LSR 2-1 Dyna/FXR

2006/2007 Dynas...Dual O2 Ports

Harley changed a lot of things on the 2006/2007 models. We have been prototyping and testing the 2006 systems to take into account the dual O-Sensors, new frames, revised six speed transmissions and the like. We have also been testing new instrumentation packages for these bikes.

Pictured is a 00-1317 Slash Cut in chrome with heat shields. Nearly everything that could have been changed has been changed on this bike except the paint and the engine. Guess what's next. Protected by Longshoremen.

SS Titanium

New Dynas, i.e. 2006 up, have relocated oil fillers so the "C" Style is different for these years. We slip both front and rear pipes so they will never crack. Never is a long, long, time but since we started this more than 10 years ago with FL series we have never had a pipe crack. 00-1318 1 3/4" Style C in SS Titanium. Transmission mounted.

2006 B Style...Blue By You

Ape hangers are back with a vengeance. Snow clears. Zip up your collar and ride. Go solo. Go Fast. Ride till your knees turn into popsicles. Stuff newspapers in your Levis. Now you know why they have chaps. Spring is around the corner. Who wants to wait.

FXRT

Customer writes: "Here's a picture of the RT. The exhaust performs perfectly, and it sounds great! Installation was no problem and the packaging was beyond compare. The only issue I had was the foot brake hit the shield. Not the pipe before I put the shields on. I adjusted the pedal up, (it's a bit high but works). Other than that, I get a lot of compliments on it. Also, it never pulled a wheelie going into 2nd gear before! Thanks again,-Nick".

00-1011 1 3/4" LSR 2-1 B Style Chrome Slash Cut with hear shields. Pedal clearance with heat shields is tight and requires some adjustments or spacing. FXR's came along 20+ years ago and disappeared then reappeared in CVO special order, short run status. Probably the best handling bike Harley made.

"B" Stories

Here's a couple of photos of my bikes: the flame 1993 Softail has a 120" Ultima motor, RB LSR 2" pipes, and dynos at the rear 126 hp and 130 ft. lbs. of torque. The little guy is a 1991 FXR Low Rider with an 89" stroker motor, 1 3/4" RB LSR, and dynos at 94 hp and 101 ft. lbs. of torque. I've had these pipes for over six years. Both pipes rock ! They make the best power, and have a deep menacing growl ! Don't forget my new Cloisonne RB LSR tag for the little guy......Thanks......Carlos." We sent him a new style tag.

New Dual O2 Meters

For EFi sequential injection our new RSR Dual Air Fuel Gauge displays the fuel mixture in both the front and rear cylinders separately. 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.

Scale is, left to right, lean to rich: three greens, three yellows, two orange and two red l.e.d.s.

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.

Compatible with OEM narrowband sensors. Can be supplied with new high temperature Bosch narrowband sensors. Far right photo shows gauge in dim light conditions at maximum power setting.

Mounts....Roll Your Own or Buy One

Three degrees of freedom. Supplied with longer bolts for triple clamp or headlight mounting. Stainless bolts. Or get creative and roll your own. Could be as simple as one hole or a flat strap with two holes. If you want one of these they are $24.95. Part Number 06-1024. For single or dual O2 meters.

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.

New SS Titanium Finish

In our continuing effort to offer you the best product we have a new SS Titanium finish that we have been testing for a year. We now have four finishes to choose from: Chrome, Silver Ceramic, Black Ceramic, and SS Titanium Ceramic.

Chrome is a no-brainer. It's a shiny, reflective, hard surface that can be covered by heat shields and is resistant to scratching. Black is the finish when you want black...It's that simple. Silver Ceramic is a popular coating that is well known to be durable and to hold the heat in the pipe.

The new SS Titanium finish is a dark semi-gloss metallic grey that will not show dirt, stains, or marks as easily as do the other ceramic finishes. It is the lowest maintenance of the "coatings". Sportster Pro Stock Challenge shown.

Note: Ceramic finishes on LSR Exhaust systems are taken to the coaters every three weeks. Payment for all ceramic finishes is made at the time we delivery the parts to the coater as at that point the process is irreversible and very expensive. Batches from the coaters are finished every two to three weeks. In short, if you order a ceramic finish i.e. Black, Silver, or SS Titanium payment is effected before shipment and is non-refundable.

