LSR 2-1 Supercharged

Homeless Specials

Follow this link for specials on some LSR 2-1 Exhausts.

Dave


Those damn Magnacharger castings get in the way of a lot of exhausts so we bent up some that would actually fit.

00-1290, LSR 2-1, C Style, in Black Ceramic, Turn Out Rotated 45 degrees on a Dyna FXDWG. Dave runs to the pulsations of the mothership and has plans for a Diesel powered motorcycle. Dave will have us all running on Veggie Oil or at least he will be when the ice bergs melt and we all sprout gills. Dave put a Springer front end on just because someone told him he couldn't. Dave's a Vet....Freedom.


Screaming Eagle Super Tuner...SEST (discontinued)


"SEST" or Greek for the worst written instruction manual we've ever seen. We defy you to figure out how to get various charts and graphs to open and how to get to the advanced versus basic tuning options. We suggest you look around the internet as the manual is of little help.

A few years ago we bought one of these to see what was involved. If you can figure out the software navigation issues and install a map that somewhat matches your bike, you simply ride around, observe the RSR Air Fuel Ratio Meter display and make edits. The tuning is fairly straight forward. Without the Dual Gauge we don't know how you would do it. We just ride.

Harley had to recall these after being fined. They are no longer available.

System Approach to Tuning

1. LSR 2-1 Exhaust... Proven performance gains.

2. RSR Air Fuel Ratio Gauge...Observe in the real world. Dynos are great but we don't ride them.

3. TTS MasterTune Software... Make adjustments based on observations

Steve Cole's TTS MasterTune

 

Before the Screaming Eagle Super Tuner (SEST) there was the SERT or Screaming Eagle Race Tuner. Acronyms, what would we do without them? Steve Cole was the guy behind the SERT until Harley decided to go with another contractor. Money. It's always about the money. Since Steve designed the original stuff, this new stuff i.e. TTS MasterTune is easier to use and has one benefit that the "SEST" does not have...You have the ability to save and restore your original calibration. In addition with the Green Analog Interface Model you can log up to four analog channels like Wideband Sensors.

We prefer software solutions to tuning late model efi Harleys and not use any add-on boxes or to replace the entire system with some "self-tuning", throttle-angle based, wide band controller. There are simply too many problems technical-wise with wide band sensors...Stuff they do not tell you about like pressure and temperature compensation issues and sensor latency. You are better off with the OEM O2 sensors. You won't believe this but that's your problem.

One point no one is going to tell you is that Harley has hidden tables that will richen up your injectors if you hold the bike under load, like on a dyno or wide open throttle for any amount of time beyond "x". They don't want you to fool with this. Guess what happens to those people who tune under full load.

We've used both the SEST and the TTS Master Tune. Both work about the same with both based on VE Tables. The TTS MasterTune is a more friendly system and has more features. 

USB Tuning cables must be purchased separately. Three versions are available: Specify Cable Number when ordering.

USB Tuning cables must be purchased separately. Two versions are available: Specify Cable Number when ordering.

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

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

The Total Cost for a single bike TTS Master Tune (Blue) is $445.00 (tuner no cable). The Total Cost for a TTS Master Tune (Blue) Two Bike Programmer is $645.00 (Tuner no cable).

The Total Cost for a single bike TTS Master Tune (Green) is $595.00 (tuner no cable). 

A PDF Tuner Guide explains the operation of the TTS software.

In the late 70's, all through the 1980's and into the mid 1990's we used to spend about 5 months out of every year tuning things. No time for that anymore. It's best that you tune your own bike...add up the hours and write yourself a hot check. Or just pay somebody. We use a Supeflow CycleDyn Dyno and we ride in the real world.

Soot

Whenever you look at an exhaust and see it caked in black soot you know the bike is not running or tuned correctly. Back in the mid 1980's we did a carburetor development program for Keihin Corporation for their 41mm CR Race carbs on both Shovelheads and the new Evolution motors. When we were finished the bikes got 56 mpg cruising and 46 mpg if you ran them harder...and after 500 mile tests the pipes were perfectly clean inside and the exhaust ports were dead clean.

If you take the exhaust system off a modern Closed Loop BMW, as we have, you will find them dead clean or whitish inside. Harleys should be the same.

We always ask what mileage people get from their "tuned" or modified Harleys after "Dyno tuning"....The universal answer is 37 mpg or less. If they don't know, we ask them if they have to gas at 100 miles. Most do.

