LSR 2-1 Pro Stock
Pure Race Systems! No Baffles! Sophisticated 12 Degree Merge Collector Maximizes Power
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 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.
Pictured above is 00-1306 LSR 2-1 Pro Stock 124 Challenge pipe. Available with standard port (2 stud) or B2/SA (4 bolt) cylinder heads in either raw (pictured) or in silver ceramic, black ceramic or in chrome finishes. Specify chassis/transmission for appropriate mount system.
Lynchburg Harley-Davidson has been getting 135hp and 145ft/lbs of torque on 117" TC88 street motors with these exhausts. 124" S&S engines have been dynoed out to 165hp in street trim.
New SS Titanium Finish
In our continuing effort to offer you the best product we have a new SS Titanium finish that we have been testing for a year. We now have four finishes to choose from: Chrome, Silver Ceramic, Black Ceramic, and SS Titanium Ceramic.
Chrome is a no-brainer. It's a shiny, reflective, hard surface that can be covered by heat shields and is resistant to scratching. Black is the finish when you want black...It's that simple. Silver Ceramic is a popular coating that is well known to be durable and to hold the heat in the pipe.
The new SS Titanium finish is a dark semi-gloss metallic grey that will not show dirt, stains, or marks as easily as do the other ceramic finishes. It is the lowest maintenance of the "coatings". Sportster Pro Stock Challenge shown.
Sportster 2" Challenge Pipes
00-1306 Sportster LSR 2-1 Challenge Pro Stock Exhaust with 2" primaries. This one is going to customer in a raw condition as it is being instrumented for a RacePak Data Acquistion sytem with EGT probes as well as with our O2 outputs. Tuning is done with our RSR Air Fuel Ratio Gauge.
Big Inch LSR 2-1 Pro Stock
Customer writes: "Hi. Attached are pictures of a 2001 Dyna Glide with RB Racing LSR 2-1 Pro Stock Pipe on a 124" motor and a 2006 Street Bob with RB Racing LSR 2-1 Challenge Pipe with a 117" motor. Pipes work awesome! Mike"
Sportster 1 3/4" Challenge Pipes
Customer Writes: "Hello, I attached a couple pics of your pipe on my bike. The craftsmanship is second to none, the bends, welds, and merge collector is a thing of beauty. My power seems to be much smoother and past 3500-4000rpm it really kicks in. You definitely have my endorsement!! I'll get some better pictures for you and if you want to post them on your site I would be honored."
"I got the pipe; I was pleased with the packaging. The fitment was precise. My first run I shaved .07 off my time, now a new personal best. I am very happy and would highly recommend it to anyone wanting to go faster. But I will warn them of just how much faster the revs turn!!!!!!!!!!!!!!!!
Faster revs mean I am moving that much faster as well. I now need to play with my shift points."
It's a 04 1200 R Sportster w/ a 18"x5.5" v rod rear wheel, chain drive, and tokico 6 piston rear caliper.
Thank You" 00-1306 Sportster Challenge pipe in silver ceramic.
Wind in the face, redlining the gears, ripping the air, acceleration pushing your fingers into the grips, front wheel light hitting the bumps...fuck Disneyland! E-Ticket in a cookie cutter world.
S&S B2 Heads
ORCA Motors use big valve S&S Special Application B2 heads mated to the Closed Loop RSR Fuel Injection .
Four bolt flanges and special fixtures designed for the raised ports. O2 port on front cylinder standard. Second O2 port on the rear cylinder optional. 00-1306 2" LSR 2-1 Challenge pipe for an 113" ORCA motor pictured above.
If you have a very tall motor like a 145" S&S with the B2 heads we have to lengthen up the primaries by lowering them for the taller engine. S&S uses these in their Dyno testing and on thier "Mule" test bikes. How ere make the front pipe is a bit of a variable due to chassis differences. Some aftermarket frames like the Chopper Guys FXR will have additional clearance for the front tube.
TC Softail
Customer writes: "Love the pipes!! Just got'em dialed-in, rolled on the throttle in 2nd gear and broke the tire loose! (I mean it BROKE LOOSE!! Never did that before!) Made me very happy! Love the sound nice cruising and obnoxious when you rip on it,the way it's supposed to be. They really fit good,no problems about 2hrs. to install. Really want to THANK YOU for everything. Motor was puttin out 104hp. & 98 tq. on the dyno. When I dyno it with the new pipes I'll give you the #'s if you want. Could not be happier!!, Thanks again, Randy W."
