LSR 2-1 FLH/T Sleds

Serious Shit

  

To support Brother Speed's Bonneville Bullet RB Racing has donated a number of exhausts free of charge to support the team which held a 200 mph record for 5 years and is now gearing up for 2017 with it's all volunteer crew.  These are being shipped directly by RB Racing with the money being directly deposited into a Paypal Account for the team. To check out what's available for sale follow this link to the Bullet 2017 Bonneville Page.

Photos of Bryan Stock on Mike Geokan's Bonneville Bullett by Diana Sterk Photography. 139" Turbo ORCA 400 HP motor powers the Bullett.

S&S T143 with B3 Heads

143 Cubic Inches for your Dresser. Another way to spend $10,000.00 to $15,000.00 to climb the Horsepower mountain. We are making exhausts for these with integral B3 flanges. The exhaust port dimensions are not oem, not S&S SA B1 nor S&S SA B2. Go figure.


We have made custom parts for these T143 B3 ports. Available for the five product ranges we manufacture...Quiet (LSR 2-1 Black Hole) to Full Race (LSR 2-1 Pro Stock). The new two bolt/stud LSR 2-1 B3 Flange is integral, free rotating to the exhaust port. Full 2" I.D. No billet aluminum Butt Plugs or packing you have to replace.

Belts won't last on these 143T motors so we offer chain drive/swingarm conversions for 09 and later Baggers...Billet hub and swingarm conversion developed for our 360 Horsepower turbos. Used by S&S on their 143T test bike.

Torque

Customer writes: "Install went smooth soon as I found out I needed to use stock flanges off the OEM exhaust and few slight modifications. Definite increase in torgue over the true duals that I was running. Great quality and sound as well. Thanks much, Steve."

00-1122 LSR 2-1 Turn Out in Chrome with 3 heat shields. Twin Cams require our Billet Flanges and Clips 00-1002.

Street Glide

Customer writes: "Here is the finished installed pipe on my 2014 Street Glide Special. As expected, fit and finish is excellent. Thanks, Steve."

LSR 2-1 +5"Slash Cut.

Canine Alarm Option

Customer writes: "Hi, Thanks for the great system again. Here is the latest project on my 2012 Road King, after I had installed one on my soft tail with the 'Canine Alarm Option'.
No question the LS is the best look, sound and performance going in exhausts! Thanks again, Jack".


00-1122 with Chrome heat shields. 45degree rotation.

Stock 96"

Customer writes: "Just wanted to drop you folks a line and tell you how thrilled I am with my new LSR 2-1.  Boy, what an upgrade.  Never mind the looks which are spectacular but the engine roars like a tiger. My bike has a stock 96 with a Dynojet Powervision with the wide band module.  Other than the LSR 2-1 I’ve added an Arlen Ness Big Sucker air cleaner.
 
I started with a FuelMoto tune based on their 2-1 pipes with SE air cleaner.  After three auto-tune runs, the bike runs like it never did before.  Looking at the VE tables you can see the increases all over the map. Henry". 00-1122 Turn Out in chrome rotated 45 with three heat shields.

2002 Sled

Customer writes: "Just wanted to send everyone at R&B Racing a big thank you from Virginia.  I love my exhaust and can't say enough about the quality, fitment, and finish, and definitely the performance.  Also a thank the lady who I'm sure I bugged the hell of seeing when I going to get the exhaust.  Keep up the great work.  This is my first R&B exhaust, but definitely not the last.   Thank you, Wayne."

00-1122 Turn Out Rotated 45 degrees w/three heat shields.

2009 CVO Ultra

Customer writes:"To All, Thanks for building the greatest exhaust pipe you can put on a Harley Davidson, the sound is fantastic, the power gains were outstanding and the fabrication was flawless. I have attached a few pictures of my bike for your use and thanks again to all in the fabrication shop for the great pipes that you  build, to the administration office for a great job in taking customers orders to packaging and shipment of the only pipes that should be on a Harley Davidson, keep up the good work!!!!  Stephen"

Worth the Wait

Customer writes: "I Love my RB Racing exhaust, this is my second pipe, I have one on my 2004 Sportster (00-1272), 76hp, 83tq. and my 2013 FLHX(00-1145), 96hp, 113tq.  Took awhile to get, but worth the wait. Jason".  00-1145 in Black Ceramic.

Baby Blue

Customer writes: "Hey how is it going? I wanted to give a little feedback on the exhaust I purchased. First off, the quality of the welds and the fit and finish is excellent! A little background on the bike: When I had bought the bike, a 1994 FLHTCU, it had a blown motor and a crummy old set of drag pipes on it. I came across a good deal on an S&S 96" motor to put back in it and so my search for a good exhaust started. My dad tried like hell to to talk me into a Thunderheader (what he runs on his bike). Nothing against Thunderheaders, but I wanted something different. I stumbled across your site reading through forums and was hooked.

After finally getting the pipe (which took forever by the way) I installed the pipe which was replacing a shitty SuperTrapp, a loner pipe, that I was using while waiting for yours. Needless to say, HOLY SHIT!! With the SuperTrapp on, the motor never really felt that strong. With yours, the bike pulls like a freight train! I really love the SS Titanium finish that I got. No other bike around where I live has one or has ever heard of RB Racing. Now my dad looks at the exhaust and says, "If for any reason you have to take the exhaust off, I want to put it on my bike and see how she runs." HA! fat chance, I say. So anyway I am extremely satisfied with the look, sound, quality and performance of this exhaust. Keep up the good work. Oh by the way I am still waiting to here from yall on the collector heat shield. I would love to see any of the linked pics on your website. Marty"

Bad Ass


Customer writes:" Thank you for setting me up with one Bad A$$ exhaust, it fit exactly perfect, the quality is outstanding, the sound and performance is incredible! I set you up with a couple of pics, before and after on the ol' 09 King. I'm getting compliments on them left and right, and people interested in looking to get a set of their own. Tell the boys in the in the shop, great job, and keep up the fantastic work, couldn't be happier! Thanks again, and Happy riding to you all!  Stacy".


