| Author | Message | ||
     Cyclonemaniac |
Well, the mpeg idea didn't work. If anybody wants me to email you with the mpeg as an attachment, I'd be happy to do so. You really have to hear this puppy to appreciate it.  | ||
| Tripp |
nice job on that back mount tab dan. fatty tabs are definitely in order for tubers. i sure am happy i went with the open pipe setup, it can be controlled more or less respectfully in residential neighborhoods and such, and sure sounds badass out on a country road! the bullet style jobbies (cherry bomb) are definitely the loudest exhaust i've heard on a buell, and that certainly includes that d&d pipe. my brother has a cherry bomb on his xb9r and it sounds great! | ||
| Cyclonemaniac |
Hey Tripp, sent you an email. The mpeg was too large for your mailbox. | ||
| Tripp |
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| Silas_clone |
Not being very smart, is there some sort of capacity rating and a particular type of construction to look for when using car mufflers? I have a V&H now, but I am naturally curious about clever applications like this. Is "CHERRY BOMB" a brand name? | ||
| Bob_thompson |
John, if I read you right on capacity, meaning cubic feet per minute of air flow consider usually cars use one muffler per side on duel exhausts and if you have a big block of any make this would be 200 cubic inches plus per muffler of "capacity". Somewhat restrictive for racing applications but fine for street performance H.P. I believe this is plenty for the biggest bike motor out there especially if you use the full 2.5 in. size. I have also added a baffel to mine to quiet it somewhat with no loss of flow as indicated by reading spark plug color for my jetting. Type of construction varies but most use either straight thru with packing or a very little restrictive baffel system. All of these are so durable to use on cars that I believe mine will outlast the bike by a long time. I believe Cherry Bomb is a generic term because of the red color and shape many are painted but I'm not positive. If I could afford one I would buy a carbon fiber version but am well satisfied with mine. Bob | ||
| Whodom |
"Cherry Bomb" is actually a brand name. These types of mufflers were generically called "glass packs" when I was growing up. After fooling around with cars for 35 years, knowing I could get a full dual exhaust custom built and installed for ~$200 for any V-8 car, it's pretty hard to see paying $350 for one slip-on muffler for a bike. | ||
| Koz5150 |
I could get a full dual exhaust custom built and installed for ~$200 for any V-8 car I think those days are long gone by... I put a 2.5" true dual system on my '78 camaro and it was $400+ just for the parts. I think Bike mufflers are "supposed" to be tuned better then cars also. Performance, wieght, and durability are much more criticle then slapping a set of cutouts under a 350. | ||
| Bomber |
they are also produced in much fewer numbers than for cars -- the R&D and tooling's gotta be paid for somehow, yes? | ||
| Whodom |
I'm sure some of those points about m/c vs. car mufflers are true, especially for relatively rare bikes like Buells. Still, some of the slip ons you see look like nothing more than a Thrush muffler with a fancy exterior, and I'll bet they sell thousands of them. | ||
| Bomber |
Who -- the interchangability from bike to bike is no where near what it iss in the auto/truck world, I would think -- while one muff might suite 20 or thirty 4-wheelers, I don't if the same is true for scoots . . . . much lower number (again, guessing here) you're right, of course, some bike cans DO look like what you described -- and, if that is the extent of the R&D/tooling costs, and they are selling, there IS in fact an explanation -- As Barnum said, "there's one born every minute." ;-} | ||
| Silas_clone |
Bob and others,if i were to look for an application, what make model would i use that would keep me out of trouble, both in terms of tuning and durability? By 2.5 inches dia., I assume you mean header pipe od? | ||
| Tripp |
that d&d looks just like a cherry bomb, bullet muffler. however, like bomber said, the tooling for the multi-model availability and low sale numbers(comparitively speaking) as well as the finish(chrome, carbon fiber) has got to be expensive. | ||
| Cyclonemaniac |
Does anybody know of a site where I can post My mpeg so others can view it? Have a short movie that has audio from my bike running with the muffler I made. | ||
| Blake |
How big is the file and is it just video of a still bike, meaning is it mainly for the sound? If so, I can edit out the video and just save the sound file as MP3. Much smaller file. | ||
| Bob_thompson |