Once a customer bought an exhaust from us and took his bike to two different dynos in search of the "117 Hp" he was looking for for his 103...He got 110Hp. After pissing and moaning we told the guy to give us our exhaust back and we found it caked in soot. So much for tuners and their tail pipe sniffers that see lean reversions...They just kept adding fuel. You tell the customer to put on our RSR Air Fuel Gauge to monitor the mixtures F/R in the real world...No, they want a "Dyno Tune". We have dynos...we know what they do and can't do.

 

Pictured above is the exhaust port from a 2017 Dyna Low Rider S with about 100 miles on it. No soot. Delphi engineers seem to have done a very good job. Looks like the port you would see on a BMW. Now, when your "Tuner" gets finished with it, it will most likely be full of soot. Logic plays no part in people and their toys. EFI is complex...put in different cams, change air cleaners, port the heads and all this goes out the window. Brave new world.

No soot.

Fuel Injection..A Reality Check

OEM Harley Delphi Injectors come in various ratings: 3.91 grams/second; 4.35 grams/second; 4.89 grams per second (CVO); and 6.00 grams per second. These ratings are static i.e. shorted open. Pulsed static is about 90% of this i.e. what you could expect if you maxed them out in your ecu calibration software. If you hold them to an 85% duty cycle they, respectively, offer the following horsepower potentials: 105 hp; 117 hp; 131 hp and 161 hp. Now, you can squeeze more out of them by going past 85%, but this is the point where they are still controllable.

We get calls from people building wazoo big engines and they are still running the stock injectors. We suggest you get the right injectors for your engine building projects. We offer a several calculators for those messing with efi systems. Fuel Injector Calculator   Professional Injector Pulse width Calculator.

To see what lengths we go to to control 360 hp on turbos take a look at our Road Glide Fuel System.

Band-Aid...Not Needed


If you have a late model Harley with a Fly-By-Wire throttle you do not need an add-on gizmo. We suggest you get Steve Cole's TTS Master Tune software described above. When purchased with RB Racing exhausts and turbocharger systems we offer a $50.00 discount i.e. $375.00 v $425.00 list. TTS MasterTune allows you to adjust your electronic throttle without the expense of additional add-on devices as well as your fueling and everything else in the Delphi ECU.


RSR Air Fuel Ratio Gauges...Real World Tuning

The Mother of all gauges! Not a gauge, but a precision tool that will tell you exactly what your engine is doing in real-time. Gives you instantaneous read-outs of air/fuel ratios from 17:1 to 10.5:1 and indicates maximum power ratios. Four color display is easily read in direct sunlight and automatically dims at night. Waterproof, billet aluminum construction. Your significant other will cheat on you but this gauge will never lie! It won't keep you warm at night, but a perfectly running engine will look and sound the same when you wake up next to it the morning after.

Single RSR O2 Gauge: Reads the front cylinder in non-efi models. It is simply the best way to evaluate the tune of your motorcycle and saves expensive and often inaccurate dyno time. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof.

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

Mounts....Roll Your Own or Buy One


The gauges have a center back mount 5/16" x 18 x 1/2" Stainless Socket Head Cap Screw and stainless lock washer. You can fab your own bracket for this or use the 06-1025 hard anodized Billet Mount System for either 1.00" or 1.25" handlebars $49.95. Optional is the 06-1024 two piece laser cut 304 Stainless Steel mounting tabs for either near handlebar clamp or up the handlebar mounting: $9.95.



Tune in the Real World: RSR Air Fuel Ratio Gauge

Since we have been doing closed loop fuel injection systems for Harleys for more than 30 years and have been putting O-Sensor Ports in our exhausts for the same amount of time, we have both single and dual O2 ports for our full range of exhausts. Our RSR Air Fuel Ratio Gauge is the best investment you can make for monitoring and optimizing your engine tune.

All LSR 2-1 exhausts come standard with one or two O2 ports (Sequential EFI models)...18mm or 12.5mm. O2 or Lambda sensors are a necessity for either carbureted or non closed loop efi (Weber Marelli and Early Delphi) Harleys. We should know, as we have a lot of experience with them and have been doing Closed Loop EFI systems since 1989.

