Some quick questions about exhaust and my 106cu XC – after dealing with HDs and 1 other Vic(100cu) I’ve been researching and reading as much as I can find about an exhaust change for the XC. There are some differing opinions it seems so some clarification(perhaps with evidence) would be most appreciated:
First off – what’s the full story regarding catalytic material on these bikes? In dealing with HDs it seemed getting rid of catalytic was the right way to go. I did the stage one on my Hammer so I think the catalytic material was still in the pipes as when stock but it would seem, regardless what bike, having a free flowing exhaust would make more sense(and power) but what gives??
Another point I’ve been wondering about – is a 2into1 going to create more power than the true-dual setup in a given case? It seems that is the general consensus when it comes to MOST big v-twin engines but I’ve read differing information for the 106s…does anyone have any definitive information on this? I would rather have a true dual(for the look) but wouldn’t mind 2into1 if there is a noticeable performance gain. What’s the general feeling on this??
In some ways I’m beating a dead horse, but would like some direct input if possible to finalize what I think I have already decided…hope that makes sense..
Aussie Phil Irving wrote a book many many years ago titled "TUNING FOR SPEED" it goes into great depth about exhaust systems and scavenging effects.
See if your local library has or can get you a copy, as everything is in there regards exhaust design.
It was however written in an age way before cats (Phil was responsible for VincentHRD's V-twin design and also the early Holden Repco highpower crossflow head)
Proven fact on here that steel frame cruisers do better without cats and the bigger tourers, XR,CC,CCT,Vision. Do better with them left in.
Personally I prefer a seperate twin exhaust even though it doesnt exhaust scavenge the way a 2-1 would at certain revs.
If I was building a cammed race engine or/and wanted every last ounce of power Id go 2-1.....but thats not my aim.
I'm not necessarily looking to get very last ounce of performance, but most slip-ons that I am partial to as pricey(it seems) and to me, if I'm spending $650 anyway, I could drop an extra $200 for true duals and have the added bonus of getting rid of the catalytic crap which might help the bike run a bit cooler... Just my thoughts thus far..
You can get Miller Mufflers on here from dtmmil for about 250.00 shipped , my bike punched out over 98 + HP and 113 TQ with these and no cams , Lloyds AF Timing wheel and PCV . Curves were impressive too . Results not typical .
2014 Cross Country
2014 XC , Lloyds A/F , Timing Wheel +4 , PCV , Miller Mufflers , 1/4 Turn Throttle Ring , Dyno Tuned by KMC Powersports 98HP 113 TQ
I'm no expert by any means, but normally it would seem that the least resistance is the best option for an exhaust, but everyone is right; it appears that these bikes run best with the cats left in.
But everyone will tell you that there are easy ways to get definite power increases on the XC as I'm sure ur aware. As for the best exhaust? I don't know what that would be, mine was what I could afford, which as the arlen ness big honkers slip ons. I love the sound of them, but wish the vince and Hines were available when I was in the market as I've always loved their sound. But either way maybe someone on here can provide definitive information as to what the best exhaust may be for the best power increase.
2015 Cross Country (bought new 7/11/15)
2015 Suzuki V-Strom DL650 (bought new 4/26/17)
2006 Triumph Rocket III Classic
1/4 turn throttle ring
VM-1 DR cams
Timing wheel +4
Lloydz high-flow air cleaner
Bassani baffled OEM mufflers
PC-V 118hp 116tq If it's not broke, make it better