LSR 2-1 Dyna/FXR
Customer writes: "So I
finally got around to dyno my 2014 FXDL, I must say, after this 103
stock motor was tuned, holy cr@p! Your pipe is now insanely quiet until
opened up, decel pop is 99% gone. My tuner was hugely impressed and I
can't stop smiling when I gas it. No dyno numbers for you, but my tuner
said, "I got your bike to spin the dyno to 175 mph", his words! Hail to
you RB racing, I shall install no other pipes in my future, ride on!
Sent from Josh G., Activities, Wurtsboro H.O.G.,
1996 Wide Glide
Customer writes: " My 1996
Dyna Wide Glide with Late Model Dyna “ C “ Style LSR 2-1 Exhaust .
Couldn’t be happier as well as totally amazed with the Precision and
quality of this exhaust . Wasn’t sure how they’d fit given since I have
Floor Boards and was told this style was difficult to get fitted to the
Bike .The sound is far better than imagined and the increase in
HorsePower now gives this new engine Power Bands that exceed my
expectations well beyond what I thought of . Where ever I ride It gets
a lot of looks and compliments . Very Nice . Thanks So Much. Danny".
Customer writes: "Hi my
name is Sammy Z and I purchased the LSR pipe from you guys a couple
months ago and just now had a chance to throw it on, and man do I LOVE
it. The workmanship that went into building this pipe is second to
none. It is the best pipe I have ever run on any of my bikes. Thank you
guys so much for the pipe. I will definitely be doing business with you
Customer writes: "Just
wanted to remind you.. I deeply love your purity for speed.
Individually many of us have reached toward the same ultimate goal, but
to the degree we could afford in any sense of the word that was most
important. This is not a demand to remember my bike on your site,
but rather a demand to remember all those who get what you are about.
Make a gallery for us. Ken"
00-1228 C Style 45 degree rotation.
Customer writes: "Everyone knows it's hard to get a pipe and its mount to hold up on even a stock FXR.
This 00 FXR4 has a built S&S 107 that rattles the pavement, my troubles ended when I got this pipe and I found that midrange PUNCH!
Job well done RB Racing pipe Gods, very well done! Thanks, Larry."
00-1010 in Dual Coat Black Ceramic with Chrome Heat Shields. Lot's of work done to this one.
Specs: Harley Davidson 2000 FXR4:
Plan: High performance motorcycle that blends right in with every cookie cut bagger etc on the east coast, hard to pick from a line up, kind of a 39 Ford coupe moonshiner turned into a motorcycle, have fun, don't get caught.
BST Carbon Fiber wheels, 19X2.5 front, 17X4.5 rear, BST ceramic bearings, From Dirty Customs, Michelin scorcher tires, 120 front, 150 rear, rim and tire sizes picked by Skeeter Todd.
V-Rod lower forks, front fender front and rear brakes.
Wide Glide 49mm fork tubes.
Ohlins cartridge internal components.
Estimated 15,000 Lumens of forward LED Lighting.
Speed Dealer Grenade Grips.
S&S 107 with backyard porting and tune. (190 CCP)
Mikuni HSR 45
RB Racing pipe.
Carlini Torque arm.
Alloy Art front motor mount.
Cycle Electric 3 phase 50 amp
Dyna 2000i ignition.
Stock 5 speed.
Dustin Dippert FXRcartel SS linkage
Stock gearing cut down for 1 inch belt.
07 Police FLH Swingarm.
CCE swingarm retrofit kit.
Glide Pro bushings.
Tuned Works Billet rear shocks.
Custom Rear LED Lighting by Black Hills Billet.
NOS FXR Cop bags
HD Diamondback Seat.
Custom Decals by Steve Cheverie
Customer writes: "Just wanted to say thanks for your product I have just got my bike back from the dyno from my local HD shop and wanna say I'm pleased with my order! I installed my pipes at home with no trouble at all. I have the print out of my dyno sheet if you are interested in that at all?
Not really...way too many variables. Real world is where it's at. 00-1317 in Black Ceramic with heat shields.
Customer writes: "I'm still breaking in the motor so I haven't been able to really have fun yet but the bike runs and sounds great. The engine is an Ultima 120. Cheers, Steve."
00-1013 in Dual Coat Ceramic Black.
FXR Down Under
Customer writes: " Just saying thanks for the pipes they are awesome". 00-1010 LSR 2-1, B Style, with Heat Shields.
Customer writes: "Thanks
guys! I should have installed one of these miles ago. Feels like a nice
performance gain and sounds evil! Thanks again Eric".
Customer writes: "This pipe is only getting better! At first people are amazed, then they hear it and then there just more impressed, thanks again for this great pipe...wouldn't ever think of another company! 14', FXDL. Sent from Josh G....Thanks!"