The Single and Dual gauges ship with six feet of MIL-W-22759/32 wire. The first 24" is Raychem DR-25 sealed on both ends. If you wish to have a connector at the 24" point there is a $50.00 charge to install either six position (single gauge) or eight position male/female Deutsch DTM connectors with Raychem DR-25 sleeving.

The gauge is housed in a hard anodized round enclosure in a standard 2" format with a 2.250" bezel, center back mount, with a 5/16" x 18 stainless socket head cap screw. The gauge will show fuel ratios from 17:1 to 12.0:1 (or richer). The gauge is visible in daylight and automatically dims for nighttime operation. Only a single L.E.D. illuminates.

Very easy to interpret at a glance. Scale is, left to right, lean to rich: three greens, three yellows, two orange and two red l.e.d.s. You simply cannot "read" spooling digital numbers.

The white arrow indicates the maximum power mixture, the second orange light, which is 13.2:1. Transitory enrichments should not, if the engine is warm (>200F Oil temp), go past the first red light. Readings at the far right side of the scale, the second red light, are simply too rich. Proper closed loop operation will cycle back and forth from green to orange around the center of the display.

It is simply the best way to evaluate the tune of your motorcycle and saves valuable dyno time. Mounted permanently. Waterproof.

Whether your bike is carb or efi this is the best way to tune...By riding and observing, not on a static dyno. Dynos are not exactly real world in terms of loads, airflow, or transitionals, and even if you had a million dollar AC Transient dyno room, you would still have to do real world testing. The gauges are dead accurate and are millisecond fast responding which makes it very simple to interpret or remember, even at a glance, while you are dodging cars watching for cops. We have a Superflow CycleDyn which gives a better real world correlation than other dynamometers but we still evaluate air fuel ratios when riding.

Anyone who tells you optimizing tuning is easy is full of shit. Engineers at Ford say they spend two years just perfecting tip-in or initial throttle openings. Ride, observe,..then change or edit. Real world.

Pretty soon Harleys will all be watercooled then you really won't be able to tell the difference between Milwaukee and Hammatsu. "The Man" will be sniffing your butt and planting microchips and gps modules up your ass so they can mail you a speeding ticket and keep track of your movements. They already have data recorders on your car so they know what you were doing when the biggie happened. Brave new world. Monitor your engine to get the most out of it before the NSA monitors your tail pipe.

 Customer Comments



Customer writes: "When the gauge arrived I knew it would be of a very high quality, it has far surpassed my expectations. I was very eager to get this installed and take a look at my tune.  Amazing to see how little adjustments on the carb effect the AFR. As a result of this gauge, I have dropped one size on the low speed jet, raised the clip on notch and confirmed the main jet on my Mik48. Thank you, I really like this gauge. Ed"


"Just wanted to follow up with you. This AFR gauge is a game changer. I think the tune on this bike is just about perfect, or as perfect as a one can get with a carb. I have every needle, main and idle jet available for the Mik48 and think I used everyone of them chasing the tune. Now with everything dialed in, warm idle will flicker between the orange and red light, cruise is at the left orange light and hard acceleration toggles between last orange and first red. Plugs look terrific, bike starts first thing in the morning without any choke, while riding around town the lights are relatively stable, some moving around but not much. Again, I couldn’t be happier with how this gauge works.

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

Digital Gear Indicator and Dual Air Fuel Ratio Gauges

A useless air temperature gauge and tiny warning lights...whatever happened to black and white gauges? Well our RSR Bonneville Digital Gear Indicator and our Dual Air Fuel Ratio monitor actually do provide useful, easy to read, information. Knowing what gear you are in and what your engine is actually doing in front and rear cylinders is a lot more important than knowing what the air temperature is...After all, you are sitting directly in the airstream so the air temperature is no mystery.

Road Toad...The Movie

Harleys vibrate. Next time we'll make a better camera mount. Video shows the gear indicator in action on a 5 speed 2004 Road Toad as well as our RSR Dual Air Fuel Ratio Gauge. We made a few edits to the TC88 ECM for our LSR 2-1 Pro Stock Spyder exhaust. Gives you an idea of how we tune things by actually riding them and how useful the Bonneville Gear Indicator is.

Get a tub of popcorn and a six pack and watch a 2004 FLTRI find happiness going through the gears. Make your own movie and get some more popcorn and beer and show your friends how you hit redline in sixth gear. At Bonneville we run five gears but we have a 425 hp Harley...and a lot of beer.

