LSR 2-1 Softail
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.
00-1168 LSR 2-1 Slash Cut Twin Cam Softail...
Customer writes: "No B.S.: Hello RB racing. Awesome product. Almost free horsepower, haha. This pipe totally opened up my 95inch, 204 cammed motor. It revs to redline so much faster I had to rethink my shift points, didn’t know it had a rev limiter till I hit it, thought I broke something. The sound? Like a hot rod Harley, but smooth so I can sneak in late if I keep the revs down. The chrome is flawless. Fits perfect, love the gaskets, why aren’t all pipes built like this? Its hard to get quality, so a big THANK YOU. A bargain at twice the price. Dr. D."
00-1114 B Style LSR 2-1Turn Out with four heat shields.
SE Fat Boy XMas
Customer writes: "Dear RBS Santa, 41F, over cast, cold, frost bite, head ache, and smiling ear to ear.
Just installed my new LSR 2:1 exhaust (00-1167 1 ¾ slash cut rotated 45) on my 2005 Screaming Eagle Fat Boy. I can’t be happier. I wanted to improve the low end performance and all my other choices just didn’t make sense. Searching and reading about exhausts/options for a year, I just couldn’t decide what to do.
I finally pulled the trigger, placing my order with RB and couldn’t help but go for a quick ride - NOW. The RB 2:1 replaced the screaming eagle exhaust, and there’s immediate improvement: responds like never before – that’s what I wanted, sounds mean – that’s what I wanted, and looks fantastic – that’s what I demanded. 200% satisfied, don't wait for next xmas.
Just don’t forget to order the flange (00-1002) and delay gratification when your original exhaust flange is too thick.
Patrick, Central NJ"
Customer writes: "I cannot express how
awesome this exhaust system is and was the final piece for this bike. I
had the top end rebiult, 95ci, 251 cams, fueling racing tappets, Jims
lifter blocks, MVA heads, Mikuni Carb, High flow manifold, Heavy
Breather, SE selectable map race tuner. Feel free to post this if you
like, I also have a 2011 roadglide with Black two into one LSR pipes,
will post soon.
Thanks for providing the finest hands down exhaust system available for guys who interested in performance. Regards, Troy."
Black Dual Coat Ceramic
Customer writes: "Major increase in power
and quickness, thanks for an excellent product. Michael". 00-1167
Customer writes: "I have had this pipe on
my deuce 95” build since 2004 and 60,000 miles later it looks better
than it did new, no heat shields... I would not hide the great
craftsmanship and bronze color on the head pipe ,Thanks for a
quality product, these days its rare. Jeff".
96" 1998 Fatboy
Customer writes: "I have to give in and say that the c-style LSR 2-1 that i purchased from you 2 years is without a doubt the best sounding pipe I have. I have tried other 2-1's but they do not compare. I put my bike through many builds over the last 2 years and now currently have a 96" stroker in my 98 Fatboy and your pipe really brings to life the sound of the motor as it should be. Besides the sound, the quality of the craftsmanship is hard to beat. I've also compared chroming and whoever it is that you use, don't let them go the quality is excellent.... I Love the way it looks, sounds and performs... Thank you very much... Bob...
9 Years Later
Customer writes: "Hello, been meaning to send you guys this for awhile now..heres my 91 fxstc, with your slash cut pipe, I put this on about 9 yrs ago. Cheers. Michael".
00-1060 C Style LSR 2-1 Slash Cut.
Bye Bye Duals
Customer writes: "I've been into dual
exhaust systems for all my bikes. I hated the looks and the sound of
the two into one systems....but knowing that those systems provide more
power for the engine, kept my eyes open and I searched the web and mags
for a couple years. Finally I found the two into one system that
looked great and from what I was reading , the sound was real
good. Well when I got the system I mounted them and was
really happy with the looks but still very worried that I would stick
em in the attic if they sounded like crap....Wow! I can't be
happier.. the exhaust system sounds as good as it looks fantastic
My ride is a 2007 deluxe with the 120R . The engine is much happier with the new exhaust, she's a little more smooth and like a rocket after three grand right on up to the red line.."
00-1169 2" Turn Out rotated 45 degrees.
Customer writes: "Hi, This is Alex E. I think you remember me. I'm the guy that got the black set of pipes sent to me instead of the Chrome. Anyway I'm sending you a picture, of my 2004 heritage and let you know. the set of pipes are great they sound good great performance you guys are awesome. thank you again."
00-1192 +5" LSR 2-1 Slash Cut in chrome with three heat shields.
Customer writes: "In regards to the the
exhaust you guys sold me for my Fatboy S... The quality is second to
none. Miracle Mile Harley in New York installed the pipe and sent it
out to be dyno tuned. We saw a 35%+ increase in horsepower and torque.
The bike is a beast now thanks to the rb exhaust. It looks great too.
See for yourself. Jonathan"
00-1169 in Black Ceramic Dual Coat.
Customer writes: "As requested here are a
few photos of a 2003 Harley Springer FXSTSI with your (00-1167) LSR
2-1, C Style 1 ¾ inch, with three shields.
The bike is a stock 2003 Twin Cam 88 with the exception of the SE 203 cams and LSR 2-1 exhaust I just had installed. I just want to say holy crap your exhaust really makes this bike run and sound good. This is absolutely what a Harley should sound like. I have several of your exhaust systems (Black Hole, Spyder, and LSR 2-1) and I have to say the LSR sounds perfect especially on a relatively stock engine with factory heads and valves. The LSR exhaust also gave me a noticeable increase in low-end torque and they allow the engine to accelerate faster through the RPM ranges. Even the folks at the local Harley dealer who installed the cams and pipes were stepping all over their cranks about the sound and performance of your LSR pipes on this bike.
I am looking forward to the weather warming up so I can get back to my retirement plan of putting 100 miles a day on the local country roads here in Eastern Washington. As always installation of the pipes was easy because of the excellent workmanship, slip joint, billet gaskets etc. The chrome finish is flawless and bike looks far better than with the SE slip-ons it came with. I truly appreciate the LSR exhaust system and I would highly recommend them to anyone who wants a good quality and perfect sounding exhaust for their bike.
Thank you for building a truly excellent American Made product. Ray".
Customer writes: "Thank you for such an
awesome product, okay really this is off the scale!! Not only does it
sound like to is ready to fly, but the butt feel take off and throttle
response is better than expected. I love how it looks and now all I
have to do is lower the back about an inch and have the pipe set level
( planned to do this anyway!). You are welcome to use any picture of my
bike you want.
My bike has been upgraded to 103 cu in, se255 cams and street ported heads, this pipe really woke up the power, even before I had the TTS retuned for it. I won’t bore you with dyno numbers, as you said we don’t ride dynos. Thinking about trying to a slightly bigger throttle body now that the flow on the exhaust is so much better than the other brand radius pipes I gladly removed.