00-1306 Pro Stock Challenge with 1 3/4" primary tubes in chrome.
80"
Customer writes: " Got your pipe yesterday and this morning I installed it without any major problems. The fit is very good and the plating is the nicest I've seen ever. The bike sounds like a bike should; throaty and powerful. Compared to my V&H header, the RB unit comes on sooner and pulls till redline with no flat spots. When I dial in the carb it will be just awesome. It's damn close right now. Thanks again for putting the final touch on my 80 inch asphalt eater. Al "
00-1068 Chrome LSR 2-1 Pro Stock.
Busa Beater...Chrome Buffalo
Customer writes: "This is Mike D. in Georgia. This is a picture of my bike, The Chrome Buffalo, which you asked for. I have not dyno’d the bike yet, but I can tell you she is evil...once I got the clutch straightened out. This is a TP 121 #58 that has been re-built to 2007 specifications (new heads, oil pump, cam, etc.) The only problem I have now is putting the horsepower on the ground. Love the pipe, we at the shop decided to not put the chrome heat shields on. The sound is unbelievable, and definitely a head turner when I come through. There is nothing like seeing the jaw wide open of a Hayabusa owner who just got blown away in a 1/8 mile run by a Harley."
RSD Pro Stock Challenge
Customer writes: " RB racing: Here are some pics of RB Racing pipes on a custom bike I just finished. It is a Pro Street Frameworks FXR style frame with a 114" TP motor (yeah one of those billet motors) and a custom open primary. Had fun building this one, will talk to you about a motor for the next one. Love the pipes. Thanks, Doc"
00-1306 RSD pipe in chrome. 2" Primaries.
Not So Mellow Yellow
00-1306 124" Challenge Pipe, Chrome, 2" primaries. Whitewalls with some balls. You can run the "B" style pipe if you space the floorboards.
Customer writes: " Thanks RB Racing for your tremendous exhaust pipes...the LSR 2-1 Pro Stock 124 Challenge pipe. I used all the top brand exhaust systems from Bassani, Rineharts, Thunderheaders to Vance & Hines Pro Pipes. None of these pipes even came close to making the power your LSR 2-1 Pro Stock 124 Challenge pipe made! Keep up the great work!"
"My bike is a 2001 Fat Boy with a 124 cube FI motor with T-Man Heads and Cams built by T-Man Performance. 165.38 Horsepower and 158.16 Ft Lbs of torque. Torque peaked by 4500 rpm and the horsepower was going straight up when we shut it off at 6000 rpm!"
If you do a little thinking you can see it will be back in the torque when you shift. Makes it easier to pull the next gear. Transient acceleration is what wins races.
S&S Twin Cam Oil Pump
If you are running one of these and want a "C" Style Exhaust for your Twin Cam engine let us know as we have a different type "C" Style exhaust that fits these pumps. If you are running a normal cone then there are no fitment issues. Our regular "C" pipe goes up close to the original cone. In the case of the S&S pump pictured above we have to route the rear pipe differently due to the "block" shape.
"B" Style pipes are unaffected by the S&S Oil Pump design.
2005 Champion
Joe Boyd won the 2005 AHDRA S&S Super Stock Western Division Championship with his 00-1306 Challenge pipe on a 113" motor. The pipe dropped his E.T. three tenths...or maybe it was the track, or maybe it was his tuning. Who the hell knows? But he won, and that's what counts. Congratulations to Joe and his crew. We all try hard. It's all we can do.
2006 Champion
"Hello to Bob, Lynn and everybody else at RB Racing. Thanks for the awesome 124 Challenge pipe it kicks some serious ass. 2006 AHDRA season we won the Western Super Gas Champion Ship running your pipe on a TP 113 for 2007 we will be running a TP 124, and from testing this bike is going to be fast!!! I can't figure out why anyone would run anything other than a RB Racing exhaust. Go figure. Anyways Thanks for the pipe, you guys rock.... Joe Boyd"
Actually the pipe is just a small part of the puzzle. Buying one won't make you a champion. We might have something new for Joe in the Spring. It's just another part of the equation. For those of you who don't drag race we would just remind you it is a brutal sport. The smallest hesitation or error and you are on the trailer. Sort of like in the Army and the Drill Sergeant reminds you there are two types of Bayonet fighters..."The quick and the Dead".