Screaming Eagle Super Tuner...SEST

"SEST" or Greek for the worst written instruction manual we've ever seen. We defy you to figure out how to get various charts and graphs to open and how to get to the advanced versus basic tuning options. We suggest you look around the internet as the manual is of little help.

We bought one of these to see what was involved. If you can figure out the software navigation issues and install a map that somewhat matches your bike, you simply ride around, observe the RSR Air Fuel Ratio Meter display and make edits. The tuning is fairly straight forward. Without the Dual Gauge we don't know how you would do it. We just ride.

Screaming Eagle Super Tuner...SEST


"SEST" or Greek for the worst written instruction manual we've ever seen. We defy you to figure out how to get various charts and graphs to open and how to get to the advanced versus basic tuning options. We suggest you look around the internet as the manual is of little help.

We bought one of these to see what was involved. If you can figure out the software navigation issues and install a map that somewhat matches your bike, you simply ride around, observe the RSR Air Fuel Ratio Meter display and make edits. The tuning is fairly straight forward. Without the Dual Gauge we don't know how you would do it. We just ride.

Steve Cole's TTS MasterTune

 

Before the Screaming Eagle Super Tuner (SEST) there was the SERT or Screaming Eagle Race Tuner. Acronyms, what would we do without them? Steve Cole was the guy behind the SERT until Harley decided to go with another contractor. Money. It's always about the money. Since Steve designed the original stuff, this new stuff i.e. TTS MasterTune is easier to use and has one benefit that the "SEST" does not have...You have the ability to save and restore your original calibration. In addition with the Green Analog Interface Model you can log up to four analog channels like Wideband Sensors.

We prefer software solutions to tuning late model efi Harleys and not use any add-on boxes or to replace the entire system with some "self-tuning", throttle-angle based, wide band controller. There are simply too many problems technical-wise with wide band sensors...Stuff they do not tell you about like pressure and temperature compensation issues and sensor latency. You are better off with the OEM O2 sensors. You won't believe this but that's your problem.

One point no one is going to tell you is that Harley has hidden tables that will richen up your injectors if you hold the bike under load, like on a dyno or wide open throttle for any amount of time beyond "x". They don't want you to fool with this. Guess what happens to those people who tune under full load.

We've used both the SEST and the TTS Master Tune. Both work about the same with both based on VE Tables. The TTS MasterTune is a more friendly system and has more features. 

USB Tuning cables must be purchased separately. Three versions are available: Specify Cable Number when ordering.

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

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

(3) Part # 2000014A: 2014 Touring models Only. CAN 6 Pin (have different pin allocations). $42.50 list price.

The Total Cost for a single bike TTS Master Tune (Blue) is $445.00 (tuner no cable). The Total Cost for a TTS Master Tune (Blue) Two Bike Programmer is $645.00 (Tuner no cable).

The Total Cost for a single bike TTS Master Tune (Green) is $595.00 (tuner no cable). 

A PDF Tuner Guide explains the operation of the TTS software.

In the late 70's, all through the 1980's and into the mid 1990's we used to spend about 5 months out of every year tuning things. No time for that anymore. It's best that you tune your own bike...add up the hours and write yourself a hot check. Or just pay somebody. We use a Supeflow CycleDyn Dyno and we ride in the real world.


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 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.

Dave Part Two

Dave is a determined sort of guy. Here's his progress on his diesel powered motorcycle. He's pretty far along.

Dave says "I will run rice oil to begin with so I can have an American made rice burner. I hope to get more than 100mpg." Dave is working on his new project and if he updates things we will post the info.

Dave Update Part 3

Well Dave offed the Hog and went whole hog with a righteous Diesel Military scooter, a Russian Dnepr. Dave is not one to be discouraged...he's riding around on his Veggie oil and doing everything he can to keep Petro executives from getting 400 million dollar retirement packages.

This is a picture of a happy camper. Nothing stops Dave once he gets going...and with 10" of ground clearance he will drive over whatever is in the way anyway. The world needs more Daves.