The gaskets are well thought out and really help the flow from the head, nicely done! ( your website really educated me on how things work and the proper way to set the bike for how I ride). Thanks again, Bob S."
Customer writes: "Hi Bought a 2" Slash Cut "C" style LSR pipe (PN1170) with heat shields from you guys recently. Awesome pipes! Although they took about 8 weeks to arrive they finished off the rebuild I'd done on my 2012 Fatboy Lo. I'd installed a SE120R some weeks earlier and had run up about 2000km while waiting for the pipes. Had the thing dyno'd after the new pipes were installed and they ran at +12hp over the stock pipes. Just wicked and way, way, better than stock 103" with stock pipes. Mean sound too. My wife loves the noise. She wants some on her next bike. I'm really pleased with how they look, sound and perform. Anyway haven't seen any of your pipes in NZ but will be keeping a look out. Thanks for the great product. Dean... Rotorua, New Zealand"
00-1170 in chrome w/3 heat shields.
13 Years Later
Customer writes: "Dear RB Racing, 1988
Heritage Classic Softail. S&S 113", S&S Super G carb.
w/(1)Thunder Jet, Modified Ported Hybrid Heads,
Hybrid Cam, LSR 2-1 pipes are installed and bike has been dynoed.
116 HP, 127 ft/lbs torque. This was done approx 13 years ago. I'm
just getting around to let you know about this set up. Kicking
"A" all over Atlanta, Ga. Southeast, and beyond. The
fitment was perfect. The sound is incredible. I could not
be happier. Thanks guys. RALPH"
Customer writes: "Hi guys, Smad from the
snowy mountains in Aus. Love my LSR pipes awesome sound and noticeable
increase in power. Excellent finish and over all quality I'm off for
another blat round the twisties!!!"
A Boy Named Minnie...ala ("Sue") Johnny Cash
Customer writes: "Hey guys, Minnie
Monaghan here, Downunder. Bought some Pipes from you guys about 12
months ago. Just thought I'd drop you a line to let you know the Pipes
are still pumpin great HP. They get plenty of looks and questions, they
are fantastic pipes. I've got a few mates just gettin out of the "Bin"
and they'll be dropping you guys a line to order some Pipes very soon.
Well thanks for a great product, the workmanship is 1st Class and your
Cheers, all the best.
PS. Just thought I'd let you know fellas I'm a bloke not a chick. The old man called me Minnie to make sure I'd be able to look after myself in life. LOL....no shit."
45 Degree Rotation
Customer writes: "Dear RB Racing, 2010
Heritage Classic Softail. LSR 2-1 pipes are installed and bike has been
dynoed. WOW!!! The increased power is amazing. The fitment was perfect.
The sound is incredible. Well worth the wait. I could not be happier.
Thanks guys. Jim"
Spokes Down Under
Customer writes: "Hey guys, This is the look with the new RB's fitted. Awesome, unreal performance and look. Blown lot's of mates away with the look and sound. Should be a few more orders heading your way. Thank you for a great piece of kit. Minnie"
Softails never get old. They are the
elemental Harley. Not as heavy as a sled and sure as hell not a Dyna.
Very clean bike. The "B"motors are sort of boring stock but no one can
stand a stock bike anyway.
2007 Night Train
Customer writes: "2 into 1 on 2007 night train could not be happier thanks." 00-1167 in Black Ceramic with three heat shields.
Customer writes: "2012 soft tail with 259
cam's and factory ported head's 10-5-1 pistons all s.e, heavy duty
clutch pushrods and 55mm throttle body with injectors. Bike had big
shots, now with your pipe it runs really good at 3000 all the way to
redline. Thanks very happy. Bike has 114 ft pounds of torque."
Customer writes: " I know I called you several times during my ordeal waiting for the LSR 2-1exhaust system that I ordered.All I can say is nice job and well worth the exercise in patience. I either hand built or carefully selected each component on this bike and when it came to the last piece, the exhaust system, I realized I had not planned this very well. I could not find any other system that had good performance characteristics and satisfied a look that I envisioned for this bike. I happened to Google search pictures of 2-1 exhaust pics one day and saw these pipes. As I followed the trail from the picture it led me to your website and the rest was history. The pipes arrived well packaged and all parts very organized. The installation was a perfect fit.Attached is the first picture I have taken of it completed that I promised to send. Best regards, Dave."
00-1062: LSR 2-1 Style C LSR 2-1 2"
Turn Out rotated 45 degrees. Lots of work in this bike. Softails are
sort of making a comeback these days as they are the last of the
elemental Harleys. They saved Harley in the 1980's with the EVOs. FL's
may be the big ticket item these days with their tourpacks, bags and
windshields, but "clean, narrow, lean and mean" is still Softail
territory. EVOs still rule in our books.
Customer writes: "Hey guys....been a few years that I have had these bad boys on the bike....ya know, I like them cuz
I don't c my ass self every time I pull in a lot with a couple hundred bikes...same reason I like my 03 DEUCE (that has 74,000 miles on it) they're attached to....they look great and perform just as well....not "in ur face noisy"...very nice mellow sound....
thought you might like the BIRD photo...u know..kinda like BUB,V&H, COBRA, THUNDERHEADER and the rest of them cats to BACK OFF.....Only issue I had with them is your logo popped a rivet....Called that nice LADY in your office and I had a replacement in my mail box 2 days later...Anyway, thought you might like to post one of the pix on your web page...would like to see that..Very happy and proud of your workmanship......Thanks again kind regards Colin"
Softails saved Harley's ass a long time ago and they are still your basic bike. These days we've been riding our Turbo Dresser around and had the chance to ride an older 96" S&S engined Fat Boy that we had worked on over the years. It sure was fun..lighter than the bagger and damn fast. Elemental. Two wheels, a motor and a stash bag on the forks.
My Friends Haven't Seen One
Customer writes: " My friends and riders around here haven't seen a LSR 2-1...They are all asking questions about it"...
Since we've been making
exhausts for almost 35 years we often get similar comments. Bikes come
and go. People enter the market and new bikes and people are born
everyday. In case you want to know what we have been up to read this. Now this Softail gets to cover more miles and generate it's own history. Everyone is on his or her own journey.
Customer writes:" Sorry it took so long to get photos to you. I just "finished" the bike ( I use that term loosely).The guys at Hyevon Choppers who had built the bike originally, dialed me in both visually and mechanically. The bike is super fast, comfortable to ride, and stands out in a crowd. The pipes have great torque throughout the powerband and both look and sound incredible. Unlike most 2 into 1's which sound too boomy, these have a real strong snap to them. They also have a good stealth mode for riding past the local constabulary and going to and from your neighborhood. Thanks again for everything. Curtis."
00-1202 Slash Cut +5". B Style.
