12th. You guys rock, and this was DEFINITELY worth the wait. "
Before Softails before Dynas there was the 1985 FXWG with a kicker. We make pipes for these. Part Number 00-1015, LSR 2-1 Slash Cut, 1 3/4", in Black Ceramic.
Boots and Kickers. Not for your Nike or Adidas crowd. Kickers can be made to clear if you get the right one. 00-1015 on the 1984/85 Wide Glide. Customer fabbed his own bracket.
Customer writes: " Pipe is doing great. Love the sound and power. I don't know if you received the pictures I sent so I'll send again digitally. Let me know if you want any to show how nicely it clears the kicker. I've referred your pipe to several students and others. I know of one person who bought one. Keep up the awesome work. Scott"
S&S Twin Cam Oil Pump.
If you are running one of these and want a "C" Style Exhaust for your Twin Cam engine let us know as we have a different type "C" Style exhaust that fits these pumps. If you are running a normal cone then there are no fitment issues. Our regular "C" pipe goes up close to the original cone. In the case of the S&S pump pictured above we have to route the rear pipe differently due to the "block" shape.
"B" Style pipes are unaffected by the S&S Oil Pump design.
Customer writes: " 124", 57mm throttle body, Zippers Billet Heads, Axtell Cylinders and J&E Pistons, Jim's H-Beam Rods and flywheels, S&S Case Wood 62 Cam. and of course the RB Racing LSR 2-1 pipe that made the difference. 142.42 hp and 139.9 foot pounds torque". 00-1228 2" Dyna C Style Turn Out in Black Ceramic.
Please note that the bike pictured above has the high oil filler. On 2006 models the oil filler is lower and we use a different "C" style rear pipe.
00-1120 in Chrome with the Turn Out rotated 45 degrees "down". A lot of work done to a big inch Dyna with equal emphasis on "Go" as well as "Show".
When you add the heat shields (3 piece) to a 1 3/4" 00-1118 TC88 Dyna FXDWG pipe it looks like a 2" pipe. The customer says "The bike sounds fantastic and runs like a bat outta' hell". Sometimes you have to go through a few different pipes before you find one that "works".
To make sure you have the correct pipe, RB Racing offers all of it's DYNA EVO pipes with a choice of angles on the the rear section. i. e. lower or higher. "Lower" is pictured on the bike above (Higher is on the bike at the top of the page). Another factor in the equation is that in the TC88 models the engine does not sit perfectly perpendicular in the frame as with the EVO models, but is canted slightly forward. TC88 and FLHT/Road King rubber mounted engines automatically get the lower orientation on these pipes. Pictured above is a TC88 Dyna B Style Slash Cut in Ceramic Black for mid pegs part number 00-1111.
Wail into the night, make the metal scream, send shivers up their spines. these aren't static sculptures to be worshiped.
When your son helps out he understands it's a lot of work to detail out your bike and make it special. There's a lot of pride in a job well done and it's nice to get some recognition for getting "down and dirty" and learning how things work. No one hands these things out for free. A beautiful day and ride on a tricked out Harley with engine work beats twiddling PlayStation buttons. Besides, we all know girls dig Harleys. Pictured is a TC88 Dyna FXDL with a B Style LSR 2-1.
Customer writes:"Here's a couple pictures of my bike with a the LSR 2-1. I finished building it about a year ago. I can remember working with you guys in the fabrication of this pipe. That was because, it is fitted on a aftermarket fxr Chopper Guys wide frame, which had a 5/8" motor mount off-set. Thanks for working with me. I am very pleased with the fit, look, sound and performance of the pipe. Sorry it took so long to send the pix." 00-1012 Turn Out, with 2" primaries in chrome.
00-1011 B Style FXR 1 3/4" primaries, Slash Cut. Customer had pipes ceramic coated himself. We supplied them polished but unfinished. FXR's are transmission mounted.
Customer writes: "Hey , I am so happy with the pipes! They are everything I expected and more. The sound is great the looks are great and the performance is excellent! Here are some photos that you are welcome to use on the site. there aren't any Dyna Wide Glides to see!" 00-1114 in Black Ceramic 1 3/4" B Style Dyna Wide Glide, Turn Out Rotated 45 degrees.
LSR 2-1's Bonneville, Dyno &Track Proven.