Dave Reports "Hello all, just checking in. I went on a 94 mile round trip yesterday (Barstow to Victorville via old Highway 66) with the side car and I filled up with petro diesel (to blend with the corn oil have have been using), to top it off after the trip I took .96 gallons. That figures out to just under 98mpg. I dropped off the side car today, I was going to start tearing the bike appart for a ground up rebuild. I just wanted to ride her without the sidecar and what a difference, I'm selling off the side car or making it into a very large Webber BBQ grill. I'm going to do a milage test without the third wheel, and I'm hoping 110-120mpg. I stopped at a truck stop after riding around and handed the teller $2, told him I want a fill up, they all laughed, you should have seen their faces when I came back to get my 57 cents change back.

If your pretty toy runs out of gas, your left with a pretty paperweight, "I don't push paperweights, no matter how pretty it is".

Like we said...nothing stops Dave on his mission to save the planet from ourselves. Bye Bye sidecar.

Dave took a liking to a GL1800 swigarm. This brings new meaning to hybrids, Glasnost and whatever. Veggie Oil, the Iron Curtain and Japan. Wild Bill and the Roadog are gone...long live Dave.

Dave Part 4

As you may have guessed right now this doesn't have much to do with supercharged Harleys...although Dave is working on a supercharged diesel. This is Dave's new ride while he's working on his other Diesel motorcycles...Yes, it's a diesel.

Dave put this one together to shuttle about on various oil burning substances...A mere 200 mile jaunt to stop by and see us. He keeps up with the insane California drivers and bypasses all the gas stations. Some people dream. Some people do things. Then there are some people like Dave who dream and then wake up the next morning and actually do things. Like Dave says when he rolls in on his oil burner and people ask if they can buy one..."Get busy" is Dave's answer.

Test Rides

How does it ride? Well, once the centrifugal clutch locks up, it goes pretty good. At 45-50 mph it's dead smooth. At 65-70 the bars vibrate a bit. Like we said, some people dream, but this is reality. Dave's out front in his own way. Do you really need to go 0-60 in 3 seconds or do you want 100 mpg...The world is going to change. Dave's got bigger plans..not for the rest of us, just for Dave. Mountains to move.

While you're porking over some fool who can't read the fine print so you can get that new toy, Dave will motor on by on walnut oil with a smile on his face. Will you be as happy as Dave? We doubt it.

 

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 useable 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 Technlogy Section for information on how all this works.

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 cnc machined and chromed 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.

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.

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 silkscreened details. The new cloisonne tags are a precision die struck brass, nickel plated, with powdered glass fired in an oven then polished to a jewelry finish. These are direct replacements for our older tags and are available for US $25.00 postpaid via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.

Baffling Alien Discs and Aluminum Butt Plugs

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

Turbo Venturis

All RB Racing LSR Exhaust Systems feature our "new" (we've been quietly doing it since 1985!) CNC machined Turbo Venturis that actually "scavenge" to help your motor breathe. Machined from billet, these allow full 2" flow and eliminate the phony restrictions that other 1 3/4" to 2 1/4" pipes have at your exhaust port. We supply special close tolerance aircraft nuts for your exhaust studs because our machined venturis are too wide for a standard hex nut.

LSR CNC Machined Gaskets Mandatory

Our CNC machined Turbo Venturis are not compatible with the "bowl-shaped" late model OEM exhaust port gaskets or early style "flat" gaskets for the LSR Exhaust Systems to both fit and seal properly. The narrow machined flat face of the Turbo Venturi must seat against a flat surface, not the bowl-shaped late model gaskets. Using the LSR Exhausts in combination with the wrong gasket will cause misalignment, inability to tighten the provided close tolerance aircraft nuts, and will force the bowl-shaped gasket into the exhaust port.

Mandatory for a nominal charge of $9.95 are a pair of our LSR CNC machined gaskets which mate perfectly with our Turbo Venturis. These are proven in over 16 years of use on our race and turbo applications...the only gaskets that will stay in a turbo bike for 25,000 miles! These gaskets prevent any gasket "creep" into the exhaust flow and are one more thing that will give you "an edge" on the competition. We always wondered why people would port their heads, put in bigger valves and then squish the gaskets into their exhaust ports. We bet you never paid attention to what was going inside your exhaust ports for one very simple reason...you can't see what's going on in there once the pipe is tightened! The LSR CNC machined gaskets also insure perfect alignment of the exhaust system. Most fitment and alignment problems are traced to using either the wrong type of gasket or using old gaskets that have taken a "set". We've always used these on our race applications and it's time everyone who's concerned about performance should do the same.