Extended Bags Turn Down +5


Customer writes:"Awesome!  The sound.... It's like nothing I've heard in the Harley world. It's like a cross between a Ferrari and an HD. Holy shit. And it runs like stink. Now I need your AFR gauge setup. Major respect. Dean Dean B".

More weird accessorizing. Extended, lowered and closed bags. Chopped and channeled Mercs. What's next...hydraulics? 00-1122 extended Turn Out facing down. Special Order.

Fast Couch

Customer writes: "I'm loving my RB Racing exhaust! Thanks, Darin."

Every FL ends up looking different as we all have different tastes and riding styles. For some it's cup holders and a Satellite Radio...For others like Darin it's the wind.

Sturgis 2012


Customer writes: "Just wanted to send you a few pics of your LSR exhaust on my Road Glide. This is my third pipe from you guys and I won't use any other. Great product and people! Best regards, Patrick". 00-1122 Turn Out rotated 45 degrees.

Short Review

Customer writes: " Great pipe!".

00-1122 LSR 2-1 Turn Out Rotated 45 degrees in SS Titanium.

2nd Time Around

Customer writes:" Just dropping you an e-mail to say I'm very pleased with my new LSR exhaust. I had bought a system from you 6 or 7 years ago for my 94 FLSTN which is pictured on your site, sadly that bike burned up in a house fire in 2008.  Last fall I replaced that bike with a Road King which is what the new pipe went on.  I pulled off a almost new name brand true duals off and slapped on the LSR and off to the tuner it went. The bike base run was 70.2 HP & 75.4 TK.  It ended up at 81.8HP & 81.4 Tk. Not to bad for just a stock 88" with a bigger breather and your pipe.. AND a big "thank" you to the Lady who took my order as I called looking for a pipe, She had one ready to go with out having to wait for it to be made.....      I have attached a picture for you....  One last thing same comment as before, you should offer the mounting brackets in chrome... "

No on chrome brackets. People lose their jobs or whatever so sometimes we have something ready but, in general, we build to order.

Step One: Get Beer: Step two: Drink Beer; Repeat

Customer writes:" Hey Gang @ RB, I know everyone sends you pics of their bikes, on the ground after the pipes have been installed, probably by a shop, and brag about the performance.  Well I just wanted to tell you have installed many, many exhaust systems over my 30 years of riding, and yours went on flawlessly. Yes I followed your instructions; remove from shipping box, rest and have a beer, remove old pipes, rest and have beer, layout all the parts, briefly read instructions, throw them aside, because I am guy, begin install, guz a lot about putting on the retaining rings, complete project, drink many beers while wiping down the pipes, drink more beer and leave bike on lift as I'm too drunk to lower it.
 
Can't wait to turn it over and ride when it finally warms up in Chicago! Thanks for a great product..Best regards, Mark."

Guam Anniversary

Customer writes: " Hey All, I purchased a LSR 2-1 pipe from you several months ago (the guy from Guam) and when I was checking out the lady who helped me ask me to pop a few pics your way once I got it installed. The pipe went on the day I got it, quick ride a bit of jetting and it was done. Could have rode it without jetting but just a bit anal that way. Well here are the pics (better late than never I guess) which were shot at a this years Veteran's Day remembrance on Guam and a small write up about the bike. Simply put the pipe rocks, big gain in performance and rideability. Fred".

100th Anniversary FLTRI

All the way from Canada to Prune Picking Southern California. 00-1123 in Ceramic Black with two black and one chrome heat shield. Replaced a Thunderheader.

We offer general LSR 2-1 Mounting Instructions in a PDF Format.


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. Money. 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. Three versions are available: Specify Cable Number when ordering.

(1) Part # 2000014: 4 Pin J1850 (older bikes). $42.50 list price.

(2) Part # 2000011: CAN 6 Pin Cable Kit (newest bikes). $42.50 list price.

(3) Part # 2000014A: 2014 Touring models Only. CAN 6 Pin (have different pin allocations). $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.

Soot

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.

No soot.

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.

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.



Dual RSR O2 Gauge: Compatible with OEM narrowband sensors. For non-closed loop models (1999-2007) we can supply the LSR 2-1 exhaust with two 18mm O2 sensor ports and two high temperature Bosch O2 sensors: Part Number 06-1026. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof. Use TTS Master Tune Software to adjust the VE tables for the front and rear cylinders.

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.



Tune in the Real World: RSR Air Fuel Ratio Gauge

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 Comments



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.

I am building a 124” TC to put into another FXR that I am building. This gauge is already on the build list, can’t imagine not having this gauge on any of my bikes. Thanks, Ed"

Customer writes: "Sounds like a FAST Harley!  Revs quicker.  Everyone that knows the bike immediately notices how the engine has better throttle response now.  One blip of the throttle is all it takes to spark envy.   It has a noticeable volume and powerful sound on acceleration complimented by a smooth deceleration growl.  Cruising volume is somehow arguably quieter than the V&H slip-ons that were on the bike previously.  The chrome is flawless.  Packaging was excellent.  It’s amazing how spot-on the fitment of the slip joints are.  The mounting bracket is perfect in form, fit and function.  Everything eases into place with a slow methodical hand.  Don’t force or rush the installation and you will complete it without frustration.  I bought the Dual AFR meter at the same time as the pipe.  I cannot imagine an easier way to tune with my TTS MasterTune!  I was able to actually improve the tune and power while maintaining 43 mpg. Thanks! Ryan"

00-1316 LSR 2-1 using RSR Dual Air Fuel Ratio Gauge.