If you want to make power on a multi-cylinder engine you have to use a collector system. Whether it's a V-Twin or a V-8 it's the same, and no less an authority than the famed engine builder Smokey Yunick will tell you that. Not using free exhaust energy to help your engine breathe is downright criminal. No matter what the conventional wisdom is, staggered duals on a Harley will not make more power. You simply cannot escape the fact that a properly designed 2-1 will give you more usable torque where you need it, in the 2000 to 4000 rpm range, which means less downshifts and less rpm to get the job done.
A set of short staggered duals at peak rpm can be made to produce good power but they will be dead on their ass until they get there, whereas an engine developed around an LSR 2-1 exhaust can be made to perform from the bottom up with no dips in the torque band! If you don't believe this then why is it always that the top Pro Stock bikes, cars etc. end up running collectors systems? Damn right they work! If you don't think torque between shifts or when you roll the throttle on, then buy those long sewer pipes or some short curly drag pipes you saw on the Discovery Channel.
Check out our new Exhaust Technology Section for information on how all this works.
Round Up the Usual Suspects.
Dyna FXDWG Customer writes: "Just wanted to say thanks for the help, and I love my pipe's" 00-1118 in Chrome with heat shields.
Dyna Customer writes: " Got the new exhaust, and it is on the bike, and it looks and sounds and runs fantastic. I am VERY happy! I will send photos later! Replaced a Bub "Rinehart" staggered drag dual system, with "Big City Thunder" replacement baffles in it -- total junk compared to your system.
Bike runs like a completely different bike! Guys at the shop (Denton County Choppers) could not believe it themselves -- they rode the bike "before" and "after" and had never seen a pipe make that much difference, ever! These are "old school" Harley guys!
Very pleased! 고맙습니다. Bike runs sooo much better -- smooth power band all the way from first through fifth and up to top speed! 놀랄 만한! An HD 95" bike running like an HD 103" -- WOW! Thanks again!"
New Cloisonne Tags.
Like in the adage "The relentless search for perfection" we have upgraded the logos we put on our LSR Exhaust Systems. Previous tags were stamped and formed aluminum with silk screened details. The new cloisonne tags are a precision die struck brass, nickel plated, with powdered glass fired in an oven then polished to a jewelry finish. These are direct replacements for our older tags and are available for US $25.00 postpaid via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.
These are direct replacements for our older tags and are available for US $20.00 via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.
Baffling Alien Discs and Aluminum Butt Plugs.
Our testing has shown that the Harley V-Twin is extremely sensitive to back pressure which is why 2-1's that use small or restrictive collectors don't breathe well, and why restrictive baffles shut the motor down. Disc type baffles are good for spark arrestors on dirt bikes but they have no place on a big inch V-Twin. You don't make power by adding restrictions to your exhaust system whether it's a bunch of stainless discs or some damn piece of aluminum billet machined into a Harley butt plug! Ever wonder why they had to put a hole up the center of the discs? Well, one reason was the discs are so damn restrictive you have to have several pounds of them to get enough flow through their waffle shaped passages. Good mufflers, but they have nothing to do with performance and they sure as hell do not create vacuum as has been claimed. When you get confused by all the bullshit simply ask the following question.." Do they run them in NASCAR or in Formula One?". Nope, they run straight pipe collector systems without any stupid discs or aluminum butt plugs. It's always funny how when the money is on the line, all the little things like discs, billet caps, anti-reversion flaps, reverse megaphones and other such nonsense somehow don't make the field.
All RB Racing LSR Exhaust Systems feature our "new" (we've been quietly doing it since 1985!) CNC machined Turbo Venturis that actually "scavenge" to help your motor breathe. Machined from billet, these allow full 2" flow and eliminate the phony restrictions that other 1 3/4" to 2 1/4" pipes have at your exhaust port. We supply special close tolerance aircraft nuts for your exhaust studs because our machined venturis are too wide for a standard hex nut.
LSR CNC Machined Gaskets Mandatory.
Our CNC machined Turbo Venturis are not compatible with the "bowl-shaped" late model OEM exhaust port gaskets or early style "flat" gaskets for the LSR Exhaust Systems to both fit and seal properly. The narrow machined flat face of the Turbo Venturi must seat against a flat surface, not the bowl-shaped late model gaskets. Using the LSR Exhausts in combination with the wrong gasket will cause misalignment, inability to tighten the provided close tolerance aircraft nuts, and will force the bowl-shaped gasket into the exhaust port.
