LSR Pro Stock "Spyder" 2-1's
Pro Stock Power... Black Hole Technology
Bigger engines, more compression, radical cams and the never ending search for power and individuality have exponentially raised decibel levels and eyebrows. The men in Blue have their orders and are now listening for you. Reality TV shows are edited and condensed for consumption. Strife, tension and open exhausts are good entertainment. Nothing has to actually have to work beyond the last commercial. Hit the road with your dream and collide with reality. You can't park and talk all your life...or maybe you can.
Performance and a mild dose of acceptability can coexist but it requires original thinking. RB Racing has married their race winning LSR 2-1 Pro Stock exhausts and their silent running LSR 2-1 Black Hole systems to engineer a solution to kicking ass in a society that looks askance at the outlaw.
00-1345 LSR 2-1 Pro Stock Spyder, 2" Style C. This system headed for a 124" S&S motor.
Typical mounting instructions for Evo/Twin Cam Dressers.
Bye bye men in blue
The highway is for gamblers, better use your sense. The blacktop, too, is moving under you. Yonder stands the man in blue.. all ears and waiting for you. All your straight pipe friends are coming through...music for the man in blue. Free tickets for the courtroom door... Twist the grip and start anew, the man won't be stopping you. Spyders pass straight on through. Your friends will meet the man in blue, but the road ahead calls out for you. And it's all over now for the men in blue.
Black Hole technology. Pro Stock power.
Trap noise, not power
Black Hole technology traps noise but offers little restriction to exhaust flow. Spin your web of deceit and go quicker, faster, with less wear and tear on your ears and your wallet. Noise is still equated with power but we are striking a median between our silent running LSR 2-1 Black Hole systems and our pure racing, championship winning LSR 2-1 Pro Stock systems.
As engine sizes grow to 95/103/110/113/124 etc. and you add compression and cams the man is simply waiting for you. True Duals, Pro Pipes, Thunderheaders, Big Radius show pipes are all loud, straight though, designs. All are way past 100 Db. Marketing 101 meets the road. 300 series tires with matching love handles, open, rock-catching belt drives and billet grips that were designed for that cold winter morning. And it looked so cool on TV.
Fast and torque remain the constant where the rubber meets the road. Roll out to pass that semi or peg the throttle while leading the pack. Some things don't change. We try to keep it that way. Artistic expression is more fun when it works. High heels and a killer omelette.
2010 O2 Sensors
2010 FL series use the new small heated O2 sensors. We are tooled for these and they are also compatible with our RSR Dual O2 Gauges, the only way to monitor how your efi is doing in real time.
Sleds and The Man
Customer writes: "Dear RB Racing. I finally got around to sending the pic you requested! I have to say that this is the best system I have used to date, and I won't be changing it any time soon. The flow characteristics of the pipe really make it wind out quickly, and the heating/pinging issue I was experiencing prior to installing this pipe are gone. The sound is how I like it, and it doesn't seem to attract the attention of the law as long you are judicious with the use of the throttle. I'd buy this exhaust again, without question! Thanks for the great service and a great product! Doug and Deborah".
00-1367 in Silver Ceramic with chrome heat shields.
On the Road
Customer writes: "To the RB Racing crew: I wanted to thank you for providing the outstanding 00-1367 Chrome LSR 2-1 Pro Stock Spyder for use on my 2004 Ultra Classic. The workmanship of the pipe is amazing and the fitment was great also. My bike has a 95 inch Stage 4 big bore engine including SE high compression pistons, heads, and 257 cams. Originally, I used the SE slip-ons that seemed to work well; but, I was not satisfied with the torque curve. The 257 cams normally started pulling hard around 3000 RPM with the SE slip-on mufflers.
After installing the LSR 2-1 Pro Stock Spyder and working closely with an outstanding dyno tune master, John Helvey, the engine started pulling hard around 2500 RPM and continued through normal operating RPM range. The engine also runs smoother and has excellent fuel economy. While the pipes represent a significant financial investment, they are worth every dollar! I attached a picture of my bike with the 2-1 Pro Stock Spyder pipes installed. My only negative comment is I would have appreciated a better powder coated rear mounting bracket since the one I received had bare metal exposed in a couple of places.
Now on to the next project. I would be interested in information on your turbo systems. I would appreciate your opinion on whether it is possible to fit a turbo on my Ultra Classic and maintain reliable street touring performance. I am interested in the turbo because there are times when I want to put the hammer down while riding with my buddies and want to make sure NO ONE will out run me! I hope this does not appear to be a strange request from a touring bike rider; but, I still have deep roots to back in the day when I would run a bike at the drag strip. Finally, will a HD SE big bore engine require significant upgrades to the lower end and drive train to withstand periodic turbo enhanced accelerations? I am running a competition clutch with medium spring tension. Thanks again for making your outstanding products available to the everyday man! Jim"
Reply: We've been doing turbos for a long, long, time and know the realities of the engineering challenges to make them long term viable propositions. We'll be releasing very sophisticated systems for the FL series when our Bonneville racing slows down and other turbo projects finish long term testing. Everyone wants more...we always want more. Anything under 200hp is sort of boring.