John, you don't really need to look for a specific "application". i.e. make model, etc. These mufflers we are using are universal in as much as they are sold by outside diameter, length, and inlet\outlet pipe size. You are to adapt to your use. Mine needed very little adapting. As far as tuning, they almost all flow more than anything else on the market, but if some backpressure is desired for certain HP cams you can get baffels to install and vary this as I did and as I stated previously. You can find mufflers and baffels in the JC Whitney, Summit and Jegs catalogs as well as many muffler shops. | ||
| Silas_clone |
I thought that the size of the stock Buell muffler, as compared to a set of Sportster shorties, was one reason Buells made more midrange power. I thought that they were "tuned" as to carb, header length and size of the engine. I guess that glass packs would require re-jetting? | ||
| Cyclonemaniac |
Blake, the mpeg is about 2meg in size. It's just of my bike sitting still with the motor running. If you could edit the video and leave the audio that would be great! I can email it to you, or whatever works best. I'd really like to get it to the point that I can send it to Tripp. Let me know. Thanks Email me. | ||
| Blake |
Fire it off to me. blake at you know.com | ||
| Bob_thompson |
John, I think you are somewhat right but all factories try and meet certain noise levels also and compromise. Most all Harley's and Buell's produce the most torque and throttle response using two into one headers with various non restrictive mufflers. Ultra high performance drag race bikes will usually use one carb or throttle body per cylinder and individual exhausts with the length tuned to a specific rpm range usually near max. Rejetting IS usually required any time you open up the air flow in or out of an engine especially if you do both. One thing to remember though is with a carb more fuel will flow through any given jet due to increased vacumn because of opening up the air flow in and out. You must always check spark plug reading after doing ANY work in this area. Just my experiance. Lets hear from some others. Bob | ||
| Cyclonemaniac |
For anyone interested, hear is a link to an audio file of my bike with the muffler I made. Would appreciate any comments. Thanks to Imeasy for the help. http://eazys.us/Exhaust.wmv | ||
| Loki |
Makes me miss the Daytona Boss that my missing M2 had on it. | ||
| Koz5150 |
Sounds like it has a fairly crisp crack at idle. | ||
| Silas_clone |
So, as long as the muffler is not restrictive, just re-jet and go...? And a muffler can't be too big [in terms of power production, not weight], only too small? | ||
| Cyclonemaniac |
Yeah Koz, the harder you roll on throttle the raspier is gets. The vid really doesn't do justice to the way it sounds under a load. It sounds even better. Nice thing about it though, is the ability gently roll on power and not get too loud! Prevents drawing unwanted attention from the local constabulary! He He! | ||
| Cyclonemaniac |
Silas, some back pressure is desirous for low end torque production. An open header may produce more HP in a wide open throttle condition, but will have a detrimental effect on low end torque. For most real street conditions, the low end torque is much more usable. My intent with this set-up was to hit a happy medium. I think I've accomplished my goal, but won't know for sure until I get some dyno time. I have a good dyno baseline to judge from. As for the rejet thing, yes it's a must! Anytime you allow more air to flow than the stock set-up, ie. better flowing breather and/or exhaust, it's imperative that you re-calibrate the fuel air ratio to prevent a too lean condition. These bikes are already running lean from the factory to help meet emissions. Lean them out any more and you'll melt something! As mentioned earlier in this thread, spark plugs will give a good indication of fuel condition but I would strongly recommend a dyno run to check fuel/air at various loads. It's also possible to over fuel which can cause a whole set of problems of it's own. If you decide to open things up, I can give some carb suggestions, or hit the KV. Lots of good info there. | ||
| Koz5150 |
I took my bike in for a Dyno tune and the dealership got 11 more HP from my bike when I switched exhaust and air cleaner. Cost was $165 which included the rejet and labor. The increased fun factor and smoothness of the bike was like night and day from the old setup. | ||
| Tripp |
sounds great! must be like riding a new bike! hoohoo!  | ||
| Bob_thompson |
John, exactly what Cyclone said and to add: My stock '02 M2 with the muffler I have already told about with 48 pilot jet, 2.5 turns out, 200 main jet and stock slide needle raised .060 pulls very strong from idle to 6500 rpm's with absolutely no hesitation anywhere. I have also added a K&N ham can style air cleaner of my own design and Buell race ignition module. I will admit to never having it on a dyno due to available here but what a world of difference from stock. Remember this jetting is for my setup and yours could be somewhat different. Again like Cyclone said check the KV for more on jetting and enjoy the big difference. Bob | ||
| Lake_bueller |
Loki....My S1 thanks you for selling the Daytona  |
