LSR 2-1 FLH/T Sleds

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 airstream 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.

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 everthing 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.

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 Roadking 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.

Comments

Customer writes: "Hello, I have installed your 2:1 LSR pipe (00-1122) with the AFR guage. 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.

Screaming Eagle Super Tuner

"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.

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.

Steve Cole's TTS MasterTune

Before "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 a bit easier to use and has one benefit that the "SEST" does not have...You have the ability to save and restore your original calibration.

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. 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. The TTS MasterTune is a more friendly system. We offer it at a $50.00 discount when purchased with one of our exhausts i.e. $375.00 versus $425.00. For Dual Program (2 bikes) we offer a $75.00 discount when purchased with one of our exhausts i.e $550.00 versus $625.00. Best used with our Dual O2 meters .

If your laptop has only USB and not 9 pin serial ports, a TTS MasterTune-approved USB Cable with Deutsch Communications Connector is available separately for $75.00. A Nine pin serial cable with a Deutsch Communications Connector is available for $30.00. 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.

New Dual O2 Meters

For EFi sequential injection our new RSR Dual Air Fuel Gauge displays the fuel mixture in both the front and rear cylinders separately. 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.

Scale is, left to right, lean to rich: three greens, three yellows, two orange and two red l.e.d.s.

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.

Compatible with OEM narrowband sensors. Compatible with all Touring Models through 2008 model year. In 2009 and 2010 Harley shifted their ground reference points so contact RB Racing if you are ordering a gauge for these model years as they are different. Far right photo shows gauge in dim light conditions at maximum power setting.

Wideband O2 Meters

We also have Dual O2 meters in testing for Bosch LSU-4 wideband sensors. They will be available as soon as we complete a production run. Same easy visual reference. They tell you if you are getting maximum economy, peak power, correct acceleration enrichment, and if you are either too rich or too lean. Waterproof. Harley-proof.

Mounts....Roll Your Own or Buy One

Three degrees of freedom. Supplied with longer bolts for triple clamp or headlight mounting. Stainless bolts. Or get creative and roll your own. Could be as simple as one hole or a flat strap with two holes. If you want one of these they are $24.95. Part Number 06-1024. For single or dual O2 meters.

Road Toad...The Movie

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.

New SS Titanium Finish

In our continuing effort to offer you the best product we have a new SS Titanium finish that we have been testing for a year. We now have four finishes to choose from: Chrome, Silver Ceramic, Black Ceramic, and SS Titanium Ceramic.

Chrome is a no-brainer. It's a shiny, reflective, hard surface that can be covered by heat shields and is resistant to scratching. Black is the finish when you want black...It's that simple. Silver Ceramic is a popular coating that is well known to be durable and to hold the heat in the pipe.

The new SS Titanium finish is a dark semi-gloss metallic grey that will not show dirt, stains, or marks as easily as do the other ceramic finishes. It is the lowest maintenance of the "coatings". Sportster Pro Stock Challenge shown.

Note: Ceramic finishes on LSR Exhaust systems are taken to the coaters every three weeks. Payment for all ceramic finishes is made at the time we delivery the parts to the coater as at that point the process is irreversible and very expensive. Batches from the coaters are finished every two to three weeks. In short, if you order a ceramic finish i.e. Black, Silver, or SS Titanium payment is effected before shipment and is non-refundable.

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 customized and painted by Jeff Richardson. LSR 2-1 C Style, with heat shields, part number 00-1019. Jeff is working on a full tilt bagger for himself. He builds bikes you can ride daily that don't break down with unreliable components. No trailer queens. To contact Jeff:

Jeff Richardson, Managing Director
ChopperWorks p/l
5/11 Hayward Street Stafford Queensland
Australia 4053
ABN: 311 127 50268
Work : (617) 3356 6107
Mob : (614) 377 79246
Fax : (617) 3352 3414

chopwrks@bigpond.net.au

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 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, $19.95. 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.

2006-2007 Dual O2 Sensor Systems / RSR Air Fuel Gauges

Since we have been doing closed loop fuel injection systems for Harleys for more than 15 years and have been putting O-Sensor Ports in our exhausts for the same amount of time, we have dual O2 ports for the 2007-2007 models for our full range of exhausts. Our RSR Air Fuel Ratio Gauge is the best investment you can make for these.

All LSR 2-1 exhausts can be ordered with two O2 ports. Actually O2 sensors are a really neat item. We should know, as we have a lot of experience with them. Tuning strategies are different and there are a lot of things that can go awry if you forget about temperatures, pressures etc.

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.

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 everything'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 snowline. 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 $20.00 via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.

