Indian Chief LSR 2-1 Pro Stock Spyder

Indian Chief 00-1399 Dual Coat Black Ceramic with Black Shields

The Indian Chief is a "from the ground up" interpretation of the classical V-Twin, kept alive for over 100 years by Harley-Davidson, the sole survivor. In 111 or 116 cubic inch formats it's short on horsepower and long on clean sheet engineering. Indians are here to stay this time around after several aborted attempts to revive the marque.

With beautiful paint, logos, chrome accents and true "Indian Heritage" styling it's a more modern interpretation of the classical V-Twin...This time around with three camshafts in a 49 degree Vee and some pushrods as straight as an Indian's arrow.

The OEM exhaust has little in the way of performance tuning. We've got that covered with a pure merge collector LSR 2-1 design. Maximum benefit with Stage 1/2/3 and larger throttle body (60mm) modifications past 130 horsepower. The Indian 2-1 exhaust, like other big twins, is the way to make the best torque and power.

The stock exhaust weighs in at 41 pounds. Our LSR 2-1 Pro Stock Spyder weighs 17 pounds...a 24 pound weight savings. Free hp/weight gains. Go ahead, eat that second hamburger, and large order of fries. Your 790 pound couch now weighs 766 pounds. You weigh a bit more but it's a net gain.

Prices are on our Part Number Price Page. We build to order. Payment at time of shipment. Dual Coat Black Ceramic or Silver Ceramic with a choice of black or chrome heat shields.

LSR 2-1 Indian Chief Installation PDF.

Indian Chief Full Service Manual PDF

Indian Chief 2-1 Exhaust

Without the saddlebags. Four heat shields. Uncompromised ground clearance. Compatible with passenger floorboards. High velocity merge collector with a 2" exit into a sound-cancelling muffler. Proven LSR 2-1 Pro Stock Challenge Design with Black Hole muffler core. A pure race, uncompromised  design for street of touring. The Indian Chief 2-1 exhaust uses all of RB Racing's LSR 2-1 Black Hole and Pro Stock Spyder Technology.

We designed this system for real world performance and in testing easily bested published 40-60 and 60-80 mph roll-ons in dead stock configuration. Indian Dealer upgrades to 116" are available for earlier models like the 2014 pictured above. It's all about torque.

We have over 40 years experience with Harley Davidson exhausts and tuning, pushing them to the mid to high 100 hp range in larger displacements and past 400 hp in Turbo Configurations. The Indian is somewhat similar except for the fact that the newer M8 Harleys have gone to 4 valve heads. Typical 117" Harleys are in the 130 hp range.

We offer real world tuning tools in our RSR Air Fuel Ratio Gauges whether you use Open Loop or Closed Loop tuning scenarios or if you make displacement increases and camshaft changes. Real world verification.

LSR 2-1 Pro Stock Spyder with Bags...No Ghost Pipe, No Slip Ons

Maximum power. Pure LSR 2-1 Pro Stock Design. No left side choked off or false muffler. Clean and purposeful  2-1 Exhaust design.

This is the ultimate "Ghost Pipe" ...So ghostly it is invisible.

Heavy wall tubing support for the left saddlebag. No compromise on ground clearance. Satin Black Finish. True 2-1 exhaust on the right side.

No heavy muffler, no ghost pipe. We simply go for maximum performance. The Indian Chief left saddlebag support bar is heavy wall steel and will securely lock your saddle bags into place in the exact same location as they were when they were sitting on top of the choked off left side exhaust.

The Indian Chief left saddlebag support bar is powder coated in Satin Black.

TIG Welded out of 1/4" steel, these left side support bars are assembled in a precision fixture and are then off to final sand blasting and powder coating. Periodically we shut down our regular work and fabricate these.

Every once in a while someone calls up and just wants to buy the support bar. We do not sell these. They are just part of the system and take a long time to make. Sold with the exhaust it sort of makes sense. Without the exhaust at shop rates and tying up several people plus the outside finishing it makes no sense whatsoever. We are not in the bracket business.

After we tell someone "no", they wait a month or so, and call up again wanting to buy the support bar as "their bike had an accident". We ask their name so we can look up the sale in the data base...Caller says he bought the bike with the pipe, not from us. We ask for the seven digit serial number on the exhaust so we can see who it was sold to and ask that pictures of the wrecked bike be sent and that the damaged bar be returned for inspection. Caller hangs up.