King Tut seeks Cleopatra

The 2006 Street Bob with it's Hot Rod primer look is really a popular item these days. Here's one of our ceramic coated LSR 2-1 Turn Outs wrapped in thermal tape. A bit strange in that the God of Chrome will be highly offended but, what the hell, it's in keeping with the bike's theme. Ape Hangers are also back but this gets sort of expensive as there are all sorts of cables these days. Open your wallet wide if Peter Fonda and Dennis Hopper is your style.

We would like to caution you that wrapping the pipes will eventually cause a failure of the base metal as the heat is not dissipated. Think 1450 Deg F, cherry red, plastic metal. Sooner or later.

More Egyptology

Customer writes: "Hello folks! just wanted to let you guys/gals know I'm very pleased w/my purchase of my RB Racing l.s.r's... pipe fits great, looks great, sounds great and performs great! Well worth the wait! Also I'm including a picture of my '06 dyna street-bob w/ the l.s.r's installed...I know you probably won't like the fact that I wrapped them... but they get comments EVERYWHERE I go! Thanks again for such a great product!" 00-1316 LSR 2-1 Turn Out, Rotated 45 degrees. Ape hangers are back.

We would like to caution you that wrapping the pipes will eventually cause a failure of the base metal as the heat is not dissipated. Think 1450 Deg F, cherry red, plastic metal. Sooner or later.

Automotive header manufacturers void all waranties on mild steel and stainless systems if Thermal Wrap or Nitrous Oxide is used, as both cause elevated temperatures that cause cracking. In race applications it is used but everything is expendable in racing.

Above is a 2006 Street Bob being fitted with a new design LSR 2-1 Black Hole System. That is the quiet variation of our LSR 2-1 systems. For 2006 models we are offering "C" style pipes for all mid peg Dynas. These are available in Turn Out, Turn Out angled over 45 degrees, Slash Cut and Slash Cut +5" designs. 2" LSR 2-1 Black Hole "C" style design shown.

On the new 2006 Street Bob models you can get you heat shields in a mix of finishes. A Popular choice is a Black Ceramic pipe with the front and rear primary tube shields in chrome and the collector shield in black. In the case of a chrome system then you would use full chrome shields.

For 2006 Dyna models with forward controls we are offering various B Style Systems to include LSR 2-1, LSR 2-1 Black Hole and LSR 2-1 Pro Stock as well as specialized LSR 2-1 Pro Stock Challenge designs. 2" primary tube design shown for large displacement motors.

Springer + Dyna = ?

2006 Dyna with a Springer front fork. 00-1316 Black Ceramic pipe with chrome shields. There's always a way if you have the will...and money.

Pesky #27 Torx

The bracket under your nose cone is held on by three #27 Torx bolts. The bracket is put on at the factory and then the motor is put in the frame making it next to impossible to remove due to lack of vertical clearance. We make a few of these up by welding a #27 Torx to a strap of stainless steel and then grinding it short as possible.. If you need one when you order a pipe mention it and we'll throw one in the box for an extra $12.95. It will save getting out a hacksaw when you give up trying to get the bolts out, especially one very pesky one.

Dyna Details

Sweat the Details

Superglides have a long history at RB Racing both with turbos and exhaust systems. Pictured above is a Dyna Superglide FXD Evo with a LSR 2-1 C Style, 1 3/4" Turnout, 3 piece heat shields, P/N 00-1090. Sixteen-inch rear tire, nineteen-inch front, forward controls, custom seat and a bad attitude...clean, but nasty. As you all know... "The Devil's in the details"...and whether there is adequate clearance between the front pipe and the frame on the rubber mounted engine, the hidden laser-cut transmission mounting bracket, or the precise fit slip joints that eliminate cracks, we pay attention to the details so you will be proud of your bike.

One detail you might not think about when it comes to the DYNA models: Some bikes like the one pictured at the top of the page have essentially been converted into a quasi FXDWG model with forward controls and the owner has installed shortened shocks to further lower the bike. If you put a normal FXD exhaust on the bike that had to clear the stock mid-pegs then the pipe would sit too low. In addition, because the owner is running a 16 inch rear tire with lowered shocks, a standard pipe would be pointing down at the ground. In this case we put on a wide glide pipe that has been raised in the rear.

The bike pictured above is a new fuel injected TC88 FXDWG with a 2" C Style Turn Out, part number 00-1120, in polished silver ceramic. The orientation of this pipe is standard, not raised. The new laser-cut bracket bolts to the transmission.

