LSR 2-1 V-Rod Exhausts
No 1950's megaphones, No Aluminum
Butt Plugs
Welded Non Removable Baffles
All LSR 2-1 designs, with the exception of Pro
Stock part numbers, have a welded-in, non-removable, baffle.
Our 00-1306R Pro Stock Resonator designs have a welded-on non-removable Db reducing resonator / baffle.
VRCSA, VRCSAW, VRSCB, VRSCD, VRSCDX, VRSCF V, VRSCSE, VRSCE2, VRSCR, VRSCX, VRXSE
This sure is a
complicated alphabet. More Harley Willie G. trickery
to part you from your money for the latest limited edition
model.
First they came in silver with
some exhaust that looks a bit like the Double Megs we did
for Mickey Rourke's bike in Harley Davidson and the Marlboro
Man a long, long, time ago....back in 1991. We decided to
wait about 10 years before we jumped into the V-Rod
performance. Everyone else seems to build some slip-ons or
long useless pieces of crap. We had other work to do. No one
was racing V-Rods nor really doing much with their complex
engine...even S&S left it off the table.
Street Rod VRSCR version kept the
double pipes whereas the V-Rod Destroyer Race Bike went to a
2-1 design.You always go to a 2-1 when you want power.
Above is the exhaust we
designed for Mickey
Rourke's movie bike...for the story check out our Mega
Meg Page. We don't make these exhausts anymore they
were originally just designed for the movie. We made a few
then discontinued them. We're go, not show.
Pro Stock V-Rod Exhausts
Above is our
LSR 2-1 Pro Sock exhaust 00-1388 in chrome with heat
shields. No baffle, merge collector, dual O2 ports..ready to
rumble.
V-Rod LSR 2-1 Pro
Stock exhaust with 2" primary tubes and a sophisticated
merge collector. Pure race system. 2005 CVO model pictured.
Clearance for wide tires. Ceramic black, no heat shields
pictured.
Comes complete with new mounting system. Custom V-Rod Billet gaskets required. V-Rod owners have been requesting Pro Stock LSR 2-1 exhaust systems as they have seen them on the Big Twins. We're always busy so it has been difficult to tool up for these and to evaluate the designs. In this business you have to spend a lot of money in R&D. After testing this is what we determined the optimum configuration was. Clean, functional and it works.
Available in LSR 2-1
Pro Stock 00-1388 and LSR 2-1 Pro Stock Challenger (00-1306)
designs.
V-Rod LSR 2-1 Pro
Stock exhaust tucks in tight inboard of the clutch. Two heat
shields are available: rear and collector.
V-Rod Pro Stock Spyder Exhausts
V-Rod LSR 2-1 Pro
Stock Spyder. Sound cancelling Black Hole Technology married
with our Pro Stock Challenger race design for a 10 decibel
noise reduction. We had to develop the Pro Stock designs
first and then we added our proven Black Hole technology.
Race design for the street. 00-1387
2" Primary Tubes,
merge collector. Proven technology from our Pro Stock Spyder
line of exhausts. Comes complete with new mounting system.
Custom V-Rod Billet gaskets required. Two heat shields are available: rear and collector.
Pipe is tucked inboard of the clutch cover. 00-1387
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: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.
RSR Air Fuel Ratio Gauges...Real World Tuning
The Mother of all gauges! Not a gauge, but a precision tool that will tell you exactly what your engine is doing in real-time. Gives you instantaneous read-outs of air/fuel ratios from 17:1 to 10.5:1 and indicates maximum power ratios. Four color display is easily read in direct sunlight and automatically dims at night. Waterproof, billet aluminum construction. Your significant other will cheat on you but this gauge will never lie! It won't keep you warm at night, but a perfectly running engine will look and sound the same when you wake up next to it the morning after.
Single RSR O2 Gauge: Reads the front cylinder in non-efi models. It is simply the best way to evaluate the tune of your motorcycle and saves expensive and often inaccurate dyno time. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof.
Mounts....Roll Your Own or Buy One
The gauges have a center back mount 5/16" x 18 x 1/2" Stainless Socket Head Cap Screw and stainless lock washer. You can fab your own bracket for this or use the 06-1025 hard anodized Billet Mount System for either 1.00" or 1.25" handlebars $49.95. Optional is the 06-1024 two piece laser cut 304 Stainless Steel mounting tabs for either near handlebar clamp or up the handlebar mounting: $9.95.
Since we have been
doing closed
loop fuel injection systems for Harleys
for more than 30 years and have been putting O-Sensor
Ports in our exhausts for the same amount of time, we have
both single and dual O2 ports for our full range of
exhausts. Our RSR Air
Fuel Ratio Gauge is
the best investment you can make for monitoring and
optimizing your engine tune.