2008 103" LSR 2-1 Pro Stock Spyder
Pictured: 00-1367 LSR 2-1 Pro Stock Spyder, SS Titanium finish, 1 3/4" with four chrome heat shields on a 103" 2008 FLH Twin Cam. Engine has Branch O'Keefe cylinder heads. This bike was tested with the 103 then converted to a 110" and retested. We revised the muffling structure a bit to get more power and not appreciably increase the sound. The criteria was that that it could be loud at W.O.T. but it had to be acceptably quiet at cruise so it would not bother fellow riders and so that the stereo/radio could be heard. Leaving black stips of rubber and dyno testing showed the pipe worked fantastically well with the hot rodded 110.
We changed the secondary tube length, adding 3" for a bit more low end and made internal changes to increase the internal bypass by 50%.
When were happy with the 110" results with 10.5:1 compression and 58mm throttle body, larger injectors, and cnc ported 2.125" inlets, we notified several existing customers and upgraded their systems at no charge. These pipes go on anything from 68 hp TC96 engines to 120+ hp big bores. We then retested the system on a stock 96" engine, testing for sound and power and got excellent results. It's simpler for us to not tailor the muffling structure to each engine size as people keep upgrading their bikes.
John O'Keefe of Branch O'Keefe has 103" kits for late model Twin Cam engines. Stock 103" engines from Harley make maybe 80 horsepower. This doesn't cut it with an 800 lb sled. Branch Specifications: Larger inlet and exhaust valves; .060" decked cylinder head; compression releases; new valve guides; racing valve springs; flowed inlet and exhaust ports; forged lightweight pistons contoured to match quench style combustion chamber; and BP-600 Branch camshafts. Not a bad idea to get a matched, proven, combination.
John does all our race stuff and has since 1977.
T Sport Dyna
00-1365 1 3/4" C Style Pro Stock Spyder with four heat shields. 95" motor with Branch heads. Replaced a Vance & Hines Pro Pipe that broke it's spot-welded exhaust collars. This one covers a lot of miles. With heliarced cnc machined Turbo Exhaust Venturis, two slip joints, and a laser cut transmission mount, hopefully this one won't crack or break.
Pleiku/Kontum/Cambodia 69-70
Twin Cam Dyna with C Style 00-1375 Pro Stock Spyder. Long way from South East Asian War Games. Been there done that. Rolling Thunder and Arc-Light strikes.
"Turn Down" Pro Stock Spyder for Klock Werks Extended Bags
Customer with a 131" Jim's Engine and Klock Werks Bag extensions asked us to make these. Hey, if the customer is recession-proof, is building a completely custom big buck bagger, and the money is right....Well, most of the time (99.99%) we won't do it. In this case we did because the guy was super nice. 00-1368 2" LSR 2-1 Pro Stock Spyder , Turn Down, for Klock Werks closed bag extensions.
Black on Black
Customer writes: " I installed this exhaust system on my '07 FLTR and love the way it looks. The LSR Spider did something that I wasn't expecting; it gave me about 10hp more than the aftermarket 2into1 I had on my bike. I love the way it sounds and performs. Thanks for making a great product!! Mark". 00-1367 In Black Ceramic with Black Ceramic heat shields.
2008 110 CVO LSR 2-1 Pro Stock Spyder
Customer Writes: "Wanted to send you pix of my new pipe after installation. Haven’t had a chance to dial it in yet, too cold for much riding! However I have done some. Fit and finish were wonderful. Already gotten several comments on it’s appearance. This system picked up the power tremendously! Really woke up all 110 CI’s. Bike runs smoother, and is very responsive. Once it warms up here to the point I can actually get the engine warmed, amazing how cool they run when it’s only 11 degrees, I’ll send you more info. Till then, thanks." Don.
00-1367 LSR 2-1 Pro Stock Spyder in Black Ceramic (Dual Coat, black on top of silver) with chrome heat shields. We kept the primaries on the 110 CVO at 1 3/4" to provide more torque.
Typical mounting instructions for Evo/Twin Cam Dressers.
Stock 103
Customer writes: "There is a picture attached of the bike after the installation and it is very telling of the change. The installation dropped the weight of the exhaust system a few pounds by doing away with the left side muffler and crossover pipe and it achieved what I wanted to do by giving me better access to the Harley Davidson center stand that I had installed when I bought the bike. The system also shortened the exhaust tail section by ending at the edge of the saddle bag rather than protruding to the end of the fender, giving more curb clearance in length and height. The sound is great and it doesn’t attract the attention of the law dogs like most of the after market systems do. It looks like it is a full muffled system because of the size and shape of the can and shields and unless I’m into it hard it is grudgingly acceptable to the highway patrol (road nazis as our county sheriff enjoys calling them).
