LSR 2-1 Dyna
No Stupid 1950's reverse lip megaphones, No Aluminum Butt Plugs
Pre 2006 Twin
Cam Dyna: New B Style Mid Peg...00-1111 Slashcut (shown)
Mid
Peg Pre 2006 Twin Cam and EVO Dynas have always been
difficult if you place one primary tube on top of the
other...and then ground clearance suffers.
We
redesigned the exhaust to put the pipes more side to
side...No more compromises in ground clearance.
Brake
pedal raised.
00-1110
(Turn Out) and 00-1111 (Slash Cut) in 1 3/4".
Two inch versions also available (00-1112
Turn Out; 00-1113 Slash Cut).
Photo
by Beav's Spot.
https://www.instagram.com/beavsspot/?hl=en
https://beavsspotstore.com/
All LSR 2-1 designs, with the exception of Pro
Stock part numbers, have a welded-in, non-removable, baffle.
Our 00-1306R Pro Stock Resonator designs have a welded-on non-removable Db reducing resonator / baffle.
Dyna B Style:
2006 and Later Forward Controls Only
Customer
writes: "Good Morning,
I received my exhaust later in the Iowa riding season
last year. When I opened the shipping box to look at the
pipe I was very impressed with the packing job. When I
got the pipe out I was really impressed with the quality
of my new exhaust. Once I got it installed & fired
her up WOW what a sound does she make. Pretty impressive
at idle & at full pin it really sounds great.
The mounting for the exhaust is rock solid also. I'll be ordering exhaust for my 13 CVO from you next. I never got around to sending you a picture of my 14 Fat Bob "AMBER" with your exhaust on her. Better late than ever. Thank you for the great exhaust. I'm very happy!! Jim ".
Lake Gairdner Salt Flats 2003 Dyna
Record set using one of our
00-1119 Dyna C Style Slash Cuts with baffle. Now upgrading
to a 2" B Style Pro Stock Challenge for the 2022 Speed
Trials COVID permitting.
00-1055 1996 Dyna Wide Glide
Customer, a California-based Aussie, was shipping this 1996 Dyna Wide Glide to Australia. We installed a new LSR 2-1 00-1055 "B" Style Turn Out with four heat shields at no charge to replace another beat up RB Racing LSR racing exhaust. Long story. Clean survivor with a Mikuni carb hiding under the S&S air cleaner.
Has
to be pretty.
An Ocean to cross armed with a certificate that states no asbestos is in the exhaust system.
MasterTune BT Communications Interface - J1850 4 Pin
When used for calibration development, this interface marries to the ECM during the first ECM flash and further calibration development can only be performed on that ECM.
When used for vehicle diagnostics and data logging, this interface can be used on any compatible vehicle, even if already married to an ECM.
Mastertune BT Interface communicates to the PC via a wireless Bluetooth connection. Also includes a support loop to attach the interface to the bike via a wire tie.
Compatible with the following Delphi equipped Harley-Davidson Motorcycles:
TTS Camshaft left above. Mercedes
/ Illmore pushrod V8 Indy winning 265E camshaft to the
right. Pay attention to the lobe design.
Ilmore found that with a pushrod design there was so much
monkey motion going on between the camshaft lobe and the
actual valve opening that it made more power and torque to
gently (preload if you will) open and close the valve.
Slamming the valve open introduced disastrous harmonics and
accelerated valvetrain wear.
Steve Cole designed his TTS 100/150/175/200 camshafts
plotting the acceleration rates contrary to what others did
i.e. banging the valve open and shut. Years later Steve
finds others are copying his designs even if they do not
know why he designed them that way. Camshaft
descriptions.
If you actually ride instead of parking and talking about
your dyno session you will find the TTS cams will outperform
all others in the vital roll-ons in the 1000 to 4000 RPM
range.
TTS camshafts are priced at $358.00 for Twin Cams. In
stock at RB Racing to pair up with our LSR exhausts and our
RSR Air Fuel Ratio meters.
00-1313 2017
Wide Glide
Customer
writes: "Yes
sir black on black is my thing. Here is a pic of my 17
Wide Glide with the first set of pipes you made for me.
Everyone drools over them.
107" 130 HP
Customer
writes: "I love this pipe! I'm on LI, NY and haven't
seen another like it. I get asked ALL THE TIME, what
exhaust is that, it sounds awesome! I say, I know! Had
my motor done, it's a 107", 130 hp with a shit load of
torque. It's a beast and sounds like nothing else around
here! Just wanted to send a pic.
The
guy who did my motor, Rosa's Cycles is a well known bike
shop. All high performance. Drew, the owner really know
his shit. And when he got the pipe he said it was an
awesome set up. Now for him to say that is huge. A lot
of guys here use Reinhart. I have that exhaust on my
bagger. Yeah it's a good set up. But doesn't compare to
R & B! "
Sons of Anarchy...Chibs
00-1316
Dyna 1 3/4" LSR 2-1 Turn Out in Silver Ceramic. TV bike.
7 Years Later
Customer writes: "Brought this in 2012 new, end of 2012 could not stand the stock grind any further. Best pipe in the world. Always draws questions even though I don’t show it anymore. Cheers!! Tom"
00-1169
in chrome.
S&S T143
with B3 Heads
143 Cubic Inches
for your Dresser. Another way to spend $10,000.00 to
$15,000.00 to climb the Horsepower mountain. We are
making exhausts for these with out integral two bolt B3
flanges. The exhaust port dimensions are not OEM Harley.
There are slight variations between the B1/B2 and B3
S&S heads.
We have made
custom parts for these two bolt T143 B3 cylinder heads.
Available for the four product ranges we
manufacture...Quiet (LSR 2-1 Black Hole) to Full Race
(LSR 2-1 Pro Stock). All use 2" primary tubes.
The new two bolt
LSR 2-1 B3 Flange is integral, free rotating, to the
exhaust port. Full tapered cnc machined venturi for 2"
primary tubes.
Uses a
machined1.875" I.D. Billet Alumiunm Gasket.