Flanges for 2006 Models

The Harley part numbers for these flanges and clips are: 65328-83 (exhaust ring clamp) and 65325-83A (retaining ring). RB Racing has these flanges in stock, per pair with spring clips Part Number 00-1002, $19.95. 2006 models need to order these flanges or their equivalent at your Harley shop as the oem flanges may be too thick for our Turbo Venturis.

06' Dual O2 Sensor Systems / RSR Air Fuel Gauges

Since we have been doing closed loop fuel injection systems for Harleys for more than 15 years and have been putting O-Sensor Ports in our exhausts for the same amount of time, we have dual O2 ports for the 06 models for our full range of exhausts. Our RSR Air Fuel Ratio Gauge is the best investment you can make for these.

All LSR 2-1 exhausts can be ordered with two O2 ports. Actually O2 sensors are a really neat item. We should know, as we have a lot of experience with them. Tuning strategies are different and there are a lot of things that can go awry if you forget about temperatures, pressures etc.

Pretty soon Harleys will all be watercooled then you really won't be able to tell the difference between Milwaukee and Hammatsu. "The Man" will be sniffing your butt and planting microchips and gps modules up your ass so they can mail you a speeding ticket and keep track of your movements. They already have data recorders on your car so they know what you were doing when the biggie happened. Brave new world.

FXR's

1999 FXR CVO with LSR 2-1, B Style, 1 3/4", Turn Out with rear heat shields (2). This is a bike we use for testing at RB Racing. Part Number 00-1010.

Customer writes: "Here is some pictures of my 1990 FXR with a S & S 117ci. motor. the pipe had a thunder header and dynoed at 121 h.p.with a dip in the torque. Then I put a 2" 2 into 1 RB Racing LSR 2-1 pipe on then it dynoed at 130 h.p. with no dip in the torque. This is the best pipe out there. Check out bracket and sleeve on the air fuel ratio gauge, second orange, first red. It's a no brainer. Thanks RB Racing".

FXR customer made his own bracket. The RSR Air Fuel Ratio Gauge has a center back mount with a 5/16 x 18 Stainless Allen Bolt. The wires are sheathed in vinyl coated fiberglass and the gauge can be mounted flush (the wiring folds into a machined groove) or the wires can go directly back. Like the customer said " second orange, first red. It's a no brainer".

Another FXR Customer writes: " Hey, just wanted to say thanks for the great product. After I bolted up the 2 into 1 exhaust I bought for my '89 FXR, there was an immediate, dramatic performance increase from my Supertrapp. I am running an S&S 113" in the stock frame. Looks slick, goes great. Thanks again. Good luck at Bonneville."

Three Fingers

2" LSR 2-1 Part Number 00-1013. Delkron cases Axtell barrels and a bunch of trophys, both show and dyno. Three fingers has something to do with the paint job.

Big Motor FXR

All the way from Great Britain, a 131 Merch in an FXR custom. With forward controls we do a different "C" Style FXR and slip the rear pipe to prevent fracturing just like we do on other rubber mounted engines. Pipe is mounted off of the transmission. As you can see there is nothing stock on the bike. It takes a lot of effort and parts chasing to do this, especially with long supply lines. A long time ago the "Ton" was a magic number. This one will do this in a heartbeat. Dynosaurs have evolved. LSR 2-1 with 2" primaries.

LSR 2-1 's in Silver

Customer writes: "All I have to say is these things are a work of art! Almost makes you want to hang them on the wall for everyone to see! BUT, I actually installed them...  the front pipe was a bit sneaky to get in, as the lowrider frame is almost against the head on the downtube at the top...  finally put the front pipe on 1st, (loosely) slid the rear section onto it and lined up the rear pipe to the head, got everything loosely in place.  took a couple cardboard boxes and made little blocks to hold things in a non-strained position and tightened the exhaust studs slowly to 15 lb/ft, then tightened the rear support to pipe bolt.  double checked everything to make sure it was all in place.  Used a little windex to clean everything up (a little sweat on things... 91 degrees and 70+% humidity with no breeze).  fired it up... Man, what a beautiful sound!!!!!