Mandatory for a nominal charge of $9.95 are a pair of our LSR CNC machined gaskets which mate perfectly with our Turbo Venturis. These are proven in over 16 years of use on our race and turbo applications. the only gaskets that will stay in a turbo bike for 25,000 miles! These gaskets prevent any gasket "creep" into the exhaust flow and are one more thing that will give you "an edge" on the competition. We always wondered why people would port their heads, put in bigger valves and then squish the gaskets into their exhaust ports. We bet you never paid attention to what was going inside your exhaust ports for one very simple reason. you can't see what's going on in there once the pipe is tightened! The LSR CNC machined gaskets also insure perfect alignment of the exhaust system. Most fitment and alignment problems are traced to using either the wrong type of gasket or using old gaskets that have taken a "set". We've always used these on our race applications and it's time everyone who's concerned about performance should do the same.
All LSR 2 into 1 exhausts require special close tolerance aircraft nuts to bolt the LSR Turbo Venturis to the exhaust port. Standard 5/16" x 24 hex nuts will not fit. Each exhaust comes with the required four nuts. It is recommended that you order an extra set (4) of these nuts, part number 00-1001, when you order your exhaust.
STD Cylinder Heads.
We make special flanges for STD heads that match the rectangular bolt pattern that STD machines. If you order a RB Racing LSR 2-1 Exhaust you can order these flanges which have been designed to fit our standard turbo venturis. RB Racing Part Number 00-1003. Sold per pair $29.95. When you order a RB Racing LSR 2-1 Exhaust system we either polish and chrome these or bead blast and ceramic coat them.
RB Racing LSR 2-1 exhaust systems use either one or two slip joints depending on the model. We suggest you put a coating of Permatex 598B ULTRA BLACK in the slip joint. None of our slip joints use any clamps because then they wouldn't be slip joints anymore. In the case of ceramic coated LSR exhausts the coating is thicker than the chrome and the ceramic finishes have a higher coefficient of friction making the slip fit somewhat more difficult. The use of ULTRA Black will allow easier assembly of the exhaust into the slip joint.
In actual operation the inner pipe gets hotter that the outer pipe and they grow into each other and form a tight seal. The 598B is a non hardening gasket material and will prevent any leakage from condensation that forms in the pipe and, with the usual carbon particles, will actually seal better over time. It also makes the pipes easy to take apart later on. Get a tube before you install your RB Racing exhaust system.
O-Sensor Ports Standard.
All RB Racing LSR exhaust systems come standard with a machined and heliarced oxygen sensor boss just below your front exhaust port. This port is designed to accept and oxygen sensor (18mm x 1.5mm) which will allow you to use our RSR Air/Fuel Ratio Meter to tune and monitor in real-time your air/fuel ratio. Also, if you really wish to get 55mpg and kick ass, our RSR Fuel Injection's closed-loop heated O-Sensor will plug directly into this port. 06-1025 billet handlebar bracket.
In the case of OEM fuel injected models, either Delphi or the earlier Weber Marelli, two O2 ports are installed either 18mm or 12mm.
Ease of Installation: LSR 2-1 Mounting Brackets.
As they say. So simple a.
FXR: Transmission mounted using a laser cut 1/4" steel plate and dowels. 00-1181 (FXR Forward Controls) Pictured above. Customer writes " I am very happy with it. It was easy to install and fit very well. Thank you for a great product."
Customer Writes: "Hi, Its been a long time since we have talked. Wayne Keyworth turned me on to your exhaust system. Since then I have enjoyed the performance ever since the installation to the bike and have ridden the bike with pride and out front of the pack with performance of the exhaust and slight cam and carb modification. Real runner it was! Lifetime of remembrance of out-performing the others. Nothing like riding in a pack and cracking the throttle and letting loose leaving others behind no matter how fast or tough they look . Knowing you just have a 80 cu. with mild cam/carb. loaded with all the road pack and passenger.
The reason I'm writing you is, I just purchased my my first BAGGER, I was searching for a performance modification . Pulled up your web site from my previous encounter and seen my old bike made me feel PROUD to have been able to make the web site of such a performing exhaust system manufacturer with just a mild stock bike , That I would challenge any bike/vehicle on the road with confidence and enjoy telling them about it at the next stop for fuel.