S&S SA B1/2/3 Heads
We have been asked by customers to provide
LSR 2-1 exhaust systems for B1 / B2 / B3 heads originally
found on EVO and 145" S&S Tribute engines and later
T143 engines. Early B1/B2 four bolt flanges. Later B3 use
two bolt flanges.We make both. The diagonal dimensions are
the same two to four bolt patterns.
We have LSR 2-1, LSR 2-1 Pro Stock, LSR
2-1Pro Stock Spyder and LSR 2-1 Black Hole designs for
these three S&S cylinder head variations.. Pictured
above are our laser cut flanges and cnc machined hour
glass shaped venturis that we heliarc to the B1 / B2 / B3
LSR 2-1 exhaust systems.
We have a specific fixture for the 126 S&S and T143 SAB2 / SAb3 Twin Cam Dresser systems as the billet cam cover is not OEM.
I
Real World Tuning Package
When you order a complete LSR 2-1
exhaust with the RSR Air Fuel
Ratio Gauge and
The TTS MasterTune there is a $75.00 discount on the total
price. You can observe while you ride in the real world to
evaluate transitionals and wide open throttle . In actual
dyno tuning you really have to hold one "site" i.e. the
intersect of load and rpm to get an accurate feedback.
That's why you see Superflow engine dynos doing step
testing.
The problem is things heat up in these air cooled engines and the hidden code in the Delphi ecm starts changing things. You can really only do one wide-open throtte pull and one rpm site before the engine heats up too much. Best do real world data recording with the TTS while you ride and then evauate, in real time, your map with the RSR mili-second fast RSR Fuel Ratio Gauge. Real time monitoring when you ride is the only way you can evaluate transitionals, acceleration additives, and wide open throttle...all in the real world air and on the road like you do normally.
LSR 2-1: Dual O2 Sensor Ports 12mm and 18mm
All Milwaukee 8 RB Racing LSR
2-1 exhausts have both 12mm and 18mm O2 ports. Dressers
got 12mm O2 sensors in 2009. Dynas got them much later. We
recommend you stay with your18mm or 12mm O2 control and
use TTS MasterTune.
Some Dyno shops will retain the 12mm O2 sensors but want a wideband port to assist in tuning. Some people drink the purple Kool-Aid and run only wideband sensors. Whatever you want to do.
We do recommend using TTS MasterTune and buying our RSR Dual Air Fuel Ratio Gauge to monitor your bike as you ride where you can observe transitions , cruising, and wide open throttle air fuel ratios visually. Instant information in the real world. 18mm for our Dual Gauge and 12mm for the Delphi ecm.
On 18mm Dynas you can wire our
Dual Gage in directly. If you have 12mm O2 sensors then
request additional 18mm ports.
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"
Went from B1(4 bolt) to B2 (4 bolt) to B3 (2
bolt)...S&S big valve raised port cylinder heads. Used
with our 2" primaries typically on 124" and 143" motors.
We have made T143 exhausts for some Dynas.
Scalded Dog
Customer writes:
"Love this thing, runs like a scalded dog, and looks
great, makes right at 98 ponies. Tom". Sold in 2012...
Here being
prototyped for testing at RB Racing. 2" B Style, Slash
Cut. Full access for servicing and axle removal.
Tuning
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.
holy cr@p!
Customer writes:
"So I finally got around to dyno my 2014 FXDL, I must say,
after this 103 stock motor was tuned, holy cr@p! Your pipe
is now insanely quiet until opened up, decel pop is 99%
gone. My tuner was hugely impressed and I can't stop
smiling when I gas it. No dyno numbers for you, but my
tuner said, "I got your bike to spin the dyno to 175 mph",
his words! Hail to you RB racing, I shall install no other
pipes in my future, ride on!
Sent from Josh G., Activities, Wurtsboro H.O.G.,
Thanks!
1996 Wide Glide
Customer writes: "
My 1996 Dyna Wide Glide with Late Model Dyna “ C “ Style
LSR 2-1 Exhaust . Couldn’t be happier as well as totally
amazed with the Precision and quality of this exhaust .
Wasn’t sure how they’d fit given since I have Floor Boards
and was told this style was difficult to get fitted to the
Bike .The sound is far better than imagined and the
increase in HorsePower now gives this new engine Power
Bands that exceed my expectations well beyond what I
thought of . Where ever I ride It gets a lot of looks and
compliments . Very Nice . Thanks So Much. Danny". 00-1059
Sammy Z
Customer writes:
"Hi my name is Sammy Z and I purchased the LSR pipe from
you guys a couple months ago and just now had a chance to
throw it on, and man do I LOVE it. The workmanship that
went into building this pipe is second to none. It is the
best pipe I have ever run on any of my bikes. Thank you
guys so much for the pipe. I will definitely be doing
business with you guys again!"
Dyna
Customer writes:
"Just wanted to remind you.. I deeply love your purity for
speed. Individually many of us have reached toward
the same ultimate goal, but to the degree we could afford
in any sense of the word that was most important.
This is not a demand to remember my bike on your site, but
rather a demand to remember all those who get what you are
about. Make a gallery for us. Ken"
00-1228 C Style 45
degree rotation.
Customer writes: "Just wanted to say thanks for your product I have just got my bike back from the dyno from my local HD shop and wanna say I'm pleased with my order! I installed my pipes at home with no trouble at all. I have the print out of my dyno sheet if you are interested in that at all?
Not really...way too many variables. Real world is where it's at. 00-1317 in Black Ceramic with heat shields.
Black Ceramic
Customer writes:
"Thanks guys! I should have installed one of these miles
ago. Feels like a nice performance gain and sounds
evil! Thanks again Eric".
2014 Dyna
Customer writes: "This pipe is only getting better! At first people are amazed, then they hear it and then there just more impressed, thanks again for this great pipe...wouldn't ever think of another company! 14', FXDL. Sent from Josh G....Thanks!"
Wow!
