| Author | Message | ||
     Duggram |
For the little guy racers that don't have extensive resources, which exhaust is the best solution, factory Race or Dris' Torque Hammer (TH)? I saw the race exhaust on the Latus bikes at Vegas. Sounds great and I'm sure those guys were making lots of power. It's my understanding that the race pipe has these problems: - it has to be put on a dyno and a map developed for the bike it's installed on costing $, or is this a relatively low cost process? - there's a rumor that the engine needs to be partially removed to install it. The TH is a slip on and Dris will also deliver a map (but I don't have the details on this yet). On Dris' site he states that he as gotten 151 RWHP and 95 FP torque which sounds pretty good also. It's also ~800 cheaper. Any advice you guys can give me would be appreciated. If you would rather comment by PM I won't share what you say. | ||
| Rfischer |
The best solution is to tune the rider until no further lap-time improvements can be had. You'll be surprised how far that will take you. | ||
| Buelldyno_guy |
The term "Race Exhaust" should say it all, but if your going "Racing" then tuning the bike is essential to it performing well. About the numbers, numbers are numbers and that's all, so you have to decide it it's a good/soothe running bike and possible podium finish or the bragging rights over a beer about a Dyno Sheet. But having just said that, I have not yet had a the pleasure of meeting Dris or seeing his exhaust system. Jimmy did however have a chance to chat with him at Homecoming. He has been around for a while working with the XB's and it's Jimmy's opinion that he knows what he is doing. If anyone in N. Calif gets one of his pipes JT&S has some "FREE" Dyno time available for you, just give is a call. In regards to cost vs performance it is my experience that most of the time you will get what you pay for. Before we re-tuned, I captured dual A/F plots for our AFM 1125 with an aftermarket slip on. While nothing bad (Lean) showed up on either cylinder, nothing looked too good on the front cylinder as it was way too rich. So before his first race in March we will be in the "BOX" using Buell's Henry Duga "Race License Only ECM" and software to get it right. But please give some thought to the idea that when we were all riding or racing bikes with carburetors we would not have given a thought to making a pipe switch with out re-jetting! So why now that we can watch both cylinders at the same time and tune better than ever do we think it's no longer required? Your last question is about the need to lower (rotate) the engine to remove the exhaust. Welcome to the world of perimeter frame sport bikes. I know that after a little practice we got it down to less than 30 minutes to do a header swap on an XB. I think/hope that the 1125 could be somewhat the same. Terry - JT&S Performance | ||
| Court |
>>>>He has been around for a while working with the XB's and it's Jimmy's opinion that he knows what he is doing. That's an accurate statement. Both Dris and Martin have been around for a long time, have an impressive Buell track record and are very smart folks. They've put together an amazing shop and an equally amazing Buell Museum. Holland has long been a hotbed of Buell activity and I've had the pleasure of meeting these guys on a number of occasions. Great folks! Court |
