LSR 2-1 Sportster
Real World Tuning Package
When you order a complete LSR 2-1 exhaust with the RSR Air Fuel Ratio Gauge
and The TTS MasterTune there is a $75.00 discount on the total price.
You can observe while you ride in the real world to evaluate
transitionals and wide open throttle . In actual dyno tuning you really
have to hold one "site" i.e. the intersect of load and rpm to get an
accurate feedback. That's why you see Superflow engine dynos doing step
The problem is things heat up in these air cooled engines and the hidden code in the Delphi ecm starts changing things. You can really only do one wide-open throtte pull and one rpm site before the engine heats up too much. Best do real world data recording with the TTS while you ride and then evauate, in real time, your map with the RSR mili-second fast RSR Fuel Ratio Gauge. Real time monitoring when you ride is the only way you can evaluate transitionals, acceleration additives, and wide open throttle...all in the real world air and on the road like you do normally.
Branch O'Keefe Heads 203 MPH Sportster
John O'Keefe of Branch O'Keefe
has welded up and ported over 50,000 EVO cylinder heads. Bob Bennett
(above) at the 2013 Bonneville Speed Week with a combined two-way
average of 196 mph with a Mikuni Carburetor and Branch O'Keefe cylinder
heads. 203 mph was his highest speed on his 201 mph pass. If you think
you just hold it open and sit on it you're mistaken. Ask Bob..he had to
fight for every mph. He bumped the SCTA-BNI record over 20 mph.
Everybody says they are an expert. Most aren't. Every record we've set has been with Branch heads dating back to 1977 when we raced at the Bol D'Or up to our current Bonneville Bullett project. John O'Keefe and the legendary Jerry Branch have more decades of experience with racing Harleys than others have years. Talk is cheap. Results speak for themselves.
Here's a set of STD heads John O'Keefe recently did for our 80" EVO Turbo FXR. Dual Plug with Turbo porting. The heads are set up for 20cc dome pistons. A R&D project with advanced Cosworth electronics. If you want the most out of your Sportster talk to John at Branch O'Keefe. 562-597-2850
Customer writes: "Here is
my Dyno run this morning with your pipes. After the first run, the
performance technician at Harley just sat there staring at the screen
for like 5 seconds. He couldn't believe what he was seeing. I just
chucked and shouted "Yeahhhh Baby!!" 108.8 hp at 6800 rpm with a max
torque of 86.49. His disbelief turned into excitement, asking me to
allow him to go past 7k rpm, but I didn't wanna push it. I know it had
more to give, but didn't wanna blow it up!! Lmao!! Ronald".
Customer writes: "Hello. Here's the pic of it installed on a 2014 Sportster. Thanks for getting it out out to me. I think it looks and sounds great."
Note: New Mounting Bracket design for the 2004 and up Rubber-Mounted Sportsters. 2004 to 2013 one design; 2014 and up a similar design (pictured).
00-1270 Slash Cut in Double Coat Black Ceramic.
Ready to Roll
Customer writes: "I recently purchased a set of your pipes for my 2006 XL1200L. I had done a ton of research, found your website and could tell right away that I had to have your pipes. Five weeks later they arrived. Installation was very simple. They look amazing and more importantly they sound and perform way beyond my expectations! The bike is like a whole new bike! Worth every penny guys! I thank all of you for everything! Thanks! Joseph."
LSR 2-1 Slash Cut 00-1272 in Chrome.
Early Forward Controls
Early factory OEM forward
control models with their long brake rod are made in a separate
fixture. A rear heat shield for these models (00-1222 and 00-1221) is
available as the rear pipe is a bit further out than other EVO
Sportsters. 00-1222 Slash Cut in Ceramic Black pictured.
Customer writes: "Hello
R&B Racing! I installed your LSR 2-1, 1 3/4" B Turn Out exhaust on my 2003 Sportster project about 2 weeks ago
and wanted to email you and say thanks for a great system! The fit and
finish is excellent and the installation was straightforward. The sound
from this exhaust is awesome! Regards, Joe". 00-1022 Turn Out.
