LSR 2-1 Sportster

No Stupid 1950's megaphones, No Aluminum Butt Plugs

Note: We have fixtures for:

Rigid Mount Evo Sportsters 2003 and earlier

Rubber Mounted Sportsters 2004 and Later

S&S Special Application Cases (offset cam chest)

Stroker (Taller Cylinders) Rigid Mount Evo Sportsters 2003 and earlier

00-1271 Black Ceramic

Customer writes: "Nice Fit. Regards Bill".

00-1222 / 2002 Sportster

00-1306R 2005 Sportster 2"

Customer claims his build was going to get him 165HP...We had sent hin a 1 3/4" Turn Out which he chose to not use... So we made him a 2" LSR 2-1 Pro Stock Challenge Resonator exhaust...Certainly capable of having 180+ hp throughput...As for the 165HP we shall see. Silver Ceramic with a chrome collector heat shield...something mentioned about a passenger's leg needing a shield.

Aftermarket Covers

If you have replaced your belt drive cover with an aftermarket one you need to supply your own socket head cap screw, split washer, and hex nut.

Our mount assumes the outer OEM cover is in place. Without the cover pressing up against the engine case you can pnly use the bracket for support.

Aceautoparts 1st Place...Ted

Last race of the season Temple TX Harley Parts Drags. 1st place. 2" Sportster LSR 2-1 Pro Stock Challenge. Racer.

135 HP 2" Challenge Pipes

S&S Cases .250" wider than stock with a 100 Inch 4.00" x 4.00" combination. Branch heads and serious horsepower. Pipe clears brake pedal and tucks under master cylinder at a 45 degree angle. Pipe is set up for two oxygen sensors and is about to be sent out for a 2500 degree, dual coat, semi-gloss, black ceramic finish.

Special order 2" LSR 2-1 Pro Stock 2" Sportster Challenge pipe 00-1306. The bike belongs to Paul, formerly of Branch-O"Keefe Co., the famous firm, Branch Flowmetrics, founded by industry legend Jerry Branch. In 1977 Jerry ported the cylinder heads for our 24 Hour Endurance Racing bikes...things come full circle.

Multiple year winner Mikuni HP Shootout. Paul retired, bought a late model Sportster XR1200 but quickly sold it...he preferred working with his earlier carb models. He asked us to make an exhaust for his XR1200 but we declined. He bought a D&D and it promptly cracked as it was rigidly mounted. Bye bye XR1200. Yellow bike is Paul's street bike.

88" 113hp

Just the combination to outrun larger motors and big twins. 00-1222 Chrome LSR 2-1.

1 3/4 Sportster Challenge

Acceleration. Power. Lower moment of inertia. Traction. Try to cheat the wind. Beat the other guy....get the trophy. Early on we chase the girls and can't afford to chase the trophies. Later on we chase the money, dance with the Devil, and, if we're lucky, get the trophies. Hard to do both at the same time. It's never easy. Some people do both and the rest of us take pictures of them.

Sportster LSR 2-1 Challenge race pipe. 00-1306.

Sportster 2" Challenge Pipes

00-1306 Sportster LSR 2-1 Challenge Pro Stock Exhaust with 2" primaries. This one is going to be instrumented for a Racepak Acquistion system with EGT probes as well as with our O2 outputs. Pipe is headed for Silver Ceramic coating. Tuning is done with our RSR Air Fuel Ratio Gauge.

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

110 Hp 88" NRHS Sportster

NRHS writes: "Customer is in the US Military serving in the Middle east currently. Bike is a 2009 Sportster with an 88ci engine built by NRHS making about 110 hp and 105 ft lbs of torque. Dan Dunn NRHS V-Twin Performance".

00-1271. 1 3/4" Turn Out for forward controls. Probably a good idea to let a specialist work on your bike. NRHS has a lot of Bonneville experience. Bonneville is sort of the ultimate dyno.

Dyno Commentary:

Stay Tuned..It's going to get complicated.

We do our own developent and with the cops having a bad attitude and cameras everywhere scanning your license plates we use our Superflow Dyno for base testing. You still need to do real world testing however as these are air cooled motors. We used to spend half our year each year for about 20 years doing on the road, late at night and drag strip testing. Well, the drag strips are long gone and the cops and the traffic density makes on the road blasts way over 100 mph or even studying on board instrumentation dangerous. With The CycleDyn we can run 200 mph with 200 mph of air or 1:1 with road speed.

These days we concentrate on Turbos and advanced electronics. With over 8800 programming categories in the Cosworth Pectel SQ6M and a 360HP turbocharger, like we use on our 126 SAB2 Road Toad, snd our FXR ORCA we use the Superflow CycleDyn for our development. Safer than running from the cops...not that we used to (Ha!). Freeway cameras, helicopters, people on cell phones...you get the idea.

Funny Story: In the early 1980's we use to go to Orange County Raceway to test exhausts and carburetion every Wednesday. One guy we knew, who worked for a competitor, was going pretty quick so we asked him if he would stop by our shop...He did, and we went over his jetting that was a bit radical. We tested his jetting and needle combination and sure enough it was fast. Funny thing...we kept testing and it went slower and slower. Seems you could over fuel a cold engine and get away with it for a bit...After that it was all downhill. Same for dyno tests. And you think the OEM's are stupid. They aren't.

We then spent years doing "on the road" as well as drag strip testing. Good way to go broke. Looking backward it was a good learning experience and we know how difficult it is, but you just can't write youself a check for the lost time. In short, be wary of quick dyno numbers....You have to live with your bike in the real world.