Baggers Get Air
Danny Arnold, Doc's Harley Davidson writes: " Thank you guys for the Challenge Pipe for my Bagger. It works! Better HP and TQ numbers than ever before. I was able to trim time off my ET and had better MPH. My bike is an 02 FLTRI with a 107". It's my daily rider and is the #1 plate holder with the AMRA in the D Class and is also the record holder all the way across the board thanks to you! Thanks again."
ChopperWorks: Australia Goes Right and Wide
Right side drive. Full-On custom by Jeff Richardson, our distributor in Australia.
Viet Nam vets will remember Australia...step off the R&R plane and plently of beautiful girls ready to help you party with your wad of cash. Hell, you didn't know where to go and they did...and you were going to die anyway! "Private" pubs and lots of beer. The mates were serious about their beer and you were serious about having a good time.
Down Under they are dead serious about their bikes. Parts are expensive, bikes are expensive. We make some rather serious parts like the 00-1306 Challenge pipe for a right side drive, so it's a good match.
They ride Down Under. It isn't an ocean of trailer queens. To contact Jeff:
Jeff Richardson, Managing Director
ChopperWorks p/l
5/11 Hayward Street Stafford Queensland
Australia 4053
ABN: 311 127 50268
Work : (617) 3356 6107
Mob : (614) 377 79246
Fax : (617) 3352 3414
chopwrks@bigpond.net.au
Jeff builds affordable bikes that his customers actually ride. They are show quality but still practical things that go, stop and turn. We might add he can paint. He's done some really complex paint jobs with chrome under elaborate graphics. These customer bikes have clean, flawless paint jobs that are rather Porsche-like i.e. serious, not frivolous...sort of like our design philosophy with the 00-1306 Challenge pipe.
Ole!
Jeff Richardson (see contact info above) works 24 hour days to build bikes like these. Matador red, like waving the flag at the bull. One-off customs that you can ride daily. "Fat Ass Toys" as Jeff calls them. Electrics that work and a ride that won't leave you stranded. LSR 2-1 Pro Stock that Jeff had high temperature coated locally. Arlen who?
Softail 124 Challenge Pipe
00-1306 Challenge pipe on a 124 " S&S motor. Customer loved the pipes then bought a stupid set of billet heads with non standard ports. We only make these pipes for standard ports or S&S Special Application "B2" or "SA" heads. Stay away from the billet crap. We don't custom make these for stupid heads.
Hard Tail Challenge Pipe
127" rigid with a 00-1306 Challenge pipe with Silver Ceramic finish. Black rubber streaks in the asphalt jungle. Old school rules.
LSR 2-1 Pro Stock - 12 Degree Merge Collector - No Baffles
Focused power! The smoothest internal construction of any 2 into 1, without any baffles, bumps, shelves, or sharp turns. Hand-made merge collector is expertly heliarced and just as smooth on the inside as it is on the outside. These are real formula one stuff for your 1908 air pump and don't have any baffles in their 2 1/2" diameter tail section. Don't ask us for baffles because we won't put them in there as the i.d. of the tail section is optimum as it is. These are special animals for high compression, high horsepower engines that will rip the the air like a P-51 Mustang under full boost. We make these in both 1 3/4" as well as 2" primary tubes in both "B" and "C" style variations for most models...Most of them end up on high compression big inch motors (the far side of 100 c.i.) in a 2" B Style, typically on an FXR chassis. If you need a 3/8" offset for your wide tired Kenny Boyce creation or if you have some 3/4"taller cylinder arrangement be sure to tell us before you order. If you want to make more power you simply have to run one of our LSR 2-1s.
Pictured above is Wellesley and family of Lynchburg Harley Davidson. Pipe is a 00-1127 2" Dyna Pipe. Another picture of the bike is lower in the page. Yes, they actually do get raced. No, they just aren't another custom pipe with a racy name.
Mid Peg B Style
Mid peg Dynas and FXR's can get tight with brake pedals, frame bosses and peg mounts. It seems we were always making adjustments over the last 20 years to account for changes in oil filter location, clutch cables and oem engine case changes. Evos, Dynas and aftermarket variations of these two.
Customer writes: " Excellent product, great fit, great looks, great function. I will be ordering for my Fat Boy and other scooters. Thanks" 00-1126 in Silver Ceramic.
