LSR 2-1 Turn Out / Slash Cut Touring
Bonneville, Dyno, & Track Proven Since
1978:
No Stupid Megaphones , No Aluminum
Butt Plugs
M-8 121 VVT Compatible
The Question
Everyone Asks: " What is the best 2-1 Harley Touring
Exhaust"
What is the "Best 2-1 Harley Touring
Exhaust"...Everyone asks this question. "Best" is relative
and depends on the individual. There is no "Best" that fits
everyone which is why we have so many options. For us "Best"
means simply we have tested the designs over the years and
they have been proven by our customers and our own testing
to "win"...Win what? Well they sound better. They provide
big dyno numbers. They work at the track. They hold up as
the years roll by and people are happy. That's a win.
We make Touring 2-1
exhausts for EVO,Twin Cams, and M8's in Turn Out and
Slash Cut designs
+5"
longer Slash Cuts can be ordered with the 00-1416 Quiet
Baffle.
Purchasing the
LSR 2-1Exhaust
1. Go to the Partnumbers
Page to Locate your bike
2. Look Up Heat
Shields for your bike: Heat
Shields
3. Mandatory
00-1000 / 00-1001 / 00-1002 Flanges
/ Clips / Nuts
Three
Finishes
1. Chrome: The
brightest chrome i. e. Hexavalent (Cancerous to
applicators) has been outlawed for a number of years and
our plater of 26 years finally shut down that plating
line in 2024 in spite of having a two year extension to
operate. The reason was there are City, State and
Federal inspectors and they do not all work on the same
page. Risk of large fines.
Chrome does "Blue"
especially with closed loop efi...less so with
carbureted models like Shovels and EVOs.
We are working with a new
plater, who uses the Trivalent Chrome process, but we
have seen issues and we no longer have a 26 year run of
success.
Heat shields in chrome
are not an issue.
2. Silver
Ceramic: Looks
like polished aluminum, Can be re-buffed with Mothers
Magnesium & Aluminum Polish. Will not "blue" and
will not come off or rust. Holds in heat. Usually used
with chrome or silver heat shields. Fired twice @ 600F.
Zero problems in more than a decade.
3. Dual Coat Black Ceramic: Silver Ceramic base with secondary coat of Black Ceramic. Fired three times @ 600F. ONLY black Finish that will hold up. Zero problems in more than a decade.
Born Every
Minute As They Say: LSR 00-1306R Versus
$3077.00 Black Burns Stainless 2-1
Above: LSR 2-1 00-1306R with full coverage
heat shields. All in Silver Ceramic. 2020 M8 Dresser with
128 kit and cam. Maximum performance.
You can spend upwards of
$3,000.00 for a, new to the market, stainless black
megaphone 2-1 exhaust with only an abbreviated heat shield
($185.00) and no long term history in terms of pipe mounts
or over the road long term durability.
For about the same money you can
get a competition and dyno proven LSR 2-1 00-1306R Pro Stock in
dual coat black ceramic, silver ceramic, or full chrome,
with full coverage heat shields, a TTS MasterTune, a TTS
Camshaft and a RSR Dual Display AFR Gauge for, as you ride,
monitoring to perfect your tune. Full 2" primaries, billet
gaskets, and CNC machined turbo venturies.
We tried
megaphones 30 years ago. They are a waste of time.
It's old tech for Norton Manx's and pukka 1950's English
bikes. There are no megaphones on any race
cars...formula, GP, rallye, NASCAR...Nowhere. 46 years
of this shit. We've seen it all.
Welded
Non Removable Baffles
All LSR 2-1 designs have a welded-in,
non-removable, baffle. LSR Pro Stock 2-1 designs have
no baffle (optional welded-in baffle at time of order).
00-1416 Quiet Baffle is optional on our +5"
Slash Cut designs.
There is no possibility of a baffle or end cap
coming loose because there are none. Zero maintenance for
life. No tone change over time,
124" Turn Out
Customer writes:
"Hey. Just letting you know this pipe is something else.
When it hooks in the high end of second gear (or a little
earlier in third) I'm pretty sure it adjusts the clocks
back. Revs fast...real fast. Great torque improvement on
this 124" S$S.
It still needs a jet adjustment but I couldn't be more satisfied. It's not quiet. It's certainly tolerable though for sure l don't think my neighbors will bitch. And fuck me it's pretty. Great job again.....Now about those radial brakes on your Road Toad. Thanks Tim."
Two Bikes
Customer writes:
"Just wanted to send a pic of both my RB Racing Pro Pipes
on my bikes. Put one on the FXR a couple years ago and
liked it so much that when I got my FLHP, I got one for it
too.
Can't say enough good about these pipes, they sound and look awesome. Anytime I can I will recommend RB Racing when someone asks about exhaust or to just browse y'alls website for all the info that can be found. Ronnie".
00-1393 M8
Bagger Idaho
Slip-Ons...Monster
Weight
We took these off
a M8 Dresser and put them on a scale...42 pounds. The 4.5"
slip-ons alone weighed 13 pounds each.
If you put on one our 00-1306 Pro Stock Systems they weight about 9 pounds...and our LSR 2-1 Turn Out / Slash Cuts weigh about 12 pounds.
You can feel the
difference in handling, roll-ons, and in racing. Dynos do
not accelerate the bike and rider's mass. It's all
HP/Weight.
Six Axis
IMU...Harley RDRS
And you used to be
happy with a carburetor and no switch on the clutch lever
to keep you from starting in gear. Ha!!
Now the microprocessor wants to know what you are doing...accelerating, braking, leaning over, throttle position, speed of front and rear tires...all before it's going to give you "x" amount of torque as you twist the throttle. It may not even let you open the throttle. Guess what..you don't lean the bike on a dyno...and starting in 2021 you can't turn the sucker off.
Ha!!! Delphi and Bosch don't want you to practice drifting.
Tuners could not
make carbs or efi work well save making the bike overly
rich with sooty pipes. Now thousands upon thousands of
lines of computer code stand between you and your lawless
self...thwarting your every move.
Brave new world as
they say. New Infineon 300 MhZ processors to keep you in
line...RDRS to keep you from burning donuts and doing
wheelies.
00-1393 M8 Turn Out 45 Deg
Customer writes:
"This is the new M8 exhaust you just sent me...Everyone at
the Harley shop in Mobile was drooling over it. Robert".
00-1393 in Dual
Coat Black Ceramic.
00-1193 45 Deg Turn Out
Customer writes:
"Greetings! When I spoke with Bob back in FEB about
ordering my exhaust, he asked for photos when it was all
done. I finally got the bike back together last week and
put a few miles on it. Photos attached. You are welcome to
quote me below...