And to top it all off, it looks marvelous, pronounced MAHHHVULUS! (you know, the Billy Crystal line). I have had some of my gear-head buddies wanting to know where I got it and what it cost, kinda like having a steak sandwich at hotdog stand you know what I mean? Anyway, I'm pleased with the outcome and service you folks provide. I know I bothered the shit out of you to get this thing but you put up with it and made me happy with my big black bike again, thanks. I will send better pictures in digital format on a cd as soon as I get around to making one, I'll make a little video with sound just like the the big kids do so in case you want to use any of it as a satisfied customer statement you will have it. Yours, John "
00-1367 in chrome.
2009/2010 Models Covered
Frames are changed. Floorboards are changed. We have prototyped the 2009 models and are shipping orders. We build to order. Options on tail section and four separate finishes. 00-1367 Pro Stock Spyder shown.
Typical mounting instructions for Evo/Twin Cam Dressers.
2009 FXDF
Customer writes: "RB Racing...here are a few pics. I hope to see one on your web site, perhaps a few of my friends and co-workers will see them & drum up a little extra business for you and your company. Thanks for the high quality, great performing, and sounding pipes! Rick."
00-1375 LSR 2-1 Pro Stock Spyder 1 3/4" with heat shields in chrome.
$1,000.00 for Saddle Bags...5 Finger Discount $0.00
FLTRI Road Glides are a big theft item around here...their bags even more so. After one of our employees lost a set of bags off his 2008 110" Road Glide, and had to buy another set of bags, we made up a few simple sets of Left/Right brackets that secure the bags to the rear mount with a couple of stainless steel button head screws and self-locking nuts. Unless someone has a 3/16" Allen and a 1/2" wrench the bags aren't going anywhere. Around here they will steal the bags even if the outer lock is set...they just pry them open.
The pictures show the brackets on our shop 2004 FLTRI we use for testing exhaust systems. The bike is going to be converted to a 126" ORCA Turbo motor with 350 horsepower.
If you want a set of L/R brackets they are $15.00 in raw metal. Drill four 5/16" holes and you're done. Undo the bolt to the bag and the bracket can stay on the rear bag mount. Paint them or chrome them yourself. Not a big deal around here. We just don't need any $1,000.00 surprises.
Hand Made Pro Stock Merge Collector
From exhaust port to the collector area this is a pure LSR 2-1 Pro Stock exhaust system for the highest velocity and peak scavenging at the exhaust valve. We mate this to a special version of our low restriction, noise-cancelling LSR 2-1 Black Hole technology. Not as quiet as a LSR 2-1 Black Hole system but a pure racing system quiet enough to get you by the man.
Softail LSR 2-1 Pro Stock Spyder
00-1345 LSR 2-1 Pro Stock Spyder, 2" Style C. This system headed for a 124" S&S motor. Bigger motors like these can use 2" primary tubes. It's all about the timing of the pulses to the merge collector.
Ceramic Finishes
In case you are interested, here's the drill for ceramic coating. Bend the parts. Pattern cut the parts. Polish the sub parts. Tig weld and hand fit the merge collector. Tig weld the assemblies in sub fixtures. Drive the parts 65 miles one way to the coater. Coater bakes the parts, then cleans the parts to remove any internal residue. Coater blasts the parts, cleans the parts again and applies a sealer coat and lets the parts dry. Coater then masks and sprays the parts with silver ceramic and bakes the parts for a second time. Coater then tumbles the parts in large vats to burnish (harden) the surface.
In the case of Black ceramic or SS Titanium ceramic the freshly coated silver ceramic parts get lightly abraded and sprayed and baked for a third time. We then drive another 130 miles to pick up the parts and drop off the next batch. Sort of expensive.
Nightmare After X-Mas
TV, Jesse James, Orange County Choppers, biker build-offs, master builders. Art is cool but when the cold winds of reality blow you get back in your pickup truck. No way to make a fashion statement quiet enough to avoid tickets and get you where you want to go. Great for the short putt to the bar or HOG meeting where you can bask in the glow of your "I saw it on the Discovery Channel and now I have one". We like art and sculpture and Dali would approve of the drooping exhausts but that's not why we build things. Noise, loss of torque, tickets...well, we make pure race pipes and will give you back your torque if you'll take take the the other two with it.
LSR 2-1 Pro Stock Spyder systems offer an alternative. Power and performance with an acceptable amount of noise. We try to factor in art as we are violently opposed to ugly. Beauty as they say is in the eye of the beholder.
True Duals and Aluminum Butt Plugs
Customers ask us why we don't make "True Duals". While the name has a certain ring to it, with "True" sort of impugning everthing else you might consider. Well, we won't make things that don't work, like dual pipes, dual pipes with aluminum butt plugs, or even a falsie left pipe that does nothing. Now, we like Fishtails, and all sorts of things like that which are traditional and pretty. We just aren't going to make them.