Carbon Monoxide is a killer. It has to be positively scavenged and discharged away from the building. All exhaust fumes must be vented so the operator and the engine cannot re-breathe spent gases. Carbon Monoxide is odorless and flat-ass dangerous. We have a CO meter on the dyno operators console.

Dynamometer Exhaust

Exhaust extraction on a F1 engine. Clean air is positively fed to the inlet and the exhaust is extracted from the Dynamometer Cell. Figure millions of dollars just for the test cell.

Check out your tuning guru or engine guy's dyno. Every shop dyno we look at does not have proper exhaust scavenging. Something to think about..the bikes are rebreathing the exhaust and you and they are also. It skews the results and is inaccurate.

We have 8" diameter stainless steel extraction ducts for both left side turbocharger and right side LSR 2-1 exhaust development. We exhaust out the rear of the building and use an additional large commercial fan at the exit. No CO or gas fumes in the shop.

Real World Tuning Package..Your Dyno, Not someone elses

When you order a complete LSR 2-1 exhaust with the RSR Air Fuel Ratio Gauge and The TTS MasterTune there is a $75.00 discount on the total price. You can observe while you ride in the real world to evaluate transitionals and wide open throttle . In actual dyno tuning you really have to hold one "site" i.e. the intersect of load and rpm to get an accurate feedback. That's why you see engine dynos doing step testing.

Carb: The single display gauge is for carburetors. All of our exhausts for the last 30+ years have had an O2 sensor port on the front cylinder. You don't want the dual gauge on a carbuteted bike as it will drive you nuts. The rear cylinder gets hotter and uses less fuel than the front cylinder so you tune to the front and bias extra fuel to the rear.

EFI: The problem is things heat up in these air cooled engines and the hidden code in the Delphi ecm starts changing things. You can really only do one wide-open throtte pull and one rpm site before the engine heats up too much. Best do real world data recording with the TTS while you ride and then evauate, in real time, your map with the RSR mili-second fast RSR Fuel Ratio Gauge. Real time monitoring when you ride is the only way you can evaluate transitionals, acceleration additives, and wide open throttle...all in the real world air and on the road like you do normally.

If you are running a Tuner that disconnects the 12mm or 18mm Oxygen Sensors with "O2 Optimizers", putting you bike into Full-Time Open Loop, then you should order our RSR Dual Air Fuel Ratio Gauge.

Ride in the real world, go through the real air, conditions and your riding style and then make a decision on what changes you should make. Not repeated blasts on someone's dyno.

Branch O'Keefe Heads 203 MPH Sportster

John O'Keefe of Branch O'Keefe has welded up and ported over 50,000 EVO cylinder heads. Bob Bennett (above) at the 2013 Bonneville Speed Week with a combined two-way average of 196 mph with a Mikuni Carburetor and Branch O'Keefe cylinder heads. 203 mph was his highest speed on his 201 mph pass. If you think you just hold it open and sit on it you're mistaken. Ask Bob..he had to fight for every mph. He bumped the SCTA-BNI record over 20 mph.

Bob doesn't run our exhaust..just some staight pipes. He's a vet like us and many of our customers. His Sportster makes 165 Hp.

Everybody says they are an expert. Most aren't. Every record we've set has been with Branch heads dating back to 1977 when we raced at the Bol D'Or up to our current Bonneville Bullett project. John O'Keefe and the legendary Jerry Branch have more decades of experience with racing Harleys than others have years. Talk is cheap. Results speak for themselves.

Here's a set of STD heads John O'Keefe did for our 80" EVO Turbo FXR. Dual Plug with Turbo porting. The heads are set up for 20cc dome pistons. A R&D project with advanced Cosworth electronics. If you want the most out of your Sportster talk to John at Branch O'Keefe. 562-597-2850

Some other Sportster Specialists get a bit pissed about us recommending Branch ...so they say our exhausts don't work well..Small people.

Rockers, UK style. Mike Hailwood dragging his toes not his knees. Joey Dunlop at the Isle of Man. Phil Read on an MV, the last 4-Stroke champion before the two strokes took over.

Customer writes: "Thank you for making such an awesome pipe! It's my wife's bike but man it rips.. Thanks to your pipe, I've tried 2 others and I'm getting the best #'s with your product. I just placed an order for more gaskets and flange nuts, they came in four days. Thanks for getting out so fast other companies aren't as wonderful to work with. Thanks again. Bill ". 00-1269.

Carbon Fiber & Black

Black on Black on Carbon Fiber Black. Wheels are black. Seat is black. Mirrors are black. Headlight is carbon fiber black. Turn signals are black. Bobbed fender is black. LSR 2-1 is ceramic black. Heart of gold and intimidation personified. Lock up the sharp objects and mandate a curfew. The streets are dangerous. Things are moving in the darkness. Danger.

Customer writes: "R B Racing, Thought you might want to see your pipe on an 06’ Sportster. It is a very good match with the engine modifications and has a linear power band coming on hard at 2950 and strong through 5800 where it starts to drop off. Thank you for a very fine product.". 2006 Sportster LSR 2-1 Turn Out in Black Ceramic. 00-1269.

Customer Update: "RB Racing, I've completed the make-over of the '06 Roadster to a cafe' racer. I believe that the RB pipes not only produce tons of horsepower but look great with my application. Thought you folks might want a peek. Thanks again for an outstanding product."

04/05 Installation PDF courtesy Keith Mezzina.

