Bognor Paul

Finally got things sorted. Northman and EVLXX will be getting their cans next week. Good luck gentlemen. So now we can wait for the results and let their personal opinions and the numbers do the talking. They will be at OzarXX. (wish I was, look forward to the pics - still I'll be at the Isle of Man TT just after) Bets are now being taken. :icon_pray: Regards from the UK Paul

Hi Montanaxx don't know how to post picture, sorry If you email me I will give you the web page with pics on, (but there are no tech pictures). Sorry Paul

The components in my can come under even more heat than the average/standard can. This was part of the development (and my loss of hair) to get this right. it was mentioned by one of your learned chums earlier about ceramics. tried it and it wouldn't cope in ours. now use super alloys. One of our best test beds was the F1 sidecars. They propper screw the bits of em, which is why we knew if they couldnt bust em, neither wull anyone else. (No disrespect gentlemen, I'm sure, like me, you will try). FZ1 man. The bike you have is a gem. The Exup valve however is a joke. fear not if you are replacing this with any aftermarket, about dropping it out. To the gentleman into drag racing, I have to confess that my experience is rather limited in this fine art. Except that launch control is something the track guys are using, and the stability on slow down is the biggest danger. These we have sorted with the InTech. If you have access to a gas analyser (and better still a dyno also) these issues can be addressed. The extra power is for the bit in the middle. I have been asked to sort these befor but I don;t know much about 500hp turbocharged Busas, they scare me and my cat, so I declined. ps Whilst full on, no spit out, BJ's are refreshin, can't be done by proxy I'm afraid. SP2's shouln;t be a prob provided it is not a single cat then re-split. Chris, if you could get me a pic and some dimentions. (The beer bet sounds good) EVLXX will do you an email on return from the pub. ( It is 9.30pm here and I can't hang around for a beer from chris) Cheers gentlemen (oops, and ladies) Paul (UK)

FOOD FOR THOUGHT GENTS - Especially EVLXX Most guys over here change their stock cans for one or more of the following reasons the originals look crap they want a better sound they want more horsepower their can is knackered / bent they want to be different they want to pose the best brand name When you are in a position to tick enough of those boxes, you buy an aftermarket. Dont shell out just to prove a point mate. When you do decide on a new can the minefield doesn't stop. Then you have to look at why you want it, and then look at your budget. The racing boys are for pure power, they don't give a jot what it looks like. The 1098 boys want the looks (there's probably too much power for them anyway) The streetfighters ... etc etc $500 for rearsets, $2000 for wheels $?? for a rebore/ camshaft etc etc. You pay for it because you want/need to. (Then hide the invoice from the missus). When you consider cost per hp or cost per second on laps it can be scary. Biking is not about being financially practical or we would all be riding a Hyosung What I'm getting at is, only when you are ready to buy a new can(s), then compare us to the others. Then you pick the exhaust brand and model that is right for you. Cheers Paul

good morning CBRXXQuad / EVLXX chris s sending me some details then I'll get a can made up for him and send it for him to have a play with. Doubtless he will tell you guys because when he sees it it will be so obvious. My hint has got you on the right track again. The controls are all in the can, self contained. the vacuum take off we use is for the InTech unit (mentioned this earlier), not the can. We have never had to rejet or remap. (there is one exception, which we are working on, won't go into that right now) We originally tries ceramic coating of some of the components in the can because of heat build up (the F1 sidecar boys can 'blue' up a can in one session). No need now. Ceramc coating of the headers, although I have not done this, would throw the heat into the can (not great), but would give a smoother flow, good. Not a problem with a 2 into 1 system.

You got an email Chris we are going to sort it Watch this space 2.30 am in the UK, the wife is calling Tomorow is sort out day Good night US Paul

Gentlemen I give up!!!!! You've gone gone off on the wrong track again. Jesus H. I had less problems explaining ths to my daughter (she's 14) I thought we wre getting somewhere before the crap and the patent quotes since the latter quotes of page 1 We have won British Supersport with it, worked with Airwaves Ducati, won Superside F1 (sidecars), won a Millenium Award for Industry, and this weekend got fastest lap at Snetterton in BSB with an MV. We got quoted in Fastbikes as producing "the most exiting 600 they have ever riden". I only put this on your site because I thought you would be interested on the hike to your specific model, the Blackbird. More fool me. The heat that you all bang on about is because of the temperature of springs ( figure that one out) If anyone is seriously interested in serious discussion, could I ask the board if it is possible to give out my e-mail. But I do not want the forum waffle shite. I have offered to the board a chance to contact me to arrange a trial, which I know I can come good. Now if you want to take that up, fine. you have my email If not I will bow down gracefully and get off your site. Please please please, do not post another thread unless it is constructive/informative/relative. Northman, quite happy to take you up on your offer. Time for bed. Night night