Customer writes: " Hello RB Racing ! Just wanted to drop you a note to say THANK YOU, THANK YOU, THANK YOU!!! I changed the pipe on my Roadking from a popular name brand "TRUE DUAL" to your LSR 2-1. Had the bike dyno'd yesterday and what a difference, The HP number jumped from 82 HP to 89.95 (call it 90) and the torque number jumped from 96 ft lbs to 102 ft lbs. Nothing else was changed but the pipe. Anyone know some one looking for a set of used true duals? While those numbers aren't huge or record setting they are much, much better. In addition, the bike runs tons better, no more cracks or pops and runs smooth as ever at RPM. Again , I can't thank you enough for producing a product that meets the need and not necessarily a product that boasts bragging rights that are unsubstantiated. Mike".
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. Black Hole technology does not involve stupid eye candy or outdated, or just pain dumb, ginger bread.
Dynos...We don't ride dynos
Customer was happy with these results from his 00-1367 LSR 2-1 Pro Stock Spyder. Enough power to get down the road. Not a 250 hp turbo but enough to zip a heavy 850 lb sled around a semi truck going 70 mph.
New Dual O2 Meters
For OEM Weber/Delphi 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.
Wideband O2 Meters
We also have Dual O2 meters in testing for Bosch LSU-4 wideband sensors. They will be available as soon as we complete a production run. Same easy visual reference. They tell you if you are getting maximum economy, peak power, correct acceleration enrichment, and if you are either too rich or too lean. Waterproof. Harley-proof.
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.
Digital Gear Indicator and Dual Air Fuel Ratio Gauges
A useless air temperature gauge and tiny warning lights...whatever happened to black and white gauges? Well our RSR Bonneville Digital Gear Indicator and our Dual Air Fuel Ratio monitor actually do provide useful, easy to read, information. Knowing what gear you are in and what your engine is actually doing in front and rear cylinders is a lot more important than knowing what the air temperature is...After all, you are sitting directly in the airstream so the air temperature is no mystery.
Road Toad...The Movie
Harleys vibrate. Next time we'll make a better camera mount. Video shows the gear indicator in action on a 5 speed 2004 Road Toad as well as our RSR Dual Air Fuel Ratio Gauge. We made a few edits to the TC88 ECM for our LSR 2-1 Pro Stock Spyder exhaust. Gives you an idea of how we tune things by actually riding them and how useful the Bonneville Gear Indicator is.
Get a tub of popcorn and a six pack and watch a 2004 FLTRI find happiness going through the gears. Make your own movie and get some more popcorn and beer and show your friends how you hit redline in sixth gear. At Bonneville we run five gears but we have a 425 hp Harley...and a lot of beer.
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.
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. Shown here on a Sportster Pro Stock Challenge racing system.
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".
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" stle LSR 2-1 Pro Stock Spyder pipes will clear this billet parts.
New Exhaust Tech Section
We have given a bit of an overview on the design of Harley Davidson exhaust systems for those who have questions about primary tube length, tube diameters, collector design and the pulsations and wave timing in a V-Twin engine. 800 hp 2-1 Top Fuel exhaust pictured with 214 mph in 1/4 mile results. Carl and Lesa Pelletier of Competition Motorcycles.
There is also a discussion of ceramic versus chrome finishes and what are the advantages and disadvantages of these from a realistic standpoint.
It goes in but doesn't come out...Black Hole
Nothing escapes a Black Hole, not even light. We had a lot of dealings with members of the motorcycle press over the years and like shooting stars they flame out after a few years with few exceptions. One individual who has survived forever told us in the mid 90's that his magazine, now since sold a few times, although like the cockroach he still remains employed there, "Was sick of aftermarket exhausts that were too loud and...that they weren't testing any fkkking loud pipes!"
That was sort of a challenge to us and it ringed true because we knew the relationship between sound and power and how everytime we made the exhausts quiet with our louvered and perforated cores, surrounded by nasty fiberglass, power fell off. Therein lies the challenge and the story. Aerospace technology hidden in a muffler. The sound goes in but doesn't come out. Something to kill the parts peddlers and vultures hawking their decades old technology. We had to find our "Black Hole".
Black Hole Equations
We built a series of prototypes over a period of months and got nowhere. Increasing complication involving pre-chambers, multiple internal cores, reflecting cones, angled planes etc. just didn't work at all. It was the same old problem, decreased noise meant increased backpressure and increased complication meant increased size. Graft on a large car muffler from a big V8 and there were positive gains in noise reduction and backpressure readings but you ended up with an aesthetic disaster. We hit the wall. Nowhere to go except back to a blank sheet of paper, Ashlar Vellum (Graphite/Cobalt) and a calculator.
The answer is always hiding in the math and that's where we found our answer. We even had a Caltech student working on the problem. The solution is always elegant and simple. It only took us 17 years to find it. Define the problem mathematically and the arrow points to a solution.