Customer writes: "... Wow!!! 2008 Harley Davidson FXDL, Screaming Eagle CNC ported heads, Woods 555 Cams and an amazing RB Racing exhaust. Joe"
00-1316 LSR 2-1, C
Style, Turn Out 45 Deg Rotation, Chrome w/three heat
shields. We hope "Wow!!" means good. Lots of detail work
in this bike. Leather reins for an Iron Horse. Hang On.
Pure Go.
B Style
Dyna..Don't Shoot
Customer writes:
"Here is my 2013 Dyna Wide Glide with the lsr 2-1. The
quality of the pipe is excellent. The sound is
freaking great. It really barks! In my opinion it has a
good clean sound that is somewhat unique. I highly
recommend these pipes to everyone. Thanks for the great
product. Casey".
00-1310 B Style
Late model Dyna, ceramic Black with 4 heat shields. Turn
Out rotated over 45 degrees.
Superglide...USN
Customer
writes:"Best pipes in the world! Good sound and a big
power jump. Easy to install even if you read at a fourth
grade level. Hahah. Thank y'all, every Harley I get will
have and RB racing exhaust system on it." JPM USN.
00-1319 2" Turn Out Rotated 45 degrees. No heat shields. Pipe slips in middle of rear pipe and the front pipe slips into the collector. 3 point solid mount off of transmission. They never break. No clamps.
113" Dyna
Customer writes: " Here is the picture of my bike nothing special except for the pipe!!.its a 113 with se 110 heads done by jim at mega flo, crane htc 296 cam, hpi 55 mm t body and 10.7:1 compression.also converted to chain drive and a diamond terminator clutch. Love the pipe looks great and sounds awesome. I also sent picture of dyno sheet.Just want to say thanks for the great service and the great pipe.Thanks again Nick."
00-1320 2" Dyna
LSR 2-1 in Silver Ceramic.
To the Point
Customer writes: "
Love the pipes…Thanks a bunch. Carl" 00-1317 in
Black Ceramic.
Customer writes:
"Pipe came in great shape due to proper packing. No Dyno #s
yet but from the amount it's flowing I'm looking at a
noticeable gain. " 12-15% more air " Easy to tune and
keeps on pulling. Billy".
UK 2009 Dyna Wide Glide Custom
Hi Team at RB Racing. I ordered from you through AR Harley & Sons in UK some RB Racing LSR 2-1 C type for my Dyna Wide Glide custom project. The bike came out great , hope you like the picture. I am sure you will be getting more inquiries from the UK as the Bike will be put up on a number of websites soon. Kind Regards, Antony. "
00-1316 in chrome with a 45 degree rotation Turn Out LSR 2-1.
2009 103" Fat Bob
Customer writes: "As promised, here is a photo (finally!)... I hope you like it. 2009 Fat Bob. 103 c.i.Wood Night Prowler TW6-6 Cam."
00-1312, LSR 2-1 Slash Cut black ceramic with black ceramic heat shields.
2006 to 2009 Dynas...Dual O2 Ports
Harley changed a lot of things on the newer models. We have been prototyping and testing the 2006 systems to take into account the dual O-Sensors, new frames, revised six speed transmissions and the like. We have also been testing new instrumentation packages for these bikes.
Pictured is a 00-1317 Slash Cut in chrome with heat shields. Nearly everything that could have been changed has been changed on this bike except the paint and the engine. Guess what's next. Protected by Longshoremen.
Ceramic Black...Dual Coat
Customer writes: "Hello, As promised, here is a picture of new exhaust system. Looks great, sounds better."
Ceramic Black with two ceramic black heat shields. 00-1225 Turn Out 45 degree rotation.
Dyna
New Dynas, i.e. 2006 up, have relocated oil fillers so the "C" Style is different for these years. We slip both front and rear pipes so they will never crack. Never is a long, long, time but since we started this more than 10 years ago with FL series we have never had a pipe crack. 00-1317 1 3/4" Style C Slash Cut. Transmission mounted.
LSR 2-1's Down Under
We ship LSR 2-1
exhausts direct to customers in Australia. Middlemen
always seem to want to sell things but not actually buy
things...and when they do, the price goes sky high and
often they order the wrong parts for the customer who has
to wait forever... Too many layers.
Six Years Later
Customer Writes: "6 years or so ago, I purchased your 2 in to 1 exhaust pipes for my 2000 Superglide FXD (twin cam) that had under gone an S&S kit rebuild to 95 CU (barrels, heads, pistons, cam,etc.). Today, the pipes perform better than you advertise, still look beautiful, and sound better than any of my friends bikes. I just wanted to say thanks for working with me to select the best exhaust option for my bike. Kudo's to you and the team at RB Racing. Michael Smith."
Evo FXD C Style
00-1059 C Style Turn Out with heat shields. Evo Dyna Forward Controls. Lots of custom touches.
2006 B Style...Blue By You
Ape hangers are back with a vengeance. Snow clears. Zip up your collar and ride. Go solo. Go Fast. Ride till your knees turn into Popsicles. Stuff newspapers in your Levis. Now you know why they have chaps. Spring is around the corner. Who wants to wait.
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
TTS & Exhaust Combo Military Discount
We offer a
combined 10% discount to active or prior service both US
Military and the Coast Guard on LSR 2-1 exhaust
purchases with TTS Tuners and Cable Kits,
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.
236hp
Injectors
Bosch High Impedance Racing
Injectors rated at 236 hp at a duty cycle of 80%. 9.3
Grams/Second. Used in our Harley Turbo Kits and in big
inch motors. Direct insertion into stock fuel
rail/throttle body.
New Small (12mm) and Older
(18mm) O2 Sensors
In 2010 FLT/H series went to the new small heated O2 sensors. The Dynas and Softails went to these in 2012 and the Sportsters in 2014.
We are tooled for these smaller sensors on all the newer models. The small O2 Sensor models have a floating ground voltage offset that has a complex scheme that varies the signal to meet emissions purposes. If you think you are going to trick these you are in for a surprise.
You must specify the year of your motorcycle when ordering the RSR Dual O2 Gauge. Models with the small OEM O2 sensors will require two 18mm O2 ports in addition to the 12mm ones to monitor your bike as you ride. Our RSR Dual Gauges will monitor the 18mm high temperature O2 sensors we supply. It is the only method to monitor both front and rear cylinders of your bike as you ride. Real world observations to perfect your tune. Better than a dyno which tends to overheat your motor quickly skewing your tune.