Baffling Alien Discs and Aluminum Butt Plugs

Our testing has shown that the Harley V-Twin is extremely sensitive to back pressure which is why 2-1's that use small or restrictive collectors don't breathe well, and why restrictive baffles shut the motor down. Disc type baffles are good for spark arrestors on dirt bikes but they have no place on a big inch V-Twin. You don't make power by adding restrictions to your exhaust system whether it's a bunch of stainless discs or some damn piece of aluminum billet machined into a Harley butt plug! Ever wonder why they had to put a hole up the center of the discs? Well, one reason was the discs are so damn restrictive you have to have several pounds of them to get enough flow through their waffle shaped passages. Good mufflers, but they have nothing to do with performance and they sure as hell do not create vacuum as has been claimed. When you get confused by all the bullshit simply ask the following question.." Do they run them in NASCAR or in Formula One?". Nope, they run straight pipe collector systems without any stupid discs or aluminum butt plugs. It's always funny how when the money is on the line, all the little things like discs, billet caps, anti-reversion flaps, reverse megaphones and other such nonsense somehow don't make the field.

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 aestheics 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 longshots 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.

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 Port Standard

All RB Racing LSR exhaust systems come standard with a machined and heliarced oxygen sensor boss just below your front exhaust port. This port is designed to accept and oxygen sensor (18mm x 1.5mm) which will allow you to use our RSR Air/Fuel Ratio Meter to tune and monitor in real-time your air/fuel ratio. Also, if you really wish to get 55mpg and kick ass, our RSR Fuel Injection's closed-loop heated O-Sensor will plug directly into this port.

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 overtighten 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 tigtened without strain.

We employ split lockwashers 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.

Custom Made for Your Application

This is another high horsepower Dresser that Mike at Johnson's High Performance has finised. 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 decelleration and or fuel cut-off. Ratios as lean as 17.0:1 can be run under decelleration 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 throtttle 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.

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 wive'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 Firefigher 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 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 and is .008" thick, providing two barriers against corrosion.

In 27 years we have tried all sorts of black finishes: Kal Gard, VHT, Techline, and others. We also in the mid 1980's we even tried porcelain for awhile. It chipped and the heat distorted the parts. Most finishes will not survive over a long period unless they have a base coat to cushion rock strikes and scratches. The surface has to be perfectly prepared and most applications can fail if run too soon at elevated temperatures as they are typically baked at 450 to 500 deg F whereas the cure takes place at around 750 deg F. Lower temperatures will not cure the resins and they will fail once the bike is run. To get around this dilemma we have found the best solution is a 2500 Deg F Ceramic cushion base coat and a secondary Black Semi-Gloss finish on top of this.

Black Ceramic finishes are therefore the most expensive as they involve a triple process. First the parts are polished to remove any tooling marks. Then the parts are zirconia media blasted to prepare the surface. The parts are base coated with a 2500 Deg F ceramic and baked. After this they are sprayed with an ultra high temperature black and baked a second time. The 2500 Deg F base or cushion coat adheres to the metal very well and provides insulation and corrosion protection. The black is a thinner coat and provides the smooth, dark black, finish we require.

Satin finishes scuff too easily so we do not use them.

The Semi-Gloss black finish can be cleaned with soap and water and scuff marks can be removed with Mother's Aluminum and Magnesium Polish.

Black Ceramic Touch-Up...Included With Black Systems

We include an aerosol can of 1500 Deg F Black Paint that exactly matches our Semi-Gloss Black Ceramic finishes with each Black Ceramic exhaust ordered. If your system requires any touch up you simply respray the affected area, let dry, and then rub or burnish with a soft cloth and the original finish will be restored. From time to time people ask us to recoat their systems. If you want to do this think about the shipping and coating expense which will total over $200.00. Some people have has us change their ceramic color or redo their pipes after a number of years. It is not a free service. It involves down time.

We have gone to extreme measures, as explained on this page, to use a very expensive dual coat process which involves an ultra durable Silver Ceramic base coat and a second semi-gloss Black Ceramic coat. All of this involves three trips to the oven and lots of labor not to mention pre-polishing all the parts as well as media blasting, a sealer coat, and about 260 miles of driving to and fro. There isn't a better finish.

Exhaust systems, contrary to some people's beliefs, are not an everlasting, never changing part like a piece of Tiffany jewelry. We like to think we build jewelry and we certainly try to do so. With our included can of matching touch-up paint you can take care of all the mishaps like melted tennis shoes, plastic road kill, and simple wear and tear from blasting around the country subjecting .0625" wall tubing to 1350 Deg F exhaust temperatures, rain, salt, stones, and road kill.

We are the only company that cares enough to do so. One final point...Ordering a Black system does not mean you do not need heat shields. Aersol Cans of Black Ceramic Touch Up paint are available separately for $29.95. Part Number 05-0002. PDF Instructions on LSR 2-1 Black Ceramic Touch Up Paint.

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, tassles, 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 dualie 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.