Nuts

All LSR 2 into 1 exhausts require special close tolerance aircraft nuts to bolt the LSR Turbo Venturis to the exhaust port. Standard 5/16" x 24 hex nuts will not fit. Each exhaust comes with the required four nuts. It is recommended that you order an extra set (4) of these nuts, part number 00-1001, when you order your exhaust.

STD Cylinder Heads

We make special flanges for STD heads that match the rectangular bolt pattern that STD machines. If you order a RB Racing LSR 2-1 Exhaust you can order these flanges which have been designed to fit our standard turbo venturis. RB Racing Part Number 00-1003. Sold per pair $29.95. When you order a RB Racing LSR 2-1 Exhaust system we either polish and chrome these or bead blast and ceramic coat them.

Goo

RB Racing LSR 2-1 exhaust systems use either one or two slip joints depending on the model. We suggest you put a coating of Permatex 598B ULTRA BLACK in the slip joint. None of our slip joints use any clamps because then they wouldn't be slip joints anymore. The inner pipe gets hotter that the outer pipe and they grow into each other and form a tight seal. The 598B is a non hardening gasket material and will prevent any leakage from condensation that forms in the pipe and, with the usual carbon particles, will actually seal better over time. It also makes the pipes easy to take apart later on. Get a tube before you install your RB racing exhaust system.

O-Sensor Port Standard


All RB Racing LSR exhaust systems come standard with a machined and heliarced 18mm oxygen sensor boss just below your front exhaust port for carbureted models. This port is designed to accept and oxygen sensor (18mm x 1.5mm) which will allow you to use our RSR Air/Fuel Ratio Meter to tune and monitor in real-time your air/fuel ratio. Fuel injected models use our Dual Gauge.

Ease of Installation: LSR 2-1 Exhaust

All LSR 2-1's are constructed in a number of fashions depending on the style of pipe and the model they go on: On rigid mount applications like Softails and most Shovelheads we use a"two-piece" design for "B" and "C" styles. The rear primary tube, the collector, and the tail section are welded into one assembly, while the front primary is a separate piece that slides into a precision "upset" slip joint that is permanently welded into the collector right next to the rear primary tube. This two-piece design makes the pipe supremely easy to install and offers three additional benefits: (1) We get better chroming on the front tube; (2) The slip allows for minor variations in exhaust port heights; (3) The slip joint allows a tension-free final positioning of both the head pipes as well as the tail section in relation to the mounting bracket, thus reducing stress/vibration fractures. There is no cussing when you install an LSR 2-1!

On rubber mounted applications that can use "B" style pipes like FXRs and DYNA models we use the same "two piece" design. On rubber mounted applications that use "C" style pipes like FLH/T/Road King as well as certain DYNA and FXR models we use a "three piece" design that adds a second slip joint in the rear primary tube. The shorter rear primary tube is exceptionally rigid and the slip joint removes any stress, preventing fractures in the weld at the collector.

LSR 2-1 Mounting Brackets

Rubber or rigid we have a complete mounting solution for your bike. We see lots of combinations, from stock to offset customs and can provide mounting solutions for most applications. For some pipes like the Shovelheads we give you a piece of steel strap and tell you to fake it. On the Shovels there is a slotted bracket heliarced to the back of the pipe that is just outboard of mounting points on the frame...two quick bends and two holes and you're done.

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

FLH/T/Road King: We supply a laser cut 1/4" steel plate with dowels that bolts to your transmission. The rear of this bracket is slotted and has two bolts that attach the bracket directly to the back side of the pipe. Any oem mounts front and rear have to be removed.

FXR: There are FXRs and then there are aftermarket FXRs like Kenny Boyce frames and a variety of "Rubber Mounted" pro street and quasi-Softail designs. For all of these we provide a 1/4" steel plate that bolts to your transmission. The bracket is slotted to allow for variations in engine mounting and has a selection of dowels that take into account the different transmissions available. The bracket attaches directly to the back of the LSR 2-1 pipe, which has a slotted bracket heliarced to the pipe. The bracket does not interfere with billet aluminum swingarm pivot mounts like those on Kenny Boyce frames or other aftermarket pivot mounts. Pictured above is an LSR 2-1, 1 3/4", C Style, Turn Out on a 1990 FXRS that has made three trips to Sturgis from California.

Softails have a heavy steel bracket that goes from the frame to the back of the exhaust. There is nothing to fracture or break. Pictured above is a 00-1167 LSR 2-1 C Style 1 3/4" Turn Out on a TC88.