Test Test Test
Take your stock Harley-Davidson and wind it to redline through the lower gears...very little noise and boring as hell. No cops dropping their coffee and donuts two streets over to put you in a world of hurt and no people blown off of bus stop benches. Put on an aftermarket exhaust and the opposite is true... people turn their heads and mothers grab their daughters. The "look at me" routine has it's place, but we all aren't suffering an image crisis.
We put probes in our LSR 2-1 exhaust systems as well as in the oem exhaust sytems to measure backpressure and found the results to be predictable. The oem systems had quite a bit of backpressure and our LSR 2-1s had little. The oem systems are not straight through as are our performance systems. In short, our systems were not as quiet as a stock exhaust but they sure made a lot more power.. The magazine editor had issued a challenge and we now had data to start our search...for near zero backpressure and infinite power with no noise. Hell, if you don't look for it you won't find it.
Twins are harder to make quiet than the inline fours and singles are even more difficult to make quiet. Harleys with their siamesed rods and 45 degree V-Twin architecture are actually less a problem noise-wise than is an opposed, or 90 degree V-Twin due to the lapse in firing events. Put the Black Hole Muffler on a Harley and the bike has a throaty sound at idle, louder than stock, but still pleasant and not objectionable. Bringing the bike up to redline, the Black Hole Muffler has less than .2 (point 2!!) pounds of backpressure and is nearly as quiet as stock. Wailing by at the top of third gear the bike is about as quiet as stock and a lot quicker and freer revving with the Black Hole Muffler. Cruising at 3000 rpm the bike is completely quiet and not tiring except for the usual wind noise.
Our LSR "Spyder" Pro Stock pipes are freer breathing than our LSR 2-1 Black Hole designs and are a bit louder but way quieter than straight pipe designs. Our 103" test bike pulls over 120 mph in 4th gear which is one of our real world tests.
SAE J1287 Sound Tests: "Meets OEM Requirements"
LSR 2-1 Black Hole designs pass SAE J1287 sound tests. To give you an example of the range of decibels in this test, OEM motorcyces range from 85 dBA to 105dBA with a typical average around 95 dBA. LSR 2-1 Black Hole exhausts are a bit unique in that they pass these sound tests easily but are different in one important regard and that is related to engine rpm. They are about 95 Db.
SAE J1287 tests are conducted at 50% of engine speed while the motorcycle is in neutral. With LSR 2-1 Black Hole exhausts there is an inverse sound-canceling relationship between engine speed and noise. The faster you go the noise does not become proportionally louder. That is why you can cruise at 3000 rpm and listen to your radio. It's also why the "Man" won't hassle you when you are winding out your ride. No need to poke around pretending we are socially acceptable. No need to interrupt donut breaks or help fund the locals.
To show you how noisy things are in today's world we measured the freeway noise in LA with the engine shut off and coasting on a 113" FLH. With all the cars whizzing around us the background noise was 118 Db. It's when you are zipping along without a swarm of cars hitting 70 mph surrounding you that the man pays attention. Go past 100 Db and you've got his attention.
LSR 2-1 Pro Stock Spyder systems are not as quiet as our Black Hole designs but they are way quieter than about anything else.
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!
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. The base map must be designed for additive correction except at wide open throttle.
OEM Harley systems have a 15% correction ability. The trick is not that it adjusts...which it should, but that the underlying base map is correct for the changes you have made and then the system can correct within this 15% window.
Beyond Stupid
Some add-on boxes for late model O2 sensor equipped oem Harleys eliminate the O2 sensors altogether. Why in the hell would you want to take a self-adjusting, sophisticated system and turn it into a gas guzzling, low mileage, dumb efi system? Beats the hell out of us and, since we make closed loop efi systems, we do have some experience in this area.
You bike should be left in closed loop, tuned in closed loop and monitored with O2 displays in closed loop. Correction factors defined in the oem code cannot be exceeded. Maps have to be rewritten for the changes to the bike so the base map is in agreement with the oem algorithms.
Phone Sex and Remote Tuning
In some sort of logical disconnect a few customers call us up wanting us to tune their bike over the phone and then become increasingly indignant when we tell them it just doesn't work that way. Now, we spent the better part of 14 years, starting in 1976 working on carburetors, jetting, needle design, and even designed and marketed a flat slide carb for the Harley market. Thousands of man hours representing about 5 months out of every year were devoted to jetting issues. It got to be a real issue i.e. it was an interesting experience to define what the correct air fuel ratios should be, experimentally figure out how to measure them, and then deal with tuning die cast critters, often modifying them with extra circuits etc. but, in the end, it was temporal and an endless loop that did not exactly pay the bills.
We did learn how to make things run well, not that anyone appreciated it. It was fun to watch people try to beat you when they couldn't. Knowledge. Hard work.Stock 4 speed Harleys in the 12's at 103 mph, stock 2 valve 550's into the 11's, early 750's into the 10's and the first stock 1100's into the 9's. Does it mean anything now? Nope.
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. It isn't going to work.