SE 120R Engine

New 120R Engine for Baggers and a new AHDRA racing class...another way to get your money now that V-Rod Destroyers are old news. Think of all the early adopters who went 95/103/110 and now they can go 120". Stimulus money! If you want one in your bagger and want a full race system then our 2" LSR 2-1 is a nice loud way to make power.

You will also need our billet gaskets, billet flanges and snap rings, heat shields, and an extra set of our special exhaust stud nuts.

As all the mythical lemmings head off the cliff we might remind them that a S&S SA B2 126" engine is rated at 154 hp and John O'Keefe at Branch O'Keefe has been working SA B2 heads for big inch Sportsters, S&S 124" motors and getting 166 to 200 hp depending on compression. Of course you could get one of our turbos but the extra 100 to 200 hp might be too much power for you.

Chain Final Drive

 

We converted or 360 hp Road Toad to an EK 530ZZZ final drive chain, the same as we use on the Bonneville Bullett. A Baker Drivetrain 24 tooth transmission sprocket with a .200" offset and an anodized 45 tooth rear wheel sprocket lets us run the Road Toad up to a leisurely 180 mph without revving the 126 Orca Turbo motor too high. We geared it a tad taller so we can cruise at 80 mph well under 3000 rpm and get 50 mpg.

Adjusters

The oem rear axle adjusters with the eccentric belt tensioners only offer a total of 1/2" of adjustment which means setting chain tension with a sprocket is next to impossible. One tooth more or less and one link more or less and the chain simply cannot be adjusted. We revamp these so we can choose the gearing we want and be able to set the correct chain tension. The swingarm was designed for a specific belt and pulley combination, not for a chain drive.

First step is to remove the oem adjusters. We use a fixture to weld on the new adjusters that we machine.

360 Hp Chain Drive Swingarm


Machined Billet Adjusters are welded to the prepared swingarm in a fixture that locates all critical dimensions, allowing 2" of adjustment with stock shock location. Required for high horsepower RB Racing Turbos. Next step is to strip and re-powdercoat the swingarm. The sliding billet axle adjusters are cnc machined and chromed. A Swingarms can be done for clients who supply RB Racing their stock swingarm and rear axle. Late model cush hub models are more involved as the hub must be machined for the sprocket. On our 2004 Road Toad we bolt our 530 sprocket directly to the oem wheel.


Pictured above the axle can be adjusted to 1.5" further back than stock. Gloss Black powder coated About the only way to keep belts from snapping once you start going past 130+ hp. It's also the only way you can really alter your final drive gearing for drag racing, speed events or turbos. With our high output turbos it's definitely suggested for 200+ hp.

Three customer arms. Two for turbos and one for a Twin Cam S&S 124" with SA B2 heads that makes 150 hp. Go big or go home as they say.


The 2009 and later swingarms are completely different. We have fixtures to convert these to chain drive. Aftermarket wheels can be used with direct sprockets or the cush drive mechanism can be machined to accept a sprocket. Chromed adjusters below. We offer a service for the Twin Cam FL swingarms to convert them to chain drive.

Chrome and Black

Customer writes: "Hey there RB Racing. Initial impressions: Out of the box, packaged very well. Craftsman ship is top notch! I really dig all the little details you guys include. No more mesh exhaust gaskets, billet is so nice! The fitment, the welds, the turbo venturis, even the notch cut in the tail section so you can just slide the bolts for the exhaust bracket through. Top notch!

I need to save up for a gauge but, the plugs read good and she runs like a raped ape! Seat of the pants testing left a big grin on my face! The motor just run smoother all over the power band. Great usable power! Sounds is like 2 cylinders at war! Sounds like a Harley should!

I was going to do a 95" kit but, my motor ran good. Your exhaust SYSTEM was highly recommended to me instead of cracking a good motor open. Rinehart true duals were replaced and I couldn't be happier! I don't ride a dyno, and the bike runs great! Peak numbers are only good for braggin' right. I'll never run, or recommend any exhaust system ever again! Actually, yours is an exhaust system, anything else is just pipes! So much good information on your website too! Thanks RB Racing! With respect, Cord Shadows MC."

00-1122 LSR 2-1 Turn Out. This time customer requested Ceramic Black Shields on a chrome exhaust. We'll do any combination of finishes that we offer.

Miles Later

Customer writes: " I just learned how to send pics. Here it is, I've had the pipe on for about 6 thousand miles and love it. I had a great tuner and the bike went from 72 hp to 84 hp with just the change of the pipes. I'm also getting 42 mpg consistently. Thank you, Jason". 00-1122 (45deg rotation).

Twin Cam 00-1122 Turn Out

Customer writes: "Here are the pics of my new pipes installed. Just the cams and pipes make a TON of difference, can't wait to see what kind of power it will make with the pro tune! " 00-1122 Turn Out with heat shields.

Black Ceramic

Customer writes: "Thank you, I called this past year for a name plate on your exhaust system, to replace the one that was scratched during removal; for the pipe was getting a new Ceramic Coating.  Your lovely sounding (and I presume beautiful) receptionist sent me a replacement.  She wanted to know if I would send a picture of the exhaust on the bike.  So enclosed is my 2006 FLHX. Also I would like to inform you how great it performs, sounds and looks; not just from my personal feed back but from everyone I meet on the road when we talk about our bikes. Sincerely Yours, West.".

Actually no one here meets the beautiful criteria. Years of leg irons and whips sort of takes the edge off of things. Row and eat your gruel. 00-1122 (45 deg rotation) in ceramic black.

LSR 2-1's Down Under

We ship LSR 2-1 exhausts direct to customers in Australia. Middlemen always seem to want to sell things but not actually buy things...and when they do, the price goes sky high and often they order the wrong parts for the customer who has to wait forever... Too many layers.