RSR Air Fuel Ratio Gauges...Real World Tuning
The Mother of all gauges! Not a gauge, but a precision tool that will tell you exactly what your engine is doing in real-time. Gives you instantaneous read-outs of air/fuel ratios from 17:1 to 10.5:1 and indicates maximum power ratios. Four color display is easily read in direct sunlight and automatically dims at night. Waterproof, billet aluminum construction. Your significant other will cheat on you but this gauge will never lie! It won't keep you warm at night, but a perfectly running engine will look and sound the same when you wake up next to it the morning after.
Single RSR O2 Gauge: Reads the front cylinder in non-efi models. It is simply the best way to evaluate the tune of your motorcycle and saves expensive and often inaccurate dyno time. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof.
Mounts....Roll Your Own or Buy One
The gauges have a center back mount 5/16" x 18 x 1/2" Stainless Socket Head Cap Screw and stainless lock washer. You can fab your own bracket for this or use the 06-1025 hard anodized Billet Mount System for either 1.00" or 1.25" handlebars $49.95. Optional is the 06-1024 two piece laser cut 304 Stainless Steel mounting tabs for either near handlebar clamp or up the handlebar mounting: $9.95.
Since we have
been doing closed
loop fuel injection systems for Harleys
for more than 30 years and have been putting O-Sensor
Ports in our exhausts for the same amount of time, we
have both single and dual O2 ports for our full range of
exhausts. Our RSR Air
Fuel Ratio Gauge is the best
investment you can make for monitoring and optimizing
your engine tune.
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.
RSR AFR Gauge 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"
Wideband O2 Adaptations
Systems that typically use Bosch LSU 4.2/4.9 wideband sensors for self-tuning have a built-in problem. First, the "map" has to be correct before any of this self-tuning takes place. Secondly, the real issue is the sensor response time, i.e. the time it takes the sensor to stabilize, and for the ecu to make a corrected output. No matter what they tell your there is a significant delay between the reading and the correction, during which time the engine will be at another rpm/load site . This can be on the order of 980 Ms for the Bosch sensors which is why, in dyno testing, they use step tests for a number of seconds, letting the engine stabilize at specific load/rpm points, before any measurements or changes can be done. Constantly rewriting RAM locations with "corrections" on the fly is never going to be correct.
The OEM narrowband Delphi
system actually works twice as fast at 500 Ms and the
map, as delivered by Harley, is correct. The Delphi ecm
has the ability to adjust about 20% in small increments
(block learn multipliers) to factor for air cleaners
slowly getting dirty etc. It already is self-tuning
except at wide open throttle.
Digital Gear Indicator and Dual Air Fuel Ratio Gauges
Our RSR Bonneville Digital Gear Indicator and our Dual Air Fuel Ratio monitor provide useful, easy to read, information. Knowing what gear you are in and what your engine is actually doing in front and rear cylinders is important information to get the best performance out of your bike. No wasted shifts and no wasted fuel.
Road Toad...The Movie
Harleys vibrate. Next time we'll make a better camera mount. Video shows the gear indicator in action on a 5 speed 2004 Road Toad as well as our RSR Dual Air Fuel Ratio Gauge. We made a few edits to the TC88 ECM for our LSR 2-1 Pro Stock Spyder exhaust. Gives you an idea of how we tune things by actually riding them and how useful the Bonneville Gear Indicator is.
Get a tub of popcorn and a six pack and watch a 2004 FLTRI find happiness going through the gears. Make your own movie and get some more popcorn and beer and show your friends how you hit redline in sixth gear. At Bonneville we run five gears but we have a 425 hp Harley...and a lot of beer.
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 Chromed Billet Steel Flanges and clips are $29.95 per set and are stronger than any oem part.
We have had several instances where people encounter "difficulties". Invariably, it is traced to someone not using our billet gaskets. The billet gaskets insure proper fit of the LSR 2-1 system and are designed to work with our Turbo Venturis to increase exhaust flow.
King Tut seeks Cleopatra
The 2006 Street Bob with it's Hot Rod primer look is really a popular item these days. Here's one of our ceramic coated LSR 2-1 Turn Outs wrapped in thermal tape. A bit strange in that the God of Chrome will be highly offended but, what the hell, it's in keeping with the bike's theme. Ape Hangers are also back but this gets sort of expensive as there are all sorts of cables these days. Open your wallet wide if Peter Fonda and Dennis Hopper is your style.
We would like to caution you that wrapping the pipes will eventually cause a failure of the base metal as the heat is not dissipated. Think 1450 Deg F, cherry red, plastic metal. Sooner or later.
More Egyptology
Customer writes: "Hello folks! just wanted to let you guys/gals know I'm very pleased w/my purchase of my RB Racing l.s.r's... pipe fits great, looks great, sounds great and performs great! Well worth the wait! Also I'm including a picture of my '06 dyna street-bob w/ the l.s.r's installed...I know you probably won't like the fact that I wrapped them... but they get comments EVERYWHERE I go! Thanks again for such a great product!" 00-1316 LSR 2-1 Turn Out, Rotated 45 degrees. Ape hangers are back.
We would like to caution you that wrapping the pipes will eventually cause a failure of the base metal as the heat is not dissipated. Think 1450 Deg F, cherry red, plastic metal. Sooner or later.
Automotive header manufacturers void all warranties on mild steel and stainless systems if Thermal Wrap or Nitrous Oxide is used, as both cause elevated temperatures that cause cracking. In race applications it is used but everything is expendable in racing.
Above is a 2006 Street Bob being fitted with a new design LSR 2-1 Black Hole System. That is the quiet variation of our LSR 2-1 systems. For 2006 models we are offering "C" style pipes for all mid peg Dynas. These are available in Turn Out, Turn Out angled over 45 degrees, Slash Cut and Slash Cut +5" designs. 2" LSR 2-1 Black Hole "C" style design shown.