883...2007

Customer writes: "Attached are photos of my 2007 XL883R Sportster with the LSR 2-1 (00-1270) exhaust in chrome. The pipe looks great and has a terrific sound. Bergen County H-D/Buell in Rochelle Park, NJ dyno tuned the bike. The peak horsepower went up to nearly 58 from 47 (a 23% increase) and peak torque to 54 from 48. On the road it really takes off from 4000 rpm right up to 6000 and above. Please tell everyone thank you for a job well done. I will be strongly recommending RB Racing pipes to people I meet. I'm also going to post these photos on xlforum.net and credit RB Racing (xlforum.net is where I first learned about your exhausts). Best regards, Kevin"

Baby FXR's. They are nice bikes. They actually handle and stop. Customer put some compliance into the rear suspension instead of the oem fish-oil units.

Screaming Eagle Super Tuner...SEST (discontinued)

"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.

A few years ago 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.

Harley had to recall these after being fined. They are no longer available.

System Approach to Tuning

1. LSR 2-1 Exhaust... Proven performance gains.

2. RSR Air Fuel Ratio Gauge...Observe in the real world. Dynos are great but we don't ride them.

3. TTS MasterTune Software... Make adjustments based on observations

MasterTune BT Diagnostic and Development Tools
Communication Interfaces

The MasterTune BT Communications Interface is the tool that provides 2-way communication between the bike's ECM and a Windows-based laptop/PC utilizing the MasterTune BT software. The interface also provides stand-alone data logging for diagnostic and calibration support. The MasterTune BT software package can be downloaded for free at MasterTune.net/GettingStarted.

Part Number 2000020

MasterTune BT Communications Interface - CAN 6 Pin (2012-2020) (Gray)

When used for calibration development, this interface marries to the ECM during the first ECM flash and further calibration development can only be performed on that ECM.
When used for vehicle diagnostics and data logging, this interface can be used on any compatible vehicle, even if already married to an ECM.

Mastertune BT Interface communicates to the PC via a wireless Bluetooth connection. Also includes a support loop to attach the interface to the bike via a wire tie.

Compatible with the following Delphi equipped Harley-Davidson Motorcycles:
    •    Touring models 2014-2020
    •    Softail models 2011-2020
    •    XL Sportster models 2014-2020
    •    Street models 2015-2020
    •    Dyna models 2012-2017
Works with the following MasterTune software products:
    •    MasterTune BT
    •    DataMaster BT
    •    VTune BT
    •    Flight Recorder

$459.95

Part Number 2000021

MasterTune BT Communications Interface - CAN 6 Pin (2021+) (Red)
When used for calibration development, this interface marries to the ECM during the first ECM flash and further calibration development can only be performed on that ECM.
When used for vehicle diagnostics and data logging, this interface can be used on any compatible vehicle, even if already married to an ECM.
Mastertune BT Interface communicates to the PC via a wireless Bluetooth connection. Also includes a support loop to attach the interface to the bike via a wire tie.
Compatible with the following Harley-Davidson Motorcycles:
    •    Touring models 2021-present
    •    Softail models 2021-present
    •    RevMax models 2021-present
    •    (Sportster & PanAm)
Works with the following MasterTune software products:
    •    MasterTune BT
    •    DataMaster BT
    •    VTune BT
    •    Flight Recorder
$459.95

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 use a Supeflow CycleDyn Dyno and we ride in the real world using our RSR Air Fuel Ratio Gauges.

ITTS & Exhaust Combo Military Discount

We offer a combined 10% discount to active or prior service both US Military and the Coast Guard on LSR 2-1 exhaust purchases with TTS Tuners and Cable Kits,

Soot

Whenever you look at an exhaust and see it caked in black soot you know the bike is not running or tuned correctly. Back in the mid 1980's we did a carburetor development program for Keihin Corporation for their 41mm CR Race carbs on both Shovelheads and the new Evolution motors. When we were finished the bikes got 56 mpg cruising and 46 mpg if you ran them harder...and after 500 mile tests the pipes were perfectly clean inside and the exhaust ports were dead clean.

If you take the exhaust system off a modern Closed Loop BMW, as we have, you will find them dead clean or whitish inside. Harleys should be the same.

We always ask what mileage people get from their "tuned" or modified Harleys after "Dyno tuning"....The universal answer is 37 mpg or less. If they don't know, we ask them if they have to gas at 100 miles. Most do.

Once a customer bought an exhaust from us and took his bike to two different dynos in search of the "117 Hp" he was looking for for his 103...He got 110Hp. After pissing and moaning we told the guy to give us our exhaust back and we found it caked in soot. So much for tuners and their tail pipe sniffers that see lean reversions...They just kept adding fuel. You tell the customer to put on our RSR Air Fuel Gauge to monitor the mixtures F/R in the real world...No, they want a "Dyno Tune". We have dynos...we know what they do and can't do.

Pictured above is the exhaust port from a 2017 Dyna Low Rider S with about 100 miles on it. No soot. Delphi engineers seem to have done a very good job. Looks like the port you would see on a BMW. Now, when your "Tuner" gets finished with it, it will most likely be full of soot. Logic plays no part in people and their toys. EFI is complex...put in different cams, change air cleaners, port the heads and all this goes out the window. Brave new world.

No soot.

Fuel Injection..A Reality Check

OEM HarleyDelphi 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 Pulsewidth Calculator.

To see what lengths we go to to cotrol 360 hp on turbos take a look at our Road Glide Fuel System.

Band-Aid...Not Needed

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.

New Small (12mm) and Older (18mm) O2 Sensors

In 2010 FLT/H series went to the new small heated O2 sensors. The Dynas and Softails went to these in 2012 and the Sportsters in 2014.