Customer writes: "Bonjour, Je suis le français de Tahiti qui est passer acheter un pot d'échappement directement à votre atelier en Janvier (avec ma femme).Encore une fois un grand merci pour votre accueil. Et désolé pour avoir mis si longtemps pour envoyer une photo de la moto, la vie dans les iles rend un peu fainéant ....Les pots sont superbes et la moto marche bien. Carlos
Customer writes: "Good
morning, Just thought I'd drop you a note and tell you how much I like
your exhaust system. The bike just sounds MEAN, of course its modified
but the exhaust is like the icing on a cake, its perfect, nice work.
Here's a photo of my 2007 Fatboy.
Thanks again, Al." "C" Style LSR 2-1.
Customer writes: "Hi I got my exhaust on and my bike is now complete after lots of upgrades which includes a SE 110 kit, race tuner, new wheels, ape hangers and of course one excellent tuned exhaust system...The bike looks and sounds soooooo awesome....love the exhaust.....my best investment....I can’t wait to ride again (had appendix surgery) so have this week to wait or so....I'm sending you a couple of pics of my bike and exhaust.......thanks sooooo much Craig".
00-1169 LSR 2-1 Turn Out rotated 45 degrees.
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.
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.
Tuning cables must be purchased separately. Two versions are
available: Specify Cable Number when ordering.
(1) Part # 2000014: 4 Pin J1850 (older bikes). $42.50 list price.
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.
the late 70's, all through the 1980's and into the mid 1990's we used
to spend about 5 months out of every year tuning things. No time for
that anymore. It's best that you tune your own bike...add up the hours
and write yourself a hot check. Or just pay somebody. We use a Supeflow CycleDyn Dyno and we ride in the real world.
Whenever you look at an exhaust and see it caked in black soot you know the bike is not running or tuned correctly. Back in the mid 1980's we did a carburetor development program for Keihin Corporation for their 41mm CR Race carbs on both Shovelheads and the new Evolution motors. When we were finished the bikes got 56 mpg cruising and 46 mpg if you ran them harder...and after 500 mile tests the pipes were perfectly clean inside and the exhaust ports were dead clean.
If you take the exhaust
system off a modern Closed Loop BMW, as we have, you will find them
dead clean or whitish inside. Harleys should be the same.
We always ask what mileage
people get from their "tuned" or modified Harleys after "Dyno
tuning"....The universal answer is 37 mpg or less. If they don't know,
we ask them if they have to gas at 100 miles. Most do.
Once a customer bought an exhaust from us and took his bike to two different dynos in search of the "117 Hp" he was looking for for his 103...He got 110Hp. After pissing and moaning we told the guy to give us our exhaust back and we found it caked in soot. So much for tuners and their tail pipe sniffers that see lean reversions...They just kept adding fuel. You tell the customer to put on our RSR Air Fuel Gauge to monitor the mixtures F/R in the real world...No, they want a "Dyno Tune". We have dynos...we know what they do and can't do.
Pictured above is the exhaust port from a 2017 Dyna Low Rider S with about 100 miles on it. No soot. Delphi engineers seem to have done a very good job. Looks like the port you would see on a BMW. Now, when your "Tuner" gets finished with it, it will most likely be full of soot. Logic plays no part in people and their toys. EFI is complex...put in different cams, change air cleaners, port the heads and all this goes out the window. Brave new world.
Fuel Injection..A Reality Check
OEM HarleyDelphi 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 Pulsewidth Calculator.
If you have a late model Harley with a Fly-By-Wire throttle you do not need an add-on gizmo. We suggest you get Steve Cole's TTS Master Tune software described above. When purchased with RB Racing exhausts and turbocharger systems we offer a $50.00 discount i.e. $375.00 v $425.00 list. TTS MasterTune allows you to adjust your electronic throttle without the expense of additional add-on devices as well as your fueling and everything else in the Delphi ECU.
New Small (12mm) and Older (18mm) O2 Sensors
In 2010 FLT/H series went to the new small heated O2 sensors. The Dynas and Softails went to these in 2012 and the Sportsters in 2014.
We are tooled for these smaller sensors on all the newer models. The small O2 Sensor models have a floating ground voltage offset that has a complex scheme that varies the signal to meet emissions purposes. If you think you are going to trick these you are in for a surprise.
You must specify the year of your motorcycle when ordering the RSR Dual O2 Gauge. Models with the small OEM O2 sensors will require two 18mm O2 ports in addition to the 12mm ones to monitor your bike as you ride. Our RSR Dual Gauges will monitor the 18mm high temperature O2 sensors we supply. It is the only method to monitor both front and rear cylinders of your bike as you ride. Real world observations to perfect your tune. Better than a dyno which tends to overheat your motor quickly skewing your tune.
RSR Air Fuel Ratio Gauges...Real World Tuning
The Mother of all gauges! Not a gauge, but a precision tool that will tell you exactly what your engine is doing in real-time. Gives you instantaneous read-outs of air/fuel ratios from 17:1 to 10.5:1 and indicates maximum power ratios. Four color display is easily read in direct sunlight and automatically dims at night. Waterproof, billet aluminum construction. Your significant other will cheat on you but this gauge will never lie! It won't keep you warm at night, but a perfectly running engine will look and sound the same when you wake up next to it the morning after.
Single RSR O2 Gauge: Reads the front cylinder in non-efi models. It is simply the best way to evaluate the tune of your motorcycle and saves expensive and often inaccurate dyno time. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof.
Mounts....Roll Your Own or Buy One
The gauges have a center back mount 5/16" x 18 x 1/2" Stainless Socket Head Cap Screw and stainless lock washer. You can fab your own bracket for this or use the 06-1025 hard anodized Billet Mount System for either 1.00" or 1.25" handlebars $49.95. Optional is the 06-1024 two piece laser cut 304 Stainless Steel mounting tabs for either near handlebar clamp or up the handlebar mounting: $9.95.
Since we have been doing closed loop fuel injection systems
for Harleys for more than 30 years and have been putting O-Sensor Ports
in our exhausts for the same amount of time, we have both single and dual O2 ports for our full range of exhausts. Our RSR Air Fuel Ratio Gauge is the best investment you can make for monitoring and optimizing your engine tune.
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
The white arrow indicates the maximum power mixture, the second orange light, which is 13.2:1. Transitory enrichments should not, if the engine is warm (>200F Oil temp), go past the first red light. Readings at the far right side of the scale, the second red light, are simply too rich. Proper closed loop operation will cycle back and forth from green to orange around the center of the display.
It is simply the best way to evaluate the tune of your motorcycle and saves valuable dyno time. Mounted permanently. Waterproof.
Whether your bike is carb
or efi this is the best way to tune...By riding and observing, not on a
static dyno. Dynos are not exactly real world in terms of loads,
airflow, or transitionals, and even if you had a million dollar AC
Transient dyno room, you would still have to do real world testing. The
gauges are dead accurate and are millisecond fast responding which
makes it very simple to
interpret or remember, even at a glance, while you are dodging cars
watching for cops. We have a Superflow CycleDyn which gives a better real world correlation than other dynamometers but we still evaluate air fuel ratios when riding.