On the new 2006 Street Bob models you can get you heat shields in a mix of finishes. A Popular choice is a Black Ceramic pipe with the front and rear primary tube shields in chrome and the collector shield in black. In the case of a chrome system then you would use full chrome shields.
For 2006 Dyna models with forward controls we are offering various B Style Systems to include LSR 2-1, LSR 2-1 Black Hole and LSR 2-1 Pro Stock as well as specialized LSR 2-1 Pro Stock Challenge designs. 2" primary tube design shown for large displacement motors.
Springer + Dyna = ?
2006 Dyna with a Springer front fork. 00-1316 Black Ceramic pipe with chrome shields. There's always a way if you have the will...and money.
Dyna Details
Sweat the Details
Superglides have a long history at RB Racing both with turbos and exhaust systems. Pictured above is a Dyna Superglide FXD Evo with a LSR 2-1 C Style, 1 3/4" Turnout, 3 piece heat shields, P/N 00-1090. Sixteen-inch rear tire, nineteen-inch front, forward controls, custom seat and a bad attitude...clean, but nasty. As you all know... "The Devil's in the details"...and whether there is adequate clearance between the front pipe and the frame on the rubber mounted engine, the hidden laser-cut transmission mounting bracket, or the precise fit slip joints that eliminate cracks, we pay attention to the details so you will be proud of your bike.
One detail you might not think about when it comes to the DYNA models: Some bikes like the one pictured at the top of the page have essentially been converted into a quasi FXDWG model with forward controls and the owner has installed shortened shocks to further lower the bike. If you put a normal FXD exhaust on the bike that had to clear the stock mid-pegs then the pipe would sit too low. In addition, because the owner is running a 16 inch rear tire with lowered shocks, a standard pipe would be pointing down at the ground. In this case we put on a wide glide pipe that has been raised in the rear.
The bike pictured above is a new fuel injected TC88 FXDWG with a 2" C Style Turn Out, part number 00-1120, in polished silver ceramic. The orientation of this pipe is standard, not raised. The new laser-cut bracket bolts to the transmission.
Flanges for 2006 Models
The Harley part numbers for these flanges and clips are: 65328-83 (exhaust ring clamp) and 65325-83A (retaining ring). RB Racing has these flanges in stock, per pair with spring clips Part Number 00-1002, $29.95. 2006 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.
1985 FXWG
Before Softails before Dynas there was the 1985 FXWG with a kicker. We make pipes for these. Part Number 00-1015, LSR 2-1 Slash Cut, 1 3/4", in Black Ceramic.
Boots and Kickers. Not for your Nike or Adidas crowd. Kickers can be made to clear if you get the right one. 00-1015 on the 1984/85 Wide Glide. Customer fabbed his own bracket.
Customer writes: " Pipe is doing great .Love the sound and power. I don't know if you received the pictures I sent so I'll send again digitally. Let me know if you want any to show how nicely it clears the kicker. I've referred your pipe to several students and others. I know of one person who bought one. Keep up the awesome work. Scott"
124" Dyna TC88
Customer writes: " 124", 57mm throttle body, Zippers Billet Heads, Axtell Cylinders and J&E Pistons, Jim's H-Beam Rods and flywheels, S&S Case Wood 62 Cam....and of course the RB Racing LSR 2-1 pipe that made the difference. 142.42 hp and 139.9 foot pounds torque". 00-1228 2" Dyna C Style Turn Out in Black Ceramic.
Please note that the bike pictured above has the high oil filler. On 2006 models the oil filler is lower and we use a different "C" style rear pipe.
00-1120 in Chrome with the Turn Out rotated 45 degrees "down". A lot of work done to a big inch Dyna with equal emphasis on "Go" as well as "Show".
When you add the heat shields (3 piece) to a 1 3/4" 00-1118 TC88 Dyna FXDWG pipe it looks like a 2" pipe. The customer says "The bike sounds fantastic and runs like a bat outta' hell". Sometimes you have to go through a few different pipes before you find one that "works".
Customer writes: "Hey , I am so happy with the pipes! They are everything I expected and more. The sound is great the looks are great and the performance is excellent! Here are some photos that you are welcome to use on the site...there aren't any Dyna Wide Glides to see!" 00-1114 in Black Ceramic 1 3/4" B Style Dyna Wide Glide, Turn Out Rotated 45 degrees.
LSR 2-1's Bonneville,Dyno &Track Proven
If you want to make power on a multi-cylinder engine you have to use a collector system. Whether it's a V-Twin or a V-8 it's the same, and no less an authority than the famed engine builder Smokey Yunick will tell you that. Not using free exhaust energy to help your engine breathe is downright criminal. No matter what the conventional wisdom is, staggered duals on a Harley will not make more power. You simply cannot escape the fact that a properly designed 2-1 will give you more usable torque where you need it, in the 2000 to 4000 rpm range, which means less downshifts and less rpm to get the job done.
A set of short staggered duals at peak rpm can be made to produce good power but they will be dead on their ass until they get there, whereas an engine developed around an LSR 2-1 exhaust can be made to perform from the bottom up with no dips in the torque band! If you don't believe this then why is it always that the top Pro Stock bikes, cars etc. end up running collectors systems? Damn right they work! If you don't think torque between shifts or when you roll the throttle on, then buy those long sewer pipes or some short curly drag pipes you saw on the Discovery Channel.
Check out our new Exhaust Technology Section for information on how all this works.
Round Up the Usual Suspects
Dyna FXDWG Customer writes: "Just wanted to say thanks for the help, and I love my pipe's" 00-1118 in Chrome with heat shields.
Dyna Customer writes: " Got the new exhaust, and it is on the bike, and it looks and sounds and runs fantastic!!! I am VERY happy! I will send photos later! Replaced a Bub "Rinehart" staggered drag dual system, with "Big City Thunder" replacement baffles in it -- total junk compared to your system!!!
Bike runs like a completely different bike! Guys at the shop (Denton County Choppers) could not believe it themselves -- they rode the bike "before" and "after" and had never seen a pipe make that much difference, ever! These are "old school" Harley guys!