We are tooled for these smaller sensors on all the newer models. The small O2 Sensor models have a floating ground voltage offset that has a complex scheme that varies the signal to meet emissions purposes. If you think you are going to trick these you are in for a surprise.

You must specify the year of your motorcycle when ordering the RSR Dual O2 Gauge. Models with the small OEM O2 sensors will require two 18mm O2 ports in addition to the 12mm ones to monitor your bike as you ride. Our RSR Dual Gauges will monitor the 18mm high temperature O2 sensors we supply. It is the only method to monitor both front and rear cylinders of your bike as you ride. Real world observations to perfect your tune. Better than a dyno which tends to overheat your motor quickly skewing your tune.

Dual RSR Air Fuel Ratio Gauge: Late Model (12mm) O2 Sensors (Open Loop Only)

Pricelist

Dual RSR O2 Gauge: 06-1003 Compatible with OEM Delphi 12mm Mini-Switching narrowband sensors if the bike has "O2 Optimizers" eliminating the Closed Loop Function. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof.

RSR O2 Gauge Billet Handlebar Clamp: 06-1025

RSR O2 Gauge Stainless Brackets: 06-1024

12mm Delphi Sensor Wiring Harness and Connectors: 06-1028 Required for either Open Loop Tuning (PCV, Dobek).

We provide the plugs, wiring and hardware to splice the 12mm Delphi Sensors to our RSR Dual Air Fuel Ratio Gauge. It is the only method to monitor both front and rear cylinders of your bike as you ride. Real world observations to perfect your tune in Open Loop. Better than a dyno which tends to overheat your motor quickly with differing loads in the real world and things like the air cleaner picking up elevated temperatures, and dyno exhaust emissions skewing your tune.

RSR Air Fuel Ratio Gauges...Real World Tuning

The Mother of all gauges! Not a gauge, but a precision tool that will tell you exactly what your engine is doing in real-time. Gives you instantaneous read-outs of air/fuel ratios from 17:1 to 10.5:1 and indicates maximum power ratios. Four color display is easily read in direct sunlight and automatically dims at night. Waterproof, billet aluminum construction. Your significant other will cheat on you but this gauge will never lie! It won't keep you warm at night, but a perfectly running engine will look and sound the same when you wake up next to it the morning after.

Single RSR O2 Gauge: Reads the front cylinder in non-efi models. It is simply the best way to evaluate the tune of your motorcycle and saves expensive and often inaccurate dyno time. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof.

Dual RSR O2 Gauge: Compatible with OEM narrowband sensors. For non-closed loop models (1999-2007) we can supply the LSR 2-1 exhaust with two 18mm O2 sensor ports and two high temperature Bosch O2 sensors: Part Number 06-1026. Real world tuning while you ride...Observe and then make adjustments. Mounted permanently. Waterproof. Use TTS Master Tune Software to adjust the VE tables for the front and rear cylinders.

If you are running a Tuner that disconnects the 12mm or 18mm Oxygen Sensors with "O2 Optimizers", putting your bike into Full-Time Open Loop, then you should order our RSR Dual Air Fuel Ratio Gauge.

When you order the Gauge, for real-time, as you ride, monitoring for tuning purposes, we provide you the specialized harness plugs and wiring to connect your OEM O2 Sensors to our RSR Dual Air Fuel Ratio Gauge. It's the proven way to perfect your fueling.

Mounts....Roll Your Own or Buy One

The gauges have a center back mount 5/16" x 18 x 1/2" Stainless Socket Head Cap Screw and stainless lock washer. You can fab your own bracket for this or use the 06-1025 hard anodized Billet Mount System for either 1.00" or 1.25" handlebars $49.95. Optional is the 06-1024 two piece laser cut 304 Stainless Steel mounting tabs for either near handlebar clamp or up the handlebar mounting: $9.95.

Tune in the Real World: RSR Air Fuel Ratio Gauge

Since we have been doing closed loop fuel injection systems for Harleys for more than 30 years and have been putting O-Sensor Ports in our exhausts for the same amount of time, we have both single and dual O2 ports for our full range of exhausts. Our RSR Air Fuel Ratio Gauge is the best investment you can make for monitoring and optimizing your engine tune.

All LSR 2-1 exhausts come standard with one or two O2 ports (Sequential EFI models)...18mm or 12.5mm. O2 or Lambda sensors are a necessity for either carbureted or non closed loop efi (Weber Marelli and Early Delphi) Harleys. We should know, as we have a lot of experience with them and have been doing Closed Loop EFI systems since 1989.

The Single and Dual gauges ship with six feet of MIL-W-22759/32 wire. The first 24" is Raychem DR-25 sealed on both ends. If you wish to have a connector at the 24" point there is a $50.00 charge to install either six position (single gauge) or eight position male/female Deutsch DTM connectors with Raychem DR-25 sleeving.

The gauge is housed in a hard anodized round enclosure in a standard 2" format with a 2.250" bezel, center back mount, with a 5/16" x 18 stainless socket head cap screw. The gauge will show fuel ratios from 17:1 to 12.0:1 (or richer). The gauge is visible in daylight and automatically dims for nighttime operation. Only a single L.E.D. illuminates.

Very easy to interpret at a glance. Scale is, left to right, lean to rich: three greens, three yellows, two orange and two red l.e.d.s. You simply cannot "read" spooling digital numbers.

The white arrow indicates the maximum power mixture, the second orange light, which is 13.2:1. Transitory enrichments should not, if the engine is warm (>200F Oil temp), go past the first red light. Readings at the far right side of the scale, the second red light, are simply too rich. Proper closed loop operation will cycle back and forth from green to orange around the center of the display.