New Indian Chief 00-1306R1

Full Race Pro Stock System. Pure LSR 2-1 Pro Stock with zero restriction resonator for sound attenuation. Same technology we use on our 180 horsepower Harley 00-1306R systems. Same finish options as our LSR 2-1 Pro Stock Spyder Systems. This exhaust is headed for a built Indian Chief Dark Horse in full Dual Coat Black Ceramic. Options and pricing are on our part numbers page which has exact part numbers for the finish options.

The 00-1306R1 exhaust is a full race system with the same merge collector we use on our regular Indian Chief exhausts, but has a 2.5" larger secondary and a full 2.5" I.D. stainless resonator to remove a bit of the bark without any restriction.  Click on either image for a sound clip.

This is a high velocity race system similar to those that we use on our 180Hp Harley M8 exhaust systems producing over 200 ft lbs of torque.

 00-1306R1 Dyno...140 FT LBS

00-1400 on a 116"

Customer writes: "Went for a little ride today, pipe sounds great👍 ...Trash man" North Dakota

Another 00-1400 on a 116"

Customer writes: "Here is a pic of my 2017 Indian Chieftain Elite with the RB racing pipe. This bike has the 116 kit and is a blast to ride. In 25 years racing drag bikes, this is by far the best sounding bike I’ve owned. Love the pipe!! Thank you RB racing ..... Don".

112 HP 134 FT/LBS Torque: 00-1399 on a 116"

Customer writes: " Please find attached a picture of my bike with your Exhaust system as promised. I absolutely love the new Exhaust. I used to have the Freedom/Rinehart true dual exhaust and I liked it very much but the RB Racing LSR 2-1 is just so much better when it comes to the performance and the sound.

Thanks again for your service and support, I appreciate it very much.

p.s. I have the 116" Indian kit, Vic Baggers VP60 intake and the Dyno Jet PVCX with a custom map.
On the Dyno, it puts out around 112HP and 134 Torque. Iwan".

As is usual..get someone who knows how to tune and the results follow. It's not about bolting on exhausts to see what happens. Any shop that eliminates the O2 sensors or tunes without them is crazy. Mother Bosch ME17 knows you have done wrong...consequences. Does not work.

Note: We keep several of the Black Ceramic systems in stock. 00-1399 and 00-1400.

Customer Writes

"Just wanted to give u an update on my 116 chieftain with your 2-1 pipe, had dyno done last week,  bike made 106 hp and 132 tq with pvcx tuner 👍👍
Trash man- john j:

Indian Chief 00-1400 Black with Chrome Shields

Double Coat Black Ceramic (Silver Ceramic Base Coat). Ceramic coated heat shield clamps. Black Hole technology in a Pro Stock Spyder System.

Dual Coat Black Ceramic Finish

The Dual Coat Black Ceramic is shown here after we media blast the top Black Ceramic Coat off with #100 Oxide leaving the base Silver Ceramic Coat exposed. Holding the blast gun at one spot for a longer period exposes the bare metal underneath.

The Dual Coating process is expensive and takes several days with three trips to the oven. Once to clean the exhaust, once to bake on the Silver Ceramic at 600 Deg F and a third time to bake on the Black Ceramic Finish at 600 Deg F. It's the only way a Black Ceramic Finish will hold up to chemicals and corrosion. We have years of experience with this process.

Prices are on our Part Number Price Page.

00-1402 Dark Horse

Customer writes: "Hi there.  Was able to get this installed over the weekend and it looks and sounds great. Loving the pipe.  Thank you again. Brian".

Serialization of Your RB Racing LSR 2-1 Order.


We use 2000 Degree F Ceramic coatings on our heat shield hose clamps for our Dual Coat Black LSR 2-1 exhaust systems. It makes the clamps "disappear" and they will not discolor.

We also heli-braze metal tabs inside our heat shields that are stamped for the part number and your order number. The three digit number is the part number...All LSR 2-1 exhausts are 00-1XXX, with the last three digits indicating the part number. The alphanumeric four digit number is your order number. The exhaust, as well as the the heat shields, also has all seven digits stamped into it. The "blank" tab is a spacer only and does not use a hose clamp.

We maintain a database on all exhausts sold so we know when the exhaust was sold, who ordered it, and any and all details concerning the order.

