Exhaust
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Cruiser
Joined: Jul 2010
Posts: 120
Likes: 1
From: San Antonio
Exhaust
Can someone please tell me the benefits of 2-1 exhaust? I have been seeing more and more of them lately. My 02 FXDWG has it, but I want to change them out because I don't like the looks of it.
Road Warrior
Joined: Jun 2009
Posts: 1,333
Likes: 3
From: Jefferson, Oregon
They sound a bit different, look different and typically provide a little more torque/flatter torque curve than your typical 2-2 system.
If you don't like them, change them out.
Some care more about looks, some sound...and some performance. It is all in the eye of the beholder.
If you don't like them, change them out.
Some care more about looks, some sound...and some performance. It is all in the eye of the beholder.
Elite HDF Member
Joined: Apr 2007
Posts: 4,919
Likes: 23
From: Seattle, WA
This thread has some discussion points on it ... https://www.hdforums.com/forum/dyna-...1-exhaust.html
This is what I said there:
"On race engines, drag pipes or a 2-into-2 setup (true dual pipes) actually can be constructed to an optimal length that will render higher top end power, and thus higher speeds/lower elapsed times ....
That being said, the RPM ranges that these engines operate are rarely if ever reached on street bikes ... i.e., they are unusable on most everyday applications ....
What is needed on a street bike is a flat torque curve that plateaus (provides good power at low and mid-range RPMs) and matches the riding conditions faced on a daily basis. For engines designed to operate in these conditions, a 2-into-1 pipe is superior in meeting the requirements ... the exhaust pulse from one cylinder will help to evacuate the exhaust from the other cylinder (known as scavenging) increasing air flow through the cylinders and creating optimum performance on a street bike ....
So, in a nutshell, it may be true that for race applications a 2-into-2 pipe yields superior performance; but, for most of the applications encountered by forum members, the opposite would be true ... i.e., the 2-into-1 head pipe is optimal ....
* * *
Also note: the amount of difference (and where it lies on the RPM range of the torque curve) may not be noticable to many riders ... or may be acceptable to many riders ...."
R/
'Chop
This is what I said there:
"On race engines, drag pipes or a 2-into-2 setup (true dual pipes) actually can be constructed to an optimal length that will render higher top end power, and thus higher speeds/lower elapsed times ....
That being said, the RPM ranges that these engines operate are rarely if ever reached on street bikes ... i.e., they are unusable on most everyday applications ....
What is needed on a street bike is a flat torque curve that plateaus (provides good power at low and mid-range RPMs) and matches the riding conditions faced on a daily basis. For engines designed to operate in these conditions, a 2-into-1 pipe is superior in meeting the requirements ... the exhaust pulse from one cylinder will help to evacuate the exhaust from the other cylinder (known as scavenging) increasing air flow through the cylinders and creating optimum performance on a street bike ....
So, in a nutshell, it may be true that for race applications a 2-into-2 pipe yields superior performance; but, for most of the applications encountered by forum members, the opposite would be true ... i.e., the 2-into-1 head pipe is optimal ....
* * *
Also note: the amount of difference (and where it lies on the RPM range of the torque curve) may not be noticable to many riders ... or may be acceptable to many riders ...."
R/
'Chop
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