It is simply the best way to evaluate the tune of your motorcycle and saves valuable dyno time. Mounted permanently. Waterproof.

Whether your bike is carb or efi this is the best way to tune...By riding and observing, not on a static dyno. Dynos are not exactly real world in terms of loads, airflow, or transitionals, and even if you had a million dollar AC Transient dyno room, you would still have to do real world testing. The gauges are dead accurate and are millisecond fast responding which makes it very simple to interpret or remember, even at a glance, while you are dodging cars watching for cops. We have a Superflow CycleDyn which gives a better real world correlation than other dynamometers but we still evaluate air fuel ratios when riding.

Anyone who tells you optimizing tuning is easy is full of shit. Engineers at Ford say they spend two years just perfecting tip-in or initial throttle openings. Ride, observe,..then change or edit. Real world.

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

Customer Comments

Customer writes: "When the gauge arrived I knew it would be of a very high quality, it has far surpassed my expectations. I was very eager to get this installed and take a look at my tune. Amazing to see how little adjustments on the carb effect the AFR. As a result of this gauge, I have dropped one size on the low speed jet, raised the clip on notch and confirmed the main jet on my Mik48. Thank you, I really like this gauge. Ed"

"Just wanted to follow up with you. This AFR gauge is a game changer. I think the tune on this bike is just about perfect, or as perfect as a one can get with a carb. I have every needle, main and idle jet available for the Mik48 and think I used everyone of them chasing the tune. Now with everything dialed in, warm idle will flicker between the orange and red light, cruise is at the left orange light and hard acceleration toggles between last orange and first red. Plugs look terrific, bike starts first thing in the morning without any choke, while riding around town the lights are relatively stable, some moving around but not much. Again, I couldn’t be happier with how this gauge works.

I am building a 124” TC to put into another FXR that I am building. This gauge is already on the build list, can’t imagine not having this gauge on any of my bikes. Thanks, Ed"

Customer writes: "Sounds like a FAST Harley! Revs quicker. Everyone that knows the bike immediately notices how the engine has better throttle response now. One blip of the throttle is all it takes to spark envy. It has a noticeable volume and powerful sound on acceleration complimented by a smooth deceleration growl. Cruising volume is somehow arguably quieter than the V&H slip-ons that were on the bike previously. The chrome is flawless. Packaging was excellent. It’s amazing how spot-on the fitment of the slip joints are. The mounting bracket is perfect in form, fit and function. Everything eases into place with a slow methodical hand. Don’t force or rush the installation and you will complete it without frustration. I bought the Dual AFR meter at the same time as the pipe. I cannot imagine an easier way to tune with my TTS MasterTune! I was able to actually improve the tune and power while maintaining 43 mpg. Thanks! Ryan"

00-1316 LSR 2-1 using RSR Dual Air Fuel Ratio Gauge.

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. In closed loop operation the lights will cycle back and forth indicating the ecu is correcting to Stoichiometry or 14.7:1. Shown mounted on a 2008 Sportster.

It is simply the best way to evaluate the tune of your motorcycle and saves valuable dyno time. Mounted permanently. Waterproof.

Compatible with dual OEM narrowband sensors. No soldering required 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 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.

In short, taking off your fast acting, self-calibrating, Delphi system is just plain stupid. Use TTS MasterTune.

However, if you use a wideband ECM we offer Dual Wideband O2 Gauges.

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.

Single O2 meter for Carb models

For the past 20 years we have been putting O-Sensor ports in the front primary tube. It is the only way to set your carburetion for optimum performance and economy. Our RSR Air Fuel Ratio gauges are completely waterproof and Harley proof. Billet construction and dead accurate. Saves dyno expense. If you just can't stay away from Dynos then tune with this first in the real world, then go to the dyno.

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 Billet 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.

00-1272 in Ceramic Black. Pipe is for Custom although this is a mid-peg model. If you prefer the shape of the Custom (Forward Control) model it will fit on the mid-peg models.

00-1271 Turn Out for a Rubber Mounted Sportster. Silver Ceramic. Customer writes: "Here is a picture of my '04 XL1200C with your LSR 2-1 Turn Out on it. Looks good, performs great, and sounds fantastic. No 60 mph vibration. Buddy's with 103" and 111" bikes call it "Mighty Mouse"."

04 and later Flanges

The Harley part numbers for these flanges (above) and clips are: 65328-83 (exhaust ring clamp) and 65325-83A (retaining ring). RB Racing makes Billet Steel Machined Chrome Flanges with spring clips that are far stronger than the die cast OEM items. Our part part number is 00-1002, $29.95 for a set of the flanges and clips.

2004 and later Sportsters need to order these flanges or their equivalent at your Harley shop as the oem flanges are too thick for our Turbo Venturis.

06' Dual O2 Sensor Systems / RSR Air Fuel Gauges

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

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

If you are running a Tuner that disconnects the 12mm or 18mm Oxygen Sensors with "O2 Optimizers", putting your bike into Full-Time Open Loop, then you should order our RSR Dual Air Fuel Ratio Gauge.

When you order the Gauge, for real-time, as you ride, monitoring for tuning purposes, we provide you the specialized harness plugs and wiring to connect your OEM O2 Sensors to our RSR Dual Air Fuel Ratio Gauge. It's the proven way to perfect your fueling.

Customers

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

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

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

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

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

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

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

Later…Cliff"

Customer writes: " Hello RB Racing! I received my pipes on a Friday and was riding on Saturday. These pipes look great and sound fantastic! I have attached a photo of my bike, as you can see - it looks awesome. Brian " 00-1222 Slash Cut.