My new ride is a 2006 FLTRI Road Glide I don't know what California smog regs are going to be, however, I will be looking for some changes to get me back to the crisp throttle response of my old bike even thought . I have discovered music while you ride. I'm looking for the performance I achieved of the 2-1 system, flow to the rear of bags . Appearance/ performance always wanting something different.
Thanks again, really enjoyed seeing my old bike. Made me feel proud!"
FXR : There are FXRs and then there are aftermarket FXRs like Kenny Boyce frames and a variety of "Rubber Mounted" pro street and quasi-Softail designs. For all of these we provide a 1/4" steel plate that bolts to your transmission. The bracket is slotted to allow for variations in engine mounting and has a selection of dowels that take into account the different transmissions available. The bracket attaches directly to the back of the LSR 2-1 pipe, which has a slotted bracket heliarced to the pipe. The bracket does not interfere with billet aluminum swingarm pivot mounts like those on Kenny Boyce frames or other aftermarket pivot mounts. Pictured above is an LSR 2-1, 1 3/4", C Style, Turn Out on a 1990 FXRS that has made three trips to Sturgis from California.
DYNA (Evo) : Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts.
DYNA (TC88) : Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts.
For flanges and mounts we recommend 15 foot pounds of torque . On exhaust flanges you do not use any locking compound as our nuts are self-clinching. On bolts for frame and engine-mounted brackets we recommend that the threads be clean and that a low grade (Blue) thread locking compound be used with 15 foot pounds of torque. Bolts and nuts on our slotted brackets do not require a locking compound but can also be tightened to 15 foot pounds.
In lieu of torque wrenches do not over tighten exhaust flanges to the point where they bend. In the case of bolts going into transmissions and into frames also do not attempt to see how strong you are as aluminum threads and bolts are weaker than you and your wrench are. Simply tighten things till the bolt stops and give another partial turn to firmly snug it. The last bit of tightening actually stretches things a bit and the tension holds things tight. Tightening should always be done in a sequence. Never finally tighten one part then go to the next. Always loosely tighten things in sequence and then finally tighten things in sequence.
The exhaust should never be installed with any of its elements in tension. It has to rest in place without strain and be tightened without strain.
We employ split lock washers on most fasteners to prevent counter-rotation. This works surprisingly well if the bolt is properly torqued or tightened.
In any case, you have a responsibility to tighten things or at least check periodically as part of your normal maintenance. Harleys do shake and try to kill anything attached to, or even near them. If things get loose the additional shaking moment can break bolts and destroy threads.
General LSR 2-1 Installation Sequence.
1. Remove the OEM exhaust and exhaust bracketry. If the bike has floorboards remove the right floorboard.
2. Pry the OEM exhaust gaskets out of the exhaust ports. We use billet gaskets instead.
3. Install the frame or transmission bracket provided. Use Blue Loctite on the mounting bolt threads into the transmission. Lockwashers under the bolt heads on the transmission mount. If through-bolt like on early rigid Sportsters or Shovels use lockwashers under the hex nuts.
4. Front and Rear primary tubes: Install billet flanges and clips. Install front pipe loosely with billet gasket and nuts provided. Loosely affix the front heat shield to the pipe as you might not be able to install the shield later with the rear pipe in place. We use 1/4 drive ratchet plus extensions and 3/8" socket and a 3/8" wobble for the exhaust stud nuts.
5. If the rear pipe has a slip joint (rubber mounted C Style) slip the rear pipe into the tail section. You may use Permatex ULTRA BLACK.
6. Begin slip of tail section/rear pipe into the front exhaust slip joint ( You may use Permatex ULTRA BLACK) and work the rear exhaust and billet gasket into the exhaust port. Loosely affix exhaust stud nuts provided. We use 1/4 drive ratchet plus extensions and 3/8" socket.
7. Slide 5/16" x 18 bolt(s) into slotted bracket on back of exhaust and thread these through the mounting braket. Loosely affix with lock washer(s) and hex nuts provided. Some exhausts may require a spacer (provided) between the exhast slotted bracket and frame/transmission bracket.
8. Gently tighted up all fasteners and nuts. Nothing can be in tension. You may use a rubber mallet to seat the slip joint(s).
9. Install remaining heat shields and tighten front heat shield (5/16" Nut driver). Completely wipe the pipe and shields down with a clean cloth to prevent grease and oil stains from being baked on.