Very pleased! THANK YOU!!! Bike runs sooo much better -- smooth power band all the way from first through fifth and up to top speed! Amazing! An HD 95" bike running like an HD 103" -- WOW! Thanks again!"
New Cloisonne Tags
Like in the adage "The relentless search for perfection" we have upgraded the logos we put on our LSR Exhaust Systems. Previous tags were stamped and formed aluminum with silk screened details. The new cloisonne tags are a precision die struck brass, nickel plated, with powdered glass fired in an oven then polished to a jewelry finish. These are direct replacements for our older tags and are available for US $25.00 postpaid via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.
These are direct replacements for our older tags and are available for US $20.00 via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.
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.
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. In
the case of ceramic coated LSR exhausts
the coating is thicker than the chrome and the
ceramic finishes have a higher coefficient of
friction making the slip fit somewhat more
difficult. The use of ULTRA Black will allow
easier assembly of the exhaust into the slip
joint.
In actual operation the inner pipe gets hotter that the outer pipe and they grow into each other and form a tight seal. The 598B is a non hardening gasket material and will prevent any leakage from condensation that forms in the pipe and, with the usual carbon particles, will actually seal better over time. It also makes the pipes easy to take apart later on. Get a tube before you install your RB Racing exhaust system.
All RB Racing LSR 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. 06-1025 billet handlebar bracket.
In the
case of OEM fuel injected models, either Delphi or
the earlier Weber Marelli, two O2 ports are
installed either 18mm or 12mm.
Ease of Installation: LSR 2-1
Mounting Brackets
As they say. So simple a.....
We offer general LSR 2-1 Mounting Instructions in a PDF Format.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.
Mounting Torques
For flanges and mounts we recommend 15 foot pounds of torque. On exhaust flanges you do not use any locking compound as our nuts are self-clinching. On bolts for frame and engine-mounted brackets we recommend that the threads be clean and that a low grade (Blue) thread locking compound be used with 15 foot pounds of torque. Bolts and nuts on our slotted brackets do not require a locking compound but can also be tightened to 15 foot pounds.
In lieu of torque wrenches do not over tighten exhaust flanges to the point where they bend. In the case of bolts going into transmissions and into frames also do not attempt to see how strong you are as aluminum threads and bolts are weaker than you and your wrench are. Simply tighten things till the bolt stops and give another partial turn to firmly snug it. The last bit of tightening actually stretches things a bit and the tension holds things tight. Tightening should always be done in a sequence. Never finally tighten one part then go to the next...Always loosely tighten things in sequence and then finally tighten things in sequence.
The exhaust should never be installed with any of its elements in tension. It has to rest in place without strain and be tightened without strain.
We employ split lock washers on most fasteners to prevent counter-rotation. This works surprisingly well if the bolt is properly torqued or tightened.
In any case, you have a responsibility to tighten things or at least check periodically as part of your normal maintenance. Harleys do shake and try to kill anything attached to, or even near them. If things get loose the additional shaking moment can break bolts and destroy threads.
General LSR 2-1 Installation Sequence
1. Remove the OEM exhaust and exhaust bracketry. If the bike has floorboards remove the right floorboard.
2. Pry the OEM exhaust gaskets out of the exhaust ports. We use billet gaskets instead.
3. Install the frame or transmission bracket provided. Use Blue Loctite on the mounting bolt threads into the transmission. Lockwashers under the bolt heads on the transmission mount. If through-bolt like on early rigid Sportsters or Shovels use lockwashers under the hex nuts.
4.
Front and Rear primary tubes: Install
billet flanges and clips. Install front
pipe loosely with billet gasket and nuts
provided. Loosely affix the front heat
shield to the pipe as you might not be
able to install the shield later with
the rear pipe in place. We use 1/4 drive
ratchet plus extensions and 3/8" socket
and a 3/8" wobble for the exhaust stud
nuts.
5.
If the rear pipe has a slip joint
(rubber mounted C Style) slip the rear
pipe into the tail section. You may use
Permatex ULTRA BLACK.
6. Begin slip of tail section/rear pipe into the front exhaust slip joint (You may use Permatex ULTRA BLACK) and work the rear exhaust and billet gasket into the exhaust port. Loosely affix exhaust stud nuts provided. We use 1/4 drive ratchet plus extensions and 3/8" socket.
7. Slide 5/16" x 18 bolt(s) into slotted bracket on back of exhaust and thread these through the mounting braket. Loosely affix with lock washer(s) and hex nuts provided. Some exhausts may require a spacer (provided) between the exhast slotted bracket and frame/transmission bracket.
8. Gently tighted up all fasteners and nuts. Nothing can be in tension. You may use a rubber mallet to seat the slip joint(s).
9.
Install remaining heat shields and
tighten front heat shield (5/16" Nut
driver). Completely wipe the pipe and
shields down with a clean cloth to
prevent grease and oil stains from being
baked on.
10.
Run bike briefly in place. Let it cool
down and retighten fasteners. Reinstall
the right floorboard with hardware
provided.
11. If ceramic finishes it is wise to go through several heat cycles. On modern efi closed loop systems they go into closed loop within minutes. Let bike idle for a few minutes then shut it down to let it cool. Several sessions of this will cure the resins as they are only oven-fired to 400F. Exhaust temperatures are >1000F.
12.
Double check all fasteners and ride the
bike. Check your work afterwards. You
bought a Harley so you are already
showing signs of dementia.
Custom Made for Your Application
Georgia is a long way from Iraq. Those are real trees hiding behind the FXDWG with a Silver Ceramic 00-1118 1 3/4" LSR 2-1 with chrome heat shields. Back in the world, even if it is for a short time. In the Army they have you 24/7 but you can be free and in control, winding you bike out on a Georgia highway, appreciating the freedom we have. Watch for deer, not IED's.
Freedom of expression...do it while you can before someone decides to stick their nose in your business.
Customers
Customer writes: "First, I have had your LSR 2-1 C w/Turnout on my 98 FLSTS for about 4 years and 32,000 miles. It looks great, sounds great, and of course, performs great.