Hi Mike At last we're getting serious. Almost there. Faith in a forums meaningfulness restored. Thank you. To get the engine sorted, rather than spending a fortune on the cam and lighter components (reducing longevity) we looked at valve operation. We first worked on the inlet tract, spot on with the variable flow (only 2) inlet tract. but what we have done is a finite control of the vacuum which therefor works throughout the range instead of being tuned two two ranges.. Speed of operation was the main issue. We did this 10 years ago to try to make a more efficient burn (not throw extra fuel at it) to solve emissions issues. Sorted it and patented it. On carb 4 strokes we regularly reduced CO by70% and HC by 35%, with no significant change in NOX. this has been tested worldwide and MIRA in the UK found the most efficient was our unit and an inexpensive Nox cat Did they take this up? Did they chuf. Too much dosh being made by the big boys on cats. not bull, fact. So we took it to bikes, as they at the time wern't on the cat route, and found a few more annomolies, like slipper clutch effect (as it will release high vacuum so you cannot lock up the back wheel. slight gain in power and fuel efficienc, (obviously good gain if you drop out the cat) and less of a surge on track exiting bends hard. It works best on carb bikes, but we still use it on injected engines. No I ain't selling any cos we have to fit them and tune them in, and Bognor would be quite a Sunday run for you guys. We are currently working on an injected model. So that was the true variable inlet effect sorted. So to complete the system we worked on a similar principle on the exhaust. Same thing again, the standard absorbtion silencer has been the same Burgess design for decades, with the work focused on out of phase frequencies for sound, aesthetics, and various valves (exup) to reduce flow (again for emissions). Like the inlet tract, the exhaust is only perfect at a certain rev range balancing the reflections. and like the inlet, variable length exhausts have been used in cars (again really only two lengths). Ours works by balancing those waves/pressures throughout the range. Whilst we have a patent on this both in the US and Europe, I am still wary to put a drawing of the actual operation on an open forum. We are only a small companyat the moment. We have many test results and many track successes, press reports and a couple of awards. The reason I put this result on your forum was because iexceeded even our expectations. if one of the guys from the board wishes to email me I will send him/her some of our succeses, and some of the other dyno graphs to stay off the forum (I am aware of the ad issue). and I am not saying we will have the same gain every time. I thank you for your time Eskibum and Bartonmd, and will talk about evaluation/ US dyno off the forum if you wish (I would prefer this) Regards Paul

OK Chaps. First on the dyno. The two tests were done on the same dyno, within 3 hours of each other. we actualy did 3 test - the first with the Remus cans, we then did a second run after fitting the new cans which made 153bhp, we then did a third run immediately after (with heat in the can, as this will affect the operation - and before you start shouting bollox, wait for the description on how it works) which then made 157. we often do a back to base run as a confirmation, but we didn't cos it was a bit of a swine getting the tax dic holder on the rear foot peg. They are normally within 1hp anyway. The importance is the percentage change. Forgive my English, but we changed only the end can, (or muffler) not the exhaust system, all we had to do was slightly alter the link pipe to fit them. The exhaust can works by balancing the reflections going back to the head. This is done in the can, and unlke an EXUP, which is restrictive (for emissions), the flow increases with pressure and reacts to the pulses, which is why it has to get up to temperature. The effect is much the same as trying to balance the pulses in the inlet tract as with the variable lengths (only 2 really) to broaden the efficiency band (we have also sorted that but I ain't even trying to go there with the reception so far on the cans). So quite simply, get the valve/ header pressures sorted, and you got yer engine sorted. The reason that the graphs will lok similar is because it reacts throughout the rev range, and we'd be pretty p*ssed if it started showing any flat spots. As I said at the start, the Remus cans did have baffles, we often get around a 10% increase (this starts to lower depending on the state of tune) so we were pleasantly suprised with the hike. I have never guaranteed to anyone a particular horsepower gain, just a gain. Anyways, the guy with the Bird was as happy as a pig in muck, main thing eh.

gentlemen, i'm sure I can sort something out. I assure you I don't mess with numbers. The tests were done on a Land and Sea dyno we imported from the States, best dyno there is, got to say. I am now concerned about the ad thing and getting a slagging from members, so if you have a chum that has a dyno, then email me personally. (can that be done?) I'll then explain how the thing works. Cheers

go to news page then you'll see the Blackbird Test page. Formatting is a bit sh*te, just lobbed the graphs on there because I'd been asked. Cheers

Apologies guys, thought you may be interested. Not meant to be an ad, I'm a biker just like you. ps, not full of shit and definately not a liar, this was what happened. i would be a lot happer if you took this as information, the link was purely to give you the gaphs. and no spyware or crap on it. I know feck all about computers, just bikes. If the admin guy Northman reads this, take off the link, ain't got an issue with that.

Stuarts Blackbird had a pair of Remus exhausts (poor soul), we run it on the dyno and it hit 137.9bhp (torque 75.8). We then put on a pair of Harris U range exhausts. no other mods whatsoever. We gave it one run to heat it up, then on the second run we hit 157.3 bhp (torque 86.5). True, the Remus mufflers had baffles, but what a hike! The bike was on 204, no power commander, and the sound was awasome when we'd done. Take a look at the Blackbird Test in the news section on http://www.urbanept.com