Anyone who tells you
optimizing tuning is easy is full of shit. Engineers at Ford say they
spend two years just perfecting tip-in or initial throttle openings.
Ride, observe,..then change or edit. Real world.
Pretty soon Harleys will all be watercooled then you really won't be able to tell the difference between Milwaukee and Hammatsu. "The Man" will be sniffing your butt and planting microchips and gps modules up your ass so they can mail you a speeding ticket and keep track of your movements. They already have data recorders on your car so they know what you were doing when the biggie happened. Brave new world. Monitor your engine to get the most out of it before the NSA monitors your tail pipe.
Customer writes: "When the gauge arrived I knew it would be of a very high quality, it has far surpassed my expectations. I was very eager to get this installed and take a look at my tune. Amazing to see how little adjustments on the carb effect the AFR. As a result of this gauge, I have dropped one size on the low speed jet, raised the clip on notch and confirmed the main jet on my Mik48. Thank you, I really like this gauge. Ed"
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"
2011 Models with ABS
If you have a 2011 or later model with the ABS option let us know as we have a different O2 Sensor location for this application. Harley's styling department rules over everything and this is where the front wheel ABS unit ended up. We build to order for specific years and models so be sure to note this if you have a 2011 or later Softail with the ABS option. The more shit they add on the harder it is to hide...Something we are all to familiar with as we make complex items like turbos. Next up will be water buffaloes and it will all change again.
Customer writes: "Howdy, Sorry took so long to get you a picture of my 2008 H-D Crossbones. You will here from me soon, as I just bought another bike, a 2011 Screaming Eagle Ultra. Sincerely, Tom". You just have the love that sprung seat. Black ceramic shields on a chrome 00-1122.
We own a Turbo Road Toad and an modded FXR so we understand.
Customer writes: "Dear RB, I recently installed a 00-1163 LSR pipe on my 2007 Softail. I wanted to send you a quick note saying thank you for the great pipe. The pipe has exceeded my expectations and I could not be happier. I have attached a couple photos in case you need them for your website. Thanks again, Jared."
110" CVO from the Netherlands
Customer writes: "Dear sir/madam, Here’s the pipe you’ve sent me on November 1st on my new 2011 CVO. It looks great, and it sounds even better! Kind regards, Han." 00-1169: 2" Turn Out in chrome with heat shields. Lots of custom touches.
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.
Customer writes: "Hello RB Racing!!! Here are the pics you requested – I have to say, the build quality fit & finish are superb, by far the best exhaust setup I have ever experienced on any of my bikes. The finish is so good I may take off the heat shields as I feel they detract from the visual appeal of the pipes. The ability to see, inspect, maintain, and clean all of the components with the B style is going to be great. The look is one of a kind and sexy as hell, and the performance is astounding! With an Arlen Ness “Big Sucker” intake and the TTS MasterTune system I was very surprised at the improvement in power that my “butt dyno” felt. I can’t wait to strap it down and see what he real numbers are. I can tell you this much, it is no longer just your average stock 96” with a tune, this son of a bitch pulls like a 103”!!!
"Thank you again for your patience in working with me through my repeated calls and emails – I wanted to install the LSR 2-1 rather than continue to screw around chasing leaks and fit issues with the Cobra setup I had. I wish I would have done my homework and purchased yours first! Feel free to use any of the pics or my comments on the website, I will happily recommend RB Racing to any who ask about the pipes! Anyhow – here the pics of my 09 FXSTC Softail Custom."
00-1201 Slash Cut +5" B Style 1 3/4" in chrome with heat shields.
Customer writes: " Just a note to thank you for the exhaust it arrived safely with the minimum of drama thanks to your thoughtfulness. The bike is finally finished and I thought I would send a picture Best regards..John". Across the Pond in England. Pillion pad, ready to do the tonne. Black on black with lightweight spokes. Traditional. Clean.
00-1058 2 1 3/4" LSR 2-1 Turn Out in chrome with heat shields.
Customer writes: "Here's a coupla shots of my scooter with my new LSR 2-1's. Well worth the wait. Performance, looks,quality, and service are all top notch.thanks a lot. Jim"
Clean 1997 FXSTC
Customer writes: " Got my new pipes on Tuesday (21 Sep 10). They look beyond great. Spend the evening removing the stock pipes and attaching the RB Racing 2-1 LSR pipes, much of it after dark on the carport. They look phenomenal. The sound takes some getting used to after having the stock pipes with SE slip-ons for so long. They sound quiet to me, but I attribute that to the pipe opening being behind me. Haven't had a chance to check any performance gains yet and I expect I will need to retune the carb. I know I bugged the crap out of you guys and I want to thank you for the great pipes, the quality is beyond anything I was expecting. David."
00-1060 C Style LSR 2-1 Slash Cut with heat shields.
White Walls and Spokes
Customer writes: " Here is a picture, as promised. The bike a 05 Softail Deluxe, TC 88, Woods cam TW-6-6 R, Final Drive Ratio 3.37, RB Racing 2 to 1 LSR 90 deg Turnout Exhaust. After installing your exhaust I found what I was looking for, Looks, Performance & Sound. Thank You!"
Worth The Wait
Customer writes: "I got my new exhaust from your company last Friday and put them on the following Sunday. It took about 3 hours total to take the old one’s off and install the new ones. I could of done it a lot faster but I kept polishing the pipes and wiping the sweat and fingerprints off of them. They are beautiful. I got them on and tightened them down and fired them up and fell in love. They are a lot quieter than the straight pipes that were on the bike when I got it. They sound great and I can feel the difference when I’m riding. It pulls a lot harder and the engine just plain feels better. O.K., so it took 10 weeks to get them. It was worth the wait. Thanks a lot. Jim ".
That's the fun of making 0ver 700 part numbers. Sometimes we run short of a particular part (longer heat shields). Sometimes the chromer has to redo their tanks. Usually the people keep calling asking "what's up". We just do the best we can. The rest just sorts itself out. 00-1191 Slash Cut +5" longer, with three heat shields.
Customer writes: "Hello, just wanted to send you some pictures of your pipe on my ride. Wow, what a great looking and sounding piece this pipe is! Performance is definitely none to compare to with any of the other 2-1 systems that I have tried and the pipe just "looks at home" on the 08 Deluxe!!! The LSR 2-1 is by far the best pipe going and I will say that it is definitely nowhere near as loud as the ThunderHeader nor is it annoying as it! My neighbors greatly appreciate the sound of this pipe!!! Just wish I would have found out about your product 3 exhausts ago! Thank you again for being a friendly company to work with and for such a great product! Keep up the good work. Much appreciated, Cris"
00-1167 LSR 2-1, 1 3/4"Turn Out in chrome. 45 degree rotation of tail section.