Customer writes: "... Wow!!! 2008 Harley Davidson FXDL, Screaming Eagle CNC ported heads, Woods 555 Cams and an amazing RB Racing exhaust. Joe"
00-1316 LSR 2-1, C Style,
Turn Out 45 Deg Rotation, Chrome w/three heat shields. We hope "Wow!!" means good. Lots of detail
work in this bike. Leather reins for an Iron Horse. Hang On. Pure Go.
S&S Powered FXR
Customer writes: : "Photo as requested. Love the pipe, fit perfect, looks great performance awesome. Thank you, Cameron."
B Style Dyna..Don't Shoot
Customer writes: "Here is
my 2013 Dyna Wide Glide with the lsr 2-1. The quality of the pipe is
excellent. The sound is freaking great. It really barks! In my
opinion it has a good clean sound that is somewhat unique. I highly
recommend these pipes to everyone. Thanks for the great product.
00-1310 B Style Late model Dyna, ceramic Black with 4 heat shields. Turn Out rotated over 45 degrees.
Customer writes:"Best pipes
in the world! Good sound and a big power jump. Easy to install even if
you read at a fourth grade level. Hahah. Thank y'all, every Harley I get
will have and RB racing exhaust system on it." JPM USN.
00-1319 2" Turn Out Rotated 45 degrees. No heat shields. Pipe slips in middle of rear pipe and the front pipe slips into the collector. 3 point solid mount off of transmission. They never break. No clamps.
New FXRT Exhausts
We borrowed this 1984
FXRT because it was pretty much dead stock. We used it to design new
LSR 2-1 "C" Style exhausts. These will be available in the five product
ranges we currently offer. FXRT's are sort of rare these days as they
around a long time and people tended to buy Dressers instead of this
"Sports Tourer". The FXRTs have non-standard floorboards and the
earlier style 5 speed transmission with the clutch cable coming around
the left side. We had to design all new mounts and fixtures. The stock
rear rubber Lord mount is not used as we provide a three point
transmission mount. Harley abandoned the Lord mount later on as they all broke.
This is the finished part. It's hard to find a clean FXRT these days. This one is super clean.
00-1384 LSR 2-1 Slash Cut, C Style, 1 3/4" is the most common part.
Customer writes: "I must
say your pipes are extremely well built. They fit perfectly on my FXRP.
Most pipe Manufacturers do not even have my bike listed. Just got the
bike on the road today. Compared to my old Super traps which are tinny
in comparison. As for sound, they have a deep throaty note to them.
Going on a 2000 mile trip in a month and will have a better feeling
about the performance difference. The only thing that I noticed first
off was the RPM increased by about 200 at idle over the old pipes.
If you already have one FXR you might as well get two of them. This is the companion bike to the FXRT pictured above. Painter Joe works on these bikes.
Customer writes: "Having a BLAST with the pipe in Sturgis. Rode 1800 miles out and hundreds here. Pipe is flawless and a lot of people taking pictures of it in Sturgis. Pic is of bike with pipe at Stone house saloon in Belle Fourche SD. Between sturgis and devils tower WY. Love it. Thanks again for the extra special rush of pipe for this trip. Your guys rock and SK does your pipe. Sincerely John"
Customer writes: " Here is the picture of my bike nothing special except for the pipe!!.its a 113 with se 110 heads done by jim at mega flo, crane htc 296 cam, hpi 55 mm t body and 10.7:1 compression.also converted to chain drive and a diamond terminator clutch. Love the pipe looks great and sounds awesome. I also sent picture of dyno sheet.Just want to say thanks for the great service and the great pipe.Thanks again Nick."
00-1320 2" Dyna LSR 2-1 in Silver Ceramic.
Customer writes: "Finally got around to sending you pictures of your LSR pipes on our bikes. My wife's green low rider has the first pipe I bought in 1999 for my evo low rider. That pipe now has over 60,000 miles on it. Stock pistons 88ci SE204 cams 76HP&89TQ.The pipe on my blue Wide Glide3 I bought in 2005 with over 47,000 miles has a 95ci 10.3 pistons with all the goodies 111HP&106TQ Those numbers alone speak volumes about the quality and performance of your pipes. We're always getting positive comments on the look and sound of the pipes Just bought a new CVO road toad so I'll be calling soon for a pipe for it. Thanks, Larry & Kim".
To the Point
Customer writes: " Love the pipes…Thanks a bunch. Carl" 00-1317 in Black Ceramic.
Bike Inside Car Outside
Customer writes:" If you can post this on your page. 1989 Harley fxrs with a 121 TP Motor".
Customer writes: "Pipe came
in great shape due to proper packing. No Dyno #s yet but from the
amount it's flowing I'm looking at a noticeable gain. " 12-15% more air
" Easy to tune and keeps on pulling. Billy".
UK 2009 Dyna Wide Glide Custom
Hi Team at RB Racing. I ordered from you through AR Harley & Sons in UK some RB Racing LSR 2-1 C type for my Dyna Wide Glide custom project. The bike came out great , hope you like the picture. I am sure you will be getting more inquiries from the UK as the Bike will be put up on a number of websites soon. Kind Regards, Antony. "
00-1316 in chrome with a 45 degree rotation Turn Out LSR 2-1.