10. Run bike briefly in place. Let it cool down and retighten fasteners. Reinstall the right floorboard with hardware provided.
11. If ceramic finishes it is wise to go through several heat cycles. On modern efi closed loop systems they go into closed loop within minutes. Let bike idle for a few minutes then shut it down to let it cool. Several sessions of this will cure the resins as they are only oven-fired to 400F. Exhaust temperatures are >1000F.
12. Double check all fasteners and ride the bike. Check your work afterwards. You bought a Harley so you are already showing signs of dementia.
Custom Made for Your Application.
Georgia is a long way from Iraq. Those are real trees hiding behind the FXDWG with a Silver Ceramic 00-1118 1 3/4" LSR 2-1 with chrome heat shields. Back in the world, even if it is for a short time. In the Army they have you 24/7 but you can be free and in control, winding you bike out on a Georgia highway, appreciating the freedom we have. Watch for deer, not IED's.
Freedom of expression. do it while you can before someone decides to stick their nose in your business.
Customer writes: "First, I have had your LSR 2-1 C w/Turnout on my 98 FLSTS for about 4 years and 32,000 miles. It looks great, sounds great, and of course, performs great.
Second, the mechanic that works on my bike also drag races a Shovelhead powered FL. He only ran Thunderheader until he rode my bike and did some research. Steve had you guys make him a 2-1 and set new records in his class.
Third, my brother-n-law has a '05 EFI Road King. He was just dying to put some Rinehart true duals on it. I talked him into waiting until he looked at and listened to a lot of RKs before buying. During the year he did this I kept asking what he wanted out of the new exhaust. Finally, he admitted sound and performance. He kept saying I love the sound of your bike and it is fast as hell. So, I suggested the LSR 2-1 C Slash Cut longer pipe. We installed your exhaust, a PCIII usb, and a K&N filter with stock a/c cover and changed the backing plate. His road king has torque and runs like a scalded dog. We both can out run 95" kits installed at the HD dealers.
I provided the background to say this. My B'law took his RK to the HD dealer for the 15k maintenance service. The mechanics went nuts over the exhaust and what it does for the performance. They asked all kinds of questions. They had never heard of your firm or the exhausts. Now comes the kicker and it makes me a little sad (because I have enjoyed having an exhaust that out performs the crap the HD dealers sell). The mechanics conclusion. They are going to take off that HD exhaust crap (their words) and get RB Racing exhausts. Now the word will spread around Memphis and RB Racing exhausts will be everywhere.
It was good while it lasted - having the performance edge over others.
Your exhaust system has been great on my bike for 4 years and 32k miles. Thanks for a great product. I can't imagine having any other brand of exhaust!
PS. Sure wish you would make a LSR 2-1 for Victory Jackpot or 8 ball. The only reason I haven't purchased one in the last two years is because you said you would NOT make a Victory exhaust.
People have the idea that closed-loop systems are completely self-tuning and that they are going to sell you some add-on gizmo that will automatically tune your efi bike. This is a crock of shit . The truth is that every engine is different and, in the Harley world, difference is the norm as there are limitless engine build combinations.
In Detroit, Japan, or Germany, they spend thousands of man-hours developing base maps for their automotive applications. On top of these base maps goes the closed-loop feedback mechanism controlled by mathematical equations or algorithms that govern exactly how the closed loop operation will function. These base maps are not written so the vehicle will run perfectly without feedback i. e. maps are not designed for open-loop operation. The strategy for closed-loop operation is different as fuel requirements under different climatic and altitude differences can be as much as 30%. Unless the base map is constructed for the particular application, the O2 feedback mechanism will not work properly.
OEM correction schemes allow only very slight learning corrections or they will "throw" an error code. They do this for a very specific reason i. e. if things are going wrong, which is indicated by the system trying to correct out of bounds problems, then a sensor or something else is wrong. They are not designed to make large swings to correct calibrations that are way out of bounds.
People take their perfectly good Delphi electronics and swap them for a self-tuning "Wide-Band" system. The "Wide Band" manufacturers tell you to run their systems at an air/fuel target of 13.2:1. This simply puts 11% more fuel through the engine, i. e. if you were getting 40 mpg 14.7:1, you are now going to get 35.6 mpg. You might as well go get a carburetor.
The objective of closed loop and narrow band sensors is to get the most efficiency out of your engine by targeting 14.7:1 except in warm-up, sudden transitions, and wide open throttle, as well as hard deceleration and or fuel cut-off. Ratios as lean as 17.0:1 can be run under deceleration and certain no load situations.