Win Some Lose Some
Customer writes: "Don't know if you care to but, you might as well see it." 00-1272 LSR 2-1
Customer doesn't care much
for us much but he likes the pipe. We are not going to climb into the
box when we ship it to find out what's on the other end. We'll stay
here and make parts.
Customer writes: "Got a
couple of pics of my project bike that I just finished with your
awesome pipe on it. Thought you might like to see them. Thanks,
Silver Ceramic LSR 2-1 Mid
Peg Turn Out. Brit Style Cafe Racer...Aluminum tank replaces HD Peanut
tank. Nortons, Velocettes, Triumphs,
Featherbed frames, Girling shocks, rearsets, bikes stripped to the bone doing the "Ton" in the rain. No more XLCR's...you have to do it yourself ...and much better.
Two Years Later
Customer writes: " Hello
I bought and LSR exhaust a few years back and finally took some
pictures of it. Thanks for building such a great product!! Kevin".
Silver Ceramic Slash Cut LSR 2-1. 00-1023.
110 Hp 88" NRHS Sportster
NRHS writes: "Customer is in the US Military serving in the Middle east currently. Bike is a 2009 Sportster with an 88ci engine built by NRHS making about 110 hp and 105 ft lbs of torque. Dan Dunn NRHS V-Twin Performance".
00-1271. 1 3/4" Turn Out for forward controls. Probably a good idea to let a specialist work on your bike. NRHS has a lot of Bonneville experience. Bonneville is sort of the ultimate dyno.
New 2004-2010 Sportster LSR 2-1's
Rubber Duckies hit the street. FXR's reincarnated in a smaller package. We have a range of new exhausts for the 2004 and up rubber mounted Sportsters. Harley changed the exhaust flanges so you'll need to pick up a set of older flanges and clips for the LSR 2-1 Venturis. 00-1270 shown on 2008 Nightster in ceramic black.
Customer writes: "Thanks for the great pipe! The fit and finish is great and the sound is by far the best I've heard out of a 2 into 1 pipe. My '96 Sporty is only an 883 and it pulls so much more now I can't wait to install the 1250 kit. Doug." 00-1221 Turn Out in Silver Ceramic.
Customer writes: " Long email, get ready. Pictures attached for you to use if you want on your site to show Titanium finish. My bike is a 2009 XL1200N. Paint is black/silver (as you can see). Titanium is excellent color for this bike. I will also be posting to the XL Forum under "Let's See Your Nightster" in case you're interested in comments from other folks. Attestation:
Thank you for the help and service regarding my order for the new LSR 2:1 Titanium finish pipes (Note: Finish discontinued). The pipes went on much easier than I anticipated and the 20-30 pound drop in weight has made the bike noticeably handle even better. Cylinder head temperature has dropped by about 50 degrees F as well. As everyone else says, these pipes are well worth the wait. Construction quality is great, the fitment is perfect, engineering is well done. Highly recommended for those who are serious about performance with good looks thrown in as a nice thing. The sound reminds me of the radial airplane engines from WW2. Thunderous but sweet."
00-1269 in SS Titanium.
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.
Sportster Head Porting....Branch O'Keefe...$950.00 or $500.00
John O'Keefe of Branch O'Keefe recently worked on a set of racing cylinder heads for one of our projects and we stopped by to give him a progress report on our testing and he told us he had a "Special Blow-Out Price" on his #4 and #5 Sportster ported heads. John secured a large quantity of castings and was passing the savings on to preferred customers. Give John a call (562 597 2850) if you want to get in on this volume deal. John has ported more cylinder heads for Sportsters than anyone in the business. These are normally $950.00.
After nearly 40 years of cylinder head development John has seen things go full circle a number of times. When you consider he and Jerry Branch worked on Harley Factory prototype engines as well as virtually all the factory road race and class C racers, there isn't much he doesn't know about pushrod cylinder head development. He still has the best flow bench in the industry, the one Jerry Branch made himself, and one not unlike the one Smokey Yunick made for all his engine development. Flow benches made by stacking up Ametek vacuum cleaner motors just doesn't measure up. That's why John Britten came over from New Zealand to get Branch's advice on his cylinder heads...before he cast them, not afterwards.