We "Build to Order" all systems no matter who you are or where you are and do not try to fill distribution channels full of parts. Offering 700+ parts numbers in four different finishes and in four major product ranges from Full Race to Quiet gives our customers the exhaust system best suited for their intended purpose. We ship FedEx Economy on Mondays and Thursdays.

Third Time's a Charm

Customer writes: "Thanks to all involved in my exhaust system.  The exhaust, when dynorun, proved to put out more torque and quicker acceleration over XYZ Exhaust systems I have used in the past and present.  I am happy that I found you and will use RB exhausts forever.  It has the good old Harley sound to it and I receive compliments from those who ride with us. Even people that don't ride with us. THANKS AGAIN.. Ron in Florida"

00-1122 (45 deg rotation) in chrome. People usually buy two or three exhausts before they get a LSR 2-1. We've been at it for over 30 years and, all we do, besides insane projects that eat everything in sight, is just come in and try to build things we know that work. It's not more complicated than that.

2009 and later Models Covered

Frames are changed. Floorboards are changed. We have prototyped the 2009 and later models and are shipping orders. 2010 and later models have smaller O2 sensors located downstream. We build to order. Options on tail section and four separate finishes. 00-1367 Pro Stock Spyder shown in prototyping a 2009 model.

2010 and later series use the new small heated O2 sensors. We are tooled for these and they are also compatible with our RSR Dual O2 Gauges, the only way to monitor how your efi is doing in real time.

$1,000.00 for Saddle Bags...5 Finger Discount $0.00

FLTRI Road Glides are a big theft item around here...their bags even more so. After one of our employees lost a set of bags off his 2008 110" Road Glide, and had to buy another set of bags, we made up a few simple sets of Left/Right brackets that secure the bags to the rear mount with a couple of stainless steel button head screws and self-locking nuts. Unless someone has a 3/16" Allen and a 1/2" wrench the bags aren't going anywhere. Around here they will steal the bags even if the outer lock is set...they just pry them open.

If you want a set of L/R brackets they are $15.00 in raw metal. Drill four 5/16" holes and you're done. Undo the bolt to the bag and the bracket can stay on the rear bag mount. Paint them or chrome them yourself. Not a big deal around here. We just don't need any $1,000.00 surprises.

The pictures show the brackets on our shop 2004 FLTRI we use for testing exhaust systems. The bike is going to be converted to a 126" ORCA Turbo motor with 350 horsepower. Since the OEM speedo only goes to 120mph we've put on a GPS speedometer and we're addressing the front and rear suspension which aren't up to the speeds we're used to. FYI there is no such thing as a "Fastest Bagger" class in SCTA-BNI Records....that's an invention of Dennis Manning to help sell exhausts.

103" Porting and Pistons

John O'Keefe of Branch O'Keefe has 103" kits for late model Twin Cam engines. Stock 103" engines from Harley make maybe 80 horsepower. This doesn't cut it with an 800 lb sled. Branch Specifications: Larger inlet and exhaust valves; .060" decked cylinder head; compression releases; new valve guides; racing valve springs; flowed inlet and exhaust ports; forged lightweight pistons contoured to match quench style combustion chamber; and BP-600 Branch camshafts. Not a bad idea to get a matched, proven, combination.

We've ridden a few of these and they work well. Compression is about 10.7:1. John does the Bonneville (see middle of page) porting of our S&S SA B2 heads. Quite a few baggers are going 124" with SA B2 heads...John has pushed these out past 200 horsepower normally aspirated, winning horsepower shootout contests and running hard at Bonneville. He knows how to improve them.

$950.00 or $500.00...or $300.00 in the Toilet

After nearly 40 years of cylinder head development John has seen things go full circle a number of times. When you consider he and Jerry Branch worked on Harley Factory prototype engines as well as virtually all the factory road race and class C racers, there isn't much he doesn't know about pushrod cylinder head development. He still has the best flow bench in the industry, the one Jerry Branch made himself, and one not unlike the one Smokey Yunick made for all his engine development. Flow benches made by stacking up Ametek vacuum cleaner motors just don't measure up. That's why John Britten came over from New Zealand to get Branch's advice on his cylinder heads...before he cast them, not afterwards. John O'Keefe and Jerry Branch gave John Britten the edge he needed.

These days people buy an electric grinder and some sanding rolls and "port" cylinder heads in their garage for $300.00 or someone with a small Superflow SF 110 Flow Bench advertises you will get "115 hp" with their heads. John is a bit too honest to make these claims as he was getting 118 hp out of 88" engines (1.34 hp per cubic inch) a long time ago, but they were useless for the street and, as he states, "We couldn't wait to get that stuff out of the motor". To counter these unrealistic claims by garage-type porters John is working up a program for $500.00 quick turn cylinder heads that offer realistic performance gains as a lower cost option to the the "right way" to do heads professionally which involves new seats, larger valves, guide removal and replacement. The "right way" will never be $500.00.

Give John O'Keefe a call (562 597 2850) if you are looking for full race S&S SA B2 cylinder heads like we do (big bucks), or something in-between like his #4 or #5 Branch heads for $950.00 or even a budget set for $500.00 that give a realistic performance gain. It's always about airflow. The more air you pump the more power you make. The budget comes first. Stock heads just don't cut it. Experience does.

Mach Index 110" CNC Ported Heads

Harley has a big valve 110" cnc ported engine kit that requires you bore your cases for the 4.000" pistons. The stroke is 4.375". It's a good value for the money, i.e. the pieces you get for the dollars spent, but there is a potential downside. Most of the time your bike is well below a peak speed of 6400 rpm. John O'Keefe of Branch O'Keefe flowed these heads and found they give large flow numbers but the port velocity is low. In his opinion they are a bit much for mid-rpm cruising 2700-4000 rpm.