Early FXR(P) police models (see above picture with 00-1141 +5" pipe) with floorboards don't fit many pipes. The ex Police bike shown above uses FXR brackets as the rear master cylinder is just outboard of the transmission. Best bet is to install forward controls or mid pegs on this particular model...then regular part numbers apply. To fit LSR 2-1s to these ex Police models with floorboards it will be necessary to cut and modify the rear floorboard support (splined peg mount to floorboard bracket) for clearance on the pipes. FXRT models had mid pegs and pose no problems.

Note: All LSR exhausts require the use of the OEM flanges and circlips. The Harley part numbers for these flanges and clips are: 65328-83 (exhaust ring clamp) and 65325-83A (retaining ring). S&S Cycle SA or B2 (145" Tribute) cylinder heads require four bolt flanges which we provide and are part of the pipe assembly captured by or Special Application Venturis. 00-1180 pictured above.

FXR: Transmission mounted using a laser cut 1/4" steel plate and dowels. 00-1181 (FXR Forward Controls) Pictured above. Customer writes " I am very happy with it. It was easy to install and fit very well. Thank you for a great product."

FLH/FLT/Road King: Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts.

DYNA (Evo): Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts.

DYNA (TC88): Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts.

Softail (All): Pipe bolts directly to frame via 3" wide heavy steel "Z" bracket. No oem mounts are used. Remove oem mounts.

Custom Made for Your Application

Freedom of expression...do it while you can before someone decides to stick their nose in your business. We offer designs in both 1 3/4" and 2" primaries as well as Turn Out and Slash Cut tail sections. We also offer the Turn Out in a 45 degree downward rotation. Finishes are chrome, silver ceramic or black ceramic.

New "Double Coat" Black and Silver Ceramic  Finishes

We have a lot more people looking for durable ceramic finishes and we think we have the best finishes on the market. In the late 70's and early 80's we tried all sorts of coatings and paints and even used porcelain on some of our products in the late 1980's. The newer ceramic finishes are tougher and we use both Polished Silver Ceramic and Ceramic Black to complement our usual chrome offerings. The newest "Double Coat" Black finish is a double coat process that gives additional protection against scratches and nicks, providing two barriers against corrosion...Silver then Black on top of it.

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

"Double Coat" Black Ceramic finish is the most expensive as it involves a triple process. First the parts are polished to remove any tooling marks.Then the parts are zirconia media blasted to prepare the surface. Then parts are cleaned. The parts are base coated with a Silver Ceramic ceramic base coat and then a second Black coating on top of this.

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


800 Horsepower LSR 2-1 Slash Cut

We're not really sure what a 2-1 has to do with Top Fuel Nitro motors but when Carl Pelletier asked us to make a collector for his top fuel 175c.i. PRP motor we whipped up a 4" diameter collector and sent him the tooling. Take a Tour of what it takes to run a top fuel bike. Doug Vancil's hard running Top Fuel Harley sponsored by Vance and Hines has a 2-1 that looks like one of their Pro Pipes so when Carl asked us to build one we made sure the collector area wouldn't restrict each of the 400hp explosions that were coming from each cylinder. Carl qualified 8th out of 32 bikes at the final Las Vegas meet and ran in the sixes at over 200 mph so the 2-1 probably didn't hurt anything. His best speed is 214mph with the 2-1 so it didn't seen to hurt anything. Top Fuel is pure insanity and is addictive as Heroin for those involved. Like they say " Gasoline is for washing parts...Nitro is for Racing!".

The 175" PRP motor has 4 cams just like your Sportster engine.

14.7 / 13.2 = 1.11

People take their perfectly good Delphi electronics and swap them for a self-tuning "Wide-Band" system. The "Wide Band" manufacturers tell you to run their systems at an air/fuel target of 13.2:1. This simply puts 11% more fuel through the engine, i.e. if you were getting 40 mpg @ 14.7:1, you are now going to get 35.6 mpg. You might as well go get a carburetor.

The objective of closed loop and narrow band sensors is to get the most efficiency out of your engine by targeting 14.7:1 except in warm-up, sudden transitions, and wide open throttle, as well as hard decelleration and or fuel cut-off. Ratios as lean as 17.0:1 can be run under decelleration and certain no load situations.