These days people buy an electric grinder and some sanding rolls and "port" cylinder heads in their garage for $300.00 or someone with a small SuperFlow SF 110 Flow Bench advertises you will get "115 hp" with their heads. John is a bit too honest to make these claims as he was getting 118 hp out of 88" engines (1.34 hp per cubic inch) a long time ago, but they were useless for the street and, as he states, "We couldn't wait to get that stuff out of the motor". To counter these unrealistic claims by garage-type porters John is working up a program of $500.00 quick turn cylinder heads that offer realistic performance gains as a lower cost option to the the "right way" to do heads professionally which involves new seats, larger valves, guide removal and replacement. The "right way" will never be $500.00.
Give John O'Keefe a call (562 597 2850) if you are looking for full race cylinder heads like we do (big bucks), or something in-between like his #4 or #5 heads for $950.00 or even a budget set for $500.00 that give a realistic performance gain. It's always about airflow. The more air you pump the more power you make. The budget comes first. Stock heads just don't cut it.
We took a close look at the set of heads he did for Bennett's Performance....they have gone over 190 mph at Bonneville. Beautiful work. World Finals 2009. The ultimate dyno.
Branch O'Keefe Video Tour
John O'Keefe does all our
cylinder head work. He and Jerry Branch have done all our race porting
since 1977. Jerry designed this 30 horsepower Supercharger-powered flow
bench which allows John to flow any depression he chooses...10", 12",
28" or 60". It's the most powerful flow bench in the industry.
They actually flow test and hand finish what they sell. Even at the
highest level of motorsport hand finishing and testing of each port is
required. Vagaries in castings makes 5 axis porting a time saver in
metal removal but not the answer for maximum performance. You still
have to hand finish and flow test.
Silver Ceramic...Serious Sportster
Customer writes: "I ordered a set of the silver ceramic turn outs for my 2000 Sportster. It has the factory Buell Thunderstorm conversion. Previously had Brand "x" Pro Street exhaust.. The Bike has lots of go fast goodies (heads,hi-comp pistons,cams,ignition,carb, etc,etc) You wanted me to drop you a line letting you know/see how things came out. The finish and quality is outstanding...I have built a few motors in my time and can honestly say NEVER have I had such a noticeable improvement in all around performance from just an exhaust.....Now my motor is far from stock and was dyno tuned so it wasn't just a bolt together and run thing...It ran great...I thought! WOW damn thing is like night and day..NEVER could have imagined the improvement the LSR made ALL through out the RPM range. Sound is so unique and nasty I love it. A dyno tune in the Spring is planed and I am looking forward to getting some numbers down to compare.....Sold me on your pipes...Never gonna spend anymore $$ on anything but your kick-ass pipes...Congrats on a great product... Ya wanted a pic too so here ya go. Thanks again for a great product. Randy".
00-1221 in Silver Ceramic.
Ride Like The Wind
Customer writes: "These pipes are awesome! They look good, sound great, perform very well and they lightened my bike. I can't go anywhere without getting compliments everyone wants to know where I got them. They were well worth the wait!" 00-1271 in Ceramic Black.
45 years ago a Sportster was something to be feared. They were loud, fast, didn't stop, and were about as macho as you could get. Death struggles between Triumphs and Harleys for track supremacy while the country was meeting the nicest people on a Honda Cub. Year after year the "XR" has formed the basis of every form of Harley racing from Drag Racing to Bonneville and famous road racers like Lucifer's Hammer and Cal Rayborn. Now Rhonda carries the colors.
Customer writes: "Thanks for the great exhaust! What an amazing product! I go next week to get it tuned.. Thanks a lot! Rich". 00-1271 LSR 2-1 Chrome Turn Out.