Cruised around a bit to let them heat up, went back home and let them cool... double checked all the bolts and took off again. Cruised for a bit, then came up to a stop light...  took off, leaned my 300 pound hulk over the tank and twisted the wick wide open... as the tach passed 3000 RPM, the front end came off the ground and stayed there until I shifted at 6200 RPM... when I shifted, I left about 5 feet of rubber, then the front end came up again, then settled down, hit 3rd, and got MORE air... backed out of it at about 5000 RPM in 3rd (probably 75-80) and turned around and went home... This thing has NEVER pulled this hard...  with the drags that were on it, I had it dyno tuned and it peaked at 78.4HP at the tire...  from 3500 to redline it was above 70 HP...  I could get a little air into 2nd, but it has NEVER pulled like this.  feels like a freight train!

The engine build up was recomended by Pete Hill of Greenville, SC... he said his combo with the right exhaust and carb would make about 100-110 HP at the tire...  I think I am about there!!!
I am going to try and find a shop that will dyno the bike, and will also have it at the AMA Pro-Star drags in Indianapolis the weekend of August 12th...You guys rock, and this was DEFINITELY worth the wait!!!!!" 

1985 FXWG

Before Softails before Dynas there was the 1985 FXWG with a kicker. We make pipes for these. Part Number 00-1015, LSR 2-1 Slash Cut, 1 3/4", in Black Ceramic.

Boots and Kickers. Not for your Nike or Adidas crowd. Kickers can be made to clear if you get the right one. 00-1015 on the 1984/85 Wide Glide. Customer fabbed his own bracket.

Customer writes: " Pipe is doing great .Love the sound and power. I don't know if you recieved the pictures I sent so I'll send again digitally. Let me know if you want any to show how nicely it clears the kicker. I've referred your pipe to several students and others. I know of one person who bought one. Keep up the awsome work. Scott"

S&S Twin Cam Oil Pump

If you are running one of these and want a "C" Style Exhaust for your Twin Cam engine let us know as we have a different type "C" Style exhaust that fits these pumps. If you are running a normal cone then there are no fitment issues. Our regular "C" pipe goes up close to the original cone. In the case of the S&S pump pictured above we have to route the rear pipe differently due to the "block" shape.

"B" Style pipes are unaffected by the S&S Oil Pump design.

124" Dyna TC88

Customer writes: " 124", 57mm throttle body, Zippers Billet Heads, Axtell Cylinders and J&E Pistons, Jim's H-Beam Rods and flywheels, S&S Case Wood 62 Cam....and of course the RB Racing LSR 2-1 pipe that made the difference. 142.42 hp and 139.9 foot pounds torque". 00-1228 2" Dyna C Style Turn Out in Black Ceramic.

Please note that the bike pictured above has the high oil filler. On 2006 models the oil filler is lower and we use a different "C" style rear pipe.

00-1120 in Chrome with the Turn Out rotated 45 degrees "down". A lot of work done to a big inch Dyna with equal emphais on "Go" as well as "Show".

When you add the heat shields (3 piece) to a 1 3/4" 00-1118 TC88 Dyna FXDWG pipe it looks like a 2" pipe. The customer says "The bike sounds fantastic and runs like a bat outta' hell". Sometimes you have to go through a few different pipes before you find one that "works".

To make sure you have the correct pipe, RB Racing offers all of it's DYNA EVO pipes with a choice of angles on the the rear section...i.e. lower or higher. "Lower" is pictured on the bike above (Higher is on the bike at the top of the page). Another factor in the equation is that in the TC88 models the engine does not sit perfectly perpendicular in the frame as with the EVO models, but is canted slightly forward. TC88 and FLHT/Road King rubber mounted engines automatically get the lower orientation on these pipes. Pictured above is a TC88 Dyna B Style Slash Cut in Ceramic Black for mid pegs part number 00-1111.

Wail into the night, make the metal scream, send shivers up their spines...these aren't static sculptures to be worshiped.

Dynasty

When your son helps out he understands it's a lot of work to detail out your bike and make it special. There's a lot of pride in a job well done and it's nice to get some recognition for gettting "down and dirty" and learning how things work. No one hands these things out for free. A beautiful day and ride on a tricked out Harley with engine work beats twiddling PlayStation buttons...Besides, we all know girls dig Harleys. Pictured is a TC88 Dyna FXDL with a B Style LSR 2-1.

FXR's

Customer writes:"Here's a couple pictures of my bike with a the LSR 2-1. I finished building it about a year ago. I can remember working with you guys in the fabrication of this pipe. That was because, it is fitted on a aftermarket fxr Chopper Guys wide frame, which had a 5/8" motor mount off-set. Thanks for working with me. I am very pleased with the fit, look, sound and performance of the pipe!!! Sorry it took so long to send the pix." 00-1012 Turn Out, with 2" primaries in chrome.