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 "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 a bit easier to use and has one benefit that the "SEST" does not have...You have the ability to save and restore your original calibration.
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. 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.
We've used both the SEST and the TTS Master Tune. Both work about the same. The TTS MasterTune is a more friendly system. We offer it at a $50.00 discount when purchased with one of our exhausts i.e. $375.00 versus $425.00. For Dual Program (2 bikes) we offer a $75.00 discount when purchased with one of our exhausts i.e $550.00 versus $625.00. Best used with our Dual O2 meters.
If your laptop has only USB and not 9 pin serial ports, a TTS MasterTune-approved USB Cable with Deutsch Communications Connector is available separately for $75.00. A Nine pin serial cable with a Deutsch Communications Connector is available for $30.00. A PDF Tuner Guide explains the operation of the TTS software.
In 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 sort of understand efi
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 throtttle body and are speed density Delphi systems, all very complex. It's all evolved into the same formula we decided on 18 years ago. Single large throttle body, in our case 56mm, port injection, and closed loop operation with idle air control. It's not any simpler. In fact the whole deal has gotten a lot more complex.
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.
Note: All LSR exhausts require the use of the early style chrome die cast OEM flanges and circlips. RB Racing chromed billet flanges and clips are part number 00-1002 for one complete set. The Harley die cast part numbers for these flanges and clips are: 65328-83 (exhaust ring clamp) and 65325-83A (retaining ring). S&S Cycle SA or B2 (145" Tribute) cylinder heads require four bolt flanges which we provide and are part of the pipe assembly captured by or Special Application Venturies.
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.
Early FXR(P) police models with floorboards don't fit many pipes. Best bet is to install forward controls or mid pegs on this particular model...then regular part numbers apply. To fit LSR 2-1s to these ex Police models with floorboards it will be necessary to cut and modify the rear floorboard support (splined peg mount to floorboard bracket) for clearance on the pipes. FXRT models had mid pegs and pose no problems.
FLH/FLT/Road King : Dual mount: transmission and saddlebag. 1/4" laser cut steel plate dowel mounted to transmission. Oem rear saddle bag mount are used. Remove any oem brackets for the front pipe beneath the nose cone. If you are running a Baker 6 speed they are wider and we have to shorten the transmission mounts by 1/2".
DYNA (Evo) : Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem brackets are used. Remove any oem brackets. 00-1281 2" C Style for a 145" S&S Tribute motor pictured.
DYNA (TC88) : Transmission mounted. 1/4" laser cut steel plate dowel mounted. No oem brackets are used. Remove any oem brackets.
Softail (All) : Pipe bolts directly to frame via 3" wide heavy steel "Z" bracket. No oem brackets are used. Remove any oem brackets.
Evo Sportster: Laser Cut steel bracket replaces oem bracket (all rigid mount models). On rubber mounted models we supply a transmission bracket that attaches to the steel stamping that supported the mid part of the rear pipe. On these models remove the large oem bracket which requires the removal of the rear final drive cover aft of the transmission. #30 Torx required to unhook rear brake rod. 2004 Rubber mounted engines require early style exhaust flanges as the 2004 flanges are too thick for our turbo venturies.
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.
Bonneville Proven
LSR stands for Land Speed Record and that means only one place...The Bonneville Salt Flats, the Great White Dyno. We have the only gas powered street legal bikes over 200 mph and we're damn proud of it. RB Racing doesn't race typewriters, we race motorcycles and when someone says they get a 70% gain from their system, ask them for their 200mph Bonneville Records or any records for that matter. Hell, if we raced typewriters it sure would be a lot easier, not to mention cheaper.
The technology we use with our turbos equally applies to our exhaust systems. Turbos don't make more power with excessive exhaust backpressure and normally aspirated exhausts don't like restrictive mufflers either. These are just antiquated 100 year old air compressors and they need all the help they can get.
New Cloisonne Tags
We place an LSR tag on each exhaust system we make so they can be easily identified. Every now and then over the last twenty plus years someone decides to copy one of our designs, usually because some customer is very happy and he "stirs up the pond". They copy the general look but not the features that make them work. The tags eliminate any question about whether it's an RB Racing design or not and allows people admiring your bike to know the pipe's origin. The tags have proven to be very popular and have been used since 1992. Every now and then someone asks us to not place the tag on their system to which we answer..."send us an affidavit certifying that you have removed all manufacturer logos from your tires, engraved Performance Machine logos from your brakes, Mikuni or S&S identifications from your castings, Harley identifications from your gas tank, Nike logos from your tennis shoes etc. and we'll consider it". The last guy we let talk us out of this was getting his bike in Hot Bike magazine and said he'd give us "credit" for a one-off pipe we designed. When the magazine appeared on the newsstand all we saw was "computer designed pipe by Sands Racing". That was the end of that.
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.