"C" Twin Cam 00-1167
Customer writes: " Dynojet on 05/06/2010 by HD
Run file_001.drf - 05/06/2010 2:01:49pm Run Type RO Conditions: 94.57F 30.26 in-Hg Humidity 37% SAE 1.00
FLSTS 2003 Stage 2 motor RB Racing 2 into 1 ex.
Max Power =95.53 Max Torque = 100.93
FLSTS Stage @ RB Racing 2 into 1 ex
Run file_041.drf - 05/06/2010 4:13:48pm Run Type RO Conditions: 94.13F 30.25 in-Hg Humidity 37% SAE 1.00
FLSTS 2003 Stage 2 motor RB Racing 2 into 1 ex.
Max Power =102.41 Max Torque = 105.65
FLSTS Stage @ RB Racing 2 into 1 ex
Before and after Dynojet. I am very impressed by the way my motor runs and sounds, I think I am going to need a bigger Speedo. You guys in RB Racing are the best. Every time someone asks me where I got this pipe and tell them RB Racing is the best pipe for a Harley".
Customer writes: " RB Racing, I promised that I would send a couple of pics w/your pipes. The entire bike is brand new, the pipes sound and look great. I look forward to feeling the power after the break-in period. Thanks, Roy." 00-1058 in chrome. Keep'em under lock and key in South Carolina....don't let anyone ride your scooter. Thunder Road....Deer and Cops.
Customer writes: "Thought I'd send you a pics of the LSR 2:1 I recently put on my 2008 HD FLSTSB Crossbones. I already lost the floor boards so your B's were the pipe for my bike. They are the trifecta in a 2:1, look great, sound great, perform great. Exactly what I was after... also your reputation seems to scare off enough guys that when I'm out I don't pull into a parking lot filled with LSR's. Your website is very informative and the pipes went on in an afternoon. (First time installer). The only thing I got for you is that when I got my pipes they were missing the flange clips.. no biggie there a few bucks at Harley.Thanks for a great pipe!
Potato, Potato, Potato
The sound our 2-1's make is so "right" that customers want them for their sound alone. They have a much more powerful sound because the engine is working easier and the power is much smoother. LSR 2-1s wound out to the max get everyone's attention because they sing the song that only a power junkie would love. Everyday we talk to customers who have tried every pipe on the market and can't believe how much faster the LSR 2-1 is throughout the RPM range. You can expect horsepower gains from 6 to 18 hp over any other design.
On the sound issue, we keep getting asked what a particular pipe sounds like, to which our answer is "It still sounds like a Harley." For those of you who can't remember what your bike sounds like we suggest you buy a small tape recorder ... record your bike and listen to it...you will hear the siren call of the open road and a faint "Potato, Potato, Potato". If this sound doesn't please you or tickle your fancy record a Honda, a Ferrari or your old lady snoring and hook it up to your headphones while you're riding...that is what your RB Racing LSR 2-1 will sound like. One final time, LSR pipes sound like a Harley!...We will tell you they aren't as noisy as a tinny, cheap-ass megaphone! Harley tried to patent the sound "Potato, Potato, Potato" but finally gave up after 5 years of legal hassle.
LSR Baffles are welded into the tail section, have tapered entries and exits to smooth the flow, and never require any maintenance! We aren't stupid enough to weld in some flat plates that belong in sardine cans not on a high performance big twin! LSR 2-1 baffles are designed to achieve the same performance as would an "open" pipe, but provide a small amount of back-pressure to to increase low speed torque by preventing cylinder "blow-down" on camshaft overlap. Actual drag strip testing shows no differences in E.T. or mph with the baffles either in or out.
Pictured above is our LSR 2-1, 1 3/4", C Style, turnout part number 00-1167. Twin Cam 88, 95 cubic inch.
Customer writes: "I don't really know how to start, but I love these pipes. They have the best sound of any pipe I have heard and I've about heard them all. The performance is outstanding and the craftsmanship is second to none. I think that the sound of them kind of freaks people out because people live in a box and only like all of the other pipes that all sound the same, ( you know what I mean). Thanks again and RB LSR 2-1 pipes are the only pipes that are going on my bikes. I have an 07 heritage springer with lsr 2-1 part# 00-1167 Black with a Turn Out 45 deg rotation".
Here's a couple of photos of my bikes: the flame 1993 Softail has a 120" Ultima motor, RB LSR 2" pipes, and dynos at the rear 126 hp and 130 ft. lbs. of torque. The little guy is a 1991 FXR Low Rider with an 89" stroker motor, 1 3/4" RB LSR, and dynos at 94 hp and 101 ft. lbs. of torque. I've had these pipes for over six years. Both pipes rock ! They make the best power, and have a deep menacing growl ! Don't forget my new Cloisonne RB LSR tag for the little guy......Thanks......Carlos." We sent him a new style tag.
Chrome C Style (45 deg rotated)
Customer writes "Just wanted to drop you a note and some pictures.
Got my healthy 95" build done and am in the process of getting it tuned right now. The LSR's were a breeze to install and everyone at the shop loved the billet gaskets and special nuts for the mounting to the exhaust ports. The pipe sounds and looks just awesome! I've been tracked down and followed while on the road, so they could see what it is they heard.
On an untuned motor, my first dyno pull yielded 102+ ft-lbs of torque with the AFR still out of whack. We expect to get more out of the motor as we get it tuned better. Maybe 105 to 108 ft-lbs and around 100 hp. I got and installed the RSR AFR gauge and it has been very helpful in working towards a better tune on the motor. Only wish I would have thought ahead of time to get the other port in the rear cylinder too! That would have made it even easier to tune! Well, on the next bike I'll know better.
Anyway, I think your product makes my scooter look and sound great!
Thanks for all of your help! you folks are great to work with!"
"C" Turn Out with Canine Option
Customer writes: " Hey everyone at RB Racing, thanks again for the best damn exhaust system going! There is no comparison between the LSR and upgraded stock pipes that I was using before. The bike rides like its on steroids! When I opened the box the finish and craftsmanship on the LSR 2-1 was unbelievable - the best I have ever seen. The sound is terrific - now my bike sounds healthy! Thanks again, Jack ".
00-1167 LSR 2-1 Turn Out with three heat shields in chrome. Canine alarm system optional...you scoop the poop.
Customer writes: "LSR DYNA 06......The best pipe ever!" Street Bobs seem to be popular in their hot rod finish. Clean accessories.
Customer writes: " I recently purchased a set of LSR 2 into 1 pipes for your company, they perform great, look great and sound fantastic. You asked me for a picture so here it is. My 2000 Ultra Motorcycle Ground Pounder ST with a S&S 124" with ported heads from Mega Flow, S&S dual runner intake with bored super G carb and bored intake, Baker 6 speed trans." 00-1062: 2" LSR 2-1 Turn Out in chrome rotated 45 degrees.
