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Old 08-19-2013, 09:00 PM   #1
gjcarving OP
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950 Adventure. Exhaust 2 into 2 or 2 into 1 Pros and cons???

I'm going to be ordering an Exhaust within the next week. I am going with Remus as the brand, but am trying to decide between 2 into 2 and 2 into 1. Any information on the pros and cons or comparisons between the two would be appreciated. Thanks!
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Old 08-19-2013, 10:11 PM   #2
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Originally Posted by gjcarving View Post
I'm going to be ordering an Exhaust within the next week. I am going with Remus as the brand, but am trying to decide between 2 into 2 and 2 into 1. Any information on the pros and cons or comparisons between the two would be appreciated. Thanks!
What do you want? For maximum performance 2-2 works best. If you are going 2-1 for fuel storage its the way to go also 2-1 is cheeper then 2 cans, but if you are going 2-1 plus an aux tank the cost is actually more then just 2 cans
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Old 08-19-2013, 11:11 PM   #3
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You gain a little ( like 2 ft pounds ) of torque down low with the 2-1. It's lighter, easier to install, less expensive, and gives you room for a small box on the empty side Or a small fuel tank.
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Old 08-20-2013, 12:42 AM   #4
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Performance

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Originally Posted by spencergt66 View Post
What do you want? For maximum performance 2-2 works best. If you are going 2-1 for fuel storage its the way to go also 2-1 is cheeper then 2 cans, but if you are going 2-1 plus an aux tank the cost is actually more then just 2 cans
Look back at the 950 Dakar bikes , they all used just one end can .

I could never figure out why the 640's and 660' used two ??
http://beez.smugmug.com/photos/231926506-L.jpg
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950TRANSALP screwed with this post 08-20-2013 at 12:47 AM
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Old 08-20-2013, 01:09 AM   #5
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2 cans are usually used to reduce DBs
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Old 08-20-2013, 12:20 PM   #6
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DB's

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Originally Posted by Yascher View Post
2 cans are usually used to reduce DBs
But the street 640's only used one silencer ?
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Old 08-20-2013, 12:51 PM   #7
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Look back at the 950 Dakar bikes , they all used just one end can .
I always thought it was a weight issue as every kilo you take off is about 1/2 hp by rough power to weight ratios.

You can drop 11 - 12 kg off the rear of the bike ditching factory cans and Y pipe and adding 2-1.

Based on this you can get far greater gains easier by losing the weight. and it is cheaper as pointed out.
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Old 08-20-2013, 01:48 PM   #8
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....every kilo you take off is about 1/2 hp by rough power to weight ratios...
  • Bike w petrol and oil + rider = 200+90 = 290 kg
  • nominal 85 hp to ground
  • take off ten kilogram
=> felt power gain 10/290*85 = 2.9 hp (0.29 instead of 0.5 but certainly relevant)
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Old 08-20-2013, 02:32 PM   #9
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Or go on a diet and lose 5 lbs

Sorry, couldn't resist.
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Old 08-20-2013, 03:37 PM   #10
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Quote:
Originally Posted by Balsta View Post
  • Bike w petrol and oil + rider = 200+90 = 290 kg
  • nominal 85 hp to ground
  • take off ten kilogram
=> felt power gain 10/290*85 = 2.9 hp (0.29 instead of 0.5 but certainly relevant)
Give or take ..... my Levis dyno on the SE makes 10 hp/kg ... at least but yes true figures are lower for our bikes depending on the grunt factor, I am assuming the baja bikes have been on a big diet too

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Or go on a diet and lose 5 lbs

Sorry, couldn't resist.
When I had a Ducati one guy on the forum was raving on about his CF covers then I found out he was 130 kg or 286 for the imperialist so yeap take ya fat ass to a gym, save thousands, go faster and feel better ... other than that no advantage
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Old 08-20-2013, 06:53 PM   #11
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Speaking of Ducatis

1 cyl bikes and 2 cyl .

Road race inline fours usually use one silencer for exhaust scavenging , when two cyl usualy use one ? Hmmmmm !

someone has some 'splanin to do Ritchie
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Old 08-20-2013, 08:21 PM   #12
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1 cyl bikes and 2 cyl .

Road race inline fours usually use one silencer for exhaust scavenging , when two cyl usualy use one ? Hmmmmm !

someone has some 'splanin to do Ritchie
On a V twin the header length is critical for purge and pulse, the length varies according to cc but the equal length is the critical aspect.

If unequal length header are a must then the shorter header has to be a larger diameter to make up the balance, you will see this on the 749/999 and MH900e Ducs with unequal length headers thus they also sound like a V 1.75 not a V 2.

For tuning equal length is far easier than unequal.

So there is a bit in the headers, not just a shiny pipe to burn ya leg on.

Also, 90 deg V have a deeper bass sound, 75 deg (KTM) sound angrier and busier)
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Old 08-20-2013, 08:33 PM   #13
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My 2 into 1 cents

I have been running the 2-1 system with a Remus can for a few years now on my 04 950. Ran pretty good, a bit more low end and maybe a little smoother. I just installed a CPR air filter system and re-jetted. It felt pretty good but I felt there was more. I went back to a 2-2 system with a Remus on the left side, I just felt it would flow better and sound better. I also took it to a engine tuner with a dyno, (Wheel Smith Racing in San Rafael, Ca) He changed my jetting specs a bit and the results are amazing. I like the way it pulls wheelies and it sounds great. Peak HP at the rear wheel is 76 hp, that's about 10 over stock. Now, I am not sure how much the exhaust system changed things but I sure enjoy riding my bike.
For sale 2-1 exhaust mid pipe. $125.00 to be posted in Flea Mkt
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Old 08-20-2013, 08:33 PM   #14
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Had dual Akra on my 950

Now has a single Remus Roxx on my 990

Looks different, dual has its something while single is intriguing (sleeper).

Sounds different, dual sounds like some v twin superbikes while single sounds somewhat more like a huge single cylinder.

My 950 was more top end happy while the 990 is more bottom and mid but that not only had to do with the exhaust (jetting/mapping, cams, extra cubes, etc) but exhaust plays its role I'm sure.
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Old 08-21-2013, 10:22 AM   #15
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I want to make a new Y-pipe as in the 1190R
What about taking a Y-pipe cut it and put on a larger pipe who will fit into a aftermarket muffler for a 1190R???? A short Wings muffler.

This will increase the power and lower the DB. Wings has 3 different DB-killers.

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