Road Glide
LSR 2-1 Pro Stock in Silver Ceramic on a Road Glide.
Customer writes " Hi, sending a photo of the Pro Pipe installed on my Road Glide. (Purchased pipe through Heritage Harley Davidson, PGH, PA) Love it! PLENTY OF GOOD COMMENTS! Thanks for a great product! PS - I know that dyno numbers don't mean everything, but here they are for a 95c.i.: 107.5 Hp 105 Torque."
RSR Air Fuel Ratio Gauge installed on the Road Glide. Indespensible for tuning and monitoring your fuel system for optimum performance and economy. Waterproof and dims display at night.
B Syle Softail (Titan)
Probably the best time to look at one, when they are parked. Otherwise they are all go. 00-1068 LSR 2-1 Pro Stock with heat shields.
New 145" S&S Tribute Systems
We have been asked by S&S to provide LSR 2-1 systems for the 145" S&S Tribute engines. We have tooled up to produce three versions for the Dyna and FXR style transmissions. It does get complicated however.
If you have a very tall motor like a 145" S&S with the B2 heads we have to lengthen up the primaries by lowering them for the taller engine. S&S uses these exhausts in their Dyno testing and on their "Mule" test bikes. How we make the front pipe is a bit of a variable due to chassis differences. Some aftermarket frames like the Chopper Guys FXR will have additional clearance for the front tube.
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!
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.
Anything else isn't "Pro", just prophylactic
If you look at any other "pro" or "king" self-proclaimed winners of the typewriter wars, take a close look ar their collectors and their tail sections and imagine yourself being propelled at 5000 feet per minute past your exhaust valve headed for the Honda Goldwing you just blew by at 115mph! On your LSR Pro Stock you get a rocket boost out of the gate when you hit our CNC machined turbo venturi...On the other pipes you either run into a jagged weld or some necked down piece of torky-porky poor engineering. Headed for the collector on your LSR Pro Stock you can see the Goldwing, so you point your toes anticipating a maximum velocity exit to freedom...On the other pipes your asshole puckers and your mouth goes instantly dry as there are a barage of aluminum butt plugs, stupid discs 90 degrees to your path, and an assortment of flat airfoils and anti-reversion tank traps waiting to rip your guts out! Get the picture? This isn't rocket science. Just build a clean system with a gentle smooth flowing collector and the rest will take care of itself.
Pictured above is a TC88 big bore from HD of Lynchburg...138hp. Part Number 00-1127 2" B Style. Street bike that races. Pro Pipes like certain combinations. Contact HD of Lynchburg to find the right combination for yourself.
Comments
"Dear friends at RB Racing,
Just installed my new LSR 2-1 Pro Stock pipes on my 120ci Merch with a 6-speed Baker transmission. Haven't had a chance to Dyno Tune yet (the best Dyno guy in town is swamped just before Sturgis). But I can tell you one thing even without having my motor Dyno Tuned it fucking RUNS like a striped ass monkey!
I've had Python-3's, Hooker, Thunderheader, two different types of Vance & Hines and the RB Racing pipes are THE BEST pipes out there! I can't believe the increased horsepower ( and I am sure torque). Without measuring on the Dyno machine yet I am screaming out to 90 mph in seconds. It blows my mind!
And the sound, oh God the sound. My motor is finally breathing like it should and your pipes are the reason why. All the power junkies that ride with me are drooling, they can't believe it either. I can't wait for the Dyno results but right now I am packing for Sturgis. This 120ci mean mother is ready to roll 90+mph from Omaha to Sturgis.
THANKS RB Racing for a tremendous product. You guys know your shit and the dynamics of exhaust theory. Thanks again! Know the rules, bend the rules, think 500 miles ahead.----- Steve "WFO" Kendall "
"The lady I placed my order with asked me to send a picture of my bike once we mounted the exhaust, I told her I would. The finish on the exhaust was flawless. The fit was perfect. The bike sounds better than it has ever sounded and runs better than it has ever run. I couldn't be more satisfied. My brother, who is not easily impressed, was equally impressed. He didn't like the look or the sound of a 2-1 exhaust until he seen and heard your Pro Pipe. Thank you for producing a far superior product, it was well worth the wait. "
BANDIDO Paul 1% ER
Shreveport Chapter
LOUISIANA
B.F.F.B
Customs
Customer writes: "The pipes arrived Friday. They fit and look great. I will send a better picture when the bike is completed sometime in August. Right now it is painted with Primer for initial assembly. The bracket you sent is also going to work. Can't wait to start it up and see how it performs and sounds. Thanks for getting them here quickly."