S&S 113, Fat 5 Transmission, FXR
Prototyping never ends. In
this case a customer had a 113" S&S engine with a custom machined
Jim's Fat 5 transmission. We told him our standard 00-1013 B Style
Slash Cut FXR pipe would never fit and he would have to bring the bike
by to have one made "on the bike".
We tucked the from pipes in as far as the clutch cable and frame would allow, leaving room for the brake pedal.
Shit never ends. If you
have a big inch FXR we have the exhaust system for it. Transmission
mount. We had to use a late model Dyna transmission mount as the Jim's
Fat 5 is not exactly "FXR std" and it's a lot wider...Plus this
customer had some sort of rear wheel/transmission stabilizer that made
things even more complicated.
After the pipe is tacked
together then a custom fixture is made. This 2" exhaust gets a Black
Ceramic finish with black heat shields. It replaces a Supertrapp 1 3/4"
that had a zillion discs that was wrapped up in header wrap. Bike will
be driven from LA to New York. Shit never ends. If you have a big inch
FXR we have the exhaust system for it.
2009 103" Fat Bob
Customer writes: "As promised, here is a photo (finally!)... I hope you like it. 2009 Fat Bob. 103 c.i.Wood Night Prowler TW6-6 Cam."
00-1312, LSR 2-1 Slash Cut black ceramic with black ceramic heat shields.
2006 to 2009 Dynas...Dual O2 Ports
Harley changed a lot of things on the newer models. We have been prototyping and testing the 2006 systems to take into account the dual O-Sensors, new frames, revised six speed transmissions and the like. We have also been testing new instrumentation packages for these bikes.
Pictured is a 00-1317 Slash Cut in chrome with heat shields. Nearly everything that could have been changed has been changed on this bike except the paint and the engine. Guess what's next. Protected by Longshoremen.
Ceramic Black...Dual Coat
Customer writes: "Hello, As promised, here is a picture of new exhaust system. Looks great, sounds better."
Ceramic Black with two ceramic black heat shields. 00-1225 Turn Out 45 degree rotation.
New Dynas, i.e. 2006 up, have relocated oil fillers so the "C" Style is different for these years. We slip both front and rear pipes so they will never crack. Never is a long, long, time but since we started this more than 10 years ago with FL series we have never had a pipe crack. 00-1317 1 3/4" Style C Slash Cut. Transmission mounted.
LSR 2-1's Down Under
We ship LSR 2-1 exhausts
direct to customers in Australia. Middlemen always seem to want to sell
things but not actually buy things...and when they do, the price goes
sky high and often they order the wrong parts for the customer who has
to wait forever... Too many layers.
Six Years Later
Customer Writes: "6 years or so ago, I purchased your 2 in to 1 exhaust pipes for my 2000 Superglide FXD (twin cam) that had under gone an S&S kit rebuild to 95 CU (barrels, heads, pistons, cam,etc.). Today, the pipes perform better than you advertise, still look beautiful, and sound better than any of my friends bikes. I just wanted to say thanks for working with me to select the best exhaust option for my bike. Kudo's to you and the team at RB Racing. Michael Smith."
FXR Test Vehicle
We like FXRs and we instrumented ours with our digital Tachometer, GPS Speedometer, Dual O2 Gauge and Gear Indicator. No it's not a FLHX. It started out as a 1999 FXR CVO2 that we put on a 5 gallon FL tank and got rid of the solid rear wheel and the 21" front wheel. We also converted it to chain drive and put on a Hayabusa steering damper and one of our LSR 2-1 1 3/4" B Style turn out exhausts. We also fuel injected it with one of our closed-loop RSR Injection Systems.
had Jim's Cycle Painting put on a simple one color scheme as the cops
seemed to be attracted to our blue tank, yellow rear fender and purple
front fender. Clown bike. Painters are weird. We just left the color up
to Jim. He painted Seven time F1 Champion Michael Schumacher's Bobber
Harley so he was a pretty decent painter. Jim passed away due to a heart attack. Another painter gone.
Ultimate FXR Turbo
We just can't leave things alone....New Project.
Hong Kong FXR...With Brakes
Customer writes: " Hello there, Finally ready! Nice sound and great power! Best regards, Mikael ". 00-1011 in Silver Ceramic. 1 3/4" B Style FXR, Slash Cut.
Many custom touches front to rear...with Beringer Brakes to do the "whoa!". All the way from Hong Kong.
Big Inch FXR...2" LSR 2-1
Customer writes: " Thought that I would share some pictures of your pipes on my FXR. I just finished the bike, I bought the pipes from you a year or so ago. They turned out pretty good and have been happy with their performance. Thanks for all the help picking them out. Paul ". 00-1046 2" Turn Out C Style with two heat shields.