110 with 2.125" valves

If you use our Mach Index Calculator you will see why. For peak efficiency you should see Mach Numbers of .6 . These heads with their 2.125" Inlets on 110" engine with a 4.000" bore and a 4.375" stroke a .6 mach number will be reached at 5625 rpm.

103" with stock valves

In short, the head with 2.125" valves may be too much for your normal operation defined by 2500 to 3200 cruise and normal 4000 rpm shifts dropping back to 3000 rpm. John's advice is that you might be better off porting a set of stock heads unless you plan on running at high rpm with big lift cams. Our Mach Index Calculator returns a Mach Index of .6 on a 103" engine with oem valves 1.840" at 4500 rpm or 1025 rpm less. Something to think about. Where do you do most of your shifting and roll-ons?

FYI: John O'Keefe has done extensive testing on Stock Cylinder Head flow...not talk or opinion...just lots of his own time on his flow bench. Guess what? He will advise you that anyone who offering a low cost "clean-up" of your ports is simply going to drop the flow numbers. Give John or Paul a call (562) 597-2850 before you turn your cylinder heads over to someone with less experience.

Branch O'Keefe Video Tour

John O'Keefe does all our cylinder head work. He and Jerry Branch have done all our race porting since 1977. Jerry designed this 30 horsepower Supercharger-powered flow bench which allows John to flow any depression he chooses...10", 12", 28" or 60".  It's the most powerful flow bench in the industry. They actually flow test and hand finish what they sell. Even at the highest level of motorsport hand finishing and testing of each port is required. Vagaries in castings makes 5 axis porting a time saver in metal removal but not the answer for maximum performance. You still have to hand finish and flow test.

Arguments about rough or polished ports is old history. At the microscopic level every surface is "rough". Jerry Branch is in the Motorcycle Hall of Fame for his accomplishments, not for talk. John and Jerry continue the tradition.

Electra Glide Classic

Customer writes: "Here is a photo of my 2000 Electra Glide Classic with your LSR 2-1 pipe installed. I am very pleased with the pipe to bad I didn't have more nice weather to ride. My new pipe gives the bike an aggressive tone at idle and really sounds good when rolling through the gears. Quality of pipe is excellent, and looks great on my bike. I will recommend your pipe to all who see it. Thanks for a quality pipe, ride on RB RACING !!!!!!!! Steve". 00-1122 Turn Out 45 deg rotation.

Big Bad Bagger

Customer writes: "Hey y'all!! wanted to send a pic of my bike and your pipe, its by far the best I've used. It's a 103 stroker, S&S gear drive cams, roller rockers,10.5 to 1 comp, and the biggest and best Screaming Eagle has to offer every were else. It's real fast and will cruise as well, the pipe gave it one more horsepower and 12 more lbs of torque vs the pro pipe I had on it before.........113 hp,122 lb torque...........thanx for a great product. Dave" 00-1124 in chrome Turn Out 45 degree rotation with heat shields.

Rockin Rick

Customer writes" "My LSR 2-1 arrived yesterday. Installed it last night. Hit the starter button... WOW! efi cold start sounded like a top fueler. In my garage it appeared a bit loud My thoughts were I'm gonna need an amp for the Radio now. Took it out for 100 mile run today... PIPE IS AWESOME! Performance is great! Sound is even better and I don't need an amp... perfect tone at cruise .Top quality workmanship .Chrome is perfect . Fit like a glove.The fit in the heads with the custom machined venturis is unlike ANY. Just Perfection. My bike is a 06 Street  Glide 103 inch and since I bought it I really haven't been totally happy with it. I didn't like my bike. I LOVE IT NOW! You guys have really done your homework and it shows in your product. And the wait was well worth it. Again YOU GUYS ROCK! Rick ".

00-1122 in chrome with heat shields. 45 degree rotation Turn Out.

Customer writes: "Just wanted to drop you a line with a picture of my 07 FLTR.  The LSR 2-1 exhaust is truly awesome!  Just completed a 3 day 1600 mil. Trip “two up” and fully loaded. The bike is a 103” with massaged factory heads, after market cam, 10.25 to 1 compression and a Harley race tuner.  Dino numbers mean dick!!!  60 to 100 is where it’s at!  This bike, in 6th gear roll on’s from 60mph took on all comers.  Even the bikes starting in 5th!!  115  MPH and still pulling fully loaded with 2 people?!!  Although the power is addictive, at the speed in which I drive (70+mph) it is a little loud and tiring at the end of a 500 mile Day.  I have ordered a “Blackhole” 2 into 1 for this bike with the hope of keeping this kind of power with diminished noise at speed.  Thank you for a great product!!! Best regards, Patrick"

00-1122 with three heat shields in chrome.

00-1122, LSR 2-1 Chrome, 1 3/4" Turn Out Rotated 45 degrees with 3 piece heat shields. New York and the leaves have turned.

Customer writes: "As promised, here's a pic of my bike with the LSR 2-1's on, love em. Thanks". 00-1122, LSR 2-1 Turn Out, 1 3/4" Chrome, with three piece heat shields. Baggers in Black. Johnny Cash would approve. It's a nice way to go. Linked to the past but with power and reliability...and miles to go before I sleep.

Digital Gear Indicator and Dual Air Fuel Ratio Gauges

A useless air temperature gauge and tiny warning lights...whatever happened to black and white gauges? Well our RSR Bonneville Digital Gear Indicator and our Dual Air Fuel Ratio monitor actually do 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 a lot more important than knowing what the air temperature is...After all, you are sitting directly in the air stream so the air temperature is no mystery.

Road Toad...The Movie

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.