00-1050 C Style, 2" LSR 2-1 Pro Stock in Silver Ceramic. TP 121" motor with a 250 rear tire. After painting and detail work here is the finished bike. Pretty hard to make it any leaner or cleaner.
Customer writes: "The craftsmanship and fit of this header far exceeds anything I have seen in this industry. (14 years)". Silver Ceramic 00-1306 Challenge pipe on a rigid.
Sportsters
00-1233 Rubber Mounted Sportster Custom. 1 3/4" primary tubes into merge collector. For more details on Harley Exhaust Technology visit our Tech Page.
Customer writes: "I've done installation of my new RB Racing Pro Stock couple hours ago, and ridden several miles around town. I just Love them. On Wednesday I'll do Dyno and jetting, I guess gonna be Wow. !!! Thanks a lot!!!!"
S&S Cases .250" wider than stock with a 100 Inch 4.00" x 4.00" combination. Brach 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.
00-1224 in Silver Ceramic. All the way from Cyprus. Very clean bike.
Soon To Be
Ralph's toy. Destined for an LSR 2-1 Pro Stock Challenge system. It takes time and money, always more than you planned for.
B and C Styles...Click on photo to enlarge
The "B" style is pictured on the left and the "C" style is pictured on the right. For some applications the LSR 2-1 Pro Stock are only available in one of these configurations. For example, if your bike has floorboards you have to go with the "C" style where the rear pipe turns downward before the nose cone.
00-1126 B Style, mid peg, Dyna TC88 with 1 3/4" primaries in Black Ceramic finish.
Bonneville Proven
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.
We place an LSR tag on each exhaust system we make so they can be easily identified. Every now and then over the last twenty plus years someone decides to copy one of our designs, usually because some customer is very happy and he "stirs up the pond". They copy the general look but not the features that make them work. The tags eliminate any question about whether it's an RB Racing design or not and allows people admiring your bike to know the pipe's origin. The tags have proven to be very popular and have been used since 1992. Every now and then someone asks us to not place the tag on their system to which we answer..."send us an affidavit certifying that you have removed all manufacturer logos from your tires, engraved Performance Machine logos from your brakes, Mikuni or S&S identifications from your castings, Harley identifications from your gas tank, Nike logos from your tennis shoes etc. and we'll consider it". The last guy we let talk us out of this was getting his bike in Hot Bike magazine and said he'd give us "credit" for a one off pipe we designed. When the magazine appeared on the newsstand all we saw was "computer designed pipe by Sands Racing". That was the end of that.
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 $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.
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.
Pictured above is an LSR 2-1 Pro Stock C style (J) with 2" primary tubes, part number 00-1050. The bike features a Chopper Guys frame with a 121" TP Engineering motor with a 5/8" offset.
Our competitors must think you won't notice that they neck their 1 3/4" to 2 1/4" pipes down to as small as 1 1/2" to mate them to your exhaust ports. RB Racing's Turbo Venturies are expertly heliarced to each primary tube eliminating any internal obstuctions and insuring the maximum flow from each exhaust port. RB Racing won't build phony performance pipes...We sure as hell won't ask you to port your heads, put in bigger valves and a high performance camshaft then stick a bunch of stainless steel discs or machined aluminum butt plugs in the pipe to restrict the flow! And we damn sure won't put some silly "1950ish" reverse megaphone pipe with internal flat plates, baffles and air foils to screw up your performance. Our pipes make anywhere from 6 to 18HP over these stupid designs.
Our CNC machined Turbo Venturis are not compatible with the "bowl-shaped" late model OEM exhaust port gaskets and require 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 suface, 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. The correct gaskets to use are: Harley OEM 65324-83 or Drag Specialties DS 174742.
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.
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.
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.
All RB Racing LSR exhaust systems come standard with a machined and heliarced oxygen sensor boss just below your front exhaust port. This port is designed to accept and oxygen sensor (18mm x 1.5mm) which will allow you to use our RSR Air/Fuel Ratio Meter to tune and monitor in real-time your air/fuel ratio. Also, if you really wish to get 55mpg and kick ass, our RSR Fuel Injection's closed-loop heated O-Sensor will plug directly into this port.