Indian Chief 00-1401 Silver Ceramic with Chrome Shields

00-1401: Here mounted on a 2014 model...Silver Ceramic Exhaust with four chrome heat shields.

Prices are on our Part Number Price Page.

Chief LSR 2-1 Pro Stock Spyder installed without the four heat heatshields or bags. Initial customer startup.

00-1401 LSR 2-1 Pro Stock Spyder Sound Clip...Idling.

Exhaust Stud Self Locking Nuts.

00-1010 Set (4 pcs $3.95) of Self Locking Exhaust Stud Nuts. Add when you order Indian exhaust systems. Stock parts are not self-locking.  Don't order later on to avoid minimum charge for small items plus postage which far exceeds the value of the items.

No Slip-Ons

No, we don't do slip-on mufflers. Every manufacturer rushes out to do slip-ons for the Indian Chief and then gives you a choice of machined billet end caps that do nothing for performance. We found out 30 years ago that end caps and baffles held on by screws fall out..The joke here in California was that they bounce twice and then go through a Mercedes windshield. We weld things.

There's another reason for this...Doing a true 2-1 exhaust for the Indian Chief is damn difficult. You have to get around the OEM design which features permanent die castings for the port flanges and the first part of the primary tubes that quickly morph into compound bends hidden under a close fitting, bolt-on, finned covers. Tight Tight Tight! We worked for several months perfecting the design and fixtures.

We don't do duals. We don't do slip-ons. We don't do bolt-on billet end caps.

In short we do not do phony.  We sure aren't going to ask you to hacksaw your head pipes to add on a 2-1 collector.

Stepped Headers..For Clowns

An interesting issue is the buzzword “Stepped Headers". This is a situation that is sort of like a runaway train with John Voight at the controls...It is hard to stop and question it once it gets rolling. What we really need to think about are the volumes and any changes inside the primary tubes. A stepped header made of of three, four, or five next size up tubes, welded together, is just a marketing game.

Simply welding together "next size up" tubes to produce "steps" leaves 90 degree ledges that disrupt flow and cause turbulence affecting the mass flow rate...not exactly what people claim.

True "steps" use a tapered step which must be experimentally derived as to the angle, location in the system, and size of the step. In general, the purpose is to get a secondary reflection at a specific rpm. At the highest level of motorsports where these are used..only one step is employed as with multiple steps the reflections tend to cancel out each other.

You need to understand..."Stepped Headers" as are currently marketed with multiple "steps" are basically bullshit, conjured up with no scientific verification, no testing whatsoever, and are just designed to get your hard-earned dollars.

A really long time ago we built an inlet manifold for a BMW Turbo R100 that had the turbo compressor discharge offset to the left of the centerline of the inlet tube that ran from the left to the right inlet ports. When the bike was run, the shorter (left) runner ran richer than the right or longer runner. Before we went to the dyno we cut off the left runner and bumped the tubing size up a couple of steps...and guess what, the spark plugs were perfectly equal on the dyno. We simply tried to equalize the volume and slow the speed in the shorter runner. It had nothing to do with steps...just the internal shape and volumes.

Logic will tell you that, if your motor wants a primary tune size of “x, say 1 3/4", to run the best, then it makes no sense, whatsoever, to step this tube up to 1 7/8”, and 2” by welding up some sections of three different size tubes. Think volumes, internal shapes and not fall for buzzword features like stepped primary tubes..

Our Indian exhausts have a higher flow rate at the port and at the collector than the OEM exhaust...and no "steps".

Bosch Torque Based ME17 ECU

Bosch makes the ecu on the Indian Motorcycles, the other Polaris products,  and millions of four cylinder automobiles. For the two cylinder the Indians they simply leave off two of the injector drivers. These use Bosch's predictive torque based code, not volumetric efficiency, or millisecond look up tables with modifiers. To get an idea of the complexity of this take a look at Bosch's ME7 PDF on Torque Based Strategy.

We know someone who was offered software programming data on the ME17 for $10,000.00 but he turned down the offer when the seller refused or could not prove he could do what he said he could do. The seller then sold the package to Dynojet.

We simply advise people to use our Dual RSR Air Fuel Ratio Gauges to observe while they ride and then make a decision on how they will make corrections. There is a tendency to turn these modern ECU's into electric carburetors bypassing the closed loop function. Our gauges work in either closed or open loop, reading the Delphi 12mm O2 sensors...All in the real world as you ride.