The fit and finish on these pipes are second to none! From
the CNC exhaust gaskets to the fit of the pipes to the
beautiful ceramic finish, this is the best built, easiest
fit, and finest finish of any exhaust I've ever installed
(and I've installed quite a few)! And the performance is
amazing. There truly is nothing else like it!
I'm going to do final tuning in a few weeks. Thanks!
Kip".
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 M8 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 M8 cams are priced at $275.00. $358.00 for Twin Cams. In
stock at RB Racing to pair up with our LSR exhausts and our
RSR Air Fuel Ratio meters.
When you order the TTS MasterTune, a LSR 2-1, and our RSR Air Fuel Ratio gauge, and a TTS Camshaft there is a $100.00 discount. Real world tuning.
00-1124
Chrome 2000 Road King
Customer writes: "Got the new pipe installed last night. Looks AMAZING! Welds are super clean. Sound and performance are second to NONE!! . 2000 RK carbureted/heavily modified motor. (Not your stock 88TC). LBC-G".
00-1124 Silver
Ceramic
Customer writes:
"I can't begin to tell you how happy I am with the LSR
exhaust you built for my bike. The fit and finish is 2nd
to none, silver ceramic coating is drawing plenty of
attention and the sound is amazing. I love the cruising
tone and with a twist of throttle it unleashes the beast.
My Shovelhead and the custom pro street I am building will also be getting the quality of this exhaust.. Big round of applause to you all at RB Racing for such great work, I could not be happier.. Eric P".
00-1124
00-1146: 100,000 Mile upgrade
Customer writes: "Worth the wait second set, my first set had over 100k miles, Same pipes but with 2” headers for 111 S&S thanks for your help. The best."
00-1145 Dual
Coat Black Ceramic
Customer writes:
"Happy new year! Thanks for letting me come by yesterday
to pick up my exhaust and showing me around the shop, it
was great meeting you guys.
Exhaust installed with no issues at all. For what its
worth, I didn’t need the floorboard spacer hardware as
there was plenty of clearance with the police floorboards
on the 2010 FLHP. Today I’ve been running up and down
Arrow Hwy by Irwindale Speedway doing some tuning with the
Vance and Hines FP3 tuner and the bike is running great,
feels great, sounds great. I am very happy so thank you
very much. Scott".
New 00-1306R Exhausts
M8 117"
Features HD Accessories: Harley
OEM Snow Tires, seat de-icer, heated floorboards, and
optional Tropic Kit for Summer cruising to Sturgis.
Customer writes:
"Good morning. Attached are a few pics of a bike build we
did featuring your exhaust. Love it !!! Thank You, Daniel.
Harley-Davidson of Yorkton SK."
00-1393 M8 Dresser 2" Turn Out rotated 45 degrees
No Leg Cookers
We don't build "Leg Cookers" that
will roast your thigh on a long ride. They might be helpful
on a frigid Winter's ride but definitely not for the other
99% of the time. Leg cooker to left LSR 2-1 on the right.
Funny how the left snake design never ends up on racing
baggers.
3 Piece System: (F/R Slip Joints) M8 LSR 2-1
110" CVO LSR 2-1
Turn Out
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 our 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...1.875" ID
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.
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. We recommend you stay with the 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.
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"
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 $100.00 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.
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 integral B3 flanges. The exhaust
port dimensions are not oem, not S&S SA B1 nor S&S
SA B2. Go figure.
We have made
custom parts for these T143 B3 ports. Available for the
five product ranges we manufacture...Quiet (LSR 2-1 Black
Hole) to Full Race (LSR 2-1 Pro Stock). The new two
bolt/stud LSR 2-1 B3 Flange is integral, free rotating to
the exhaust port. Full 2" I.D. No billet aluminum Butt
Plugs or packing you have to replace.
Belts won't last on these 143T motors so we offer swingarm conversions for 09 and later Baggers.... Used by S&S on their 143T test bike.
Dual Coat Black Ceramic
Customer writes: "Here is a pic of my new LSR’s. They are fantastic. Love the look and the sound. Thank you again. Loren"
On our Dual Coat
Black Ceramic exhausts we coat the stainless steel heat
shield clamps with 2000 Deg F Black Ceramic so they will
remain black and not discolor.
7 Speed Built 2008 Twin Cam
After breaking
several other exhausts and now with a new engine build its
now a 2" LSR 2-1 Turn Out 45 Degree Rotation in Dual Coat
Black Ceramic...No more broken pipes. Dave Mackie built
motor...Dark Horse Crankshaft. Tom stopped by to show us
his bike. Original paint on the 2008.
13 Years Later
Customer writes: "97 Road King purchased this pipe in 04. Had to replace the original badge . Dave, Cedar, Iowa. Love this pipe!"
Torque
Customer writes: "Install went smooth soon as I found out I needed to use stock flanges off the OEM exhaust and few slight modifications. Definite increase in torgue over the true duals that I was running. Great quality and sound as well. Thanks much, Steve."
00-1122 LSR 2-1
Turn Out in Chrome with 3 heat shields. Twin Cams require
our Billet Flanges and Clips 00-1002.
Street Glide
Customer writes: "Here is the finished installed pipe on my 2014 Street Glide Special. As expected, fit and finish is excellent. Thanks, Steve."
LSR 2-1 +5"Slash
Cut.
Canine Alarm
Option
Customer writes:
"Hi, Thanks for the great system again. Here is the latest
project on my 2012 Road King, after I had installed one on
my soft tail with the 'Canine Alarm Option'.
No question the LS is the best look, sound and performance
going in exhausts! Thanks again, Jack".
00-1122 with Chrome heat shields. 45degree rotation.
Stock 96"
Customer writes:
"Just wanted to drop you folks a line and tell you how
thrilled I am with my new LSR 2-1. Boy, what an
upgrade. Never mind the looks which are spectacular
but the engine roars like a tiger. My bike has a stock 96
with a Dynojet Powervision with the wide band
module. Other than the LSR 2-1 I’ve added an Arlen
Ness Big Sucker air cleaner.
I started with a FuelMoto tune based on their 2-1 pipes
with SE air cleaner. After three auto-tune runs, the
bike runs like it never did before. Looking at the
VE tables you can see the increases all over the map.
Henry". 00-1122 Turn Out in chrome rotated 45 with three
heat shields.
2002 Sled
Customer writes: "Just wanted to send everyone at R&B Racing a big thank you from Virginia. I love my exhaust and can't say enough about the quality, fitment, and finish, and definitely the performance. Also a thank the lady who I'm sure I bugged the hell of seeing when I going to get the exhaust. Keep up the great work. This is my first R&B exhaust, but definitely not the last. Thank you, Wayne."