All LSR 2-1
exhausts come standard with one or two O2 ports
(Sequential EFI models)...18mm or 12.5mm. O2 or Lambda
sensors are a necessity for either carbureted or non
closed loop efi (Weber Marelli and Early Delphi) Harleys.
We should know, as we have a lot of experience with them
and have been doing Closed Loop EFI systems since 1989.
The Single and Dual gauges ship with six feet of MIL-W-22759/32 wire. The first 24" is Raychem DR-25 sealed on both ends. If you wish to have a connector at the 24" point there is a $50.00 charge to install either six position (single gauge) or eight position male/female Deutsch DTM connectors with Raychem DR-25 sleeving.
The gauge is housed in a hard anodized round enclosure in a standard 2" format with a 2.250" bezel, center back mount, with a 5/16" x 18 stainless socket head cap screw. The gauge will show fuel ratios from 17:1 to 12.0:1 (or richer). The gauge is visible in daylight and automatically dims for nighttime operation. Only a single L.E.D. illuminates.
Very easy to interpret at a
glance. Scale is, left to right, lean to rich: three
greens, three yellows, two orange and two red l.e.d.s. You
simply cannot "read" spooling digital numbers.
The white arrow indicates the maximum power mixture, the second orange light, which is 13.2:1. Transitory enrichments should not, if the engine is warm (>200F Oil temp), go past the first red light. Readings at the far right side of the scale, the second red light, are simply too rich. Proper closed loop operation will cycle back and forth from green to orange around the center of the display.
It is simply the best way to evaluate the tune of your motorcycle and saves valuable dyno time. Mounted permanently. Waterproof.
Whether your bike
is carb or efi this is the best way to tune...By riding
and observing, not on a static dyno. Dynos are not exactly
real world in terms of loads, airflow, or transitionals,
and even if you had a million dollar AC Transient dyno
room, you would still have to do real world testing. The
gauges are dead accurate and are millisecond fast
responding which makes it very simple to interpret or
remember, even at a glance, while you are dodging cars
watching for cops. We have a Superflow
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 Air Fuel Ratio 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"
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.
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 "Dyno Graphs"..read
this article.
Steve Cole (TTS MasterTune) who has spent untold thousands of hours on every dyno imagineable 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 confguration, 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.
Logic seems to be
in short supply when it comes to tuning. Tuning is not a
pipe changing exercise. The world these days is full of
customers who agonize endlessly over what to buy and then
dump these parts on some unsuspecting "shop-tuner"
expecting miracles. It just isn't going to happen.
Coordinated development is expensive and time consuming.
If it was NASCAR developer they might spend days searching
for a few hp or a different curve for a specific track.
If you are looking for warm cuddily 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.
New "Double Coat" Black and Silver Ceramic Finishes
We have a lot more people looking for
durable ceramic finishes and we think we have the
best finishes on the market. In the late 70's and
early 80's we tried all sorts of coatings and paints
and even used porcelain on some of our products in
the late 1980's. The newer ceramic finishes are
tougher and we use both Polished Silver Ceramic and
Ceramic Black to complement our usual chrome
offerings. The newest "Double Coat" Black finish is
a double coat process that gives additional
protection against scratches and nicks, providing
two barriers against corrosion...Silver then Black
on top of it.
In 27 years we have tried all sorts of black finishes: Kal Gard, VHT, Techline, and others. We also, in the mid 1980's, even tried porcelain for awhile. It chipped and the heat distorted the parts. Most finishes will not survive over a long period unless they have a base coat to cushion rock strikes, moisture and scratches. The surface has to be perfectly prepared and most applications can fail if run too soon at elevated temperatures as they are typically baked at 450 to 500 deg F whereas the cure takes place at around 750 deg F. Lower temperatures will not cure the resins and they will fail once the bike is run. To get around this dilemma for Black Finishes we have found the best solution is a Silver Ceramic cushion base coat and a secondary Black Semi-Gloss finish on top of this.
"Double Coat" Black Ceramic finish is the most expensive as
it involves a triple process. First the parts are polished
to remove any tooling marks.Then the parts are zirconia
media blasted to prepare the surface. Then parts are
cleaned. The parts are base coated with a Silver Ceramic
ceramic base coat and then a second Black coating on top
of this.
The Silver Ceramic finishes can be cleaned with soap and water and scuff marks can be removed with Mother's Aluminum and Magnesium Polish.
On our Dual Coat Black Ceramic LSR 2-1 Exhaust Systems the heat shields and heat shield clamps are ceramic coated with 2000 Degree F satin black ceramic finishes. These finishes resist carb cleaners and other chemicals. Our Silver Ceramic LSR 2-1s use silver ceramic coated heat shield clamps.
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.
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.