Sportsters, or basic Sportster designs, have ruled the drag strips for more than 50 years. Struts, lowered, chain drive, spokes, a sticky rear tire and bare to the bone...four cams and 7000 rpm in a light chassis that is now rubber-mounted so you don't wear out the porcelain on your teeth. Elemental.
Like a modern day Toulouse-Lautrec painting we cut our swath though life trying to bring art to our existence, painting on a blank canvas. We try to excite and move with bolder brush strokes before they take our brushes away.
Customer writes: " Hey everyone at RB: Thanks to these pipes my bike has totally come to life! They sound great, look great and performance is better! The guys at the dealership who put them on for me said they rarely get excited about Sporty exhausts but THESE!!!! - they were incredibly stoked! First set of these to go through their shop and everyone here LOVES 'em. I'm sure I'll be seeing more of these around town, eventually. Good for me? No. Good for you guys? Yes. Thanks for the superb product! Take care, Christine. "
Silver in S.F.V.
Customer writes: "I just wanted to say thank you for the BAD ASS 2 in 1 pipe. It fit exact and tight. The long wait was well worth it, when I picked the exhaust up it was like winning an award cause the thing was sooo damn good looking.. So for those of you waiting, the pay off is kick ass. Also we did a dumb I mean drum dyno at Dyno Daves in Canoga Park with a gain of 7hp! Throttle response is tight, sound is great kind of like "potato potato potato" hahaha. N E ways you guys kick ass!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!Thankz from the big S.F.V.! JW"
00-1271 in Silver Ceramic.
Silver Ceramic Custom Slash Down
Customer writes: "Hi , I finally finished installing everything and got the bike up and running. The LSR's are INCREDIBLE!! The sound is so unique. I love them. By the way, I was able to get the slip joint all the way together. These pipes fit perfectly. The performance gain is really something. I hope you enjoy this picture. Regards, Len".
00-1272 in Silver Ceramic with Slash Cut facing down. Lots of custom touches make this bike really stand out.
Shown above is part number 00-1269 LSR 2-1 B Style 1 3/4" Turn Out in Ceramic Black on a 2004 Sportster. Yes, those are V-Rod brakes, Buell heads and a Softail rear wheel.
Doing the Ton
Rockers, UK style. Mike Hailwood dragging his toes not his knees. Joey Dunlop at the Isle of Man. Phil Read on an MV, the last 4-Stroke champion before the two strokes took over.
Customer writes: "Thank you for making such an awesome pipe! It's my wife's bike but man it rips.. Thanks to your pipe, I've tried 2 others and I'm getting the best #'s with your product. I just placed an order for more gaskets and flange nuts, they came in four days. Thanks for getting out so fast other companies aren't as wonderful to work with. Thanks again. Bill ". 00-1269.
Carbon Fiber & Black
Black on Black on Carbon Fiber Black. Wheels are black. Seat is black. Mirrors are black. Headlight is carbon fiber black. Turn signals are black. Bobbed fender is black. LSR 2-1 is ceramic black. Heart of gold and intimidation personified. Lock up the sharp objects and mandate a curfew. The streets are dangerous. Things are moving in the darkness. Danger.
Customer writes: "R B Racing, Thought you might want to see your pipe on an 06’ Sportster. It is a very good match with the engine modifications and has a linear power band coming on hard at 2950 and strong through 5800 where it starts to drop off. Thank you for a very fine product.". 2006 Sportster LSR 2-1 Turn Out in Black Ceramic. 00-1269.
Customer Update: "RB Racing, I've completed the make-over of the '06 Roadster to a cafe' racer. I believe that the RB pipes not only produce tons of horsepower but look great with my application. Thought you folks might want a peek. Thanks again for an outstanding product."
04/05 Installation PDF courtesy Keith Mezzina.