Mike Geokan widened an FXR frame by 1 1/2" , added some Buell parts, put in a high compression 100" motor and had us make a C Style LSR 2-1 with a whopping 1 1/2" of offset to account for engine and transmission offset. Since Mike is an excellent fabricator he made his own transmission to exhaust mount out of aluminum plate. Mike is usually working on his Bonneville Bullett, but since it was completed he needed a new project. 00-1017 LSR 2-1, C Style, Slash Cut, in chrome with heat shields.
Customer writes: "Thank you very much. Your pipes look, sound and feel awesome. It was worth the wait." Many custom touches on this one. Lots of work. Pretty much everything has been changed. Most people agree the FXR frame was the best Harley ever made.
Another C Style Slash Cut in Chrome. Some people prefer the C Style even though they have forward controls.
Evo FXD C Style
00-1059 C Style Turn Out with heat shields. Evo Dyna Forward Controls. Lots of custom touches.
2006 B Style...Blue By You
Ape hangers are back with a vengeance. Snow clears. Zip up your collar and ride. Go solo. Go Fast. Ride till your knees turn into Popsicles. Stuff newspapers in your Levis. Now you know why they have chaps. Spring is around the corner. Who wants to wait.
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.
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.
Screaming Eagle Super Tuner...SEST
"SEST" or Greek for the worst written instruction manual we've ever seen. We defy you to figure out how to get various charts and graphs to open and how to get to the advanced versus basic tuning options. We suggest you look around the internet as the manual is of little help.
We bought one of these to see what was involved. If you can figure out the software navigation issues and install a map that somewhat matches your bike, you simply ride around, observe the RSR Air Fuel Ratio Meter display and make edits. The tuning is fairly straight forward. Without the Dual Gauge we don't know how you would do it. We just ride.
Steve Cole's TTS MasterTune
Before the Screaming Eagle Super Tuner (SEST)
there was the SERT or Screaming Eagle Race Tuner. Acronyms, what would
we do without them? Steve Cole
was the guy behind the SERT until Harley decided to go with another
contractor. Money. It's always about the money. Since Steve designed
the original stuff, this new stuff i.e. TTS MasterTune is easier
to use and has one benefit that the "SEST" does not have...You have the
ability to save and restore your original calibration. In addition with
the Green Analog Interface Model you can log up to four analog channels
like Wideband Sensors.
We prefer software solutions to tuning late model efi Harleys and not use any add-on boxes or to replace the entire system with some "self-tuning", throttle-angle based, wide band controller. There are simply too many problems technical-wise with wide band sensors...Stuff they do not tell you about like pressure and temperature compensation issues and sensor latency. You are better off with the OEM O2 sensors. You won't believe this but that's your problem.
One point no one is going to tell you is that Harley has hidden tables that will richen up your injectors if you hold the bike under load, like on a dyno or wide open throttle for any amount of time beyond "x". They don't want you to fool with this. Guess what happens to those people who tune under full load.
both the SEST and the TTS Master Tune. Both work about the same with both based on VE Tables. The
TTS MasterTune is a more friendly system and has more features.
Tuning cables must be purchased separately. Three versions are
available: Specify Cable Number when ordering.
(1) Part # 2000014: 4 Pin J1850 (older bikes). $42.50 list price.
Part # 2000011: CAN 6 Pin Cable Kit (newest bikes). $42.50 list price.
Part # 2000014A: 2014 Touring models Only. CAN 6 Pin (have different pin allocations). $42.50 list price.
The Total Cost for a single bike TTS Master Tune (Blue) is $445.00 (tuner no cable). The Total Cost for a TTS Master Tune (Blue) Two Bike Programmer is $645.00 (Tuner no cable).
The Total Cost for a single bike TTS Master Tune (Green) is $595.00 (tuner no cable).
A PDF Tuner Guide explains the operation of the TTS software.
the late 70's, all through the 1980's and into the mid 1990's we used
to spend about 5 months out of every year tuning things. No time for
that anymore. It's best that you tune your own bike...add up the hours
and write yourself a hot check. Or just pay somebody. We use a Supeflow CycleDyn Dyno and we ride in the real world.
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.
Logic plays no part in people and their toys. EFI is complex...put in larger injectors and all of your warm up, synchronous and asynchronous fueling is 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.
If you have a late model Harley with a Fly-By-Wire throttle you do not need an add-on gizmo. We suggest you get Steve Cole's TTS Master Tune software described above. When purchased with RB Racing exhausts and turbocharger systems we offer a $50.00 discount i.e. $375.00 v $425.00 list. TTS MasterTune allows you to adjust your electronic throttle without the expense of additional add-on devices as well as your fueling and everything else in the Delphi ECU.
RSR Air Fuel Ratio Gauges...While You Ride
Since we have been doing closed loop fuel injection systems
for Harleys for more than 25 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.
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
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.
06-1025 Hard Anodized Billet Handlebar mount with two degrees of freedom stainless mount. Available for 1" or 1 1/4" handlebars. $49.95.