00-1122 Turn Out
Rotated 45 degrees w/three heat shields.
2009 CVO Ultra
Customer writes:"To All, Thanks for building the greatest exhaust pipe you can put on a Harley Davidson, the sound is fantastic, the power gains were outstanding and the fabrication was flawless. I have attached a few pictures of my bike for your use and thanks again to all in the fabrication shop for the great pipes that you build, to the administration office for a great job in taking customers orders to packaging and shipment of the only pipes that should be on a Harley Davidson, keep up the good work!!!! Stephen"
Worth the Wait
Customer writes: "I
Love my RB Racing exhaust, this is my second pipe, I have
one on my 2004 Sportster (00-1272), 76hp, 83tq. and my 2013
FLHX(00-1145), 96hp, 113tq. Took awhile to get, but
worth the wait. Jason". 00-1145 in Black Ceramic.
Baby Blue
Customer writes:
"Hey how is it going? I wanted to give a little feedback on
the exhaust I purchased. First off, the quality of the welds
and the fit and finish is excellent! A little background on
the bike: When I had bought the bike, a 1994 FLHTCU, it had
a blown motor and a crummy old set of drag pipes on it. I
came across a good deal on an S&S 96" motor to put back
in it and so my search for a good exhaust started. My dad
tried like hell to to talk me into a Thunderheader (what he
runs on his bike). Nothing against Thunderheaders, but I
wanted something different. I stumbled across your site
reading through forums and was hooked.
After finally
getting the pipe (which took forever by the way) I installed
the pipe which was replacing a shitty SuperTrapp, a loner
pipe, that I was using while waiting for yours. Needless to
say, HOLY SHIT!! With the SuperTrapp on, the motor never
really felt that strong. With yours, the bike pulls like a
freight train! I really love the SS Titanium finish that I
got. No other bike around where I live has one or has ever
heard of RB Racing. Now my dad looks at the exhaust and
says, "If for any reason you have to take the exhaust off, I
want to put it on my bike and see how she runs." HA! fat
chance, I say. So anyway I am extremely satisfied with the
look, sound, quality and performance of this exhaust. Keep
up the good work. Oh by the way I am still waiting to here
from yall on the collector heat shield. I would love to see
any of the linked pics on your website. Marty"
Bad Ass
Customer writes:"
Thank you for setting me up with one Bad A$$ exhaust, it fit
exactly perfect, the quality is outstanding, the sound and
performance is incredible! I set you up with a couple of
pics, before and after on the ol' 09 King. I'm getting
compliments on them left and right, and people interested in
looking to get a set of their own. Tell the boys in the in
the shop, great job, and keep up the fantastic work,
couldn't be happier! Thanks again, and Happy riding to you
all! Stacy".
Extended Bags Turn Down +5
Customer writes:"Awesome! The sound.... It's like nothing I've heard in the Harley world. It's like a cross between a Ferrari and an HD. Holy shit. And it runs like stink. Now I need your AFR gauge setup. Major respect. Dean Dean B".
More weird
accessorizing. Extended, lowered and closed bags. Chopped
and channeled Mercs. What's next...hydraulics? 00-1122
extended Turn Out facing down. Special Order.
Fast Couch
Customer writes: "I'm loving my RB Racing exhaust! Thanks, Darin."
Every FL ends up
looking different as we all have different tastes and riding
styles. For some it's cup holders and a Satellite
Radio...For others like Darin it's the wind.
Sturgis 2012
Customer writes:
"Just wanted to send you a few pics of your LSR exhaust on
my Road Glide. This is my third pipe from you guys and I
won't use any other. Great product and people! Best regards,
Patrick". 00-1122 Turn Out rotated 45 degrees.
Short Review
Customer writes: " Great pipe!".
00-1122 LSR 2-1 Turn
Out Rotated 45 degrees in SS Titanium.
2nd Time Around
Customer writes:"
Just dropping you an e-mail to say I'm very pleased with my
new LSR exhaust. I had bought a system from you 6 or 7 years
ago for my 94 FLSTN which is pictured on your site, sadly
that bike burned up in a house fire in 2008. Last fall
I replaced that bike with a Road King which is what the new
pipe went on.
I pulled off a almost new name brand true duals off and slapped on the LSR and off to the tuner it went. The bike base run was 70.2 HP & 75.4 TK. It ended up at 81.8HP & 81.4 Tk. Not to bad for just a stock 88" with a bigger breather and your pipe.. AND a big "thank" you to the Lady who took my order as I called looking for a pipe, She had one ready to go with out having to wait for it to be made..... I have attached a picture for you.... One last thing same comment as before, you should offer the mounting brackets in chrome... "
No on chrome
brackets. People lose their jobs or whatever so sometimes we
have something ready but, in general, we build to order.
Step One: Get Beer: Step two: Drink Beer;
Repeat
Customer writes:" Hey Gang @ RB, I know everyone sends you pics of
their bikes, on the ground after the pipes have been
installed, probably by a shop, and brag about the
performance. Well I just wanted to tell you have
installed many, many exhaust systems over my 30 years of
riding, and yours went on flawlessly.
Yes I followed your
instructions; remove from shipping box, rest and have a
beer, remove old pipes, rest and have beer, layout all the
parts, briefly read instructions, throw them aside, because
I am guy, begin install, guz a lot about putting on the
retaining rings, complete project, drink many beers while
wiping down the pipes, drink more beer and leave bike on
lift as I'm too drunk to lower it.
Can't wait to turn it over and ride when it finally warms up
in Chicago! Thanks for a great product..Best regards, Mark."
Guam Anniversary
Customer writes: " Hey All, I
purchased a LSR 2-1 pipe from you several months ago (the
guy from Guam) and when I was checking out the lady who
helped me ask me to pop a few pics your way once I got it
installed. The pipe went on the day I got it, quick ride a
bit of jetting and it was done.
Could have rode it without jetting but just a bit anal that way. Well here are the pics (better late than never I guess) which were shot at a this years Veteran's Day remembrance on Guam and a small write up about the bike. Simply put the pipe rocks, big gain in performance and rideability. Fred".
100th Anniversary FLTRI
All the way from Canada to Prune Picking Southern California. 00-1123 in Ceramic Black with two black and one chrome heat shield. Replaced a Thunderheader.
We offer general LSR 2-1 Mounting Instructions in a PDF Format.