Custom Made for Your Application
Every LSR Exhaust is custom made for your particular application. We can handle offsets for wider frames and even build "taller" pipes for those applications that have cylinders that may be 3/4" or more taller. No wire feed bubble gum welds! All LSR Exhausts are fully heliarced for the cleanest possible appearance. It takes five times longer and is much more expensive but it is the best way to do it. All motors are not the same size, so we offer all our exhausts in both 1 3/4" and 2" sizes as well as step header 2 1/2" LSR Nitro Duals...We are the only manufacturer to do this! Your new 100+ inch motor shouldn't be choked off with too small a pipe! Pictured above is a Confederate with a 120 Cubic Inch Merch motor with our LSR 2-1 Pro Stock 2" part number 00-1195.
Self-Tuning Myth
People have the idea that closed-loop systems are completely self-tuning and that they are going to sell you some add-on gizmo that will automatically tune your efi bike. This is a crock of shit. The truth is that every engine is different and, in the Harley world, difference is the norm as there are limitless engine build combinations.
In Detroit, Japan, or Germany, they spend thousands of man-hours developing base maps for their automotive applications. On top of these base maps goes the closed-loop feedback mechanism controlled by mathematical equations or algorithms that govern exactly how the closed loop operation will function. These base maps are not written so the vehicle will run perfectly without feedback i.e. maps are not designed for open-loop operation. The strategy for closed-loop operation is different as fuel requirements under different climatic and altitude differences can be as much as 30%. Unless the base map is constructed for the particular application, the O2 feedback mechanism will not work properly.
OEM correction schemes allow only very slight learning corrections or they will "throw" an error code. They do this for a very specific reason i.e. if things are going wrong, which is indicated by the system trying to correct out of bounds problems, then a sensor or something else is wrong. They are not designed to make large swings to correct calibrations that are way out of bounds.
Beyond Stupid
Some add-on boxes for late model O2 sensor equipped oem Harleys eliminate the O2 sensors altogether. Why in the hell would you want to take a self-adjusting, sophisticated system and turn it into a gas guzzling low mileage dumb efi system? Beats the hell out of us and, since we make closed loop efi systems, we do have some experience in this area.
You bike should be left in closed loop, tuned in closed loop and monitored with O2 displays in closed loop. Correction factors defined in the oem code cannot be exceeded. Maps have to be rewritten for the changes to the bike so thje base map is in agreement with the oem algorithms.
Torque and Ruby Slippers
People get pissed at us when they ask for "numbers". We always tell them we "don't know" because after nearly 33 years of tuning and racing and designing we have seen too much and done too much to give any placebo answer. In fact it always depends on the bike and the tuner. No two bikes are alike. Maybe your bike was built on a Monday and they left a coke bottle in the gas tank (old Detroit wive's tale)...Some bikes are faster than others. Everyone believes their bike is "faster". It depends on the tuner and, these days, the bikes are more complicated. People change from chain to gear drives. They put on different cylinder heads. They switch cams. They add on tuning twiddle boxes. They tune, or the "shop" tunes. They "dyno" the bike...maybe even somebody rides the bike with instrumentation like our RSR Air Fuel Ratio Gauge.
People call us up then hang up when we tell them we don't know what their "gains" will be. We don't publish self-serving charts. We just take all the experience we have and build the best parts we can. People end up happy who buy the parts because they are well made and are designed to perform. We make different tube diameters and offer a wide range of systems for any particular bike so you will maximize your potential. There is no "One Size Fits All" at RB Racing.
People who don't buy the parts because we won't coddle them with assurances go elsewhere where Aunt Em will tuck them in and tell them what they want to hear.
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 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.
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 Venturies.
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 Pro Stock 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.
FLH/FLT/Road King: Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem brackets are used. Remove oem brackets.
DYNA (Evo): Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem brackets are used. Remove oem brackets.
DYNA (TC88): Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem brackets are used. Remove oem brackets.
Softail (All): Pipe bolts directly to frame via 3" wide heavy steel "Z" bracket. No oem brackets are used. Remove oem brackets.
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. PDF for Rubber Mount Models.