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
Billet Mount System.
Installation Instructions for both gauges can be downloaded in PDF format.
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.
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.
Follow the light to fulfillment
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.
Customer writes: "When the gauge arrived I knew it would be of a very high quality, it has far surpassed my expectations. I was very eager to get this installed and take a look at my tune. Amazing to see how little adjustments on the carb effect the AFR. As a result of this gauge, I have dropped one size on the low speed jet, raised the clip on notch and confirmed the main jet on my Mik48. Thank you, I really like this gauge. Ed"
Wideband O2 Adaptations
Systems that typically use Bosch LSU 4.2/4.9 wideband sensors for self-tuning have a built-in problem. First, the "map" has to be correct before any of this self-tuning takes place. Secondly, the real issue is the sensor response time, i.e. the time it takes the sensor to stabilize, and for the ecu to make a corrected output. No matter what they tell your there is a significant delay between the reading and the correction, during which time the engine will be at another rpm/load site . This can be on the order of 980 Ms for the Bosch sensors which is why, in dyno testing, they use step tests for a number of seconds, letting the engine stabilize at specific load/rpm points, before any measurements or changes can be done. Constantly rewriting RAM locations with "corrections" on the fly is never going to be correct.
The OEM narrowband Delphi system
actually works twice as fast 500 Ms and the map, as delivered by
Harley, is correct. The Delphi ecm has the ability to adjust about 20%
in small increments (block learn multipliers) to factor for air
cleaners slowly getting dirty etc. It already is self-tuning except at
wide open throttle.
Digital Gear Indicator and Dual Air Fuel Ratio Gauges
Our RSR Bonneville Digital Gear Indicator and our Dual Air Fuel Ratio monitor provide useful, easy to read, information. Knowing what gear you are in and what your engine is actually doing in front and rear cylinders is important information to get the best performance out of your bike. No wasted shifts and no wasted fuel.
Road Toad...The Movie
Harleys vibrate. Next time we'll make a better camera mount. Video shows the gear indicator in action on a 5 speed 2004 Road Toad as well as our RSR Dual Air Fuel Ratio Gauge. We made a few edits to the TC88 ECM for our LSR 2-1 Pro Stock Spyder exhaust. Gives you an idea of how we tune things by actually riding them and how useful the Bonneville Gear Indicator is.
Get a tub of popcorn and a six pack and watch a 2004 FLTRI find happiness going through the gears. Make your own movie and get some more popcorn and beer and show your friends how you hit redline in sixth gear. At Bonneville we run five gears but we have a 425 hp Harley...and a lot of beer.
Do Not Use OEM Gaskets
LSR 2-1 Exhaust Systems must use our CNC Machined Billet Gaskets (part number 00-1000) and our close tolerance aircraft exhaust nuts (part number 00-1001). The above OEM woven gasket will not work with our machined Turbo Venturis. Four special aircraft exhaust nuts come with the system but you must order four extra ones for $3.00 as they are easily dropped and the OEM 5/16" x 24 hex nuts will not "turn" on our machined Turbo Venturis.
We also offer machined from billet exhaust flanges. If you have a 2004 or later bike it will probably have the thicker exhaust flanges which are not compatible with our Turbo Venturis. Early style OEM Evo chrome die cast flanges and clips or our billet parts are called for. Our Chromed Billet Steel Flanges and clips are $29.95 per set and are stronger than any oem part.
We have had several instances where people encounter "difficulties". Invariably, it is traced to someone not using our billet gaskets. The billet gaskets insure proper fit of the LSR 2-1 system and are designed to work with our Turbo Venturis to increase exhaust flow.
King Tut seeks Cleopatra
The 2006 Street Bob with it's Hot Rod primer look is really a popular item these days. Here's one of our ceramic coated LSR 2-1 Turn Outs wrapped in thermal tape. A bit strange in that the God of Chrome will be highly offended but, what the hell, it's in keeping with the bike's theme. Ape Hangers are also back but this gets sort of expensive as there are all sorts of cables these days. Open your wallet wide if Peter Fonda and Dennis Hopper is your style.
We would like to caution you that wrapping the pipes will eventually cause a failure of the base metal as the heat is not dissipated. Think 1450 Deg F, cherry red, plastic metal. Sooner or later.
Customer writes: "Hello folks! just wanted to let you guys/gals know I'm very pleased w/my purchase of my RB Racing l.s.r's... pipe fits great, looks great, sounds great and performs great! Well worth the wait! Also I'm including a picture of my '06 dyna street-bob w/ the l.s.r's installed...I know you probably won't like the fact that I wrapped them... but they get comments EVERYWHERE I go! Thanks again for such a great product!" 00-1316 LSR 2-1 Turn Out, Rotated 45 degrees. Ape hangers are back.
We would like to caution you that wrapping the pipes will eventually cause a failure of the base metal as the heat is not dissipated. Think 1450 Deg F, cherry red, plastic metal. Sooner or later.