FYI maximum constant torque occurs around 13.2:1, whereas sudden transitions can be anywhere from 12.5:1 to 10.0:1 depending on temperature conditions. It isn't simple. EFI isn't Linkerts, Bendix or S&S simplicity. The closest carb you can get to efi fuel control is a CV Carburetor.
Some add-on boxes for late model O2 sensor equipped oem Harleys eliminate the O2 sensors altogether. Why in the hell would you want to take a self-adjusting, sophisticated system and turn it into a gas guzzling low mileage dumb efi system? Beats the hell out of us and, since we make closed loop efi systems, we do have some experience in this area.
You bike should be left in closed loop, tuned in closed loop and monitored with O2 displays in closed loop. Correction factors defined in the oem code cannot be exceeded. Maps have to be rewritten for the changes to the bike so the base map is in agreement with the oem algorithms.
Phone Sex and Remote Tuning.
In some sort of logical disconnect a few customers call us up wanting us to tune their bike over the phone and then become increasingly indignant when we tell them it just doesn't work that way. Now, we spent the better part of 14 years, starting in 1976 working on carburetors, jetting, needle design, and even designed and marketed a flat slide carb for the Harley market. Thousands of man hours representing about 5 months out of every year were devoted to jetting issues. It got to be a real issue i. e. it was an interesting experience to define what the correct air fuel ratios should be, experimentally figure out how to measure them, and then deal with tuning die cast critters, often modifying them with extra circuits etc. but, in the end, it was temporal and an endless loop that did not exactly pay the bills.
We did learn how to make things run well, not that anyone appreciated it. It was fun to watch people try to beat you when they couldn't. 지식. Hard work.
For the last 18 years we've been working on and manufacturing closed loop fuel injections systems for Harley Davidsons and have set numerous Bonneville, El Mirage and Maxton speed records and won drag racing championships with them. We spent over 3000 man hours writing and perfecting Autocal. V6 prediction and analysis software for our RSR Fuel Injection systems. Why did we spend 3000 man hours? Well, we didn't plan on it, and it's a good way to flirt with insanity, but we saw no other option as digital efi requires hundreds of decisions, all of which are intertwined. No more brass jets. Exponential combinations. Changing points, one at a time is sheer insanity. Progress comes with increased complexity.
These days all Harleys are closed loop fuel injected with a single throat throttle body and are speed density Delphi systems, all very complex. It's the same formula we decided on 18 years ago. The only thing we suggest is that you use O2 signals to monitor and tune the system as the sensors are millisecond accurate and must be monitored at the exhaust port where temperatures are high and as far away from the outside oxygen rich air as possible. We suggest you use software, not hardware, to adjust your system using our RSR Air Fuel Ratio Gauges and keep your bike off of the dyno until the lights in these displays tell you your mixture is correct. Engines operate in a very narrow realm of air fuel ratios. If you want to go to the dyno after this. fine.
Just don't call us breathlessly demanding we tune your bike over the phone.
Superflow CycleDyn. Testing a Running Motorcycle.
If you are going to use a chassis dyno it has to be a tool and not a toy. At RB Racing we use the Superflow CycleDyn as it best emulates the real world. We use it for development and not for publishing "dyno charts". Most of our work is with Pectel SQ6M controllers which have extensive internal datalogging and playback capabilities up to 2000Hz sampling rates. With the Superflow we can program specific tests and transient sweeps with our turbocharger systems up 750 hp in inertial mode or 500 hp in Eddy Current controlled accelerations.
For those of you who like Dynojet "Dyno Graphs"..read this article.
Steve Cole (TTS MasterTune) who has spent untold thousands of hours on every dyno imaginable has this to say about CycleDyns:
Steve Cole: "In the development side what I can say is the SuperFlow when setup properly emulates the real world much better. As an example the only way to get a DynoJet to give you HP and TQ is a WOT unloaded run. The SuperFlow allows that plus just about any other combination you like with real torque output. So what does any of it buy you becomes the question. I can tell you that if we tune to a DJ and get the best we can, then repeat on the SuperFlow using real world acceleration rates for the engine being tested the results are very different. Take the final calibrations and run them in both dyno's unloaded and the DJ developed type calibration will show the most HP and TQ in those conditions, on both the SuperFlow in DJ mode and the DJ. Then take the SuperFlow controlled condition calibration and load it in the bike the power will go up when tested in the SuperFlow mode again which can only be done on the SuperFlow.