00-1011 B Style FXR 1 3/4" primaries, Slash Cut. Customer had pipes ceramic coated himself. We supplied them polished but unfinished. FXR's are transmission mounted.

Customer writes: "Hey , I am so happy with the pipes! They are everything I expected and more. The sound is great the looks are great and the performance is excellent! Here are some photos that you are welcome to use on the site...there aren't any Dyna Wide Glides to see!" 00-1114 in Black Ceramic 1 3/4" B Style Dyna Wide Glide, Turn Out Rotated 45 degrees.

 

LSR 2-1's Bonneville,Dyno &Track Proven

If you want to make power on a multi-cylinder engine you have to use a collector system. Whether it's a V-Twin or a V-8 it's the same, and no less an authority than the famed engine builder Smokey Yunick will tell you that. Not using free exhaust energy to help your engine breathe is downright criminal. No matter what the conventional wisdom is, staggered duals on a Harley will not make more power. You simply cannot escape the fact that a properly designed 2-1 will give you more useable torque where you need it, in the 2000 to 4000 rpm range, which means less downshifts and less rpm to get the job done.

A set of short staggered duals at peak rpm can be made to produce good power but they will be dead on their ass until they get there, whereas an engine developed around an LSR 2-1 exhaust can be made to perform from the bottom up with no dips in the torque band! If you don't believe this then why is it always that the top Pro Stock bikes, cars etc. end up running collectors systems? Damn right they work! If you don't think torque between shifts or when you roll the throttle on, then buy those long sewer pipes or some short curly drag pipes you saw on the Discovery Channel.

Check out our new Exhaust Technology Section for information on how all this works.

Round Up the Usual Suspects

Dyna FXDWG Customer writes: "Just wanted to say thanks for the help, and I love my pipe's" 00-1118 in Chrome with heat shields.

Dyna Customer writes: " Got the new exhaust, and it is on the bike, and it looks and sounds and runs fantastic!!! I am VERY happy! I will send photos later! Replaced a Bub "Rinehart" staggered drag dual system, with "Big City Thunder" replacement baffles in it -- total junk compared to your system!!!

Bike runs like a completely different bike! Guys at the shop (Denton County Choppers) could not believe it themselves -- they rode the bike "before" and "after" and had never seen a pipe make that much difference, ever! These are "old school" Harley guys!

Very pleased! THANK YOU!!! Bike runs sooo much better -- smooth power band all the way from first through fifth and up to top speed! Amazing! An HD 95" bike running like an HD 103" -- WOW! Thanks again!"

New Cloisonne Tags

Like in the adage "The relentless search for perfection" we have upgraded the logos we put on our LSR Exhaust Systems. Previous tags were stamped and formed aluminum with silkscreened details. The new cloisonne tags are a precision die struck brass, nickel plated, with powdered glass fired in an oven then polished to a jewelry finish.

These are direct replacements for our older tags and are available for US $20.00 via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.

Baffling Alien Discs and Aluminum Butt Plugs

Our testing has shown that the Harley V-Twin is extremely sensitive to back pressure which is why 2-1's that use small or restrictive collectors don't breathe well, and why restrictive baffles shut the motor down. Disc type baffles are good for spark arrestors on dirt bikes but they have no place on a big inch V-Twin. You don't make power by adding restrictions to your exhaust system whether it's a bunch of stainless discs or some damn piece of aluminum billet machined into a Harley butt plug! Ever wonder why they had to put a hole up the center of the discs? Well, one reason was the discs are so damn restrictive you have to have several pounds of them to get enough flow through their waffle shaped passages. Good mufflers, but they have nothing to do with performance and they sure as hell do not create vacuum as has been claimed. When you get confused by all the bullshit simply ask the following question.." Do they run them in NASCAR or in Formula One?". Nope, they run straight pipe collector systems without any stupid discs or aluminum butt plugs.It's always funny how when the money is on the line, all the little things like discs, billet caps, anti-reversion flaps, reverse megaphones and other such nonsense somehow don't make the field.

Turbo Venturis

All RB Racing LSR Exhaust Systems feature our "new" (we've been quietly doing it since 1985!) CNC machined Turbo Venturis that actually "scavenge" to help your motor breathe. Machined from billet, these allow full 2" flow and eliminate the phony restrictions that other 1 3/4" to 2 1/4" pipes have at your exhaust port. We supply special close tolerance aircraft nuts for your exhaust studs because our machined venturis are too wide for a standard hex nut.

