HAMMERED STEEL PERFORMANCE
Dedicated to Victory Motorcycle Performance
December is exhaust shootout month!
HSP and The Kustom Shoppe's part II of December's exhaust shootout in the books... additional graphs in the comments. Big thanks to Frank Polievka for using his bike and help out during the testing!
The test bike:
2015 Victory Ness Magnum that was given a standard cam package back in 2015ish and later a modified TB for testing.
Lloydz DR cams
Lloydz Air Filter
Lloydz Timing Wheel
49mm throttle body
The exhaust systems tested (slip-ons):
Drew Miller Draggin
Ragin Cajun DDT
The TQ peaks:
Drew Miller Draggin's 123.7 @ 3850
Lloydz 123.6 @ 3800
V&H. 122.7 @ 3800
Ragin Cajun DDT 122.1 @ 3850
Bassani. 121.5 @ 3700
TriOvals. 118.9 @ 4650
The HP peaks:
Lloydz 119.2 @ 5750
RC DDT. 118.4 @5750
DM Draggin's. 118.4 @ 5750
Bassani. 118.3 @ 5750
TriOvals. 118.3 @ 5750
V&H. 117.9 @ 5750
TQ at 2500 rpms
TriOvals & Bassani 103.8
RC DDT. 97
The two modified stock cans from Drew Miller and Ragin Cajun (David Newman) gave the big expensive dogs a run for their money.
December is exhaust shootout month!
How important is choosing or designing the right exhaust system as part of the over all build?
First up is my personal XC.
2014 XC w/ 52,000
-Stock long block 106 (heads never been off)
-V472 cams with stock springs
-Lloydz Timing +3
-49mm bored TB
-Modified lloydz High Flow Air Filter
-Modified frame horn around air filter
-Barnet HD spring, pressure plate and clutch pack
-Stock modified head pipes made into a true 2-1 collector. Used a 2008 Vision header as the header has a small cross over pipe that does not distort the stock collector as much as the newer Victory core framed
-Modified TriOval, gutted with a 10" 2.5" pipe inserted over the factory baffle receiver pipe.
-Thunder Header slip-on
-Adam Bomb with 2.25 core
-Modified stock muffler with a 12" 2.5" straight pipe
Notes on the Dyno Graph; Not every exhaust is on the graph as you will see. Was just too hard to read. The Adam Bombs were in the middle of the pack, and performed well. All test where done on the same day, same Dyno and a hasty clean up tune.
Check it out, will say even I was surprised by some on the results and the power curve of some of the pipes.
The modified Tried Oval had killer mid range, but sucked down bottom and did not bring the big numbers up top.
The Thunder Header slip on gave up power everywhere.
The small diameter long baffled stock TriOval made good power do low; made ok numbers up top, but did have the highest peak hp rpm 6150
Here is a good old fashion speed parts shootout! Now we know that no test is ideal, but HSP and The Kustom Shoppe has attended to make this shootout as fair as possible while staying with in a budget.
Intake shootout is in the books! We know that there are a couple out there that we did not get to test. Nick Pint as an example has had one out for a bit now, but we will get him next time.
First, this was a total blast; Bernie and I had a great time today. We had to squeeze these test between working on a 116" XC and installing cams in another XC. The Kustom Shoppe and HSP were getting it done.
The build: The bike was Bernie's personal V92c. He built the bike years ago.It is a 100" with Lloydz forged high compression pistons netting about 11.2, S&S .495 cams, Barnett clutch, RPW Thor 2-1 and an old Lloydz VFC.
The procedure: For each intake the was a warm up period and then a series off runs were made to adjust fueling requirements then a infrared thermometer was used to ensure that we had consistent engine case temperature and then the money run was recorded.
The intakes: The S&S was Bernie's that was on the bike. The Third Gear Custom and the Lloydz Torque Tubes I paid for.
1st Lloydz TT 129.4 ft-lb
2nd Third Gear Customs. 126 ft-lb
3rd S&S 124 ft-lb
1st Third Gear Customs 124.7 hp
2nd Lloydz TT 122.2 hp
3rd S&S 121.2 hp
Easy of installation (disregarding removal of the stock intake)
1st S&S very easy
2nd Lloydz pretty easy
3rd Third Gear Customs more involved than the other two, part of that was due to the fact the a V92 fuel tank did not clear the intake tube. Ended up putting 1/2 spacers and two 8mm by 40mm bolts in place of the stock 8mm by 30mm bolts to raise and retain the front of the front fuel tank; was able to use the two stock bolts at the rear of the tank.
The overlayed Dyno graphs sums it up pretty good.
Lloydz TT make torque, they out performed the S&S by 10 ft-lb until after 4500 rpm and also peaked HP at the lowest rpm of the group.
3rd Gear for the most part fell right in the middle between the Lloydz TT and the S&S below 4500 and then climbed up to post the highest hp and peaked at the highest rpm as well.
S&S did it's job and made good power, unfortunately just less than the other two. Part of the short coming of the S&S is that the design requires the in-coming air charge to make a 90* degree turn to enter the throttle body. While the TT and 3rd helps the air flow make a gentle directional change.
Certainly the is not the end all be all testing. The bike build is kinda unique or less mainstream, tuned with a VFC vs a PCIII or V (pre-08 so no PVCX or Maximus option).
Also did not conduct any part throttle recorded pulls. How does each intake perform when doing a 40% throttle roll-on to pass as an example.
Thanks for following!