Customer writes: "The fit and finish on my new LSR 2-1 is absolutely perfect. And the performance increase is incredible. I have a well built 95in twin cam and was running Vance&Hines straight shots. I know the 2-1 exhausts out-shoot the other pipes on the dyno but really didn't think i would notice a big difference in the seat of my pants. All I can say is I was pleasantly surprised. The bike revs faster and pulls harder all the way through the power band. Just wanted to say thanks for making a quality product."
00-1168 1 3/4" LSR 2-1 C Style with heat shields.
Customer writes: "Attached you will find pictures of the pipes I just received from you. I love the pipes and have already gotten a lot of good comments and questions about the pipes. I am just glad that all pipes with "racing" on them are not all bad performers. The last pipes I put on with "racing" on them, I had to remove because they just wouldn't perform and I lost so much HP. The bike sounds and performs GREAT with RB Racing pipes!!!! I had a long wait to get them but I am glad I toughed it out!!"
00-1167 in Black Ceramic.
Black with Black Heat Shields
Customer writes: "I got the 00-1167 LSR 2-1 model C 45 rotation black pipes.I installed them 2 days later.I love the way they look and sound. It was an easy install, and makes the bike look great".
Digital Gear Indicator and Dual Air Fuel Ratio Gauges
Our RSR Bonneville Digital Gear Indicator and our Dual Air Fuel Ratio monitor provide useful, easy to read, information. Knowing what gear you are in and what your engine is actually doing in front and rear cylinders is important information to get the best performance out of your bike. No wasted shifts and no wasted fuel.
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.
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 Chrome 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.
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.
Customer writes: "Thanks for your "Double time" on those parts. Talk about "Johnny-on-the-spot" 24hrs. My best wishes to you and yours. P.S. The pipe is great, no less than I expected." One guy canceled and 15 minutes later it was on the way to a D.O.D. contractor from Iraq. Shit happens. 00-1164 in Black Ceramic.
Customer writes: "My sincere thanks for the best pipe in the world. I haven't seen craftsmanship like that since the '60s'. Beautiful neat TIG welds. Attached are some photos after the install.Thanks again, John B., for my son, a CPT in the 101st Airborne."
Boots. It always boils down to boots. Used to be everyone had to serve unless he concocted up some BS about being allergic to wool. We offer a discount to active and retired military. Unless you've stood in endless formations, wondered why you were half way around the world, with everything hurting you one way or another, you won't understand. The pay is better but thats not the motivation. 00-1167 LSR 2-1 in chrome with heat shields.
Whatever You Have to Do
Joe Boyd was having trouble getting ahead of the competition with his 113" Super Gas drag bike so, in desperation, he took his 00-1063, Slash Cut, 2" LSR 2-1 off his street bike and won the Arizona Bike Week AHRDA Nationals. We sent Joe one of our 00-1306 Challenge pipes later on and he went on to win the Western Division S&S Super Sport Championship. Whatever it takes to get the job done.
Right Side Drive
is in except in Super-Size meals. Wide tires are getting wider and
right side drives and kits for these abound. Whether it's a fat tire
stock frame animal or 360 wide tire aftermarket frame, we can build a
pipe for it. Australian built bike
pictured below. It features one of our 2" designs.
One of our 00-1308 Right Side Drive "C" pipes, 2", Slash Cut. Twin Cam. The right side drive pushes things way out to the right. We offer a range of these pipes including our LSR 2-1 Pro Stock systems for right hand drive.
Billet Flanges for 2005 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 cnc machined flanges in stock, per pair with spring clips Part Number 00-1002, $29.95. 2005 and later 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 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.
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.
A pipe has to look as good as it works and every angle has been considered with the LSR 2-1. The pipe is designed to follow the motor's lines and to provide the necessary ground clearance while still allowing access to oil fillers, ignitions, and push rods. The 3" diameter tail section is available in Turn Out or Slash Cut styles.
Probably our best performing Softail pipe for smaller (under 100") motors is this 00-1163 LSR 2-1, B Style 1 3/4" with a Turn Out tail section in Silver Ceramic.
Customer says "The fit, finish, sound, and performance are great. I get compliments all the time. This pipe replaced an e-series and I couldn't be happier with it! To any potential customers who aren't sure about their decision... I would say go for it. They won't be sorry. Thanks again for your help."
Customer says "Thanks, I am so stoked about these pipes. For a basic stock motor with some bolt ons, this thing is pulling away from me in every gear. I spent about six months looking at everyone’s pipes. I knew I didn’t want just any pipes for the looks. For the bucks pipes cost, I want the real deal. So far I think I got it. Can’t wait to get to the corner to sport ‘em."
Two basic primary tube configurations are available for most models: a "B" Style where the rear primary tube wraps around the front of ignition/cam cone, and the "C" Style where the rear primary tube goes forward but turns down and goes behind the ignition/cam cone. Check the Part Numbers Page to see what's available for your particular bike. 00-1163 in Black Ceramic pictured above.
B Style Turn Out on a full custom. Lots of work, lots of money. It's like taking a beautiful girl out and have everyone hitting on her. In this case you have to keep you eye on the bike or it will be in a shipping container on its way out of the country. These projects take a lot of time. Protected by Smith&Wesson as they say.
Here's a chrome version of the 00-1163 with the Turn Out rotated 45 degrees.
00-1163 Four Years Later
Customer writes: "Hi guys. Found myself on your site today and to my surprise saw that picture of my bike is still there. Four years and a bunch of changes but it’s the same LSR. You probably don’t get a lot of time down the road pictures so here is one. 4 year old 45 degree turn out B pipe on a Softail with floorboards. Waddaya mean it don’t fit on that bike? Cheers! Steve".
Customer writes: " Last year when I ordered my pipes you guys made me promise to send you some pictures after the install, well I am finally getting around to it. I love the pipes, the sound the look and the performance. These were taken the day before Rolling Thunder 19, I was honored to ride in the Honor Guard and got to show off my pipes." 00-1163 Chrome B Style Turn Out with heat shields.
00-1170 2" LSR 2-1 Slash Cut with heat shields in chrome.
Customer writes: "Hello RB Racing, First off, thanks for building such a wonderful product that I've never seen in a magazine exhaust review!! I think the others are afraid. Now, I did wait quite a while for my exhaust, but good things come to those who wait. Now, while I was riding in Sturgis last year I got my bike filthy. I mean really dirty. The worst was I ran through some blood in Minnesota on my way from Wisconsin and it raised quite a fuss with my bike. I didn't realize it until I got home because while in Sturgis your bike is a tool... not a show piece. As you can see from the pics I sent, I rode a different side of the Black Hills. Actually, I believe I rode the Hills as they should be rode. Anyways, while using a cleaner that I will never use again, it took the paint off of my RB Racing badge on my exhaust. I'm wondering if it's possible to get a new badge and rivets? If so, please email me back with the cost. Also, I've included a pic of my bike on the cover of Drag Specialties Closeout Catalog for the fall of 2006, I'm shocked they didn't Photoshop your name! I should tell you a little about my bike. It's a 1990 Fatboy/ Softail now. I have a 96" stroker with Truett & Osborne flywheels, STD cases, S&S: jugs, rods, pistons, rings, and carb. The motor was built, the heads reflowed, and carb reworked by a good friend of mine Jeep at JTS Performance Engineering. I really like your exhaust because it works great with my motor, sounds awesome, and has the clearance where a lowered bike like mine can ride the trail! Thanks again."