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
Delphi ECM v Replacement Units
We tell people
to leave their Delphi ECMs and use TTS MasterTune. We
get calls asking for 18mm wideband ports on late model
bikes as they are switching to self-tuning wideband
ECMs. We can install any O2 port, or both types,
when people ask. Not our decision.
Well, we hate to tell you, but the Delphi is already 20% self-tuning and has some pretty sophisticated code.
Example: When
you key-on your bike the Delphi ECM take a snapshot of
the air density whether you are at 10,000 feet or sea
level and factors that into injector output. Lets say
you were at sea level and made a long climb to higher
altitude and less dense air...The Delphi ECM will
check O2 corrections and if the changes are trending
larger it will offset the barometric correction as the
bike has not been restarted to take a barometric snap
shot. Speed Density system. 20% authority.
Replacement
ECMs do not do this and in fact they ask you to limit
how far, say to 5%, your lookup throttle angle tables
will adjust.
Military Discount
We offer a 10% discount to active or prior service both US Military and the Coast Guard on LSR 2-1 exhaust purchases.
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...Dyno on Your Bike
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
CycleDynwhich 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"
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"
SE 120R Engine
120R Engine were for Baggers in a AHDRA racing class...another way to get your money now that V-Rod Destroyers are old news. Think of all the early adopters who went 95/103/110 and could go 120". Stimulus money! If you want one in your bagger and want a full race system then our 2" LSR 2-1 is a nice loud way to make power.
You will also need our billet gaskets, billet flanges and snap rings, heat shields, and an extra set of our special exhaust stud nuts.
As all the mythical lemmings head off the cliff we might remind them that a S&S SA B2 126" engine is rated at 154 hp and John O'Keefe at Branch O'Keefe has been working SA B2 heads for big inch Sportsters, S&S 124" motors and getting 166 to 200 hp depending on compression. Of course you could get one of our turbos but the extra 100 to 200 hp might be too much power for you.
Chain Final Drive
We converted or 360 hp Road Toad to an EK 530ZZZ final drive chain, the same as we use on the Bonneville Bullett. A Baker Drivetrain 24 tooth transmission sprocket with a .200" offset and an anodized 45 tooth rear wheel sprocket lets us run the Road Toad up to a leisurely 180 mph without revving the 126 Orca Turbo motor too high. We geared it a tad taller so we can cruise at 80 mph well under 3000 rpm and get 50 mpg.
Adjusters
The oem rear axle adjusters with the eccentric belt tensioners only offer a total of 1/2" of adjustment which means setting chain tension with a sprocket is next to impossible. One tooth more or less and one link more or less and the chain simply cannot be adjusted. We revamp these so we can choose the gearing we want and be able to set the correct chain tension. The swingarm was designed for a specific belt and pulley combination, not for a chain drive.
First step is to remove the oem adjusters. We use a fixture to weld on the new adjusters that we machine.
Machined Billet Adjusters are welded to the prepared swingarm in a fixture that locates all critical dimensions, allowing 2" of adjustment with stock shock location. Required for high horsepower RB Racing Turbos. Next step is to strip and re-powdercoat the swingarm. The sliding billet axle adjusters are cnc machined and chromed. A Swingarms can be done for clients who supply RB Racing their stock swingarm and rear axle. Late model cush hub models are more involved as the hub must be machined for the sprocket. On our 2004 Road Toad we bolt our 530 sprocket directly to the oem wheel.
Pictured above the axle can be adjusted to 1.5" further back than stock. Gloss Black powder coated About the only way to keep belts from snapping once you start going past 130+ hp. It's also the only way you can really alter your final drive gearing for drag racing, speed events or turbos. With our high output turbos it's definitely suggested for 200+ hp.
Three customer arms. Two for turbos and one for a Twin Cam S&S 124" with SA B2 heads that makes 150 hp. Go big or go home as they say.
The 2009 and later
swingarms are completely different. We have fixtures to
convert these to chain drive. Aftermarket wheels can be
used with direct sprockets or the cush drive mechanism can
be machined to accept a sprocket. Chromed
adjusters below. We offer a service for the Twin
Cam FL swingarms to convert them to chain drive.
Chrome and Black
Customer writes: "Hey there RB Racing. Initial impressions: Out of the box, packaged very well. Craftsman ship is top notch! I really dig all the little details you guys include. No more mesh exhaust gaskets, billet is so nice! The fitment, the welds, the turbo venturis, even the notch cut in the tail section so you can just slide the bolts for the exhaust bracket through. Top notch!
I need to save up for a gauge but, the plugs read good and she runs like a raped ape! Seat of the pants testing left a big grin on my face! The motor just run smoother all over the power band. Great usable power! Sounds is like 2 cylinders at war! Sounds like a Harley should!
I was going to do a 95" kit but, my motor ran good. Your exhaust SYSTEM was highly recommended to me instead of cracking a good motor open. Rinehart true duals were replaced and I couldn't be happier! I don't ride a dyno, and the bike runs great! Peak numbers are only good for braggin' right. I'll never run, or recommend any exhaust system ever again! Actually, yours is an exhaust system, anything else is just pipes! So much good information on your website too! Thanks RB Racing! With respect, Cord Shadows MC."
00-1122 LSR 2-1 Turn Out. This time customer requested Ceramic Black Shields on a chrome exhaust. We'll do any combination of finishes that we offer.
Miles Later
Customer writes: " I just learned how to send pics. Here it is, I've had the pipe on for about 6 thousand miles and love it. I had a great tuner and the bike went from 72 hp to 84 hp with just the change of the pipes. I'm also getting 42 mpg consistently. Thank you, Jason". 00-1122 (45deg rotation).
Twin Cam 00-1122 Turn Out
Customer writes: "Here are the pics of my new pipes installed. Just the cams and pipes make a TON of difference, can't wait to see what kind of power it will make with the pro tune! " 00-1122 Turn Out with heat shields.
Black Ceramic
Customer writes: "Thank you, I called this past year for a name plate on your exhaust system, to replace the one that was scratched during removal; for the pipe was getting a new Ceramic Coating. Your lovely sounding (and I presume beautiful) receptionist sent me a replacement. She wanted to know if I would send a picture of the exhaust on the bike. So enclosed is my 2006 FLHX. Also I would like to inform you how great it performs, sounds and looks; not just from my personal feed back but from everyone I meet on the road when we talk about our bikes. Sincerely Yours, West.".
Actually no one here meets the beautiful criteria. Years of leg irons and whips sort of takes the edge off of things. Row and eat your gruel. 00-1122 (45 deg rotation) in ceramic black.
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.