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.

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. Heat is energy...use it to your advantage!

Here we can see on this LSR 2-1 Pro Stock Sportster exhaust how turns influence the build up of heat as well as the energy concentrated in the merge collector. We have to clear things like footpegs, master cylinders, highway pegs, brake pedals, air cleaners etc. in our search for power. Testing at Blue Springs Harley Davidson...James.

Pictured above is a LSR 2-1 00-1023 Ceramic Black Sportster exhaust.

Old School

Shocks, I don't need no stinking shocks! Primer black. Old School. Simple, clean, low. Pillion pad. Scratch and sniff.

Customer writes: " I finished my build on Friday. The exhaust fit like a glove. Never have I had a pipe fit so easily. The sound is excellent; not too loud and the performance is amazing. The horsepower increase is very obvious in the 2000-4500 rpm range. I'm extremely satisfied. Thank you, Tom." 00-1222 in ceramic black.

Customers Race We All Win

Jim Snyder set new speed records with his Sportster. We couldn't get him a Ceramic Black pipe in time so we sent an unfinished pipe so he could make his race. We shipped his Black LSR 2-1 Pipe a few days later. We love racing. It sure beats the hell out of parking and talking. Race bikes, even if they are street bikes always have a drama about them because they have stories to tell.

Left: Customer writes... "The bike is a '97 XLH 883 converted to a 1200. The pipe added 7 hp to 94 and 3 lbs to 82. Thanks!" Part Number 00-1023 Evo Sportster LSR 2-1, 1 3/4" Slash Cut.

Right: 00-1222 Evo Sportster LSR 2-1, 1 3/4" Slash Cut, Ceramic Black for a factory forward control 1200 Custom on MP Duty at Ft Bragg. 10% Military discount applies.

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 down shifts 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.

00-1023 on a 98 cubic inch 9 second Sportster. Customer replaced staggered Duals with a street 1 3/4" LSR 2-1 as it lowered his E.T. Pipe is to be replaced with a custom 00-1306 Sportster Challenge pipe (below) in 2" primaries for another 3 tenths drop.

Drag Bike

Customer was switching from Duals on this stroker Sportster drag bike. Stroker Sportsters have taller cylinders and we have special jigs for them. Here a 2" Challenge is being trial fitted prior to finishing. The bike is light so it should do well.

Customer writes: " Just sending a couple of pix of new exhaust that I received Friday. It fit great. One question I had ...Do the billet gaskets get used by themselves or with another gasket? Please clarify this for me. I also want to order an extra set of these gaskets. Thanks again. Gary".

You must use the billet gaskets and remove the OEM woven ones. No silicone sealant is required, just a metal to metal seal. The Billet Gaskets do not wear out.

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 $25.00 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. LSR Tag on 00-1271 system shown above.

Baffling Alien Discs and Aluminum Butt Plugs

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

Turbo Venturis

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

00-1271 in Ceramic Black shown above.

LSR CNC Machined Gaskets Mandatory

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

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

Ease of Installation: LSR 2-1 Mounting Brackets

Evo Sportster: Tubular steel bracket replaces oem bracket (all rigid mount models). On 2004 models we supply a transmission bracket that attaches to the steel stamping that supported the mid part of the rear pipe. On 2004 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.

Rubber Mount Sportster 2004 and later Instructions.

Mounting Torques

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

In lieu of torque wrenches do not over tighten exhaust flanges to the point where they bend. In the case of bolts going into transmissions and into frames also do not attempt to see how strong you are as aluminum threads and bolts are weaker than you and your wrench are. Simply tighten things till the bolt stops and give another partial turn to firmly snug it. The last bit of tightening actually stretches things a bit and the tension holds things tight. Tightening should always be done in a sequence. Never finally tighten one part then go to the next...Always loosely tighten things in sequence and then finally tighten things in sequence.

The exhaust should never be installed with any of its elements in tension. It has to rest in place without strain and be tightened without strain.

We employ split lock washers on most fasteners to prevent counter-rotation. This works surprisingly well if the bolt is properly torqued or tightened.

In any case, you have a responsibility to tighten things or at least check periodically as part of your normal maintenance. Harleys do shake and try to kill anything attached to, or even near them. If things get loose the additional shaking moment can break bolts and destroy threads.

General LSR 2-1 Installation Sequence

1. Remove the OEM exhaust and exhaust bracketry. If the bike has floorboards remove the right floorboard.

2. Pry the OEM exhaust gaskets out of the exhaust ports. We use billet gaskets instead.

3. Install the frame or transmission bracket provided. Use Blue Loctite on the mounting bolt threads into the transmission. Lockwashers under the bolt heads on the transmission mount. If through-bolt like on early rigid Sportsters or Shovels use lockwashers under the hex nuts.

4. Front and Rear primary tubes: Install billet flanges and clips. Install front pipe loosely with billet gasket and nuts provided. Loosely affix the front heat shield to the pipe as you might not be able to install the shield later with the rear pipe in place. We use 1/4 drive ratchet plus extensions and 3/8" socket and a 3/8" wobble for the exhaust stud nuts.

5. If the rear pipe has a slip joint (rubber mounted C Style) slip the rear pipe into the tail section. You may use Permatex ULTRA BLACK.

6. Begin slip of tail section/rear pipe into the front exhaust slip joint (You may use Permatex ULTRA BLACK) and work the rear exhaust and billet gasket into the exhaust port. Loosely affix exhaust stud nuts provided. We use 1/4 drive ratchet plus extensions and 3/8" socket.