FYI maximum constant torque occurs around 13.2:1, whereas sudden transitions can be anywhere from 12.5:1 to 10.0:1 depending on temperature conditions. It isn't simple. EFI isn't Linkerts, Bendix or S&S simplicity. The closest carb you can get to efi fuel control is a CV Carburetor.

Phone Sex and Remote Tuning

In some sort of logical disconnect a few customers call us up wanting us to tune their bike over the phone and then become increasingly indignant when we tell them it just doesn't work that way. Now, we spent the better part of 14 years, starting in 1976 working on carburetors, jetting, needle design, and even designed and marketed a flat slide carb for the Harley market. Thousands of man hours representing about 5 months out of every year were devoted to jetting issues. It got to be a real issue i.e. it was an interesting experience to define what the correct air fuel ratios should be, experimentally figure out how to measure them, and then deal with tuning die cast critters, often modifying them with extra circuits etc. but, in the end, it was temporal and an endless loop that did not exactly pay the bills.

We did learn how to make things run well, not that anyone appreciated it. It was fun to watch people try to beat you when they couldn't. Knowledge. Hard work.

For the last 18 years we've been working on and manufacturing closed loop fuel injections systems for Harley Davidsons and have set numerous Bonneville, El Mirage and Maxton speed records and won drag racing championships with them. We spent over 3000 man hours writing and perfecting Autocal.V6 prediction and analysis software for our RSR Fuel Injection systems. Why did we spend 3000 man hours? Well, we didn't plan on it, and it's a good way to flirt with insanity, but we saw no other option as digital efi requires hundreds of decisions, all of which are intertwined. No more brass jets. Exponential combinations. Changing points, one at a time is sheer insanity. Progress comes with increased complexity.

These days all Harleys are closed loop fuel injected with a single throat throtttle body and are speed density Delphi systems, all very complex. It's the same formula we decided on 18 years ago. The only thing we suggest is that you use O2 signals to monitor and tune the system as the sensors are millisecond accurate and must be monitored at the exhaust port where temperatures are high and as far away from the outside oxygen rich air as possible. We suggest you use software, not hardware, to adjust your system using our RSR Air Fuel Ratio Gauges and keep your bike off of the dyno until the lights in these displays tell you your mixture is correct. Engines operate in a very narrow realm of air fuel ratios. If you want to go to the dyno after this...fine.

Just don't call us breathlessly demanding we tune your bike over the phone.

Risk

These days people have all sorts of expectations. They want to be loved. They want to be admired. They don't want their chrome to turn colors. They want "numbers". They want assurances. They want guarantees, warranties, trial periods, and return policies. They don't want the part, they just want everything that goes with their household baggage. It's all part of keeping everything nice and tidy and "best". Fear of rejection. Fear of making any decision.

We just come in and make the best parts we can and that's all there is to it. The rest of the equation is too complicated. There are plenty of people who will assure you till hell freezes over. We don't have time for this.

For those of you who do not understand that 1450 Deg F of exhaust flame front will discolor chrome, don't order the parts, or just leave the bike on the trailer..or order the heat shields to cover up the underlying discoloration. Ceramic or chrome the pipes get really hot and heat shields provide an air gap to protect and hide things.... Melted tennis shoes, burned pants. Air is the perfect insulator.

It isn't the old days anymore. People with $35,000.00 toys roll up in the screaming fetal position. Joy used to be a basket case that you could get running. Brave new world.

Angst

The agony of decision making can drive a poor consumer insane..."What is the best?"...".."How does it compare?"..."What will I get, what will I gain?"..."When can I get it?"..."Should I get a Turn Out or a Slash Cut" pipe".."Will the chrome blue?"..."Can I talk to someone who has one?"..."How long have you been in business"...""I've never heard of you"... "How black is the black?"..."Why haven't I seen these before?"..."My bike is at the builder and he has to have the pipe by Friday or I lose my slot!"..."Is the silver as shiny as chrome?"..."I have a wazoo998 cam and billet rocker boxes and a 280 rear tire...will your pipe work?"

Right brain, left brain. Fear of rejection. Fear of being different. Social standing. It's all too much for most people to deal with.

Look at the pictures, take the Red Pill, and start your journey. It's that simple.

Remove the Angst

If you wish avoid any decision and stay right where you are, just take the Blue Pill. If the journey for truth and power excites your spirit, take the Red Pill.