Third Time's a Charm
Customer writes: "Thanks to all involved in my exhaust system. The exhaust, when dynorun, proved to put out more torque and quicker acceleration over XYZ Exhaust systems I have used in the past and present. I am happy that I found you and will use RB exhausts forever. It has the good old Harley sound to it and I receive compliments from those who ride with us. Even people that don't ride with us. THANKS AGAIN.. Ron in Florida"
00-1122 (45 deg rotation) in chrome. People usually buy two or three exhausts before they get a LSR 2-1. We've been at it for over 30 years and, all we do, besides insane projects that eat everything in sight, is just come in and try to build things we know that work. It's not more complicated than that.
2009 and later Models Covered
Frames are changed. Floorboards are changed. We have prototyped the 2009 and later models and are shipping orders. 2010 and later models have smaller O2 sensors located downstream. We build to order. Options on tail section and four separate finishes. 00-1367 Pro Stock Spyder shown in prototyping a 2009 model.
2010 and later series use the new small heated O2 sensors. We are tooled for these and they are also compatible with our RSR Dual O2 Gauges, the only way to monitor how your efi is doing in real time.
103" Porting and Pistons
John O'Keefe of Branch O'Keefe has 103" kits for late model Twin Cam engines. Stock 103" engines from Harley make maybe 80 horsepower. This doesn't cut it with an 800 lb sled. Branch Specifications: Larger inlet and exhaust valves; .060" decked cylinder head; compression releases; new valve guides; racing valve springs; flowed inlet and exhaust ports; forged lightweight pistons contoured to match quench style combustion chamber; and BP-600 Branch camshafts. Not a bad idea to get a matched, proven, combination.
We've ridden a few of these and they work well. Compression is about 10.7:1. John does the Bonneville (see middle of page) porting of our S&S SA B2 heads. Quite a few baggers are going 124" with SA B2 heads...John has pushed these out past 200 horsepower normally aspirated, winning horsepower shootout contests and running hard at Bonneville. He knows how to improve them.
$950.00 or $500.00...or $300.00 in the Toilet
After nearly 40 years of cylinder head
development John has seen things go full circle a
number of times. When you consider he and Jerry
Branch worked on Harley Factory prototype engines as
well as virtually all the factory road race and
class C racers, there isn't much he doesn't know
about pushrod cylinder head development. He still
has the best flow bench in the industry, the one
Jerry Branch made himself, and one not unlike the
one Smokey Yunick made for all his engine
development. Flow benches made by stacking up Ametek
vacuum cleaner motors just don't measure up. That's
why John Britten came over from New Zealand to get
Branch's advice on his cylinder heads...before he
cast them, not afterwards. John O'Keefe and Jerry
Branch gave John Britten the edge he needed.
These days people buy an electric grinder and some sanding rolls and "port" cylinder heads in their garage for $300.00 or someone with a small Superflow SF 110 Flow Bench advertises you will get "115 hp" with their heads. John is a bit too honest to make these claims as he was getting 118 hp out of 88" engines (1.34 hp per cubic inch) a long time ago, but they were useless for the street and, as he states, "We couldn't wait to get that stuff out of the motor". To counter these unrealistic claims by garage-type porters John is working up a program for $500.00 quick turn cylinder heads that offer realistic performance gains as a lower cost option to the the "right way" to do heads professionally which involves new seats, larger valves, guide removal and replacement. The "right way" will never be $500.00.
Give John O'Keefe a call (562 597 2850) if you are looking for full race S&S SA B2 cylinder heads like we do (big bucks), or something in-between like his #4 or #5 Branch heads for $950.00 or even a budget set for $500.00 that give a realistic performance gain. It's always about airflow. The more air you pump the more power you make. The budget comes first. Stock heads just don't cut it. Experience does.
Mach Index 110" CNC Ported Heads
Harley has a big valve 110" cnc ported engine kit that requires you bore your cases for the 4.000" pistons. The stroke is 4.375". It's a good value for the money, i.e. the pieces you get for the dollars spent, but there is a potential downside. Most of the time your bike is well below a peak speed of 6400 rpm. John O'Keefe of Branch O'Keefe flowed these heads and found they give large flow numbers but the port velocity is low. In his opinion they are a bit much for mid-rpm cruising 2700-4000 rpm.
110 with 2.125" valves
If you use our Mach Index Calculator you will see why. For peak efficiency you should see Mach Numbers of .6 . These heads with their 2.125" Inlets on 110" engine with a 4.000" bore and a 4.375" stroke a .6 mach number will be reached at 5625 rpm.
103" with stock valves
In short, the head with 2.125" valves may be too much for your normal operation defined by 2500 to 3200 cruise and normal 4000 rpm shifts dropping back to 3000 rpm. John's advice is that you might be better off porting a set of stock heads unless you plan on running at high rpm with big lift cams. Our Mach Index Calculator returns a Mach Index of .6 on a 103" engine with oem valves 1.840" at 4500 rpm or 1025 rpm less. Something to think about. Where do you do most of your shifting and roll-ons?
FYI: John O'Keefe has done extensive testing on Stock Cylinder Head flow...not talk or opinion...just lots of his own time on his flow bench. Guess what? He will advise you that anyone who offering a low cost "clean-up" of your ports is simply going to drop the flow numbers. Give John or Paul a call (562) 597-2850 before you turn your cylinder heads over to someone with less experience.
Branch O'Keefe Video Tour
John O'Keefe does
all our cylinder head work. He and Jerry Branch have done
all our race porting since 1977. Jerry designed this 30
horsepower Supercharger-powered flow bench which allows John
to flow any depression he chooses...10", 12", 28" or
60". It's the most powerful flow bench in the
industry. They actually flow test and hand finish what they
sell. Even at the highest level of motorsport hand finishing
and testing of each port is required. Vagaries in castings
makes 5 axis porting a time saver in metal removal but not
the answer for maximum performance. You still have to hand
finish and flow test.
Electra Glide Classic
Customer writes: "Here is a photo of my 2000 Electra Glide Classic with your LSR 2-1 pipe installed. I am very pleased with the pipe to bad I didn't have more nice weather to ride. My new pipe gives the bike an aggressive tone at idle and really sounds good when rolling through the gears. Quality of pipe is excellent, and looks great on my bike. I will recommend your pipe to all who see it. Thanks for a quality pipe, ride on RB RACING !!!!!!!! Steve". 00-1122 Turn Out 45 deg rotation.
Big Bad Bagger
Customer writes: "Hey y'all!! wanted to send a pic of my bike and your pipe, its by far the best I've used. It's a 103 stroker, S&S gear drive cams, roller rockers,10.5 to 1 comp, and the biggest and best Screaming Eagle has to offer every were else. It's real fast and will cruise as well, the pipe gave it one more horsepower and 12 more lbs of torque vs the pro pipe I had on it before.........113 hp,122 lb torque...........thanx for a great product. Dave" 00-1124 in chrome Turn Out 45 degree rotation with heat shields.