When we have turbo bikes like our Road Glide Turbo it gets a bit interesting to go testing in LA traffic with police, cell phone cameras, and freeway cameras. We still do real world riding with data acquisition as the real world is where you ride.
People want "Dyno Sheets". see below. We aren't going to test every damn camshaft, compression ratio, piston configuration, cylinder head etc as there is not enough money nor time to do so. However, we do testing for our own race development, R&D, and our personal development platforms.
People call us all the time asking for "Dyno Sheets" and we patiently tell them we do not provide self-serving graphs predicting fantastic horsepower and torque gains. Plenty of customers send us dyno sheets but, as we've been at this a long time, we know the tuning game is too complicated to provide numbers just to sell an exhaust. Tuning is a multi-variable process.
When the EVO motors came out Jerry Branch published his famous manifesto on tuning 80" EVO motors. In short, unless you bumped the compression the horsepower was not forthcoming. Same these days. In 2014 John O'Keefe of Branch O'Keefe ran an extensive series of tests on OEM Twin Cam cylinder heads to see if he could offer a "less expensive" ported head as everyone with a grinder in his garage was suddenly an expert at cylinder head porting. John found out that any attempt to clean up the ports killed the flow and port velocities dropped. He scrapped that idea and kept his well-proven chamber modification, porting and valve replacement system.
If you are looking for warm cuddly sheets we are clean out of them. We are tuners and you can buy all the trick parts in the world and a guy with a well tuned mild bike with a good power to weight ratio will kick your ass. Real world. Find a good tuner or become one. Look in the mirror.
Crystal Balls and Astrology.
You win some, you lose some. Mostly we win. Like we always say it always depends on the tuner. This is not a parts changing business and we all know it's easiest to just change pipes and see what happens, but that's not science. The LSR 2-1 pipes, themselves, do not represent a "limit" as long as you choose the right pipe for your application. The rest of the equation is getting the parts and tuning to work together.
Just put the damn thing on the road, open her up, and see what she'll do. Let the metal scream.
Torque and Ruby Slippers.
People get pissed at us when they ask for "numbers". We always tell them we "don't know" because after nearly 33 years of tuning and racing and designing we have seen too much and done too much to give any placebo answer. In fact it always depends on the bike and the tuner. No two bikes are alike. Maybe your bike was built on a Monday and they left a coke bottle in the gas tank (old Detroit wives's tale). Some bikes are faster than others. Everyone believes their bike is "faster". It depends on the tuner and, these days, the bikes are more complicated. People change from chain to gear drives. They put on different cylinder heads. They switch cams. They add on tuning twiddle boxes. They tune, or the "shop" tunes. They "dyno" the bike. maybe even somebody rides the bike with instrumentation like our RSR Air Fuel Ratio Gauge.
People call us up then hang up when we tell them we don't know what their "gains" will be. We don't publish self-serving charts. We just take all the experience we have and build the best parts we can. People end up happy who buy the parts because they are well made and are designed to perform. We make different tube diameters and offer a wide range of systems for any particular bike so you will maximize your potential. There is no "One Size Fits All" at RB Racing.
People who don't buy the parts because we won't coddle them with assurances go elsewhere where Aunt Em will tuck them in and tell them what they want to hear.
Newer Dual Coat Black Ceramic Finishes.
We have a lot more people looking for durable ceramic finishes and we think we have the best finishes on the market. In the late 70's and early 80's we tried all sorts of coatings and paints and even used porcelain on some of our products in the late 1980's. The newer ceramic finishes are tougher and we use both Polished Silver, and Semi-Gloss Black, to complement our usual chrome offerings. The newest "Turbo" Black finishes are a dual coat process that gives additional protection against scratches and nicks, providing two barriers against corrosion.
In more than 3 decades we have tried all sorts of black finishes: Kal Gard, VHT, Techline, and others. We also in the mid 1980's we even tried porcelain for awhile. It chipped and the heat distorted the parts. Most finishes will not survive over a long period unless they have a base coat to cushion rock strikes and scratches. The surface has to be perfectly prepared and most applications can fail if run too soon at elevated temperatures as they are typically baked at 450 to 500 deg F whereas the cure takes place at around 750 deg F. Lower temperatures will not cure the resins and they will fail once the bike is run. To get around this dilemma we have found the best solution is a 2500 Deg F Silver Ceramic cushion base coat and a secondary Black Semi-Gloss finish on top of this.