Turbo Movie...Road Toad 8 psi

Our Twin Cam 88" Road Toad in rush hour traffic in Los Angeles. There isn't much open space in L.A. like there is going up the middle of Nevada on the way to Bonneville. This gives you a brief idea of what low boost looks like on Our Twin Cam Road Glide Turbo 88" with Branch O'Keefe Turbo porting and some mild SE 251 cams. 1.52 Bar is about 8 lbs of boost. John O'Keefe is the go-to-guy for street or turbo cylinder head porting...About 135 hp with mild boost.

Dyno, don't need no stinkin Dyno

Customer writes: " Thanks for the pipe and fuel ratio gauge. It was worth the wait. 116 inch with 2 inch pipe. The bike sounds really good. I have had the Thunder Header before and did not care for the sound or the performance. The pipe was too small though. This pipe sounds like a Harley should and it seems to rev quicker. Without the RSR Air Fuel Ratio Gauge I would have had different jets in it. { do not want to pay for dyno! } Thanks, Gregg." 00-1124 LSR 2-1 Turn Out, rotated 45 Deg, chrome w/ three heat shields.

True Duals w/Aluminum Butt Plugs

Customers ask us why we don't make "True Duals". While the name has a certain ring to it, with "True" sort of impugning everything else you might consider. Well, we won't make things that don't work, like dual pipes, dual pipes with aluminum butt plugs, or even a falsie left pipe that does nothing. Now, we like Fishtails, and all sorts of things like that which are traditional and pretty. We just aren't going to make them.

No Duals or Falsies



Customer writes: " Hello RB Racing !  Just wanted to drop you a note to say THANK YOU, THANK YOU, THANK YOU!!!  I changed the pipe on my Road King from a popular name brand "TRUE DUAL" to your LSR 2-1. Had the bike dyno'd yesterday and what a difference, The HP number jumped from 82 HP to 89.95 (call it 90) and the torque number jumped from 96 ft lbs to 102 ft lbs.  Nothing else was changed but the pipe.  Anyone know some one looking for a set of used true duals?  While those numbers aren't huge or record setting they are much, much better. In addition, the bike runs tons better, no more cracks or pops and runs smooth as ever at RPM. Again , I can't thank you enough for producing a product that meets the need and not necessarily a product that boasts bragging rights that are unsubstantiated. Mike".

We don't do slip-ons

About every exhaust system manufacturer makes "slip-on" mufflers. Teflon coated die cast butt plugs full of kinky rivets and adorned in finishes to make your knees weak and your wallet flutter. Well, we don't just build things because you just might buy them...We build things that work, things without compromise, parts without limits. It all starts at the cylinder head and it ends where it barks. We don't do slip-ons.

2012 CVO Road Glide with aftermarket slip-on mufflers...We measured them at 111 decibels at idle. Very loud. There really is no muffling at all. We also measured the same bike with the stock exhaust at idle...about 98 decibels. This is with the catalytic converter in place. We make race pipes and quiet pipes. We don't make stupid pipes.

Comments


 

Customer writes: "Hello, I have installed your 2:1 LSR pipe (00-1122) with the AFR gauge. It's the best money I've spent on my bike. The fitment of the pipe is great and it was not a wrestling match to install as are most other pipes. Thanks for the great product. Kenny". Customer made bracket, not us.


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  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.

In short, taking off your fast acting, self-calibrating, Delphi system is just plain stupid. Use TTS MasterTune.



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.


Bold Runner

Customer writes: "This is a picture of the finished product. it was definitely well worth the wait. The bike definitely runs better than it did with straight pipes. Thank you very much, hope to see the picture on your site."

FL's rule. Glide front. Ape hangers. Low on chrome, heavy on attitude.

Silver Pipe Chrome Shields

00-1145 LSR 2-1 +5" Slash Cut. Ceramic finish can be maintained with Mother's Aluminum and Magnesium polish. Chrome shields resist scuffing.

Customers

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.

Later…Cliff"

Customer writes: " Just installed my new LSR 2-1 Blackhole Exhaust on my 2002 Ultra Classic HOLY SHIT !!!!!!!!! So yea I went to the Shit Head Dyno Again. Before 77.2 hp 78.7.6 lbs @5200 Now 90.4 93.1 @5500. WOW Fuck the slip ons . I don't want any racing SHIT in this one I want to keep it a stock Twin cam 88. I take the QUEEN riding on this one. It makes plenty of power. Thank You once again. Ed "

Chrome with Black

Customer writes: "Love the new pipe!!!  Totally worth the wait!"

Chrome shields on a Black Ceramic pipe. 45 degree rotation in the Turn Out.

Baggers Down Under

Bagger from Australia. LSR 2-1 C Style, with heat shields, part number 00-1019.  No passenger pegs and ape hangers.


Baggers Rock. Let's Roll!

Big motors need larger primary tubes and Dressers need bigger motors when they get out into the real world. This Road King is a 106" TC88 with a 4 1/8" bore and stock stroke with 10.5:1 JE Pistons, JHP ported heads, Andrews cams and a recalibrated fuel injection system. 126 Hp with 128 lbs of torque. The pipes are LSR 2-1 C Style, 2" primaries, Turn Out, part number 00-1124. The bike is ridden everyday and besides pulling your arms off in any gear it's operation is flawless.

The 00-1124 TC88 Dresser pipe clears the bags and is mounted off of the transmission with a hidden bracket. All Dresser pipes have two slip joints for ease of installation, to account for various deck heights and to prevent any breakage at the collector / primary weld. FLH/T with all the extra weight and windscreens put a huge thermal load on the exhaust system...It's like holding your motor under load on a Dyno when you're pushing 80 to 85 miles an hour for tank after tank of gas. To keep the heat in the system and to prevent any discoloration we suggest you think about choosing the ceramic finish (silver or black) and use the three piece chrome heat shields (front / rear / collector) that cover any places you might touch with with your boots or rain gear. This way you eliminate any discoloration or scuffing issues.