Rockin Rick
Customer writes" "My LSR 2-1 arrived yesterday. Installed it last night. Hit the starter button... WOW! efi cold start sounded like a top fueler. In my garage it appeared a bit loud My thoughts were I'm gonna need an amp for the Radio now. Took it out for 100 mile run today... PIPE IS AWESOME! Performance is great! Sound is even better and I don't need an amp... perfect tone at cruise .Top quality workmanship .Chrome is perfect . Fit like a glove.The fit in the heads with the custom machined venturis is unlike ANY. Just Perfection. My bike is a 06 Street Glide 103 inch and since I bought it I really haven't been totally happy with it. I didn't like my bike. I LOVE IT NOW! You guys have really done your homework and it shows in your product. And the wait was well worth it. Again YOU GUYS ROCK! Rick ".
00-1122 in chrome with heat shields. 45 degree rotation Turn Out.
Customer writes: "Just wanted to
drop you a line with a picture of my 07 FLTR. The LSR
2-1 exhaust is truly awesome! Just completed a 3 day
1600 mil. Trip “two up” and fully loaded. The bike is a 103”
with massaged factory heads, after market cam, 10.25 to 1
compression and a Harley race tuner.
Dyno numbers mean dick!!! 60 to 100 is where it’s at! This bike, in 6th gear roll on’s from 60mph took on all comers. Even the bikes starting in 5th!! 115 MPH and still pulling fully loaded with 2 people?!! Although the power is addictive, at the speed in which I drive (70+mph) it is a little loud and tiring at the end of a 500 mile Day. I have ordered a “Blackhole” 2 into 1 for this bike with the hope of keeping this kind of power with diminished noise at speed. Thank you for a great product!!! Best regards, Patrick"
00-1122 with three heat shields in chrome.
00-1122, LSR 2-1 Chrome, 1 3/4" Turn Out Rotated 45 degrees with 3 piece heat shields. New York and the leaves have turned.
Customer writes: "As promised, here's a pic of my bike with the LSR 2-1's on, love em. Thanks". 00-1122, LSR 2-1 Turn Out, 1 3/4" Chrome, with three piece heat shields. Baggers in Black. Johnny Cash would approve. It's a nice way to go. Linked to the past but with power and reliability...and miles to go before I sleep.
Digital Gear Indicator and Dual Air Fuel Ratio Gauges
A useless air temperature gauge and tiny warning lights...whatever happened to black and white gauges? Well our RSR Bonneville Digital Gear Indicator and our Dual Air Fuel Ratio monitor actually do provide useful, easy to read, information. Knowing what gear you are in and what your engine is actually doing in front and rear cylinders is a lot more important than knowing what the air temperature is...After all, you are sitting directly in the air stream so the air temperature is no mystery.
Road Toad...The Movie
Harleys vibrate. Next time we'll make a better camera mount. Video shows the gear indicator in action on a 5 speed 2004 Road Toad as well as our RSR Dual Air Fuel Ratio Gauge. We made a few edits to the TC88 ECM for our LSR 2-1 Pro Stock Spyder exhaust. Gives you an idea of how we tune things by actually riding them and how useful the Bonneville Gear Indicator is.
Get a tub of popcorn and a six pack and watch a 2004 FLTRI find happiness going through the gears. Make your own movie and get some more popcorn and beer and show your friends how you hit redline in sixth gear. At Bonneville we run five gears but we have a 425 hp Harley...and a lot of beer.
Turbo Movie...Road Toad 8 psi
Dyno, don't need no stinkin Dyno
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.
True Duals w/Aluminum Butt Plugs
Customers ask us why we don't make "True Duals". While the name has a certain ring to it, with "True" sort of impugning everything else you might consider. Well, we won't make things that don't work, like dual pipes, dual pipes with aluminum butt plugs, or even a falsie left pipe that does nothing. Now, we like Fishtails, and all sorts of things like that which are traditional and pretty. We just aren't going to make them.
No Duals or Falsies
Customer writes: " Hello RB
Racing ! Just wanted to drop you a note to say THANK
YOU, THANK YOU, THANK YOU!!! I changed the pipe on my
Road King from a popular name brand "TRUE DUAL" to your LSR
2-1. Had the bike dyno'd yesterday and what a difference,
The HP number jumped from 82 HP to 89.95 (call it 90) and
the torque number jumped from 96 ft lbs to 102 ft lbs.
Nothing else was changed but the pipe.
Anyone know some one looking for a set of used true duals? While those numbers aren't huge or record setting they are much, much better. In addition, the bike runs tons better, no more cracks or pops and runs smooth as ever at RPM. Again , I can't thank you enough for producing a product that meets the need and not necessarily a product that boasts bragging rights that are unsubstantiated. Mike".
We don't do slip-ons
About every exhaust system manufacturer makes "slip-on" mufflers. Teflon coated die cast butt plugs full of kinky rivets and adorned in finishes to make your knees weak and your wallet flutter. Well, we don't just build things because you just might buy them...We build things that work, things without compromise, parts without limits. It all starts at the cylinder head and it ends where it barks. We don't do slip-ons.
2012 CVO Road
Glide with aftermarket slip-on mufflers...We measured them
at 111 decibels at idle. Very loud. There really is no
muffling at all. We also measured the same bike with the
stock exhaust at idle...about 98 decibels. This is with
the catalytic converter in place. We make race pipes and
quiet pipes. We don't make stupid pipes.
Comments
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 made bracket, not us.
Wideband O2 Adaptations
Systems that typically use Bosch LSU 4.2/4.9 wideband sensors for self-tuning have a built-in problem. First, the "map" has to be correct before any of this self-tuning takes place. Secondly, the real issue is the sensor response time, i.e. the time it takes the sensor to stabilize, and for the ecu to make a corrected output. No matter what they tell your there is a significant delay between the reading and the correction, during which time the engine will be at another rpm/load site . This can be on the order of 980 Ms for the Bosch sensors which is why, in dyno testing, they use step tests for a number of seconds, letting the engine stabilize at specific load/rpm points, before any measurements or changes can be done. Constantly rewriting RAM locations with "corrections" on the fly is never going to be correct.
The OEM narrowband Delphi system
actually works twice as fast 500 Ms and the map, as
delivered by Harley, is correct. The Delphi ecm has the
ability to adjust about 20% in small increments (block learn
multipliers) to factor for air cleaners slowly getting dirty
etc. It already is self-tuning except at wide open throttle.