Second, the mechanic that works on my bike also drag races a Shovelhead powered FL. He only ran Thunderheader until he rode my bike and did some research. Steve had you guys make him a 2-1 and set new records in his class.
Third, my brother-n-law has a '05 EFI Road King. He was just dying to put some Rinehart true duals on it. I talked him into waiting until he looked at and listened to a lot of RKs before buying. During the year he did this I kept asking what he wanted out of the new exhaust. Finally, he admitted sound and performance. He kept saying I love the sound of your bike and it is fast as hell. So, I suggested the LSR 2-1 C Slash Cut longer pipe. We installed your exhaust, a PCIII usb, and a K&N filter with stock a/c cover and changed the backing plate. His road king has torque and runs like a scalded dog. We both can out run 95" kits installed at the HD dealers.
I provided the background to say this. My B'law took his RK to the HD dealer for the 15k maintenance service. The mechanics went nuts over the exhaust and what it does for the performance. They asked all kinds of questions. They had never heard of your firm or the exhausts. Now comes the kicker and it makes me a little sad (because I have enjoyed having an exhaust that out performs the crap the HD dealers sell). The mechanics conclusion. They are going to take off that HD exhaust crap (their words) and get RB Racing exhausts. Now the word will spread around Memphis and RB Racing exhausts will be everywhere.
It was good while it lasted - having the performance edge over others.
Your exhaust system has been great on my bike for 4 years and 32k miles. Thanks for a great product. I can't imagine having any other brand of exhaust!
PS. Sure wish you would make a LSR 2-1 for Victory Jackpot or 8 ball. The only reason I haven't purchased one in the last two years is because you said you would NOT make a Victory exhaust.
Later…Cliff"
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.
14.7 / 13.2 = 1.11
People take their perfectly good Delphi electronics and swap them for a self-tuning "Wide-Band" system. The "Wide Band" manufacturers tell you to run their systems at an air/fuel target of 13.2:1. This simply puts 11% more fuel through the engine, i.e. if you were getting 40 mpg @ 14.7:1, you are now going to get 35.6 mpg. You might as well go get a carburetor.
The objective of closed loop and narrow band sensors is to get the most efficiency out of your engine by targeting 14.7:1 except in warm-up, sudden transitions, and wide open throttle, as well as hard deceleration and or fuel cut-off. Ratios as lean as 17.0:1 can be run under deceleration and certain no load situations.
FYI maximum constant torque occurs around 13.2:1, whereas sudden transitions can be anywhere from 12.5:1 to 10.0:1 depending on temperature conditions. It isn't simple. EFI isn't Linkerts, Bendix or S&S simplicity. The closest carb you can get to efi fuel control is a CV Carburetor.
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 the base map is in agreement with the oem algorithms.
Phone Sex and Remote Tuning
In some sort of logical disconnect a few customers call us up wanting us to tune their bike over the phone and then become increasingly indignant when we tell them it just doesn't work that way. Now, we spent the better part of 14 years, starting in 1976 working on carburetors, jetting, needle design, and even designed and marketed a flat slide carb for the Harley market. Thousands of man hours representing about 5 months out of every year were devoted to jetting issues. It got to be a real issue i.e. it was an interesting experience to define what the correct air fuel ratios should be, experimentally figure out how to measure them, and then deal with tuning die cast critters, often modifying them with extra circuits etc. but, in the end, it was temporal and an endless loop that did not exactly pay the bills.
We did learn how to make things run well, not that anyone appreciated it. It was fun to watch people try to beat you when they couldn't. Knowledge. Hard work.
For the last 18 years we've been working on and manufacturing closed loop fuel injections systems for Harley Davidsons and have set numerous Bonneville, El Mirage and Maxton speed records and won drag racing championships with them. We spent over 3000 man hours writing and perfecting Autocal.V6 prediction and analysis software for our RSR Fuel Injection systems. Why did we spend 3000 man hours? Well, we didn't plan on it, and it's a good way to flirt with insanity, but we saw no other option as digital efi requires hundreds of decisions, all of which are intertwined. No more brass jets. Exponential combinations. Changing points, one at a time is sheer insanity. Progress comes with increased complexity.
These days all Harleys are closed loop fuel injected with a single throat throttle body and are speed density Delphi systems, all very complex. It's the same formula we decided on 18 years ago. The only thing we suggest is that you use O2 signals to monitor and tune the system as the sensors are millisecond accurate and must be monitored at the exhaust port where temperatures are high and as far away from the outside oxygen rich air as possible. We suggest you use software, not hardware, to adjust your system using our RSR Air Fuel Ratio Gauges and keep your bike off of the dyno until the lights in these displays tell you your mixture is correct. Engines operate in a very narrow realm of air fuel ratios. If you want to go to the dyno after this...fine.
Just don't call us breathlessly demanding we tune your bike over the phone.
Superflow CycleDyn...Testing a Running Motorcycle
If you are going to use a chassis dyno it has to be a tool and not a toy. At RB Racing we use the Superflow CycleDyn as it best emulates the real world. We use it for development and not for publishing "dyno charts". With the Superflow we can program specific tests and transient sweeps with our turbocharger systems up 750 hp in inertial mode or 500 hp in Eddy Current controlled accelerations.
For
those of you who like Dynojet "Dyno
Graphs"..read
this article.
Steve Cole (TTS MasterTune) who has spent untold thousands of hours on every dyno imaginable has this to say about CycleDyns:
Steve
Cole: "In the development side what I
can say is the SuperFlow when setup
properly emulates the real world much
better. As an example the only way to
get a DynoJet to give you HP and TQ is a
WOT unloaded run. The SuperFlow allows
that plus just about any other
combination you like with real torque
output. So what does any of it buy you
becomes the question. I can tell you
that if we tune to a DJ and get the best
we can, then repeat on the SuperFlow
using real world acceleration rates for
the engine being tested the results are
very different. Take the final
calibrations and run them in both dyno's
unloaded and the DJ developed type
calibration will show the most HP and TQ
in those conditions, on both the
SuperFlow in DJ mode and the DJ. Then
take the SuperFlow controlled condition
calibration and load it in the bike the
power will go up when tested in the
SuperFlow mode again which can only be
done on the SuperFlow.