LSR CNC Machined Gaskets Mandatory

Our CNC machined Turbo Venturis are not compatible with the "bowl-shaped" late model OEM exhaust port gaskets or early style "flat" gaskets for the LSR Exhaust Systems to both fit and seal properly. The narrow machined flat face of the Turbo Venturi must seat against a flat surface, not the bowl-shaped late model gaskets. Using the LSR Exhausts in combination with the wrong gasket will cause misalignment, inability to tighten the provided close tolerance aircraft nuts, and will force the bowl-shaped gasket into the exhaust port.

Mandatory for a nominal charge of $9.95 are a pair of our LSR CNC machined gaskets which mate perfectly with our Turbo Venturis. These are proven in over 16 years of use on our race and turbo applications...the only gaskets that will stay in a turbo bike for 25,000 miles! These gaskets prevent any gasket "creep" into the exhaust flow and are one more thing that will give you "an edge" on the competition. We always wondered why people would port their heads, put in bigger valves and then squish the gaskets into their exhaust ports. We bet you never paid attention to what was going inside your exhaust ports for one very simple reason...you can't see what's going on in there once the pipe is tightened! The LSR CNC machined gaskets also insure perfect alignment of the exhaust system. Most fitment and alignment problems are traced to using either the wrong type of gasket or using old gaskets that have taken a "set". We've always used these on our race applications and it's time everyone who's concerned about performance should do the same.

Nuts

All LSR 2 into 1 exhausts require special close tolerance aircraft nuts to bolt the LSR Turbo Venturis to the exhaust port. Standard 5/16" x 24 hex nuts will not fit. Each exhaust comes with the required four nuts. It is recommended that you order an extra set (4) of these nuts, part number 00-1001, when you order your exhaust.

STD Cylinder Heads

We make special flanges for STD heads that match the rectangular bolt pattern that STD machines. If you order a RB Racing LSR 2-1 Exhaust you can order these flanges which have been designed to fit our standard turbo venturis. RB Racing Part Number 00-1003. Sold per pair $29.95. When you order a RB Racing LSR 2-1 Exhaust system we either polish and chrome these or bead blast and ceramic coat them.

Goo

RB Racing LSR 2-1 exhaust systems use either one or two slip joints depending on the model. We suggest you put a coating of Permatex 598B ULTRA BLACK in the slip joint. None of our slip joints use any clamps because then they wouldn't be slip joints anymore. 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.

O-Sensor Port Standard

All RB Racing LSR exhaust systems come standard with a machined and heliarced oxygen sensor boss just below your front exhaust port. This port is designed to accept and oxygen sensor (18mm x 1.5mm) which will allow you to use our RSR Air/Fuel Ratio Meter to tune and monitor in real-time your air/fuel ratio. Also, if you really wish to get 55mpg and kick ass, our RSR Fuel Injection's closed-loop heated O-Sensor will plug directly into this port.

Ease of Installation: LSR 2-1 Mounting Brackets

As they say. So simple a.....

FXR: Transmission mounted using a laser cut 1/4" steel plate and dowels. 00-1181 (FXR Forward Controls) Pictured above. Customer writes " I am very happy with it. It was easy to install and fit very well. Thank you for a great product."

Customer Writes: "Hi, Its been a long time since we have talked. Wayne Keyworth turned me on to your exhaust system. Since then I have enjoyed the performance ever since the installation to the bike and have ridden the bike with pride and out front of the pack with performance of the exhaust and slight cam and carb modification. Real runner it was! Lifetime of remembrance of out-performing the others. Nothing like riding in a pack and cracking the throttle and letting loose leaving others behind no matter how fast or tough they look . Knowing you just have a 80 cu. with mild cam/carb. loaded with all the road pack and passenger.

The reason I'm writing you is, I just purchased my my first BAGGER, I was searching for a performance modification . Pulled up your web site from my previous encounter and seen my old bike made me feel PROUD to have been able to make the web site of such a performing exhaust system manufacter with just a mild stock bike , That I would challenge any bike/vehicle on the road with confidence and enjoy telling them about it at the next stop for fuel.

My new ride is a 2006 FLTRI Road Glide I don't know what California smog regs are going to be, however, I will be looking for some changes to get me back to the crisp throttle respone of my old bike even thought . I have discovered music while you ride. I'm looking for the performance I achieved of the 2-1 system, flow to the rear of bages . Appearance/ performance always wanting something different.