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.
Bold Runner
Customer writes: "This is a picture of the finished product. it was definitely well worth the wait. The bike definitely runs better than it did with straight pipes. Thank you very much, hope to see the picture on your site."
FL's rule. Glide front. Ape hangers. Low on chrome, heavy on attitude.
Silver Pipe Chrome Shields
00-1145 LSR 2-1 +5" Slash Cut. Ceramic finish can be maintained with Mother's Aluminum and Magnesium polish. Chrome shields resist scuffing.
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"
Customer writes: " Just installed my new LSR 2-1 Blackhole Exhaust on my 2002 Ultra Classic HOLY SHIT !!!!!!!!! So yea I went to the Shit Head Dyno Again. Before 77.2 hp 78.7.6 lbs @5200 Now 90.4 93.1 @5500. WOW Fuck the slip ons . I don't want any racing SHIT in this one I want to keep it a stock Twin cam 88. I take the QUEEN riding on this one. It makes plenty of power. Thank You once again. Ed "
Chrome with Black
Customer writes: "Love the new pipe!!! Totally worth the wait!"
Chrome shields on a Black Ceramic pipe. 45 degree rotation in the Turn Out.
Baggers Down Under
Bagger from Australia. LSR 2-1
C Style, with heat shields, part number 00-1019. No
passenger pegs and ape hangers.
Baggers Rock. Let's Roll!
Big motors need larger primary tubes and Dressers need bigger motors when they get out into the real world. This Road King is a 106" TC88 with a 4 1/8" bore and stock stroke with 10.5:1 JE Pistons, JHP ported heads, Andrews cams and a recalibrated fuel injection system. 126 Hp with 128 lbs of torque. The pipes are LSR 2-1 C Style, 2" primaries, Turn Out, part number 00-1124. The bike is ridden everyday and besides pulling your arms off in any gear it's operation is flawless.
The 00-1124 TC88 Dresser pipe clears the
bags and is mounted off of the transmission with a
hidden bracket. All Dresser pipes have two slip joints
for ease of installation, to account for various deck
heights and to prevent any breakage at the collector /
primary weld. FLH/T with all the extra weight and
windscreens put a huge thermal load on the exhaust
system...
It's like holding your motor under load on a Dyno when you're pushing 80 to 85 miles an hour for tank after tank of gas. To keep the heat in the system and to prevent any discoloration we suggest you think about choosing the ceramic finish (silver or black) and use the three piece chrome heat shields (front / rear / collector) that cover any places you might touch with with your boots or rain gear. This way you eliminate any discoloration or scuffing issues.
Billet Flanges for
LSR 2-1: EVO, Twin Cam, M8 (All)
RB Racing makes Chromed Billet these flanges with spring clips. These are required for LSR 2-1 Exhausts.
"B" Style pipes are unaffected by the S&S Oil Pump design. 00-1124 Pictured for the S&S billet Oil Pump.
Typical Story
This 95" TC88 Bagger motor a shop built for
a customer that previously had a set of somebody's NASCAR
inspired "duals"...The customer was unhappy with the
engine saying it just didn't make a lot of power and that
"there was nothing wrong with the duals...there's
something wrong with the motor!"
The shop slipped on one of our 00-1124 LSR 2-1, Turn Out, 2" primary exhausts borrowed off another bike that was in the shop. The bike instantly gained 20 horsepower and 16 foot pounds of torque. Needless to say that ended the discussion about something being wrong with the engine.
This is the pipe installed on the customer's bike. You can request our LSR 2-1 Turn Out systems be rotated 45 degrees as is the 00-1124 part shown above. The 45 degree rotation is usually where saddle bags are involved. Twenty extra horsepower always makes people happy. The shop, previously owned by Danny Johnson, has since closed. Danny passed on...Golf and race engines were Danny's passions.
Customer writes: "Pipe performs like a dream bike pulls hard all the way from idle to rev limit its quiet when sneaking home and barks with authority when hot rodding. Fit and finish is excellent ... can't wait for it to show some color, but chroming is so good I might have to wait for awhile. I have tried a great many exhaust systems none compare with yours. I will be using them exclusively . thank you". Part number 00-1124.
Customer writes "VERY high quality components, with excellent welds and material. It's clear to see this is not a hacked product, or put together in a shed. Precision fitments and the components to space out the floorboard and mount the bracket are of equal or better quality than Harley OEM. Impressive!" 00-1122 LSR2-1 Silver Ceramic, 1 3/4" Turn Out rotated 45 degrees.
Customer writes, "Noticeable power pull on this pipe vs. my buddie's Road King with the exact same setup other then he's running Rineharts. No contest on the drag race. I win handily." 00-1122 Silver Ceramic.
Pictured above is a 00-1145 +5" LSR 2-1; 1 3/4" Slash Cut with three piece heat shields. In general, big inch baggers love the 2" LSR 2-1 exhausts..." I picked up 13.5 Horsepower and 11 foot pounds of torque on my 116" over my V&H Pro Pipe!"...customer from Texas.
Bad in Black
00-1145 on a Bagger....this one from Butch's Custom in St. Paul, Minnesota. Twin cylinder in the Twin City. Back to back tests against a set of NASCAR inspired "duals" had the RB Racing pipe making 9 more horsepower. Baggers don't have to be slow. Like Johhny Cash said...
"Ah, I'd love to wear a rainbow every day,
And tell the world that every thing's OK,
But I'll try to carry off a little darkness on my back,
'Till things are brighter, I'm the Man In Black."
TC88" and TC95" Baggers
Generally on these bikes we recommend the 1 3/4" LSR 2-1 exhaust with heat shields as the powerband will come in about 500 rpm sooner than a 2" version. It's all about the timing of events to the collector and with a 2" version of these at the 88"/95" displacements it happens a bit later. Most riders seem concerned with the 2700 to 3200 rpm powerband.
Customer writes "I just got back from a business trip in Germany. I installed your exhaust and name plate, and here’s a picture you requested when it was done. I’m very happy with the fit, finish, sound, and quality of your product. Feel free to use me anytime as a positive reference." 00-1122 LSR 2-1, C Style, Turn Out, 45 degree rotation, in Chrome with three piece heat shields.
2005 Road King
00-1122 1 3/4" Black Ceramic Turn Out angled over 45 degrees. Hot Rod Bagger...Baggers can perform if you let them breathe.
Customer writes: "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". 00-1122 in Black Ceramic.
Iceman
You can be in the desert one minute and an hour later you can be up at a snow line. California. LSR 2-1, 1 3/4" Turn Out in chrome with heat shields. 00-1122
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.