We sent him a new Cloisonne LSR Tag.
00-1060 LSR 2-1 Slash Cut 1 3/4" in chrome.
Customer writes: "Attached is a pic of my '94 FLSTF, which is powered by an S&S 124 cid motor with IST and DaVinci-boosted Super G shorty carb. The tranny and clutch are also S&S. The exhaust system is your LSR 2-1, C-style, turnout, chrome, with 2" primaries. I had to wait 104 days to get the pipes, but once mounted, they have proven to be the best performing, best looking, and best sounding exhaust I've had in nearly 40 years of riding. Your site is already pretty crowded by testimonials to this effect, but feel free to let me know if you need another. MCH"
Special 00-1062 for S&S components. Note: We sent the customer two exhaust systems. The second one made to clear special equipment he had on the bike. We can make things fit but we have to know what configuration your bike is regarding transmissions, offsets, add-on parts etc.
1990. Harley introduced the Fat Boy FLSTF and the rumors still surround the color scheme, the disc wheels and the name itself. If it's rolling thunder you are after, then an LSR 2-1 will fit the bill.
00-1164 1 3/4" Slash Cut in Black Ceramic.
Plus 5" Slash Cut
00-1191 +5" Slash Cut, 1 3/4" Chrome with Heat Shields.
Pictured above is a TC88 LSR 2-1 Turn Out, C Style 1 3/4", 00-1167. Bike has been run for a year with slight discoloration of the primary tubes. Heat shields were ordered to cover this.
C Style Rotated 45 degrees
Customer writes: " Hi all, Here are the pictures of the LSR 2-1 (1167 C-style) that I installed on my scooter. Looks BAD AS HELL doesn't it. This is the best looking 2 into 1 that I have ever seen, in fact, I'm getting compliments from guys who were just like me, "I wouldn't get caught dead with one of those damn things on my ride", till I found this one on the net. Simply put it's the best looking, best performing, best crafted, and the badest sounding pipe I have ever owned! Hell I even bought the heat shields for it, but I'm not putting them on and covering up this piece of fine craftsmanship, until I absolutely have to. Heck with the quality of the chrome on this pipe they may never get installed."
00-1167 TC88 Softail Turn Out rotated 45 degrees.
Nigh Train TC88 with Black Ceramic 00-1167. 45 degree rotation in the Turn Out Tail.
All the way from Australia. An 00-1168 in chrome with heat shields. Paint and preparation by ChopperWorks Jeff Richardson.
Customer writes: "Hello RB, I received the exhaust for my 1994 FLSTN and could not be any happier! The fit and finish are second to none. Here's a picture of my bike with your system installed. it was a breeze to put it on. it is of excellent quality and I already have friends asking where I got it. ( you can expect some more orders) The sound is awesome! I can't say what it dyno's or the extra horse power I got but I can say that judging by the seat of my pants this system is no bullshit. Thanks for what is my opinion a great product! I have only one suggestion the exhaust mount bracket should be offered in chrome too! " 00-1060 LSR 2-1 Chrome, Slash Cut, 1 3/4".
It can be done
You can put a B style pipe on a Softail with floorboards if you are Calgary Custom Cycles. They spaced things out and made it work. 00-1165 B Style LSR 2-1 Turn Out with 2" primaries.
1984/85 Wide Glide Kicker
Before there were Softails and the quasi-hardtail look there was the 1984/85 Wide Glide with shocks on top of the swingarm. This model transitioned the previous short-lived Shovelhead Wide Glide. Part Number 00-1015, LSR 2-1 Slash Cut, 1 3/4", in Black Ceramic.
Boots and Kickers. Not for your Nike or Adidas crowd. Kickers can be made to clear if you get the right one. 00-1015 on the 1984/85 Wide Glide. Customer fabbed his own bracket.
Customer writes " Had to modify and space bracket but it worked! Cleared the kicker...Almost didn't mount up but massaged everything to work. Nice job on the pipes. Other instructors and students are very interested in your pipes!"
New +5" Longer Slash Cut Part Numbers
Pictured above is a new 2001 TC88 Deuce FXSTDI with a new LSR 2-1 part number 00-1201: 1 3/4" Style B, Slash Cut with 5" Longer Tail section. The bike pictured has the 4 piece heat shield set: One front, 2 rear, and new collector shield. Four new part numbers have been added for "B" style pipes. Previously, longer tail sections were only available for "C" style LSR 2-1 designs.
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.
Customer writes: "Though it took awhile to get it, it was worth the wait... Hi to you all at RB Racing this is Tony D. I got my 02 Deuce back from my tuner today ( had him map it ) it has the 95" kit 10.25 pistons SE HP Heads and SE 251 Cams with a Power Commander on it. It Dyno'ed at 87hp with the Vance & Hines Short Shots I had on it. With your "C" Pipe (1167) it now Dynos at a 103hp WHOW !!!!!!! or should I say Holy Fuck-N Shit !!!!!!! What a difference the RIGHT PIPE makes ! Though I haven't put very many miles on it yet the 45 mile ride home was a blast to say the least. A BIG THANK YOU to all of you at RB Racing.You had asked me to send a photo I do not have a digital camera so I will have to send a photo by mail please email me the address to send it to. Again THANK YOU !!!"
TX Outlaw Nightrain
Customer writes: "As promised, I'm writing to let you know I LOVE THIS EXHAUST! Sorry, get carried away on this. I'm no motorcycle mechanic, but I kept looking at the pipes sitting in the garage, then over at my bike, and finally said "screw it, I'm gonna try this myself!" They fit perfect! I couldn't be happier with the finish (black coat) and perfection in craftsmanship! After firing up the bike to check for possible leaks, I was very happy with the sound my bike produced. Everyone who have seen/heard the pipes have commented positively on them. I have "another name brand" set of pipes on my '05 Heritage and your pipe makes it sound like crap! Looks like I might just have to change it out now.
Thank you very much for your product and support with questions through-out my ordering and installation! A lot of companies sell you their product and then drop the ball when it comes to customer support. I appreciate you taking your time to help me every time I had a question - no matter how dumb.
Anyway, here are some pics (as promised also). You may use this email and or pics on your site if you like (although I'd have the "big-head syndrome" if I saw pics of my bike on your site!). The bike is an '06 Night Train.
Thank you again!"
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.
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.
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 "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
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.
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.
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.
00-1170 2" C Style, Silver Ceramic on a TC88. Bike hails from Down Under.