Flanges for 2006 and later 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.



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. 00-1124 Pictured for the S&S billet Oil Pump.

Typical Story

This 95" TC88 Bagger motor a shop built for a customer that previously had a set of somebody's NASCAR inspired "duals"...The customer was unhappy with the engine saying it just didn't make a lot of power and that "there was nothing wrong with the duals...there's something wrong with the motor!" The shop slipped on one of our 00-1124 LSR 2-1, Turn Out, 2" primary exhausts borrowed off another bike that was in the shop. The bike instantly gained 20 horsepower and 16 foot pounds of torque. Needless to say that ended the discussion about something being wrong with the engine.

This is the pipe installed on the customer's bike. You can request our LSR 2-1 Turn Out systems be rotated 45 degrees as is the 00-1124 part shown above. The 45 degree rotation is usually where saddle bags are involved. Twenty extra horsepower always makes people happy. The shop, previously owned by Danny Johnson, has since closed. Danny passed on...Golf and race engines were Danny's passions.

Customer writes: "Pipe performs like a dream bike pulls hard all the way from idle to rev limit its quiet when sneaking home and barks with authority when hot rodding. Fit and finish is excellent ... can't wait for it to show some color, but chroming is so good I might have to wait for awhile. I have tried a great many exhaust systems none compare with yours. I will be using them exclusively .   thank you". Part number 00-1124.

Customer writes "VERY high quality components, with excellent welds and material.  It's clear to see this is not a hacked product, or put together in a shed.  Precision fitments and the components to space out the floorboard and mount the bracket are of equal or better quality than Harley OEM. Impressive!" 00-1122 LSR2-1 Silver Ceramic, 1 3/4" Turn Out rotated 45 degrees.

Customer writes, "Noticeable power pull on this pipe vs. my buddie's Road King with the exact same setup other then he's running Rineharts.  No contest on the drag race.  I win handily." 00-1122 Silver Ceramic.

Pictured above is a 00-1145 +5" LSR 2-1; 1 3/4" Slash Cut with three piece heat shields. In general, big inch baggers love the 2" LSR 2-1 exhausts..." I picked up 13.5 Horsepower and 11 foot pounds of torque on my 116" over my V&H Pro Pipe!"...customer from Texas.

Bad in Black

00-1145 on a Bagger....this one from Butch's Custom in St. Paul, Minnesota. Twin cylinder in the Twin City. Back to back tests against a set of NASCAR inspired "duals" had the RB Racing pipe making 9 more horsepower. Baggers don't have to be slow. Like Johhny Cash said...

"Ah, I'd love to wear a rainbow every day,
And tell the world that every thing's OK,
But I'll try to carry off a little darkness on my back,
'Till things are brighter, I'm the Man In Black."

TC88" and TC95" Baggers

Generally on these bikes we recommend the 1 3/4" LSR 2-1 exhaust with heat shields as the powerband will come in about 500 rpm sooner than a 2" version. It's all about the timing of events to the collector and with a 2" version of these at the 88"/95" displacements it happens a bit later. Most riders seem concerned with the 2700 to 3200 rpm powerband.

Customer writes "I just got back from a business trip in Germany. I installed your exhaust and name plate, and here’s a picture you requested when it was done. I’m very happy with the fit, finish, sound, and quality of your product. Feel free to use me anytime as a positive reference." 00-1122 LSR 2-1, C Style, Turn Out, 45 degree rotation, in Chrome with three piece heat shields.

2005 Road King

00-1122 1 3/4" Black Ceramic Turn Out angled over 45 degrees. Hot Rod Bagger...Baggers can perform if you let them breathe.

Customer writes: "The fitment of the pipe is great and it was not a wrestling match to install as are most other pipes. Thanks for the great product. Kenny". 00-1122 in Black Ceramic.

Iceman

You can be in the desert one minute and an hour later you can be up at a snow line. California. LSR 2-1, 1 3/4" Turn Out in chrome with heat shields. 00-1122

 

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.

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.

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.

Customer writes: "I keep blowing the baffle and end plate out of my Vance and Hines Pro Pipe…(Tears the screw holes out of the megaphone and spits the end plate and baffle out on the roadway) So, I’m looking for a high flow exhaust system for my Bagger. I’ve heard a lot of good things about your exhaust systems, so I would like a little guidance on what System you suggest."

None of our systems have butt plugs or baffles that can blow out. None.

Customer writes: " Umatilla, Florida, #00-1122 45 degree turnout, chrome, no shields, 2000 FLHRI TC 88 Stage 1 with Techlusion. Runs much better, especially down low. Fit is superb and finish is flawless. And yes, it sounds like a Harley."

Customer writes: "I asked in the past for pictures of a Electra Glide type of bike with the LSR 2 into 1. I went for it and love it – awesome sound. Engine is a 103+ Stroker built by Todd of McHenry Harley Davidson in McHenry Illinois. I have attached a picture of my bike, a 2006 FLHTCUI. Looks awesome! Thanks."

Turbo Venturis

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.

Customer writes: " 00-1143 on a 124SSW+ powered '93 FLHS, smooth pull and great sound, no comparison to the Thunderheader!!!!" Silver Ceramic finish.

3 Piece Heat Shields

There's always a way you are going to touch or burn something on the primary tubes so it's best to order heat shields. We can do the heat shields in any of the three color choices so aesthetics is not an issue. The third shield covers the collector area and extends to the point where the next heat build up point is, at the internal tapered baffle which is welded into place. Running at high speed for hours on end may end up slightly discoloring the pipe at this point. Another issue is that rain gear, heels and flying plastic bags are attracted to the collector area.

You can order any of the three shields. Some people don't want shields period. The middle of the rear primary tube has a non-clamped slip joint and the front primary tube has a non-clamped slip joint. These are not clamped so the pipe can settle into place and the design prevents stress fractures. Shields cover these areas. Take a close look at all the Sleds and decide for yourself.