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.
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
whyrestrictive 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.
Customer writes: "I keep blowing the baffle and end plate out of my Vance and Hines Pro Pipe…(Tears the screw holes out of the megaphone and spits the end plate and baffle out on the roadway) So, I’m looking for a high flow exhaust system for my Bagger. I’ve heard a lot of good things about your exhaust systems, so I would like a little guidance on what System you suggest."
None of
our systems have butt plugs or baffles that can
blow out. None.
Customer writes: " Umatilla, Florida, #00-1122 45 degree turnout, chrome, no shields, 2000 FLHRI TC 88 Stage 1 with Techlusion. Runs much better, especially down low. Fit is superb and finish is flawless. And yes, it sounds like a Harley."
Customer writes: "I asked in the past for pictures of a Electra Glide type of bike with the LSR 2 into 1. I went for it and love it – awesome sound. Engine is a 103+ Stroker built by Todd of McHenry Harley Davidson in McHenry Illinois. I have attached a picture of my bike, a 2006 FLHTCUI. Looks awesome! Thanks."
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.
Customer writes: " 00-1143 on a 124SSW+ powered '93 FLHS, smooth pull and great sound, no comparison to the Thunderheader!!!!" Silver Ceramic finish.
3 Piece Heat Shields
There's always a way you are going to touch or burn something on the primary tubes so it's best to order heat shields. We can do the heat shields in any of the three color choices so aesthetics is not an issue. The third shield covers the collector area and extends to the point where the next heat build up point is, at the internal tapered baffle which is welded into place. Running at high speed for hours on end may end up slightly discoloring the pipe at this point. Another issue is that rain gear, heels and flying plastic bags are attracted to the collector area.
You can order any of the three shields. Some people don't want shields period. The middle of the rear primary tube has a non-clamped slip joint and the front primary tube has a non-clamped slip joint. These are not clamped so the pipe can settle into place and the design prevents stress fractures. Shields cover these areas. Take a close look at all the Sleds and decide for yourself.
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.
S&S Four Bolt SA B1 and
SA B2 Heads...1.875" ID
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.
Goo
RB Racing LSR 2-1 exhaust systems
use either one or two slip joints depending on the
model. We suggest you put a coating of Permatex
598B ULTRA BLACK in the slip joint. None of our
slip joints use any clamps because then they
wouldn't be slip joints anymore. The inner pipe
gets hotter that the outer pipe and they grow into
each other and form a tight seal.
The 598B is a non hardening gasket material and will prevent any leakage from condensation that forms in the pipe and, with the usual carbon particles, will actually seal better over time. It also makes the pipes easy to take apart later on. Get a tube before you install your RB racing exhaust system.
We offer general LSR 2-1 Mounting Instructions in a PDF Format.
All RB
Racing LSR exhaust systems come standard with a
machined and heliarced oxygen sensor boss just below
your front exhaust port for carbureted models. This
port is designed to accept and oxygen sensor (18mm x
1.5mm) which will allow you to use our RSR
Air/Fuel Ratio Meter to tune
and monitor in real-time your air/fuel ratio. EFI
models use our Dual Gauge to monitor front and rear
cylinders separately...in the real world.
Some years use 18mm, others 12.5mm. Our RSR Air Fuel Ratio Gauge is the best investment you can make for these. You must specify year and model as there are different voltage offsets for some years. 06-1025 Billet Handlebar mounts are available for 1.0" or 1.25" handlebars.
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.
FLH/FLT/Road King/Road Glide: Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts. Part number 00-1145: 1 3/4" +5" Slash Cut, in chrome, with heat shields, pictured. Customer writes " This is the picture of my bike with your pipes they sound good and run great."
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. Lock washers under the bolt heads on the transmission mount. If through-bolt like on early rigid Sportsters or Shovels use lock washers 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 bracket. Loosely affix with lock washers and hex nuts provided. Some exhausts may require a spacer (provided) between the exhaust slotted bracket and frame/transmission bracket.
8. Gently tighten 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
This is another high horsepower Dresser that Mike at Johnson's High Performance has finished. 00-1124 Turn Out rotated 45 degrees. Baggers kick butt in North Carolina, especially if your builder knows what he is doing. This isn't the R&R parts changing business if you want everything to work together.
Freedom of expression...do it while you can before someone decides to stick their nose in your business.
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 writtenso 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.
If you are going to use a chassis dyno it has to be a tool and not a toy. At RB Racing we use the SuperFlow CycleDyn as it best emulates the real world. We use it for development and not for publishing "dyno charts". Most of our work is with Pectel SQ6M controllers which have extensive internal datalogging and playback capabilities up to 2000Hz sampling rates. With the SuperFlow we can program specific tests and transient sweeps with our turbocharger systems up 750 hp in inertial mode or 500 hp in Eddy Current controlled accelerations.
For
those of you who like Dynojet's "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.
Ceramic Silver Finish
Customer writes: "00-1143 on a 2005 FLHRI Firefighter special, looks and runs great, a lot of comments on the looks and finish of the system as well".
Ceramic Silver looks like a polished aluminum and has superior heat retention with less radiant heat. We still recommend heat shields however. The surface can be cleaned with soap and water and any scuff marks can be removed or repolishing can be done with Mother's Aluminum and Magnesium Polish.
New Ceramic Dual Coat Black Finish
We have a lot more people looking for durable black finishes and we think we have the best finishes on the market. In the late 70's and early 80's we tried all sorts of coatings and paints and even used porcelain on some of our products in the late 1980's. The newer ceramic finishes are tougher and we use both polished silver and semi-gloss black to complement our usual chrome offerings. The newest black finish is a dual coat process that gives additional protection against scratches and nicks, providing two barriers against corrosion.
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 2000 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 Dressers?...Hell if we know! Nitro fogs your mind. If you are up on the start line be sure to take a deep breath before the Nitro fumes hit you.
Before Billet
Before TV, before RUBs, before denim was acceptable, before Monster Garage, back when Floyd Clymer was driving motorcycles sitting backwards there were full dress Harleys. No trailer queens , no helmet laws, no magazines full of "master builders"...just Glide front ends and sprung saddles and crushed hats with pins. Dresser and Full Dress meant lights, bars, tassels, studs, cat eyes, white rubber grips, fishtails and pure unadulterated individualism.
Bessie Stringfield
Way before Interstates, before the Big One, there were pioneers. Before you head out, read about those who went before and wonder how it was, what they saw, and what they experienced. Read about Bessie Stringfield and her lifelong affair with 27 Harleys. Sleds.
Boo-dow!! Take your diesel duallie and shove it.
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.