Automotive header manufacturers void all warranties on mild steel and stainless systems if Thermal Wrap or Nitrous Oxide is used, as both cause elevated temperatures that cause cracking. In race applications it is used but everything is expendable in racing.
Above is a 2006 Street Bob being fitted with a new design LSR 2-1 Black Hole System. That is the quiet variation of our LSR 2-1 systems. For 2006 models we are offering "C" style pipes for all mid peg Dynas. These are available in Turn Out, Turn Out angled over 45 degrees, Slash Cut and Slash Cut +5" designs. 2" LSR 2-1 Black Hole "C" style design shown.
On the new 2006 Street Bob models you can get you heat shields in a mix of finishes. A Popular choice is a Black Ceramic pipe with the front and rear primary tube shields in chrome and the collector shield in black. In the case of a chrome system then you would use full chrome shields.
For 2006 Dyna models with forward controls we are offering various B Style Systems to include LSR 2-1, LSR 2-1 Black Hole and LSR 2-1 Pro Stock as well as specialized LSR 2-1 Pro Stock Challenge designs. 2" primary tube design shown for large displacement motors.
Springer + Dyna = ?
2006 Dyna with a Springer front fork. 00-1316 Black Ceramic pipe with chrome shields. There's always a way if you have the will...and money.
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.
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.
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."
2" LSR 2-1 Part Number 00-1013. Delkron cases Axtell barrels and a bunch of trophies, 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. Dinosaurs 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!!!!!
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!
engine build up was recommended 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!!!!!"
Before Softails before Dynas there was the 1985 FXWG with a kicker. We make pipes for these. Part Number 00-1015, LSR 2-1 Slash Cut, 1 3/4", in Black Ceramic.
Boots and Kickers. Not for your Nike or Adidas crowd. Kickers can be made to clear if you get the right one. 00-1015 on the 1984/85 Wide Glide. Customer fabbed his own bracket.
Customer writes: " Pipe is doing great .Love the sound and power. I don't know if you received the pictures I sent so I'll send again digitally. Let me know if you want any to show how nicely it clears the kicker. I've referred your pipe to several students and others. I know of one person who bought one. Keep up the awesome work. Scott"
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 emphasis on "Go" as well as "Show".
When you add the heat shields (3 piece) to a 1 3/4" 00-1118 TC88 Dyna FXDWG pipe it looks like a 2" pipe. The customer says "The bike sounds fantastic and runs like a bat outta' hell". Sometimes you have to go through a few different pipes before you find one that "works".
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.
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 getting "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.
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 usable torque where you need it, in the 2000 to 4000 rpm range, which means less downshifts and less rpm to get the job done.
A set of short staggered duals at peak rpm can be made to produce good power but they will be dead on their ass until they get there, whereas an engine developed around an LSR 2-1 exhaust can be made to perform from the bottom up with no dips in the torque band! If you don't believe this then why is it always that the top Pro Stock bikes, cars etc. end up running collectors systems? Damn right they work! If you don't think torque between shifts or when you roll the throttle on, then buy those long sewer pipes or some short curly drag pipes you saw on the Discovery Channel.
Check out our new Exhaust Technology Section for information on how all this works.
Round Up the Usual Suspects
Dyna FXDWG Customer writes: "Just wanted to say thanks for the help, and I love my pipe's" 00-1118 in Chrome with heat shields.
Dyna Customer writes: " Got the new exhaust, and it is on the bike, and it looks and sounds and runs fantastic!!! I am VERY happy! I will send photos later! Replaced a Bub "Rinehart" staggered drag dual system, with "Big City Thunder" replacement baffles in it -- total junk compared to your system!!!
Bike runs like a completely different bike! Guys at the shop (Denton County Choppers) could not believe it themselves -- they rode the bike "before" and "after" and had never seen a pipe make that much difference, ever! These are "old school" Harley guys!
Very pleased! THANK YOU!!! Bike runs sooo much better -- smooth power band all the way from first through fifth and up to top speed! Amazing! An HD 95" bike running like an HD 103" -- WOW! Thanks again!"
New Cloisonne Tags
Like in the adage "The relentless search for perfection" we have upgraded the logos we put on our LSR Exhaust Systems. Previous tags were stamped and formed aluminum with silk screened details. The new cloisonne tags are a precision die struck brass, nickel plated, with powdered glass fired in an oven then polished to a jewelry finish. These are direct replacements for our older tags and are available for US $25.00 postpaid via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.
These are direct replacements for our older tags and are available for US $20.00 via US Global Express (foreign) or Priority Mail (domestic US). They come with black headed rivets and are riveted in place with a light coat of high temperature silicone (Permatex 598B) behind the tag.
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.
All RB Racing LSR Exhaust Systems feature our "new" (we've been quietly doing it since 1985!) CNC machined Turbo Venturis that actually "scavenge" to help your motor breathe. Machined from billet, these allow full 2" flow and eliminate the phony restrictions that other 1 3/4" to 2 1/4" pipes have at your exhaust port. We supply special close tolerance aircraft nuts for your exhaust studs because our machined venturis are too wide for a standard hex nut.