Customer writes: "Attached are photos of my 2007 XL883R Sportster with the LSR 2-1 (00-1270) exhaust in chrome. The pipe looks great and has a terrific sound. Bergen County H-D/Buell in Rochelle Park, NJ dyno tuned the bike. The peak horsepower went up to nearly 58 from 47 (a 23% increase) and peak torque to 54 from 48. On the road it really takes off from 4000 rpm right up to 6000 and above. Please tell everyone thank you for a job well done. I will be strongly recommending RB Racing pipes to people I meet. I'm also going to post these photos on xlforum.net and credit RB Racing (xlforum.net is where I first learned about your exhausts). Best regards, Kevin"
Baby FXR's. They are nice bikes. They actually handle and stop. Customer put some compliance into the rear suspension instead of the oem fish-oil units.
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"
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. In closed loop operation the lights will cycle back and forth indicating the ecu is correcting to Stoichiometry or 14.7:1. Shown mounted on a 2008 Sportster.
It is simply the best way to evaluate the tune of your motorcycle and saves valuable dyno time. Mounted permanently. Waterproof.
Compatible with dual OEM narrowband sensors. No soldering required Can be supplied with new high temperature Bosch narrowband sensors. Far right photo shows gauge in dim light conditions at maximum power setting.
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.
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.
Single O2 meter for Carb models
For the past 20 years we have been putting O-Sensor ports in the front primary tube. It is the only way to set your carburetion for optimum performance and economy. Our RSR Air Fuel Ratio gauges are completely waterproof and Harley proof. Billet construction and dead accurate. Saves dyno expense. If you just can't stay away from Dynos then tune with this first in the real world, then go to the dyno.
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 Billet 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.
00-1272 in Ceramic Black. Pipe is for Custom although this is a mid-peg model. If you prefer the shape of the Custom (Forward Control) model it will fit on the mid-peg models.
00-1271 Turn Out for a Rubber Mounted Sportster. Silver Ceramic. Customer writes: "Here is a picture of my '04 XL1200C with your LSR 2-1 Turn Out on it. Looks good, performs great, and sounds fantastic. No 60 mph vibration. Buddy's with 103" and 111" bikes call it "Mighty Mouse"."
04 and later Flanges
The Harley part numbers for these flanges (above) and clips are: 65328-83 (exhaust ring clamp) and 65325-83A (retaining ring). RB Racing makes Billet Steel Machined Chrome Flanges with spring clips that are far stronger than the die cast OEM items. Our part part number is 00-1002, $29.95 for a set of the flanges and clips.
2004 and later Sportsters need to order these flanges or their equivalent at your Harley shop as the oem flanges are too thick for our Turbo Venturis.
06' Dual O2 Sensor Systems / RSR Air Fuel Gauges
Since we have been doing closed loop fuel injection systems for Harleys for more than 15 years and have been putting O-Sensor Ports in our exhausts for the same amount of time, we have dual O2 ports for the 06 models for our full range of exhausts. Our RSR Air Fuel Ratio Gauge is the best investment you can make for these.
All LSR 2-1 exhausts can be ordered with two O2 ports. Actually O2 sensors are a really neat item. We should know, as we have a lot of experience with them. Tuning strategies are different and there are a lot of things that can go awry if you forget about temperatures, pressures etc.
Pretty soon Harleys will all be watercooled then you really won't be able to tell the difference between Milwaukee and Hammatsu. "The Man" will be sniffing your butt and planting microchips and gps modules up your ass so they can mail you a speeding ticket and keep track of your movements. They already have data recorders on your car so they know what you were doing when the biggie happened. Brave new world.
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: " Hello RB Racing! I received my pipes on a Friday and was riding on Saturday. These pipes look great and sound fantastic! I have attached a photo of my bike, as you can see - it looks awesome. Brian " 00-1222 Slash Cut.
LSR stands for Land Speed Record and that means only one place...The Bonneville Salt Flats, the Great White Dyno. We have the only gas powered street legal bikes over 200 mph and we're damn proud of it. RB Racing doesn't race typewriters, we race motorcycles and when someone says they get a 70% gain from their system, ask them for their 200mph Bonneville Records or any records for that matter. Hell, if we raced typewriters it sure would be a lot easier, not to mention cheaper.