Getting 30 or so MPG on a modern big twin is patently stupid. Delphi based Harleys can get 50 mpg stock.

Dual RSR Air Fuel Ratio Gauge: Indian Chief (12mm) O2 Sensors



LSR Exhausts: Exhaust Prices

Pricelist Gauges and Gauge Hardware

Dual RSR O2 Gauge: 06-1003 Compatible with Indian OEM Delphi 12mm Mini-Switching narrowband sensors. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof. Eight 22759/32 20 gauge Mil-Spec wires.

RSR O2 Gauge Billet 1.250" Handlebar Clamp: 06-1025

RSR O2 Gauge Stainless Brackets: 06-1024; Comes with (2) brackets. 90 degree pictured above.

12mm Delphi Sensor Wiring Harness and Connectors: 06-1028 Required for either Open Loop Tuning (PCV, Dobek, Lloydz) or in OEM Closed Loop with factory reflashing. Items pictured to the right of the RSR Dual Gauge pictured above.

8mm x 1.25 Flanged and Serrated Exhaust Stud Nuts (new set of four). Will not loosen. 00-1411

Reflashing Suggested

PowerVision CX Units that allow you to monitor and reflash the Bosch ECM are available in narrowband and wideband variations. The wideband variation uses 18mm instead or the oem 12mm Delphi Sensors. We are in California...all this is illegal in California. Indian exercises tight control over reflashing with the Bosch ME17 ecus.

We currently supply the Indian exhausts with the 12mm Delphi bungs (see below).  18mm O2 bungs can be added (see below).

If you use wideband sensors we also make a Wideband RSR Dual Air Fuel Ratio Gauge 06-1027.

Reflashing the Bosch ECM with 12mm Delphi Sensors you use our RSR Dual Air Fuel Ratio Gauge 06-1003. We do suggest you retain your Delphi 12mmO2 sensors and use our Dual AFR Gauge, permanently mounted, to evaluate your tune in the real world. It reads the 12mm O2 sensors as you ride.

Tuning Mistakes

One shop took in a poorly running bike with the 12mm O2 sensors removed by a previous "tuner" and put on our exhaust. They told the customer our exhaust did not solve his problem.

Don't do that. Patently stupid. Won't work. Put the 12mm O2 sensors back in. Ride, observe our Dual AFR Gauge and reflash ..Same as on late model Harleys which are pumping out 112, 135, 156, 180 Hp in various engine configurations...leave the 12mm sensors in and reflash.

Commebts O2 Meters and Tuning...Customer Comments (Harley & Other Bikes)

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"

Customer writes: "Can I use your Air Fuel Ratio meter on  Carburated V8 ford motor? I used one that I purchased from a friend on my 124 S&S motor. It worked much better than the dyno shop. I had my motor dynoed then took it home and installed my Air Flow meter. It was running pretty fat. I leaned it out a bit and to my surprise it was like adding 15 hp to my bike. Maybe more. The dyno came back with 156 hp to the rear wheel. Anyways I digress. Back to my question. V8 Ford 302 Carburated motor. will this meter work on a V8 motor."

RB Racing: "Yes".

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"

00-1316 LSR 2-1 using RSR Dual Air Fuel Ratio Gauge.

Customer writes: "I had my TT 500 landspeed motor on the dyno the other day.  Fueling was spot on thanks to your AFR gauge used on road tests.  The dyno operator pointed out how the RB gauge was agreeing with his test equipment.  You guys know this but we were both very impressed.  I am still using Mikuni carbs so I use a marked twist grip and keep my Sudco book handy.  This gauge has now made about 20 runs on the salt and covered many road miles with no problems.  This 500cc single vibrated two of the K&N units to death in no time before that. Thanks, Tony."


Customer writes: "Hello, I have installed your 2:1 LSR pipe (00-1122) with the AFR gauge. It's the best money I've spent on my bike. The fitment of the pipe is great and it was not a wrestling match to install as are most other pipes. Thanks for the great product. Kenny".

Customer Writes: "I received my RSR Air/Fuel Ratio Gauge in October and installed it within the week. I am very happy with the Gauge, I have adjusted the Mikuni based on the gauge indication. I feel that the RSR Air/Fuel Ratio Gauge is very accurate and repeatable. When I have the Mikuni adjusted just where I want it, then the engine temperature drops 20 or 30 degrees. The RSR Air/Fuel Ratio Gauge may be your greatest sales tool for your RSR Efi. The fuel ratio gauge constantly reminds me of the limitations of the carburetor.