Thanks again, really enjoyed seeing my old bike. Made me feel proud!"

FXR: There are FXRs and then there are aftermarket FXRs like Kenny Boyce frames and a variety of "Rubber Mounted" pro street and quasi-Softail designs. For all of these we provide a 1/4" steel plate that bolts to your transmission. The bracket is slotted to allow for variations in engine mounting and has a selection of dowels that take into account the different transmissions available. The bracket attaches directly to the back of the LSR 2-1 pipe, which has a slotted bracket heliarced to the pipe. The bracket does not interfere with billet aluminum swingarm pivot mounts like those on Kenny Boyce frames or other aftermarket pivot mounts. Pictured above is an LSR 2-1, 1 3/4", C Style, Turn Out on a 1990 FXRS that has made three trips to Sturgis from California.

DYNA (Evo): Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts.

DYNA (TC88): Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem mounts are used. Remove oem mounts.

Mounting Torques

For flanges and mounts we recommend 15 foot pounds of torque. On exhaust flanges you do not use any locking compound as our nuts are self-clinching. On bolts for frame and engine-mounted brackets we recommend that the threads be clean and that a low grade (Blue) thread locking compound be used with 15 foot pounds of torque. Bolts and nuts on our slotted brackets do not require a locking compound but can also be tightened to 15 foot pounds.

In lieu of torque wrenches do not overtighten 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 tigtened without strain.

We employ split lockwashers 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.

Custom Made for Your Application

Georgia is a long way from Iraq. Those are real trees hiding behind the FXDWG with a Silver Ceramic 00-1118 1 3/4" LSR 2-1 with chrome heat shields. Back in the world, even if it is for a short time. In the Army they have you 24/7 but you can be free and in control, winding you bike out on a Gerogia highway, appreciating the freedom we have. Watch for deer, not IED's.

Freedom of expression...do it while you can before someone decides to stick their nose in your business.

Customers

Customer writes: "First, I have had your LSR 2-1 C w/Turnout on my 98 FLSTS for about 4 years and 32,000 miles. It looks great, sounds great, and of course, performs great.

Second, the mechanic that works on my bike also drag races a Shovelhead powered FL. He only ran Thunderheader until he rode my bike and did some research. Steve had you guys make him a 2-1 and set new records in his class.

Third, my brother-n-law has a '05 EFI Road King. He was just dying to put some Rinehart true duals on it. I talked him into waiting until he looked at and listened to a lot of RKs before buying. During the year he did this I kept asking what he wanted out of the new exhaust. Finally, he admitted sound and performance. He kept saying I love the sound of your bike and it is fast as hell. So, I suggested the LSR 2-1 C Slash Cut longer pipe. We installed your exhaust, a PCIII usb, and a K&N filter with stock a/c cover and changed the backing plate. His road king has torque and runs like a scalded dog. We both can out run 95" kits installed at the HD dealers.

I provided the background to say this. My B'law took his RK to the HD dealer for the 15k maintenance service. The mechanics went nuts over the exhaust and what it does for the performance. They asked all kinds of questions. They had never heard of your firm or the exhausts. Now comes the kicker and it makes me a little sad (because I have enjoyed having an exhaust that out performs the crap the HD dealers sell). The mechanics conclusion. They are going to take off that HD exhaust crap (their words) and get RB Racing exhausts. Now the word will spread around Memphis and RB Racing exhausts will be everywhere.

It was good while it lasted - having the performance edge over others.

Your exhaust system has been great on my bike for 4 years and 32k miles. Thanks for a great product. I can't imagine having any other brand of exhaust!

PS. Sure wish you would make a LSR 2-1 for Victory Jackpot or 8 ball. The only reason I haven't purchased one in the last two years is because you said you would NOT make a Victory exhaust.

Later…Cliff"

Self-Tuning Myth

People have the idea that closed-loop systems are completely self-tuning and that they are going to sell you some add-on gizmo that will automatically tune your efi bike. This is a crock of shit. The truth is that every engine is different and, in the Harley world, difference is the norm as there are limitless engine build combinations.