New Exhaust Tech Section
We have given a bit of an overview on the design of Harley Davidson exhaust systems for those who have questions about primary tube length, tube diameters, collector design and the pulsations and wave timing in a V-Twin engine. Heat is energy...use it to your advantage!
Here we can see on this LSR 2-1 Pro Stock Sportster exhaust how turns influence the build up of heat as well as the energy concentrated in the merge collector. We have to clear things like footpegs, master cylinders, highway pegs, brake pedals, air cleaners etc. in our search for power. Testing at Blue Springs Harley Davidson...James.
Pictured above is a LSR 2-1 00-1023 Ceramic Black Sportster exhaust.
Shocks, I don't need no stinking shocks! Primer black. Old School. Simple, clean, low. Pillion pad. Scratch and sniff.
Customer writes: " I finished my build on Friday. The exhaust fit like a glove. Never have I had a pipe fit so easily. The sound is excellent; not too loud and the performance is amazing. The horsepower increase is very obvious in the 2000-4500 rpm range. I'm extremely satisfied. Thank you, Tom." 00-1222 in ceramic black.
Customers Race We All Win
Jim Snyder set new speed records with his Sportster. We couldn't get him a Ceramic Black pipe in time so we sent an unfinished pipe so he could make his race. We shipped his Black LSR 2-1 Pipe a few days later. We love racing. It sure beats the hell out of parking and talking. Race bikes, even if they are street bikes always have a drama about them because they have stories to tell.
Left: Customer writes... "The bike is a '97 XLH 883 converted to a 1200. The pipe added 7 hp to 94 and 3 lbs to 82. Thanks!" Part Number 00-1023 Evo Sportster LSR 2-1, 1 3/4" Slash Cut.
Right: 00-1222 Evo Sportster LSR 2-1, 1 3/4" Slash Cut, Ceramic Black for a factory forward control 1200 Custom on MP Duty at Ft Bragg. 10% Military discount applies.
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 down shifts 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.
00-1023 on a 98 cubic inch 9 second Sportster. Customer replaced staggered Duals with a street 1 3/4" LSR 2-1 as it lowered his E.T. Pipe is to be replaced with a custom 00-1306 Sportster Challenge pipe (below) in 2" primaries for another 3 tenths drop.
Just the combination to outrun larger motors and big twins. 00-1222 Chrome LSR 2-1.
1 3/4 Sportster Challenge
Acceleration. Power. Lower moment of inertia. Traction. Try to cheat the wind. Beat the other guy....get the trophy. Early on we chase the girls and can't afford to chase the trophies. Later on we chase the money, dance with the Devil, and, if we're lucky, get the trophies. Hard to do both at the same time. It's never easy. Some people do both and the rest of us take pictures of them. 00-1306.
Sportster 2" Challenge Pipes
00-1306 Sportster LSR 2-1 Challenge Pro Stock Exhaust with 2" primaries. This one is going to be instrumented for a Racepak Acquistion system with EGT probes as well as with our O2 outputs. Pipe is headed for Silver Ceramic coating. Tuning is done with our RSR Air Fuel Ratio Gauge.
Check out our new Exhaust Technology Section for information on how all this works.
S&S Cases .250" wider than stock with a 100 Inch 4.00" x 4.00" combination. Branch heads and serious horsepower. Pipe clears brake pedal and tucks under master cylinder at a 45 degree angle. Pipe is set up for two oxygen sensors and is about to be sent out for a 2500 degree, dual coat ,semi-gloss, black ceramic finish.
Special order 2" LSR 2-1 Pro Stock 2" Sportster Challenge pipe 00-1306. The bike belongs to Paul of Branch-O"Keefe Co. the famous firm, Branch Flowmetrics, founded by industry legend Jerry Branch. In 1977 Jerry ported the cylinder heads for our 24 Hour Endurance Racing bikes...things come full circle.
Customer was switching from Duals on this stroker Sportster drag bike. Stroker Sportsters have taller cylinders and we have special jigs for them. Here a 2" Challenge is being trial fitted prior to finishing. The bike is light so it should do well.