I have continued to read and re-read the information on your website. It is informative, educational and often entertaining. Based on you recommendation, I ordered the Compu-Fire 40A 3-Phase charging system and I plant to implement all seven of your Recommended Procedures and Comments."

Customer writes: " Thanks for the pipe and fuel ratio gauge. It was worth the wait. 116 inch with 2 inch pipe. The bike sounds really good. I have had the Thunder Header before and did not care for the sound or the performance. The pipe was too small though. This pipe sounds like a Harley should and it seems to rev quicker. Without the RSR Air Fuel Ratio Gauge I would have had different jets in it. { do not want to pay for dyno! } Thanks, Gregg." 00-1124 LSR 2-1 Turn Out, rotated 45 Deg, chrome w/ three heat shields."


People seem to want follow the siren call of “Wideband”…Well, we’ve been doing closed loop efi systems since 1989 manufacturing our own closed loop efi systems as well as working with high end Cosworth Pectel NTK Motorsport sensors, and in-house instrumentation with Bosch LSU 4.2/4.9 as well as the newer Bosch ADV (pre-turbo) sensors.

The Indian comes with the latest 12mm Delphi Mini-Switching narrowband O2 sensors as does every Harley-Davidson model for a very good reason…These sensors are very accurate, meet long term emission standards and are designed to specifically target a 14.7:1 AFR giving you the cleanest burn. A stock Harley is rated at 45 to 50 mpg.

ECM programming, be it VE or Predictive Torque based, allows for warm-up, acceleration enrichment, and full power fuel ratios through programming (reflash). In addition, these systems, both Delphi and Bosch, target Wide Open Throttle with sophisticated hidden programming that keeps track of variables and can change timing and fuel to prevent you from hurting the engine. Think wide open throttle in the middle of the desert for 10 miles. The Delphi system will automatically pull timing and and add fuel targeting richer ratios. Indian also programs very rich at W.O.T.

These features are in the proprietary code.

We suggest you re-flash and stay with the 12mm O2 sensors and monitor as you ride in the real world with our RSR Dual AFR Gauges.

Bosch LSU 4.2/9 sensors are very tall (rear sensor clearance issues) and, to prevent failure , they should be installed as Bosch specifies. They have to be on the top quadrant of the primary tubes in the “up” position so they will not fail due to contamination and moisture shock. Some Indian customers have requested these be added for "tuning". See where to install (above).

If you want to weld 18mm O2 ports on our exhaust in whatever position you choose, you are free to do so on your own. You must grind away the ceramic coating to do so....and put holes on the heat shields.

As we tell our Harley customers…You just spent 20-30-40-50 thousand dollars on your new Harley that rolled off the showroom floor getting 45-50 mpg. You drove down to buy it in your truck or car that has two or three narrowband sensors…Then you install a wideband controller and are now getting 30 something mpg. Progress.

Those 1800 Delphi or a similar number of Bosch Engineers think this is all pretty funny. They have a low opinion of the aftermarket tuners. Maybe 10,000 calibration hours on their part and your dyno guy is going to do it in a few hours. Right.

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 1.25" Indian Chief 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.

The RSR Dual O2 Guage has a total of eight wires which are sheathed in Raychem DR-25. Above the Green Wire for the front O2 Sensor snakes forward and to the left side of the bike. There is no need to remove the gas tank to complete the installation...Only the seat removal. Real world not dyno world observation.


We provide the hardware to splice and seal the Gray Signal Wire for output to our RSR Dual Air Fuel Ratio Gauge.  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 in Closed Loop (above) or Open Loop (Seperate harness and plug). Better than a dyno which tends to overheat your motor quickly with differing loads in the real world and things like the air cleaner picking up elevated temperatures, and dyno exhaust emissions skewing your tune.

Pictured above: wired for Closed Loop (OEM) monitoring as you ride.

Here is a cold start event on 2014 Indian Chief showing how quickly the bike goes into closed loop from fully rich. Dual RSR Gauge.

RSR Indian Chief Dual O2 Display Installation PDF

Indian Chief Wiring Schematic 2014-2016

2017 Indian Chief Service Manual (wiring page 640)