Performance Built In...Exactly, For Each Application
Our competitors must think you won't notice that they neck their 1 3/4" to 2 1/4" pipes down to as small as 1 1/2" to mate them to your exhaust ports. RB Racing's Turbo Venturies are expertly heliarced to each primary tube eliminating any internal obstuctions and insuring the maximum flow from each exhaust port. RB Racing won't build phony performance pipes...We sure as hell won't ask you to port your heads, put in bigger valves and a high performance camshaft then stick a bunch of stainless steel discs or machined aluminum butt plugs in the pipe to restrict the flow! And we damn sure won't put some silly "1950-ish" reverse megaphone pipe with internal flat plates, baffles and air foils to screw up your performance. Our pipes make anywhere from 6 to 18HP over these stupid designs. From the Turbo-Venturies to the exit of the pipe our pipes outflow all other pipes on the market. Pictured above is a 00-1261 LSR Black Hole 2-1 for a Dyna TC88, Style C, 1 3/4" shown without heat shields.
For those of you who bought the slip in "torque cones"....Throw them in the trash.
Our CNC machined Turbo Venturis are not compatible with the "bowl-shaped" late model OEM exhaust port gaskets and require 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. The correct woven style gaskets to use are: Harley OEM 65324-83 or Drag Specialties DS 174742.
Customers have asked us to include our billet gaskets with each LSR exhaust system as it is a hassle to search for the correct flat woven, early style gaskets and they cost the same as our superior billet gaskets.
Mandatory for a nominal charge of $9.95 are a pair of our LSR CNC machined gaskets which mate perfectly with our Turbo Venturies. 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.
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.
All LSR 2 into 1 exhausts require special close tolerance aircraft nuts to bolt the LSR Turbo Venturies 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. The exception to this is the four bolt "SA" and B-2 flanges on the S&S Special Application cylinder heads which use Allen bolts.
Chrome, Black, SS Titanium or Silver Finish
Chrome, Black Ceramic, SS Titanium Ceramic or Silver Ceramic: All chrome is full automotive grade duplex nickel, triple plate; Black Ceramic finishes have a semi-gloss black look. Silver Ceramic finishes have a polished surface finish. Black, Silver, or SS Titanium Ceramic pipes are fully polished as if they were to be chromed to remove any surface defects, then are blasted, and finally ceramic coated.
Ceramic finishes hold the heat in the exhaust better than does chrome. Chrome has the hardest surface finish. Ceramics do not change color. Ceramics can scuff or marr if hard, sharp objects scratch them. Heat shields for the primary tubes and collector area are recommended for all applications to prevent any contact with the pipe's surface.
New Black Ceramic 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 too 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.
Black Ceramic Touch-Up...Included With Black Systems
We include an aerosol can of 1500 Deg F Black Paint that exactly matches our Semi-Gloss Black Ceramic finishes with each Black Ceramic exhaust ordered. If your system requires any touch up you simply respray the affected area, let dry, and then rub or burnish with a soft cloth and the original finish will be restored. From time to time people ask us to recoat their systems. If you want to do this think about the shipping and coating expense which will total over $200.00. Some people have has us change their ceramic color or redo their pipes after a number of years. It is not a free service. It involves down time.
We have gone to extreme measures, as explained on this page, to use a very expensive dual coat process which involves an ultra durable Silver Ceramic base coat and a second semi-gloss Black Ceramic coat. All of this involves three trips to the oven and lots of labor not to mention pre-polishing all the parts as well as media blasting, a sealer coat, and about 260 miles of driving to and fro. There isn't a better finish.
Exhaust systems, contrary to some people's beliefs, are not an everlasting, never changing part like a piece of Tiffany jewelry. We like to think we build jewelry and we certainly try to do so. With our included can of matching touch-up paint you can take care of all the mishaps like melted tennis shoes, plastic road kill, and simple wear and tear from blasting around the country subjecting .0625" wall tubing to 1350 Deg F exhaust temperatures, rain, salt, stones, and road kill.
We are the only company that cares enough to do so. One final point...Ordering a Black system does not mean you do not need heat shields. Aersol Cans of Black Ceramic Touch Up paint are available separately for $29.95. Part Number 05-0002. PDF Instructions on LSR 2-1 Black Ceramic Touch Up Paint.
On "C" Style pipes there are four shields: one on the rear pipe, one on the front pipe, one for the collector area, and one for the Black Hole muffler.
On "B" Style pipes there are five shields: Two on the rear pipe, one on the front pipe, one for the collector area, and one for the Black Hole muffler.
All LSR 2-1 Pro Stock Spyder Exhausts have a heat shield (mandatory) on the muffler section. This is where the exhaust energy is dissipated to muffle the sound. Cancelled energy generates or traps heat. If you are running at elevated RPMs under load for extended periods there can be some discoloration of the chrome in this area. The shield provides a heat barrier and decorative cover for this section of the muffler.
All primary tube and collector shields are hand-fitted and have sturdy internal clamp brackets that are helibrazed into place...not spot welded, which would break. The muffler shield is held in place by four stainless steel button head fasteners.