Customer writes: " Just sending a couple of pix of new exhaust that I received Friday. It fit great. One question I had ...Do the billet gaskets get used by themselves or with another gasket? Please clarify this for me. I also want to order an extra set of these gaskets. Thanks again. Gary".
You must use the billet gaskets and remove the OEM woven ones. No silicone sealant is required, just a metal to metal seal. The Billet Gaskets do not wear out.
New Cloisonne Tags
Like in the adage "The relentless search for perfection" we have upgraded the logos we put on our LSR Exhaust Systems. Previous tags were stamped and formed aluminum with silk screened details. The new cloisonne tags are a precision die struck brass, nickel plated, with powdered glass fired in an oven then polished to a jewelry finish. These are direct replacements for our older tags and are available for US $25.00 postpaid via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.
These are direct replacements for our older tags and are available for US $20.00 via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag. LSR Tag on 00-1271 system shown above.
Our testing has shown that the Harley V-Twin is extremely sensitive to back pressure which is why 2-1's that use small or restrictive collectors don't breathe well, and why restrictive baffles shut the motor down. Disc type baffles are good for spark arrestors on dirt bikes but they have no place on a big inch V-Twin. You don't make power by adding restrictions to your exhaust system whether it's a bunch of stainless discs or some damn piece of aluminum billet machined into a Harley butt plug! Ever wonder why they had to put a hole up the center of the discs? Well, one reason was the discs are so damn restrictive you have to have several pounds of them to get enough flow through their waffle shaped passages. Good mufflers, but they have nothing to do with performance and they sure as hell do not create vacuum as has been claimed. When you get confused by all the bullshit simply ask the following question.." Do they run them in NASCAR or in Formula One?". Nope, they run straight pipe collector systems without any stupid discs or aluminum butt plugs.It's always funny how when the money is on the line, all the little things like discs, billet caps, anti-reversion flaps, reverse megaphones and other such nonsense somehow don't make the field.
All RB Racing LSR Exhaust Systems feature our "new" (we've been quietly doing it since 1985!) CNC machined Turbo Venturis that actually "scavenge" to help your motor breathe. Machined from billet, these allow full 2" flow and eliminate the phony restrictions that other 1 3/4" to 2 1/4" pipes have at your exhaust port. We supply special close tolerance aircraft nuts for your exhaust studs because our machined venturis are too wide for a standard hex nut.
00-1271 in Ceramic Black shown above.
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 18mm machined and heliarced oxygen sensor boss just below your front exhaust port. Efi systems come standard with two O-Sensor Ports. You use our RSR Air/Fuel Ratio Meter to monitor in real-time your air/fuel ratio. Invaluable for tuning.
OEM fuel injected models get two 18mm or two 12mm O2 ports.
Evo Sportster: Tubular steel bracket replaces oem bracket (all rigid mount models). On 2004 models we supply a transmission bracket that attaches to the steel stamping that supported the mid part of the rear pipe. On 2004 models remove the large oem bracket which requires the removal of the rear final drive cover aft of the transmission. #30 Torx required to unhook rear brake rod.
04/05 Installation PDF courtesy Keith Mezzina.
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. Picture above is a Sportster based Redneck Mutant with a custom 00-1022 exhaust in Silver Ceramic.
New Ceramic "Turbo" Black Finish
We have a lot more people looking for durable black finishes and we think we have the best finishes on the market. In the late 70's and early 80's we tried all sorts of coatings and paints and even used porcelain on some of our products in the late 1980's. The newer ceramic finishes are tougher and we use both polished silver and semi-gloss black to complement our usual chrome offerings. Pictured above is a 00-1022 Sportster LSR 2-1 Turn Out in 1 3/4". Very clean bike..headed for XR land. 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.
00-1272 in Black Ceramic. Customer writes: "This modified 04 Sporty put better than 90 rwhp on the dyno with the RB Racing exhaust and 1200cc". Custom (forward control) pipe on a mid peg rubber mount.
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.
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 Turbojets "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.
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!".
The 175" PRP motor has 4 cams just like your Sportster engine.
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.