Our CNC machined Turbo Venturis are not compatible with the "bowl-shaped" late model OEM exhaust port gaskets or early style "flat" gaskets for the LSR Exhaust Systems to both fit and seal properly. The narrow machined flat face of the Turbo Venturi must seat against a flat surface, not the bowl-shaped late model gaskets. Using the LSR Exhausts in combination with the wrong gasket will cause misalignment, inability to tighten the provided close tolerance aircraft nuts, and will force the bowl-shaped gasket into the exhaust port.
Mandatory for a nominal charge of $9.95 are a pair of our LSR CNC machined gaskets which mate perfectly with our Turbo Venturis. These are proven in over 16 years of use on our race and turbo applications...the only gaskets that will stay in a turbo bike for 25,000 miles! These gaskets prevent any gasket "creep" into the exhaust flow and are one more thing that will give you "an edge" on the competition. We always wondered why people would port their heads, put in bigger valves and then squish the gaskets into their exhaust ports. We bet you never paid attention to what was going inside your exhaust ports for one very simple reason...you can't see what's going on in there once the pipe is tightened! The LSR CNC machined gaskets also insure perfect alignment of the exhaust system. Most fitment and alignment problems are traced to using either the wrong type of gasket or using old gaskets that have taken a "set". We've always used these on our race applications and it's time everyone who's concerned about performance should do the same.
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.
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.
RB Racing LSR exhaust systems come standard with a machined and
heliarced oxygen sensor boss just below your front exhaust port. This
port is designed to accept and oxygen sensor (18mm x 1.5mm) which will
allow you to use our RSR Air/Fuel Ratio Meter to tune and monitor in real-time your air/fuel ratio. Also, if you really wish to get 55mpg and
kick ass, our RSR Fuel Injection's closed-loop heated O-Sensor will
plug directly into this port. 06-1025 billet handlebar bracket.
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 manufacturer 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 response 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 bags . 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.
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.
Georgia is a long way from Iraq. Those are real trees hiding behind the FXDWG with a Silver Ceramic 00-1118 1 3/4" LSR 2-1 with chrome heat shields. Back in the world, even if it is for a short time. In the Army they have you 24/7 but you can be free and in control, winding you bike out on a Georgia highway, appreciating the freedom we have. Watch for deer, not IED's.
Freedom of expression...do it while you can before someone decides to stick their nose in your business.
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.
People have the idea that closed-loop systems are completely self-tuning and that they are going to sell you some add-on gizmo that will automatically tune your efi bike. This is a crock of shit. The truth is that every engine is different and, in the Harley world, difference is the norm as there are limitless engine build combinations.
In Detroit, Japan, or Germany, they spend thousands of man-hours developing base maps for their automotive applications. On top of these base maps goes the closed-loop feedback mechanism controlled by mathematical equations or algorithms that govern exactly how the closed loop operation will function. These base maps are not written so the vehicle will run perfectly without feedback i.e. maps are not designed for open-loop operation. The strategy for closed-loop operation is different as fuel requirements under different climatic and altitude differences can be as much as 30%. Unless the base map is constructed for the particular application, the O2 feedback mechanism will not work properly.
OEM correction schemes allow only very slight learning corrections or they will "throw" an error code. They do this for a very specific reason i.e. if things are going wrong, which is indicated by the system trying to correct out of bounds problems, then a sensor or something else is wrong. They are not designed to make large swings to correct calibrations that are way out of bounds.
14.7 / 13.2 = 1.11
People take their perfectly good Delphi electronics and swap them for a self-tuning "Wide-Band" system. The "Wide Band" manufacturers tell you to run their systems at an air/fuel target of 13.2:1. This simply puts 11% more fuel through the engine, i.e. if you were getting 40 mpg @ 14.7:1, you are now going to get 35.6 mpg. You might as well go get a carburetor.
The objective of closed loop and narrow band sensors is to get the most efficiency out of your engine by targeting 14.7:1 except in warm-up, sudden transitions, and wide open throttle, as well as hard deceleration and or fuel cut-off. Ratios as lean as 17.0:1 can be run under deceleration and certain no load situations.
FYI maximum constant torque occurs around 13.2:1, whereas sudden transitions can be anywhere from 12.5:1 to 10.0:1 depending on temperature conditions. It isn't simple. EFI isn't Linkerts, Bendix or S&S simplicity. The closest carb you can get to efi fuel control is a CV Carburetor.
Some add-on boxes for late model O2 sensor equipped oem Harleys eliminate the O2 sensors altogether. Why in the hell would you want to take a self-adjusting, sophisticated system and turn it into a gas guzzling low mileage dumb efi system? Beats the hell out of us and, since we make closed loop efi systems, we do have some experience in this area.