SS Titanium, black ,or silver ceramic coated shields are available for extra cost. Heat shields are generally done in chrome. The chrome surface resists scuffing.
RB Racing LSR Black Hole 2-1 Exhaust systems are now available for S&S Cycle Special Application "SA" B-1 and B-2 heads with 2 inch diameter primaries. The standard SA exhaust valve is a whopping 1.75" diameter with a special (non standard) exhaust port configuration. Newer B-2 heads employ 1.800" exhaust valves. These are the best production castings going with their raised inlet and exhaust ports. Oh, you can fool around with the usual porting bullshit, but you'll end up where these castings start out in terms of cfm.
Progress is progress and year to year the only horsepower gains come when you make the cylinder heads more efficient. The problem with the SA heads is that nothing fits their four bolt pattern and the shallow non-standard pocket is decidedly bigger than anything sitting on the shelf...stock flanges need not apply! S&S figures you are going to fab your own exhaust so they provide a machined spigot that slips through the four bolt flange. The idea is that you get some springs and make up a slip joint and go creative...this doesn't work on street chassis.
S&S B2 Head Porting
Whenever we do something serious like our 139" Bonneville ORCA motor we defer to the experts, especially when we are dealing with raw, unfinished ports the size of a dime. Branch O'Keefe is simply the best in the business and even Jerry Branch (retired) got involved in the decision making. Take a look at some S&S SA B2 ports that about 90 years cummulative experience came up with. All John O'Keefe and Jerry Branch asked was what we thought the exhaust ports should be like in terms of flow based on our 30 years of turbocharger experience. We all agreed on a number and this is what the result was. Ports for 400+ horsepower.
John has worked extensively with the S&S SA B2 heads, winning the S&S 50th Anniversary Horsepower shoot out contest. Normally aspirated B2 ported heads don't look like ours but John knows how to squeeze 200+ horsepower out of them.
John O"Keefe
If you want the best cylinder head work for your Twin Cam 88/95/103/110 etc., Evo, or even Shovelhead contact Branch O'Keefe. That's what we do and have done since 1976 when Jerry Branch prepared our cylinder heads for the 24 hour Endurance racers we built and took to the 1977 Bol D'Or in France. John O'Keefe knows you don't want "down time" so he has an exchange program for cylinder heads. Harley has made a lot of changes in their castings and it's best to go with Branch O'Keefe as differences in machining, alloys, and specifications can cause problems if you deal with porters who don't have the inventory and the experience.
We discussed our Bonneville Bullett project with John and he promptly drug out two sets of S&S SA B2 heads that he had done extensive R&D on. He had the numbers so he was the best guy for the job.
John does not have "homing pigeons" like other outfits where seats come loose, the work is sloppy, or cheap valves that stick or gall are installed. He treats every head they produce as if it was his own. Sort of rare these days.
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. Turbo venturis have also been machined for the large port, 4 bolt flange, S&S "SA" and newer B-2 heads.
Compare the oem size exhaust flange on the left that is used on "billet" motors with the "SA" flange on the right...get out your calipers and see what's holding these other motors back. RB Racing is familiar with these four bolt critters as we use them in our 113" and 132" RSR Fuel Injected ORCA motors both turbo and normally aspirated. For our 113" and 132" ORCA motors we use cnc machined special Turbo Venturis that capture a laser cut four bolt flange and are in turn heliarced to our 2" LSR 2-1 primaries. The Turbo Venturis flow 8 to 12% more than a straight section pipe.
S&S SA B1 and B2 heads
If you have a set of these "SA or B-2 Heads" and want a specific exhaust be sure to tell us at the time of your order. Adding an "SA" suffix to a listed part number will do the job. Remember they are only avaiable for LSR 2" primary designs. No gaskets are used with these. The special Venturi rides directly against the cylinder head.
S.T.D. Flanges for LSR 2-1 Exhausts
Dating way, way, back S.T.D. put four bolt or stud loctions in their cylinder heads. Lately they have been selling complete engines so we decided to make up some Four Bolt Flanges for our LSR 2-1 Turbo Venturis. These are available at the time you order your system for $29.95 per set in a chrome finish. Billet gaskets requiredfor standard dimension (Non S&S SA) ports.
Purpose Built...No True Dual or Thunder Crap
RB Racing flat-ass doesn't build things that don't work. There is a beauty in things that work well for their intended use and no one design is right for everybody. We build LSR 2-1 exhausts in both 1 3/4" and 2" varieties for everything from a stock EVO or TC88 right up to whatever big inch custom you can think of, including limited production Confederates, Bourgets and other aftermarket chassis. In addition, we make purpose built LSR 2-1 Pro Stock pipes that are the best flowing race pipe on the market.
The LSR Black Hole Spyder 2-1 fills another need...the need to have performance without the compromise of more noise. There is beauty in purpose and like the yacht or the plane..."If it looks right it is right". These are right.
