Table of contents

• This is how an exhaust system is created Exhaust systems for motorcycles
• Handcrafted exhaust systems
• Adjustment work on the test bench instead of simulation on the computer
• Sepp chats out of the sewing box
• Suzuki Bandit 1250 S with 146.9 hp
• Exhaust technology: reflection and absorption
• Reflection damper
• Absorption damper

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18th pictures

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1/18
Sepp Bruckschlogl is the master of the pipes and head of SR-Racing.

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2/18
Components of the silencer.

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3/18
Shapes of the inner tube.

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4/18
Critical final acceptance.

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5/18
Stripping of the tabs.

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6/18
Welding on the spring tabs.

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7/18
Polishing the surfaces.

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8/18
Sanding the manifold pipes.

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9/18
Adjustment of sleeves.

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10/18
Spreading the pipe ends.

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11/18
Bending and cutting to length.

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12/18
Sawing, bending, welding. This is how an exhaust system is created.

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13/18
This bandit is a superbike freak.

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14/18
PS rides on the test bench and realizes the bitter truth.

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15/18
When examining the dismantled original Fireblade silencer, Bruckschlogl shakes his head in disbelief. “Why do they do that?”

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16/18
Before / after: an end cap.

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17/18
Plug and final assembly of the muffler.

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18/18
A lot of power without opening the engine.

accesories

Exhaust & silencer

Motorcycle exhaust systems from SR-Racing

This is how an exhaust system is created
Exhaust systems for motorcycles

Content of

SR-Racing has been building exhaust systems for motorcycles for years and often finds more power than some tuners with a complete engine overhaul. PS looked closely at the sorcery.

Robert luck

02/12/2013

There are things you don’t have to understand. This includes, for example, Bavarian. Or Saxon. Or Swahili. Or that someone gets a fantastic 146.9 hp from a standard Suzuki Bandit 1250 S – but does not open the engine. This bandit, which PS itself tested on the test bench, was only equipped with a legal four-in-one complete system with a Kat from SR-Racing and was inspired by a modified mapping.

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If you leave it at the exhaust and jet through the world with standard mapping, between three and four little horses are missing at the top. In the country road speed range from 4000 to 8000 tours, the two curves are on top of each other, and both are well above the original performance curve.

In view of this gigantic increase in performance on the Suzuki Bandit 1250, you rub your eyes in disbelief and ask yourself: Who is doing it – and how? The first is answered quickly: Sepp Bruckschlogl, founder and mastermind of SR-Racing in Schrobenhausen near Augsburg. In an industrial area outside the town center, he and his small team build the power pipes by hand. But don’t worry, handicrafts have their price, but the manufactory is definitely not a pharmacy.

So the question of “how” remains. Unken will now note that 1250 bandits are throttled through their exhaust and their performance can easily be increased with a replacement pipe. Another undeniable fact is that the 1250s never have the 98 horsepower they are homologated with, but usually generate between 107 and 109 horsepower.

But there is a long way to go from 109 to 146.9 hp. So how does Bruckschlogl inspire the Suzuki and that with a catalytic converter and EC type approval? And how does he manage to get his private, 197 hp BMW S 1000 RR legally and with TuV approval to deliver 213 hp to the clutch after his four-in-one system has been installed?

Well, ask a nun if she’s had sex before. Or a full-bodied boy smacking his lips in the candy store to see whether he has nibbled. You already guessed it: Persistent silence, at best garnished with a mischievous smile, is the answer.

Handcrafted exhaust systems

fact

Sawing, bending, welding. This is how an exhaust system is created.

In the case of Bruckschlogl, it’s a sympathetic smile. The left index finger wanders outstretched to the tip of the nose, taps it twice: “It’s hidden here. You have to have a nose, a feel for engines, then you can also build the right exhaust. “If only it were that easy.

The master disappears into the workshop and we follow. There we meet Eberhard Konig, not only the owner of the potent bandit, but also the boss’s right hand. He shows us the individual work steps that are required to form an exhaust system from a stack of pipes, a few metal sheets and a few meters of welding wire.

Everything starts with step 1, cutting and bending the individual stainless steel pipe sections. Ten different diameters are in stock in order to dimension the manifold to match the size of the combustion chamber and the exhaust gas volume. A handful of thick-walled copies in the corner are used to make the manifold flanges.

When everything is sawn, the saw edges are deburred and it goes to step 2, the spreading of the pipe ends. This is necessary so that the plug connections of the individual parts fit neatly into one another. Here, Konig and Bruckschlogl proudly point out that the spreading machines are in-house developments.

Adjustment work on the test bench instead of simulation on the computer

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Step 2: Spreading the pipe ends.

The third step is the adaptation and welding of the required sleeves and flanges. Once the correct number of stainless steel puzzles has been assembled, the individual parts can be processed. Each piece is fine sanded in a belt sander (step 4) in two steps. Dull surfaces as well as traces of processing and storage disappear from the surfaces of the manifold pipes. In addition, the grinding facilitates the next step, the polishing of the pipes.

Since the polishing of surfaces is quite a dirty business, the two polishing machines are in a separate room. This fifth step ensures a perfectly shiny surface. Bruckschlogl pushes. He now absolutely wants to drag us to the test bench. We would have seen enough now, we would have to see what his exhaust systems can do. But PS remains hard. We want to see how the product is created before we look at its effect.

