AFTERMARKET EXHAUSTS
BS6 norms might be strangling standard exhaust systems but you can always depend on aftermarket exhausts to come to your rescue. Here’s our handy guide to piping
Pro tips on how to choose cool exhausts that set your heart racing
SO YOU’VE BITTEN THE BULLET AND spent lakhs of rupees on some tasty metal you’ve always dreamed of. You ride it for a month or two before thinking about your next big purchase which in most cases is an aftermarket exhaust — and you’re not completely wrong in thinking so. Take a look at the modern exhaust systems on modern superbikes, including on the likes of the Suzuki GSX-R1000 or even the Triumph Scrambler 1200. Some look terrible while others look extremely pretty, but give your legs a free waxing session after enough time in the saddle. Trick cans, on the other hand, look menacing and not only offer benefits in terms of performance but weight saving too. Allow us to tell you why you should pamper your beloved machine with one.
For audiophiles
Standard systems are usually quiet to comply with the emission gurus and neighbourhood uncles. This is all because of the integration of catalytic converters and exhaust valves. To disrupt the gas flow, it’s rerouted via several mazes before being allowed to exit. In most countries, anything more than 105db is considered illegal. There are loads of variations
with noise testing, humidity, wind direction, engine temperature but generally the standard rule is — the longer and bigger the diameter of the silencer, the quieter the exhaust will be. If you are heading out on a track, the ideal size is 450mm but it can always be cut at a later date if you are into something louder. Bore sizes also make a lot of difference when it comes to the exhaust note but even the performance. A small-bore silencer is almost like having a baffle that restricts flow. Bigger the bore, better the power. We are all for noisy pipes but don’t go overboard, especially with the patakha ones.
Power in your pipe
Manufacturers nowadays are putting a lot of time into making free-flowing exhausts even with their standard headers. Standard headers aren’t a cause for concern but it’s those cat-cons and big silencers towards the back that choke them up. It makes sense to go for a de-cat link pipe and silencer, keeping the standard pipes. Leaving the standard header
Fat burners
The dustbin can on the standard Gixer weighs roughly 11.3kg with the Euro-4 trickery, weighing it down massively. A Yoshimura stainless steel race system, for example, will save you over 5kg. No other body part on a motorcycle will scoop out such filthy chunks of fat in one go. And if you’re feeling lucky, you can even opt for a titanium end can that would save you another 3.1kg but then it will add up to a lakh rupees more. The only problem with titanium is that it doesn’t last as long as stainless steel and tends to crack after a while, especially if you’re a track junkie.
Doctor who?
A lot of research goes behind the making of
exhaust systems and there have been subtle changes over the years in understanding how the dimensions of an exhaust pipe affect engine performance. For example, narrow pipes strangle the top end, so in times gone by, ‘the bigger the pipe, the better’ was the scheme of things. But if you go too big with the pipe diameter, it drastically reduces the low-end torque so you must hit the sweet spot. The length of the pipe can also alter the power band so a longer pipe equates to more torque while a shorter one gets you higher top end. Understand the application of your motorcycle and you’ll be sorted.
White noise
The sky is the limit when you go for an aftermarket exhaust. Go local and you can get yourself a decent kit for as low as `15,000 bucks depending on your steed. It is extremely important to understand how the exhaust system works or else your motorcycle could be in grave danger. But then you also have reputable brands like Yoshimura and Akrapovič that work along with the manufacturers, investing millions into research on materials and lengths for specific motorcycles. Everything is run on the dyno in their factory. They even have robots to simulate the ride on the dyno. Everything is hand-welded and really intricate work and that’s the reason they are so expensive.
Next time you look at exhausts, don’t think they are there for aesthetic purposes only. Everything depends on them, including the way the engine performs. You can choose from a thousand combinations including the length, type and even material.
Manufacturers are forced to keep building bikes with ugly pipes, but we will always opt for sexy-looking, sweet-sounding, fast as fudge systems and we think, you will too. ⌧
NO OTHER BODY PART WILL SCOOP OUT SUCH FILTHY CHUNKS OF FAT