You bike should be left in closed loop, tuned in closed loop and monitored with O2 displays in closed loop. Correction factors defined in the oem code cannot be exceeded. Maps have to be rewritten for the changes to the bike so the base map is in agreement with the oem algorithms.
Phone Sex and Remote Tuning
In some sort of logical disconnect a few customers call us up wanting us to tune their bike over the phone and then become increasingly indignant when we tell them it just doesn't work that way. Now, we spent the better part of 14 years, starting in 1976 working on carburetors, jetting, needle design, and even designed and marketed a flat slide carb for the Harley market. Thousands of man hours representing about 5 months out of every year were devoted to jetting issues. It got to be a real issue i.e. it was an interesting experience to define what the correct air fuel ratios should be, experimentally figure out how to measure them, and then deal with tuning die cast critters, often modifying them with extra circuits etc. but, in the end, it was temporal and an endless loop that did not exactly pay the bills.
We did learn how to make things run well, not that anyone appreciated it. It was fun to watch people try to beat you when they couldn't. Knowledge. Hard work.
For the last 18 years we've been working on and manufacturing closed loop fuel injections systems for Harley Davidsons and have set numerous Bonneville, El Mirage and Maxton speed records and won drag racing championships with them. We spent over 3000 man hours writing and perfecting Autocal.V6 prediction and analysis software for our RSR Fuel Injection systems. Why did we spend 3000 man hours? Well, we didn't plan on it, and it's a good way to flirt with insanity, but we saw no other option as digital efi requires hundreds of decisions, all of which are intertwined. No more brass jets. Exponential combinations. Changing points, one at a time is sheer insanity. Progress comes with increased complexity.
These days all Harleys are closed loop fuel injected with a single throat throttle body and are speed density Delphi systems, all very complex. It's the same formula we decided on 18 years ago. The only thing we suggest is that you use O2 signals to monitor and tune the system as the sensors are millisecond accurate and must be monitored at the exhaust port where temperatures are high and as far away from the outside oxygen rich air as possible. We suggest you use software, not hardware, to adjust your system using our RSR Air Fuel Ratio Gauges and keep your bike off of the dyno until the lights in these displays tell you your mixture is correct. Engines operate in a very narrow realm of air fuel ratios. If you want to go to the dyno after this...fine.
Just don't call us breathlessly demanding we tune your bike over the phone.Superflow CycleDyn...Testing a Running Motorcycle
If you are going to use a chassis dyno it has to be a tool and not a toy. At RB Racing we use the Superflow CycleDyn as it best emulates the real world. We use it for development and not for publishing "dyno charts". 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 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
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.
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
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.
New "Double Coat" Black and Silver Ceramic Finishes
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.
800 Horsepower LSR 2-1 Slash Cut
We're not really sure what a 2-1 has to do with Top Fuel Nitro motors but when Carl Pelletier asked us to make a collector for his top fuel 175c.i. PRP motor we whipped up a 4" diameter collector and sent him the tooling. Take a Tour of what it takes to run a top fuel bike. Doug Vancil's hard running Top Fuel Harley sponsored by Vance and Hines has a 2-1 that looks like one of their Pro Pipes so when Carl asked us to build one we made sure the collector area wouldn't restrict each of the 400hp explosions that were coming from each cylinder. Carl qualified 8th out of 32 bikes at the final Las Vegas meet and ran in the sixes at over 200 mph so the 2-1 probably didn't hurt anything. His best speed is 214mph with the 2-1 so it didn't seen to hurt anything. Top Fuel is pure insanity and is addictive as Heroin for those involved. Like they say " Gasoline is for washing parts...Nitro is for Racing!".
What does this have to do with your rubber-mounted V-Twin?...Not a damn thing! We are in the game however and we do our part.
S&S Four Bolt SA B1 and SA B2 Heads
We have been asked by customers to provide LSR 2-1 systems for S&S SA B1 and B2 four bolt heads as well as for the 126" and 145" S&S Tribute engines. Pictured above are our laser cut flanges and cnc machined venturis that we heliarc to the 2" primary tube for the S&S Racing heads. We make exhausts for both the S&S SA B1 and the S&S SA B2 four bolt cylinder heads with raised ports.
The 145" Tribute engines are 1" taller than stock and have special fixtures.
These days people have all sorts of expectations. They want to be loved. They want to be admired. They don't want their chrome to turn colors. They want "numbers". They want assurances. They want guarantees, warranties, trial periods, and return policies. They don't want the part, they just want everything that goes with their household baggage. It's all part of keeping everything nice and tidy and "best". Fear of rejection. Fear of making any decision.
We just come in and make the best parts we can and that's all there is to it. The rest of the equation is too complicated. There are plenty of people who will assure you till hell freezes over. We don't have time for this.
For those of you who do not understand that 1450 Deg F of exhaust flame front will discolor chrome, don't order the parts, or just leave the bike on the trailer..or order the heat shields to cover up the underlying discoloration. Ceramic or 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.
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.
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.