7. Slide 5/16" x 18 bolt(s) into slotted bracket on back of exhaust and thread these through the mounting braket. Loosely affix with lock washer(s) and hex nuts provided. Some exhausts may require a spacer (provided) between the exhast slotted bracket and frame/transmission bracket.

8. Gently tighted up all fasteners and nuts. Nothing can be in tension. You may use a rubber mallet to seat the slip joint(s).

9. Install remaining heat shields and tighten front heat shield (5/16" Nut driver). Completely wipe the pipe and shields down with a clean cloth to prevent grease and oil stains from being baked on.

10. Run bike briefly in place. Let it cool down and retighten fasteners. Reinstall the right floorboard with hardware provided.

11. If ceramic finishes it is wise to go through several heat cycles. On modern efi closed loop systems they go into closed loop within minutes. Let bike idle for a few minutes then shut it down to let it cool. Several sessions of this will cure the resins as they are only oven-fired to 400F. Exhaust temperatures are >1000F.

12. Double check all fasteners and ride the bike. Check your work afterwards. You bought a Harley so you are already showing signs of dementia.

Custom Made for Your Application

Freedom of expression...do it while you can before someone decides to stick their nose in your business. Picture above is a Sportster based Redneck Mutant with a custom 00-1022 exhaust in Silver Ceramic.

New Ceramic "Turbo" Black Finish

We have a lot more people looking for durable black finishes and we think we have the best finishes on the market. In the late 70's and early 80's we tried all sorts of coatings and paints and even used porcelain on some of our products in the late 1980's. The newer ceramic finishes are tougher and we use both polished silver and semi-gloss black to complement our usual chrome offerings. Pictured above is a 00-1022 Sportster LSR 2-1 Turn Out in 1 3/4". Very clean bike..headed for XR land. The newest black finish is a dual coat process that gives additional protection against scratches and nicks, providing two barriers against corrosion.

Newer Dual Coat Black Ceramic Finishes

We have a lot more people looking for durable ceramic finishes and we think we have the best finishes on the market. In the late 70's and early 80's we tried all sorts of coatings and paints and even used porcelain on some of our products in the late 1980's. The newer ceramic finishes are tougher and we use both Polished Silver, and Semi-Gloss Black, to complement our usual chrome offerings. The newest "Turbo" Black finishes are a dual coat process that gives additional protection against scratches and nicks, providing two barriers against corrosion.

In more than 3 decades we have tried all sorts of black finishes: Kal Gard, VHT, Techline, and others. We also in the mid 1980's we even tried porcelain for awhile. It chipped and the heat distorted the parts. Most finishes will not survive over a long period unless they have a base coat to cushion rock strikes and scratches. The surface has to be perfectly prepared and most applications can fail if run too soon at elevated temperatures as they are typically baked at 450 to 500 deg F whereas the cure takes place at around 750 deg F. Lower temperatures will not cure the resins and they will fail once the bike is run. To get around this dilemma we have found the best solution is a 2500 Deg F Silver Ceramic cushion base coat and a secondary Black Semi-Gloss finish on top of this.

Dual Coat Black Ceramic finishes are therefore 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. Then parts are cleaned. The parts are base coated with a 2500 Deg F Silver ceramic and baked. The next day they are sprayed with Black Ceramic and baked for a third time.

On our Dual Coat Black Ceramic LSR 2-1 Exhaust Systems the heat shields and heat shield clamps are ceramic coated with 2000 Degree F satin black ceramic finishes. These finishes resist carb cleaners and other chemicals. Our Silver Ceramic LSR 2-1s use silver ceramic coated heat shield clamps.

00-1272 in Black Ceramic. Customer writes: "This modified 04 Sporty put better than 90 rwhp on the dyno with the RB Racing exhaust and 1200cc". Custom (forward control) pipe on a mid peg rubber mount.

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.

14.7 / 13.2 = 1.11

People take their perfectly good Delphi electronics and swap them for a self-tuning "Wide-Band" system. The "Wide Band" manufacturers tell you to run their systems at an air/fuel target of 13.2:1. This simply puts 11% more fuel through the engine, i.e. if you were getting 40 mpg @ 14.7:1, you are now going to get 35.6 mpg. You might as well go get a carburetor.

The objective of closed loop and narrow band sensors is to get the most efficiency out of your engine by targeting 14.7:1 except in warm-up, sudden transitions, and wide open throttle, as well as hard deceleration and or fuel cut-off. Ratios as lean as 17.0:1 can be run under deceleration and certain no load situations.

FYI maximum constant torque occurs around 13.2:1, whereas sudden transitions can be anywhere from 12.5:1 to 10.0:1 depending on temperature conditions. It isn't simple. EFI isn't Linkerts, Bendix or S&S simplicity. The closest carb you can get to efi fuel control is a CV Carburetor.

Beyond Stupid

Some add-on boxes for late model O2 sensor equipped oem Harleys eliminate the O2 sensors altogether. Why in the hell would you want to take a self-adjusting, sophisticated system and turn it into a gas guzzling low mileage dumb efi system? Beats the hell out of us and, since we make closed loop efi systems, we do have some experience in this area.

You bike should be left in closed loop, tuned in closed loop and monitored with O2 displays in closed loop. Correction factors defined in the oem code cannot be exceeded. Maps have to be rewritten for the changes to the bike so the base map is in agreement with the oem algorithms.