EBay

Customer writes "Hello, first off I have to say nice product. I just picked up an LSR C for my bagger off ebay. The guy has high temp black paint on it which kind of bums me out but hey whaddya gonna do. I have had the pipe on for a day and notice the midrange and high end boost for sure. My bagger is an 01 FLHTPI, (injected police bike). 96", KB flat tops, cosmetic gasket, Big Boyz street ported heads, and and S&S 510c just cause they are bit more quiet than the gear drives. Also a big sucker and a DFO. This is the best sounding 2-1 pipe I have heard to date too. I would like to get 4 more nuts for the exhaust if possible. Just advise me of the sop for doing so. This C model pipe has the 5" extension on it and is the slash cut design. Had to do some filing of the right floor board mount for the back of the floor board cause I couldn't get the freakin bolts loose. They are on there like tighter than a 2 peckered billy goat.

Its apparent that with the engine set up I have mostly for 2 up riding and on the highway that it seems like monster power above 3k rpms. More so than with the long shots and thundermonsters I took off. The power now comes on strong as hell. Before it was very smooth. It was there just very very smooth. This ain't smooth and nor do I think it is supposed to be. You go fast really quick! Torque feels monster too, but this is the seat of the pants type thing and not dyno'd as of yet. Anyway if I could have afforded a new pipe I would have but can't so I didn't. Just want to thank you guys for the really nice exhausts and what you say seems to be true. At least on my bagger it is. keepem sharp and thanks".

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.

Nuts

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.

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.

Goo

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. 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.

We offer general LSR 2-1 Mounting Instructions in a PDF Format.

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 for carbureted models. 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. EFI models use our Dual Gauge to monitor front and rear cylinders separately...in the real world.

Some years use 18mm, others 12.5mm. Our RSR Air Fuel Ratio Gauge is the best investment you can make for these.  You must specify year and model as there are different voltage offsets for some years. 06-1025 Billet Handlebar mounts are available for 1.0" or 1.25" handlebars.

Ease of Installation: LSR 2-1 Mounting Brackets

As they say. So simple a.....

We offer general LSR 2-1 Mounting Instructions in a PDF Format.

FLH/FLT/Road King/Road Glide: Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts. Part number 00-1145: 1 3/4" +5" Slash Cut, in chrome, with heat shields, pictured. Customer writes " This is the picture of my bike with your pipes they sound good and run great."

Mounting Torques

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



This is another high horsepower Dresser that Mike at Johnson's High Performance has finished. 00-1124 Turn Out rotated 45 degrees. Baggers kick butt in North Carolina, especially if your builder knows what he is doing. This isn't the R&R parts changing business if you want everything to work together.

Freedom of expression...do it while you can before someone decides to stick their nose in your business.


Self-Tuning Myth

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.

14.7 / 13.2 = 1.11

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.

Beyond Stupid

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. Knowledge. 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's "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.

Now the hooker, take the bike and put one of the finished calibrations in it and give it to the customer and say go ride it and come back after you've ridden it well, to know how it feels/runs. They come back after an hour or so then load the other calibration and ask them to do the same riding over and come back again. Each and every time we have done this every customer has picked the calibration that was done on the SuperFlow under the controlled acceleration modes! So pick what works for you but there is a difference. Does it take longer, does it end with a measurable difference............. YEP!"

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.


Dyno Sheets

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.

Ceramic Silver Finish

Customer writes: "00-1143 on a 2005 FLHRI Firefighter special, looks and runs great, a lot of comments on the looks and finish of the system as well".

Ceramic Silver looks like a polished aluminum and has superior heat retention with less radiant heat. We still recommend heat shields however. The surface can be cleaned with soap and water and any scuff marks can be removed or repolishing can be done with Mother's Aluminum and Magnesium Polish.

New Ceramic "Turbo" Black Finish

We have a lot more people looking for durable black 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 black finish is a dual coat process that gives additional protection against scratches and nicks, providing two barriers against corrosion.

New "Double Coat" Black and Silver 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 Ceramic and Ceramic Black to complement our usual chrome offerings. The newest "Double Coat" Black finish is a double coat process that gives additional protection against scratches and nicks, providing two barriers against corrosion...Silver then Black on top of it.

In 27 years we have tried all sorts of black finishes: Kal Gard, VHT, Techline, and others. We also, in the mid 1980's, 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, moisture 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 for Black Finishes we have found the best solution is a Silver Ceramic cushion base coat and a secondary Black Semi-Gloss finish on top of this.

"Double Coat" Black Ceramic finish is the most expensive as it involves 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 Silver Ceramic ceramic base coat and then a second Black coating on top of this.

The Silver Ceramic finishes can be cleaned with soap and water and scuff marks can be removed with Mother's Aluminum and Magnesium Polish.

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 Dressers?...Hell if we know! Nitro fogs your mind. If you are up on the start line be sure to take a deep breath before the Nitro fumes hit you.

Before Billet

Before TV, before RUBs, before denim was acceptable, before Monster Garage, back when Floyd Clymer was driving motorcycles sitting backwards there were full dress Harleys. No trailer queens , no helmet laws, no magazines full of "master builders"...just Glide front ends and sprung saddles and crushed hats with pins. Dresser and Full Dress meant lights, bars, tassels, studs, cat eyes, white rubber grips, fishtails and pure unadulterated individualism.

Bessie Stringfield

Way before Interstates, before the Big One, there were pioneers. Before you head out, read about those who went before and wonder how it was, what they saw, and what they experienced. Read about Bessie Stringfield and her lifelong affair with 27 Harleys. Sleds.

Boo-dow!! Take your diesel duallie and shove it.

Risk

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.

Angst

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. It's that simple.

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.