Another 00-1170 2" Slash Cut in chrome with heat shields. If you have floorboards and a big motor this is a popular combination. No real restriction but still has a baffle to absorb some of the noise. Custom wheels, chromed swingarm, a big engine, custom seat...it adds up fast.
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.
RSD and Fat Tires
Whether you are running a custom frame designed for Right Side Drive (RSD), or simply have a kit that converts your swingarm and frame to RSD, we have "C" Style 2" pipes for these. Part numbers 00-1307 Turn Out and 00-1308 Slash Cut.
If you have joined the fat rear tire crowd and have something like this let us know beforehand because, as the frame widens, we have to crank in some offset in the tail section. In this case we put in zero offset and the pipe clears the swingarm by about 3/16". Our standard Softail bracket would not work as the frame was wider, so a flat bracket and two spacers had to be fabricated. 00-1062 LSR 2-1 Style C, 2" Turn Out in Chrome.
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.
Our CNC machined Turbo Venturis are not compatible with the "bowl-shaped" late model OEM exhaust port gaskets or early style "flat" gaskets for the LSR Exhaust Systems to both fit and seal properly. The narrow machined flat face of the Turbo Venturi must seat against a flat surface, not the bowl-shaped late model gaskets. Using the LSR Exhausts in combination with the wrong gasket will cause misalignment, inability to tighten the provided close tolerance aircraft nuts, and will force the bowl-shaped gasket into the exhaust port.
Mandatory for a nominal charge of $9.95 are a pair of our LSR CNC machined gaskets which mate perfectly with our Turbo Venturis. These are proven in over 16 years of use on our race and turbo applications...the only gaskets that will stay in a turbo bike for 25,000 miles! These gaskets prevent any gasket "creep" into the exhaust flow and are one more thing that will give you "an edge" on the competition. We always wondered why people would port their heads, put in bigger valves and then squish the gaskets into their exhaust ports. We bet you never paid attention to what was going inside your exhaust ports for one very simple reason...you can't see what's going on in there once the pipe is tightened! The LSR CNC machined gaskets also insure perfect alignment of the exhaust system. Most fitment and alignment problems are traced to using either the wrong type of gasket or using old gaskets that have taken a "set". We've always used these on our race applications and it's time everyone who's concerned about performance should do the same.
All LSR 2 into 1 exhausts require special close tolerance aircraft nuts to bolt the LSR Turbo Venturis to the exhaust port. Standard 5/16" x 24 hex nuts will not fit. Each exhaust comes with the required four nuts. It is recommended that you order an extra set (4) of these nuts, part number 00-1001, when you order your exhaust.
STD Cylinder Heads
We make special flanges for STD heads that match the rectangular bolt pattern that STD machines. If you order a RB Racing LSR 2-1 Exhaust you can order these flanges which have been designed to fit our standard turbo venturis. RB Racing Part Number 00-1003. Sold per pair $29.95. When you order a RB Racing LSR 2-1 Exhaust system we either polish and chrome these or bead blast and ceramic coat them.
RB Racing LSR 2-1 exhaust systems use either one or two slip joints depending on the model. We suggest you put a coating of Permatex 598B ULTRA BLACK in the slip joint. None of our slip joints use any clamps because then they wouldn't be slip joints anymore. 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.
All RB Racing LSR non-efi exhaust systems come standard with a machined and heliarced 18mm oxygen sensor boss just below your front exhaust port. This port is designed to accept an 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. Fuel Injected models come with two O2 ports and can use our dual gauge to monitor front and rear cylinders.
Customer writes:" Latest tune is now 96hp and 106tq, we feel there is a little more left in there to be had. Still love the pipe and AFR gauge. Get positive comments from folks all the time. Please find attached an updated picture. All the best, Dave"
As they say. So simple a.....
We offer general LSR 2-1 Mounting Instructions in a PDF Format.
Softail (All): Pipe bolts directly to frame via 3" wide heavy steel "Z" bracket. No oem mounts are used. Remove oem mounts. 00-1168
Customer writes: "A little late but a shot of your exhaust. Probably gonna go deaf but these things sound great. I can't believe the low end pull we got with a little 510 S+S 510 and 95" pistons with cleaned up stock heads. Very mild build and getting 98lb tq. Thanks RB".
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.
Freedom of expression...do it while you can before someone decides to stick their nose in your business. Pictured above is a 2" primary LSR 2-1 C Style, Slash Cut, part number 00-1170, destined for a big inch stroked TC88 Softail.
New Ceramic Black Finish....."I'm the Man in Black..."
00-1163 Black Ceramic
"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. ".....
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
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 Softails?...Absolutely nothing! We are however in the game 24/7 and you do try to help out where you can.
New 145" S&S Tribute Systems
We have been asked by customers to provide LSR 2-1 systems for the new 145" S&S Tribute engines. We have tooled up to produce three versions for the Dyna style transmissions: LSR 2-1, LSR 2-1 Pro Stock, and LSR 2-1 Black Hole. Pictured above are our laser cut flanges and cnc machined venturis that we heliarc to the 145' S&S Tribute exhaust systems.
These days people have all sorts of expectations. They want to be loved. They want to be admired. They don't want their chrome to turn colors. They want "numbers". They want assurances. They want guarantees, warranties, trial periods, and return policies. They don't want the part, they just want everything that goes with their household baggage. It's all part of keeping everything nice and tidy and "best". Fear of rejection. Fear of making any decision.
We just come in and make the best parts we can and that's all there is to it. The rest of the equation is too complicated. There are plenty of people who will assure you till hell freezes over. We don't have time for this.
For those of you who do not understand that 1450 Deg F of exhaust flame front will discolor chrome, don't order the parts, or just leave the bike on the trailer..or order the heat shields to cover up the underlying discoloration. Ceramic or chrome the pipes get really hot and heat shields provide an air gap to protect and hide things.... Melted tennis shoes, burned pants. Air is the perfect insulator.
It isn't the old days anymore. People with $35,000.00 toys roll up in the screaming fetal position. Joy used to be a basket case that you could get running. Brave new world.
The agony of decision making can drive a poor consumer insane..."What is the best?"...".."How does it compare?"..."What will I get, what will I gain?"..."When can I get it?"..."Should I get a Turn Out or a Slash Cut" pipe".."Will the chrome blue?"..."Can I talk to someone who has one?"..."How long have you been in business"...""I've never heard of you"... "How black is the black?"..."Why haven't I seen these before?"..."My bike is at the builder and he has to have the pipe by Friday or I lose my slot!"..."Is the silver as shiny as chrome?"..."I have a wazoo998 cam and billet rocker boxes and a 280 rear tire...will your pipe work?"
Right brain, left brain. Fear of rejection. Fear of being different. Social standing. It's all too much for most people to deal with.
Look at the pictures, take the Red Pill, and start your journey. It's that simple.
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.