Phone Sex and Remote Tuning

In some sort of logical disconnect a few customers call us up wanting us to tune their bike over the phone and then become increasingly indignant when we tell them it just doesn't work that way. Now, we spent the better part of 14 years, starting in 1976 working on carburetors, jetting, needle design, and even designed and marketed a flat slide carb for the Harley market. Thousands of man hours representing about 5 months out of every year were devoted to jetting issues. It got to be a real issue i.e. it was an interesting experience to define what the correct air fuel ratios should be, experimentally figure out how to measure them, and then deal with tuning die cast critters, often modifying them with extra circuits etc. but, in the end, it was temporal and an endless loop that did not exactly pay the bills.

We did learn how to make things run well, not that anyone appreciated it. It was fun to watch people try to beat you when they couldn't. Knowledge. Hard work.

For the last 18 years we've been working on and manufacturing closed loop fuel injections systems for Harley Davidsons and have set numerous Bonneville, El Mirage and Maxton speed records and won drag racing championships with them. We spent over 3000 man hours writing and perfecting Autocal.V6 prediction and analysis software for our RSR Fuel Injection systems. Why did we spend 3000 man hours? Well, we didn't plan on it, and it's a good way to flirt with insanity, but we saw no other option as digital efi requires hundreds of decisions, all of which are intertwined. No more brass jets. Exponential combinations. Changing points, one at a time is sheer insanity. Progress comes with increased complexity.

These days all Harleys are closed loop fuel injected with a single throat throttle body and are speed density Delphi systems, all very complex. It's the same formula we decided on 18 years ago. The only thing we suggest is that you use O2 signals to monitor and tune the system as the sensors are millisecond accurate and must be monitored at the exhaust port where temperatures are high and as far away from the outside oxygen rich air as possible. We suggest you use software, not hardware, to adjust your system using our RSR Air Fuel Ratio Gauges and keep your bike off of the dyno until the lights in these displays tell you your mixture is correct. Engines operate in a very narrow realm of air fuel ratios. If you want to go to the dyno after this...fine.

Just don't call us breathlessly demanding we tune your bike over the phone.

Dyno Sheets

People call us all the time asking for "Dyno Sheets" and we patiently tell them we do not provide self-serving graphs predicting fantastic horsepower and torque gains. Plenty of customers send us dyno sheets but, as we've been at this a long time, we know the tuning game is too complicated to provide numbers just to sell an exhaust. Tuning is a multi-variable process.

When the EVO motors came out Jerry Branch published his famous manifesto on tuning 80" EVO motors...In short, unless you bumped the compression the horsepower was not forthcoming. Same these days. In 2014 John O'Keefe of Branch O'Keefe ran an extensive series of tests on OEM Twin Cam cylinder heads to see if he could offer a "less expensive" ported head as everyone with a grinder in his garage was suddenly an expert at cylinder head porting. John found out that any attempt to clean up the ports killed the flow and port velocities dropped. He scrapped that idea and kept his well-proven chamber modification, porting and valve replacement system.

If you are looking for warm cuddly sheets we are clean out of them. We are tuners and you can buy all the trick parts in the world and a guy with a well tuned mild bike with a good power to weight ratio will kick your ass. Real world. Find a good tuner or become one. Look in the mirror.

Crystal Balls and Astrology

You win some, you lose some. Mostly we win. Like we always say it always depends on the tuner. This is not a parts changing business and we all know it's easiest to just change pipes and see what happens, but that's not science. The LSR 2-1 pipes, themselves, do not represent a "limit" as long as you choose the right pipe for your application. The rest of the equation is getting the parts and tuning to work together.

Just put the damn thing on the road, open her up, and see what she'll do. Let the metal scream.

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!".

The 175" PRP motor has 4 cams just like your Sportster engine.

Risk

These days people have all sorts of expectations. They want to be loved. They want to be admired. They don't want their chrome to turn colors. They want "numbers". They want assurances. They want guarantees, warranties, trial periods, and return policies. They don't want the part, they just want everything that goes with their household baggage. It's all part of keeping everything nice and tidy and "best". Fear of rejection. Fear of making any decision.

We just come in and make the best parts we can and that's all there is to it. The rest of the equation is too complicated. There are plenty of people who will assure you till hell freezes over. We don't have time for this.

For those of you who do not understand that 1450 Deg F of exhaust flame front will discolor chrome, don't order the parts, or just leave the bike on the trailer..or order the heat shields to cover up the underlying discoloration. Ceramic or chrome the pipes get really hot and heat shields provide an air gap to protect and hide things.... Melted tennis shoes, burned pants. Air is the perfect insulator.

It isn't the old days anymore. People with $35,000.00 toys roll up in the screaming fetal position. Joy used to be a basket case that you could get running. Brave new world.

Angst

The agony of decision making can drive a poor consumer insane..."What is the best?"...".."How does it compare?"..."What will I get, what will I gain?"..."When can I get it?"..."Should I get a Turn Out or a Slash Cut" pipe".."Will the chrome blue?"..."Can I talk to someone who has one?"..."How long have you been in business"...""I've never heard of you"... "How black is the black?"..."Why haven't I seen these before?"..."My bike is at the builder and he has to have the pipe by Friday or I lose my slot!"..."Is the silver as shiny as chrome?"..."I have a wazoo998 cam and billet rocker boxes and a 280 rear tire...will your pipe work?"

Right brain, left brain. Fear of rejection. Fear of being different. Social standing. It's all too much for most people to deal with.

Look at the pictures, take the Red Pill, and start your journey. It's that simple.

Remove the Angst

If you wish avoid any decision and stay right where you are, just take the Blue Pill. If the journey for truth and power excites your spirit, take the Red Pill.