Chrome or Ceramic: All chrome is full automotive grade duplex nickel, triple plate; Ceramic Black finishes are a two layer process with an underlying alumina ceramic covered with $200.00 per gallon semi-gloss black. "Black" pipes are fully polished as if they were to be chromed to remove any surface defects, then are blasted, ceramic coated, baked, tumbled, cleaned, shot with black semi-gloss ceramic paint and then baked a second time to complete the process. We've tried everything you can think of and these are the best finishes.
Both ceramic finishes can be polished or have scuff marks removed by using Mother's Aluminum and Magnesium Polish.
Odyssey in Black
In 27 years we have tried all sorts of black finishes: Kal Gard, VHT, Techline, and others. We also in the mid 1980's we even tried porcelain for awhile. It chipped and the heat distorted the parts. Most finishes will not survive over a long period unless they have a base coat to cushion rock strikes and scratches. The surface has to be perfectly prepared and most applications can fail if run too soon at elevated temperatures as they are typically baked at 450 to 500 deg F whereas the cure takes place at around 750 deg F. Lower temperatures will not cure the resins and they will fail once the bike is run. To get around this dilemma we have found the best solution is a 2500 Deg F Ceramic cushion base coat and a secondary Black Semi-Gloss finish on top of this.
Black Ceramic finishes are therefore the most expensive as they involve a triple process. First the parts are polished to remove any tooling marks. Then the parts are zirconia media blasted to prepare the surface. The parts are base coated with a 2500 Deg F ceramic and baked. After this they are sprayed with an ultra high temperature black and baked a second time. The 2500 Deg F base or cushion coat adheres to the metal very well and provides insulation and corrosion protection. The black is a thinner coat and provides the smooth, dark black, finish we require.
Satin finishes scuff too easily so we do not use them.
The Semi-Gloss black finish can be cleaned with soap and water and scuff marks can be removed with Mother's Aluminum and Magnesium Polish.
RB Racing LSR 2-1 Exhaust systems are now available for S&S Cycle Special Application "SA" heads with 2 inch diameter primaries. The standard SA exhaust valve is a whopping 1.75" diameter (B2 heads are 1.800") with a special (non standard) exhaust port configuration. These are the best production castings going with their raised inlet and exhaust ports. Oh, you can fool around with the usual porting bullshit, but you'll end up where these castings start out in terms of cfm. Progress is progress and year to year the only horsepower gains come when you make the cylinder heads more efficient. The problem with the SA heads is that nothing fits their four bolt pattern and the shallow non-standard pocket is decidedly bigger than anything sitting on the shelf...stock flanges need not apply! S&S figures you are going to fab your own exhaust so they provide a machined spigot that slips through the four bolt flange. The idea is that you get some springs and make up a slip joint and go creative...this doesn't work on street chassis.
Flanges and Turbo Venturies for S&S "SA" and B-2 Heads
Compare the oem size exhaust flange on the left that is used on "billet" motors with the "SA" flange on the right...get out your calipers and see what's holding these other motors back. RB Racing is familiar with these four bolt critters as we use them in our 113" RSR Fuel Injected ORCA motors both turbo and normally aspirated. For our 113" ORCA motors we use cnc machined special Turbo Venturis that capture a laser cut four bolt flange and are in turn heliarced to our 2" LSR 2-1 primaries. The Turbo Venturis flow 8 to 12% more than a straight section pipe. We also make LSR Nitro Duals for these heads for those of you who don't want to be seen with a 2-1 at the senior prom.
If you have a set of these "SA Heads" and want a specific exhaust be sure to tell us at the time of your order. Adding an "SA" suffix to a listed part number will do the job. Remember they are only avaiable for LSR 2" primary designs. Pictured above is a silver ceramic coated LSR 2-1 Pro Stock for a 113" ORCA.
S&S 145 Tribute Exhausts Available
We custom make LSR 2-1 Exhausts for the taller 145" S&S Cycle Tribute motors that are designed for DYNA style transmissions (Ness or other frames). Specially machined Turbo Venturies, 2" primary tubes, square four bolt flanges (no gaskets).
If you have a set of these "B2 Heads" and want a specific exhaust be sure to tell us at the time of your order. Adding an "B2" suffix to a listed part number will do the job. Remember they are only available for LSR 2" primary designs. Earlier "SA" heads and the 145" Tribute engines have different exhaust port seat diameters, so be sure you specify which heads you have.