Dual Coat Black Ceramic finishes are therefore the most expensive as they involve a triple process. First the parts are polished to remove any tooling marks. Then the parts are zirconia media blasted to prepare the surface. Then parts are cleaned. The parts are base coated with a 2500 Deg F Silver ceramic and baked. The next day they are sprayed with Black Ceramic and baked for a third time.
On our Dual Coat Black Ceramic LSR 2-1 Exhaust Systems the heat shields and heat shield clamps are ceramic coated with 2000 Degree F satin black ceramic finishes. These finishes resist carb cleaners and other chemicals.
800 Horsepower LSR 2-1 Slash Cut.
We're not really sure what a 2-1 has to do with Top Fuel Nitro motors but when Carl Pelletier asked us to make a collector for his top fuel 175c. i. PRP motor we whipped up a 4" diameter collector and sent him the tooling. Take a Tour of what it takes to run a top fuel bike. Doug Vancil's hard running Top Fuel Harley sponsored by Vance and Hines has a 2-1 that looks like one of their Pro Pipes so when Carl asked us to build one we made sure the collector area wouldn't restrict each of the 400hp explosions that were coming from each cylinder. Carl qualified 8th out of 32 bikes at the final Las Vegas meet and ran in the sixes at over 200 mph so the 2-1 probably didn't hurt anything. His best speed is 214mph with the 2-1 so it didn't seen to hurt anything. Top Fuel is pure insanity and is addictive as Heroin for those involved. Like they say " Gasoline is for washing parts. Nitro is for Racing!".
What does this have to do with your rubber-mounted V-Twin. Not a damn thing! We are in the game however and we do our part.
S&S Four Bolt SA B1 and SA B2 Heads.
We have been asked by customers to provide LSR 2-1 systems for S&S SA B1 and B2 four bolt heads as well as for the 126" and 145" S&S Tribute engines. Pictured above are our laser cut flanges and cnc machined venturis that we heliarc to the 2" primary tube for the S&S Racing heads. We make exhausts for both the S&S SA B1 and the S&S SA B2 four bolt cylinder heads with raised ports.
The 145" Tribute engines are 1" taller than stock and have special fixtures.
These days people have all sorts of expectations. They want to be loved. They want to be admired. They don't want their chrome to turn colors. They want "numbers". They want assurances. They want guarantees, warranties, trial periods, and return policies. They don't want the part, they just want everything that goes with their household baggage. It's all part of keeping everything nice and tidy and "best". Fear of rejection. Fear of making any decision.
We just come in and make the best parts we can and that's all there is to it. The rest of the equation is too complicated. There are plenty of people who will assure you till hell freezes over. We don't have time for this.
For those of you who do not understand that 1450 Deg F of exhaust flame front will discolor chrome, don't order the parts, or just leave the bike on the trailer..or order the heat shields to cover up the underlying discoloration. Ceramic or chrome the pipes get really hot and heat shields provide an air gap to protect and hide things. Melted tennis shoes, burned pants. Air is the perfect insulator.
It isn't the old days anymore. People with $35,000.00 toys roll up in the screaming fetal position. Joy used to be a basket case that you could get running. Brave new world.
The agony of decision making can drive a poor consumer insane. "What is the best?". ".."How does it compare?". "What will I get, what will I gain?". "When can I get it?". "Should I get a Turn Out or a Slash Cut" pipe".."Will the chrome blue?". "Can I talk to someone who has one?". "How long have you been in business". ""I've never heard of you". "How black is the black?". "Why haven't I seen these before?". "My bike is at the builder and he has to have the pipe by Friday or I lose my slot!". "Is the silver as shiny as chrome?". "I have a wazoo998 cam and billet rocker boxes and a 280 rear tire. will your pipe work?"
Right brain, left brain. Fear of rejection. Fear of being different. Social standing. It's all too much for most people to deal with.
Look at the pictures, take the Red Pill, and start your journey. 그것은 간단합니다.
Remove the Angst.
If you wish avoid any decision and stay right where you are, just take the Blue Pill. If the journey for truth and power excites your spirit, take the Red Pill.