When asked how he got around to building exhaust systems in the first place, there is an answer of the typical kind: “I woalld dess oanfach wiassn. I woalld know how this goes! ”This answer is typical because it could come from any self-taught person and because it drives every self-taught person. Bruckschlogl is a real specimen of this rare genus. “I’m too stupid to do arithmetic, I’ve always tried it.” Got it? Common work steps in automobile and motorcycle development such as the finite element method or rapid prototyping are unknown here in Schrobenhausen. Here, terabytes of data are not calculated and costly simulations are not run. This is where sawing, welding and testing take place. The test bench is glowing, not the computer.

After the individual parts have been polished, the retaining straps for the tension springs are welded on (6). The weld seams are then stripped, which loosens the deposits that have stuck there during welding (7). The stripped areas and tabs come under the polishing machine again before all parts are assembled and for the final inspection (8) are examined by Bruckschlogl and Konig. So much for the manifold systems.

At the same time, the mufflers are created, which, in addition to reducing noise, make a significant contribution to the performance of an engine. SR-Racing manufactures exhaust systems all according to the absorption principle. The structure of this absorption damper is simple. In the pot there is a perforated inner ear around which the sound-refracting material is placed. This is held in place by the outer shell around the inner pipe, and the exhaust silencer is ready – at least in theory. Step 9 shows how a perforated tube is bent from the perforated sheet. This is welded and serves as an inner tube. The perforated sheet or the diameter of the holes in the perforated sheet make the music. In other words, they determine the tone of the exhaust system. The bigger the holes, the duller the exhaust will sound.

Sepp chats out of the sewing box

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Plug and final assembly of the muffler.

SR-Racing puts a layer of steel wool around this inner tube, then a cushion with insulating material around it (step 11). Everything is now stuffed into the outer shell, the end cap (step 12) mounted and neatly riveted. This seemingly simple structure has it all – especially the experience of endless test bench runs and test kilometers. And finally Sepp begins to talk about the sewing box.

The inner tubes, for example, are all made of 0.6 millimeter thick sheet metal, but have different hole sizes depending on the motorcycle and engine type. And not just because of the sound. In addition, the inner tubes are conical in shape. Again depending on whether an engine with higher or lower dynamic pressure generates more power. In Bruckschlogl’s experience, the combination of steel wool and cushioning material is unbeatable.

The steel wool keeps the greatest amount of heat away from the insulation material so that it does not burn. Because the insulation material is in a cushion, it can be very short-grained. The trick here: the shorter the fibers the insulating material, the better its insulating effect. However, short-fiber insulation material without cushions and steel wool burns out quickly and the effect is lost.

Suzuki Bandit 1250 S with 146.9 hp

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PS rides on the test bench and realizes the bitter truth.

Finally we follow Sepp to his altar, to the test bench. This is where the truth comes out. Glowing manifolds, glowing cats – impressive performance curves. The Suzuki Bandit 1250 S mentioned at the beginning puts 146.9 hp on the roll. Sepp Bruckschlogl will prove in one of the upcoming PS issues that the bandit is not an isolated case. He builds an exhaust for the current Honda Fireblade exclusively for PS. And he will, he promises on hand, find a good punch. Great, the bet stands!

Bandit forum

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Pictures: This is how an exhaust system is created

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Exhaust technology: reflection and absorption

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An absorption damper from SR-Racing.

Two types of mufflers are used on motorcycles: reflection dampers and absorption dampers. While reflection dampers are common on production motorcycles, retrofit systems are usually absorption dampers. Some motorcycles such as the BMW S 1000 RR or the Yamaha YZF-R6 combine a front silencer based on the reflection principle with a short tailpipe that works according to the absorption principle.

Reflection damper

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The reflection silencer of the Fireblade, type SC 59. You can hardly build a silencer more complex than Honda.

They usually consist of four chambers that are connected to one another via pipe connections of different diameters. With the highly complex SC 59 exhaust, Honda proves how complex it is to realize this type of construction in the smallest of spaces. The proportions of the chambers to one another and the pipe diameter are decisive for the dynamic pressure that an exhaust system builds up. The amount of dynamic pressure has a direct effect on the performance of an engine. For example, a four-cylinder engine needs a higher back pressure than a single-cylinder to achieve its performance.

A reflection damper must therefore be constructed and dimensioned in such a way that it a) generates the perfect counter pressure and b) breaks the sound waves in such a way that the exhaust noise corresponds to the limit values. The advantages of these often heavy systems are their durability and the possibility of installing exhaust flaps that are officially only responsible for a better torque curve. Obviously, these flaps serve primarily to plug the exhaust in the measuring areas of the authorities so that the noise measurements are passed. Only no manufacturer in the world will admit this fact.

Absorption damper

The second type is the absorption damper. Mainly found on the market as an accessory product, the sound is not absorbed in chambers, but by insulation material in the muffler. The structure is very simple: perforated inner tube, insulation material, outer sheaths, end caps – done. The main advantage of this type of construction is its low weight, while the disadvantage is that the insulation deteriorates when the insulation material burns out.

Much more complex than it looks is the construction of an effective absorption damper. Because this exhaust must also build up the counterpressure appropriate to the engine. SR-Racing solves the problem with conical inner tubes. If a motor needs a higher counterpressure, the end with the smaller diameter is installed towards the rear and the cross-section is reduced, while the opposite happens with motors that require less counterpressure.

Thanks to high-quality catalysts, the “simple” absorption dampers from SR-Racing achieve the prescribed exhaust gas values, while the short-fiber insulation material housed in insulation cushions is protected from burning by a layer of steel wool. A burnout of the pot usually only happens if the outer shell has been pressed in by a fall or something similar and this causes heat nests to form in the insulation material. But at SR-Racing every spare part is available individually, and repairs are part of the good Bavarian tone.

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