In Detroit, Japan, or Germany, they spend thousands of man-hours developing base maps for their automotive applications. On top of these base maps goes the closed-loop feedback mechanism controlled by mathematical equations or algorithms that govern exactly how the closed loop operation will function. These base maps are not written so the vehicle will run perfectly without feedback i.e. maps are not designed for open-loop operation. The strategy for closed-loop operation is different as fuel requirements under different climatic and altitude differences can be as much as 30%. Unless the base map is constructed for the particular application, the O2 feedback mechanism will not work properly.

OEM correction schemes allow only very slight learning corrections or they will "throw" an error code. They do this for a very specific reason i.e. if things are going wrong, which is indicated by the system trying to correct out of bounds problems, then a sensor or something else is wrong. They are not designed to make large swings to correct calibrations that are way out of bounds.

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.

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 wive's tale)...Some bikes are faster than others. Everyone believes their bike is "faster". It depends on the tuner and, these days, the bikes are more complicated. People change from chain to gear drives. They put on different cylinder heads. They switch cams. They add on tuning twiddle boxes. They tune, or the "shop" tunes. They "dyno" the bike...maybe even somebody rides the bike with instrumentation like our RSR Air Fuel Ratio Gauge.

People call us up then hang up when we tell them we don't know what their "gains" will be. We don't publish self-serving charts. We just take all the experience we have and build the best parts we can. People end up happy who buy the parts because they are well made and are designed to perform. We make different tube diameters and offer a wide range of systems for any particular bike so you will maximize your potential. There is no "One Size Fits All" at RB Racing.

People who don't buy the parts because we won't coddle them with assurances go elsewhere where Aunt Em will tuck them in and tell them what they want to hear.

New Ceramic 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 and is .008" thick, providing two barriers against corrosion.

In 27 years we have tried all sorts of black finishes: Kal Gard, VHT, Techline, and others. We also in the mid 1980's we even tried porcelain for awhile. It chipped and the heat distorted the parts. Most finishes will not survive over a long period unless they have a base coat to cushion rock strikes and scratches. The surface has to be perfectly prepared and most applications can fail if run too soon at elevated temperatures as they are typically baked at 450 to 500 deg F whereas the cure takes place at around 750 deg F. Lower temperatures will not cure the resins and they will fail once the bike is run. To get around this dilemma we have found the best solution is a 2500 Deg F Ceramic cushion base coat and a secondary Black Semi-Gloss finish on top of this.

Black Ceramic finishes are therefore the most expensive as they involve a triple process. First the parts are polished to remove any tooling marks. Then the parts are zirconia media blasted to prepare the surface. The parts are base coated with a 2500 Deg F ceramic and baked. After this they are sprayed with an ultra high temperature black and baked a second time. The 2500 Deg F base or cushion coat adheres to the metal very well and provides insulation and corrosion protection. The black is a thinner coat and provides the smooth, dark black, finish we require.

Satin finishes scuff to easily so we do not use them.

The Semi-Gloss black finish can be cleaned with soap and water and scuff marks can be removed with Mother's Aluminum and Magnesium Polish.

800 Horsepower LSR 2-1 Slash Cut

We're not really sure what a 2-1 has to do with Top Fuel Nitro motors but when Carl Pelletier asked us to make a collector for his top fuel 175c.i. PRP motor we whipped up a 4" diameter collector and sent him the tooling. Take a Tour of what it takes to run a top fuel bike. Doug Vancil's hard running Top Fuel Harley sponsored by Vance and Hines has a 2-1 that looks like one of their Pro Pipes so when Carl asked us to build one we made sure the collector area wouldn't restrict each of the 400hp explosions that were coming from each cylinder. Carl qualified 8th out of 32 bikes at the final Las Vegas meet and ran in the sixes at over 200 mph so the 2-1 probably didn't hurt anything. His best speed is 214mph with the 2-1 so it didn't seen to hurt anything. Top Fuel is pure insanity and is addictive as Heroin for those involved. Like they say " Gasoline is for washing parts...Nitro is for Racing!".

What does this have to do with your rubber-mounted V-Twin?...Not a damn thing! We are in the game however and we do our part.

New 145" S&S Tribute Systems

We have been asked by customers to provide LSR 2-1 systems for the new 145" S&S Tribute engines. We have tooled up to produce three versions for the Dyna style transmissions: LSR 2-1, LSR 2-1 Pro Stock, and LSR 2-1 Black Hole. Pictured above are our laser cut flanges and cnc machined venturis that we heliarc to the 145' S&S Tribute exhaust systems.

Risk

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 chrome 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 Turn Out or a Slash Cut" 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.