Now the hooker, take the bike and put
one of the finished calibrations in it
and give it to the customer and say go
ride it and come back after you've
ridden it well, to know how it
feels/runs. They come back after an hour
or so then load the other calibration
and ask them to do the same riding over
and come back again. Each and every time
we have done this every customer has
picked the calibration that was done on
the SuperFlow under the controlled
acceleration modes! So pick what works
for you but there is a difference. Does
it take longer, does it end with a
measurable difference............. YEP!"
When
we have turbo bikes like our Road Glide Turbo it
gets a bit interesting to go testing in
LA traffic with police, cell phone
cameras, and freeway cameras. We still
do real world riding with data
acquisition as the real world is where
you ride.
People want "Dyno Sheets"...see below. We aren't going to test every damn camshaft, compression ratio, piston configuration, cylinder head etc as there is not enough money nor time to do so. However, we do testing for our own race development, R&D, and our personal development platforms.
Dyno Sheets
People call us all the
time asking for "Dyno Sheets"
and we patiently tell them we do
not provide self-serving graphs
predicting fantastic horsepower
and torque gains. Plenty of
customers send us dyno sheets
but, as we've been at this a
long time, we know the tuning
game is too complicated to
provide numbers just to sell an
exhaust. Tuning is a
multi-variable process.
When the EVO motors
came out Jerry Branch published
his famous manifesto on tuning
80" EVO motors...In short,
unless you bumped the
compression the horsepower was
not forthcoming. Same these
days. In 2014 John O'Keefe of Branch O'Keefe ran
an extensive series of tests on
OEM Twin Cam cylinder heads to
see if he could offer a "less
expensive" ported head as
everyone with a grinder in his
garage was suddenly an expert at
cylinder head porting. John
found out that any attempt to
clean up the ports killed the
flow and port velocities
dropped. He scrapped that idea
and kept his well-proven chamber
modification, porting and valve
replacement system.
If you are looking for warm cuddly sheets we are clean out of them. We are tuners and you can buy all the trick parts in the world and a guy with a well tuned mild bike with a good power to weight ratio will kick your ass. Real world. Find a good tuner or become one. Look in the mirror.
Crystal Balls and Astrology
You win some, you lose some. Mostly we win. Like we always say it always depends on the tuner. This is not a parts changing business and we all know it's easiest to just change pipes and see what happens, but that's not science. The LSR 2-1 pipes, themselves, do not represent a "limit" as long as you choose the right pipe for your application. The rest of the equation is getting the parts and tuning to work together.
Just put the damn thing on the road, open her up, and see what she'll do. Let the metal scream.
Torque and Ruby Slippers
People get pissed at us when they ask for "numbers". We always tell them we "don't know" because after nearly 33 years of tuning and racing and designing we have seen too much and done too much to give any placebo answer. In fact it always depends on the bike and the tuner. No two bikes are alike. Maybe your bike was built on a Monday and they left a coke bottle in the gas tank (old Detroit wives's tale)...Some bikes are faster than others. Everyone believes their bike is "faster". It depends on the tuner and, these days, the bikes are more complicated. People change from chain to gear drives. They put on different cylinder heads. They switch cams. They add on tuning twiddle boxes. They tune, or the "shop" tunes. They "dyno" the bike...maybe even somebody rides the bike with instrumentation like our RSR Air Fuel Ratio Gauge.
People call us up then hang up when we tell them we don't know what their "gains" will be. We don't publish self-serving charts. We just take all the experience we have and build the best parts we can. People end up happy who buy the parts because they are well made and are designed to perform. We make different tube diameters and offer a wide range of systems for any particular bike so you will maximize your potential. There is no "One Size Fits All" at RB Racing.
People who don't buy the parts because we won't coddle them with assurances go elsewhere where Aunt Em will tuck them in and tell them what they want to hear.
Newer Dual Coat Black 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, and Semi-Gloss Black, to complement our usual chrome offerings. The newest "Turbo" Black finishes are a dual coat process that gives additional protection against scratches and nicks, providing two barriers against corrosion.
In more than 3 decades 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 Silver Ceramic cushion base coat and a secondary Black Semi-Gloss finish on top of this.
Dual Coat Black Ceramic
finishes are therefore 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. Then parts
are cleaned. The parts are base coated
with a 2500 Deg F Silver ceramic and
baked. The next day they are sprayed with
Black Ceramic and baked for a third time.
Three trips to the oven at 600 Deg F.
800 Horsepower LSR 2-1 Slash Cut
We're not really sure what a 2-1
has to do with Top Fuel Nitro motors but when
Carl Pelletier asked us to make a collector
for his top fuel 175c.i. PRP motor we whipped
up a 4" diameter collector and sent him the
tooling. Take
a Tour of
what it takes to run a top fuel bike. Doug
Vancil's hard running Top Fuel Harley
sponsored by Vance and Hines has a 2-1 that
looks like one of their Pro Pipes so when Carl
asked us to build one we made sure the
collector area wouldn't restrict each of the
400hp explosions that were coming from each
cylinder.
Carl qualified 8th out of 32 bikes at the final Las Vegas meet and ran in the sixes at over 200 mph so the 2-1 probably didn't hurt anything. His best speed is 214mph with the 2-1 so it didn't seen to hurt anything. Top Fuel is pure insanity and is addictive as Heroin for those involved. Like they say " Gasoline is for washing parts...Nitro is for Racing!".
What does this have to do with your rubber-mounted V-Twin?...Not a damn thing! We are in the game however and we do our part.
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.
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 chome 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 2" or a 1 3/4" 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.
No Limp Dick Designs
Ever since Jesse James did his original Hell Bent pipes people have either copied them or tried to make whatever they were doing swoopy. If you are a slave to fashion then these might just suit your fancy. At RB Racing we build logical designs that work and leave the limp dick fashion trend to those who love to park and talk.
