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Service special exhaust

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Comparison test carbon damper

Ten accessory silencers with carbon shells for Kawasaki’s ZX-9R are put to a comparison test. How well do the “black workers” get out of the affair in terms of performance and noise behavior? MOTORRAD enlightened.

Holger Hertneck

08/05/1999

No question about it, the material carbon embodies sportiness like no other. In the clothing sector it is used as an accessory in leather suits, helmets, gloves and boots, on motorcycles it adorns trim parts, wheel covers and much more. So what could be more natural than to put black carbon accessory dampers with EG-BE through their paces as part of the silencer test with the sportiest Kawasaki, the ZX-9R. Ten candidates from different manufacturers are compared.
The test ZX-9R is the model with an unregulated catalytic converter in the damper, nominally 104 kW, i.e. one kW weaker than the version without catalytic converter, which is completely identical except for the damper and a check valve on the carburettor to prevent fuel overflow. For which of the two models ZX-9R owners are looking for a retrofit damper, they all want a small increase in performance. In addition, criteria such as weight, sound, design and of course price also play a decisive role in purchasing.
On the last point, some of the candidates are well below the 978 mark expensive original pot (with or without a cat). The cheapest offer is offered by Gotz with the Figaroli damper for 597 marks. The most expensive test participant is provided by the Hansle company with the Termignoni model for 898 marks.
In terms of weight, with the exception of the almost identical dampers from Ixil and WMP, all carbon versions save several pounds compared to the 5.22 kilogram Kawasaki pot, whose catalyst alone weighs a good kilogram. SR-Racing delivers the absolute flyweight with its model, which weighs only 2.38 kilograms.
The different designs of the damper offer the right thing for almost every taste: round or oval, voluminous or slim, with a smooth, shiny or rough, unpainted surface. However, all versions have one thing in common: They are sensitive to scratches. Especially the candidates, whose rear attachment consists of a clamp placed around the pot, quickly show unsightly scratches in this area. Systems with screwed-on brackets, such as those used by Bos and Remus, are less at risk – of course, they are not immune to damage from falling over either.
We come to the growing test, which is done in two minutes for almost all candidates. Only the models from Ixil and WMP resist vehemently. First, the three holes on the Kawasaki manifold flange must be machined with a file because the threaded stud bolts of the two retrofit dampers are on a circle that is too small. As soon as this is done, it turns out that the supplied aluminum spacer sleeves and screws for attaching to the passenger peg do not fit. And since the two rather voluminous dampers collide with the rocker arm and brake caliper without the spacers, a sufficiently long retaining screw must first be driven.
For safety reasons, it is advisable to carry out an attachment check after every installation of a retrofit system and before the first exit to check whether there is still enough space between the damper and vehicle parts during compression. After about 100 kilometers, all screws should also be retightened.
Now that all the systems have been installed, it is time to test your strength on the Bosch dynamometer. With a peak power of 106.1 kW, the test Kawa lifts 2.1 kW more than specified on the roll. As the only retrofit damper, the Bos model goes one better with 106.7 kW. All others have to admit defeat to the series more or less clearly.
The performance losses of the retrofit dampers in the range from 9000 rpm (also with the Bos system) are particularly noticeable. If you look at the entire speed range, the Shark model has the smallest “holes” in the power curve, despite the slightly lower maximum power. The largest losses are recorded in the systems from Remus and Sebring, which lose 5.9 and 7.4 kW respectively compared to the original and whose performance curves flatten out at around 7000 rpm.
The wish for better performance development is therefore not met with the dampers tested. Whereby one rarely moves in the highest speed and power range in everyday operation. The almost 99 kW of the Sebring pot are also fully sufficient in road traffic. It is more important here – at the latest at the first police check – that the retrofit dampers comply with the noise limits.
Therefore, all ten systems have to endure stationary noise and driving noise measurements (see also article »Homologation« on page 154). The original damper is in the papers with 92 dB (A) standing noise and 79 dB (A) driving noise. The MOTORRAD measurements show slightly higher values ​​of 93 dB (A) when stationary and 80 dB (A) when driving, which are, however, within the tolerance permitted for the test vehicle. This is three dB (A) when stationary and one dB (A) when driving. 93 or 80 dB (A) are therefore also the limit values ​​for the retrofit systems tested
With 99 dB (A) standing noise and 85 dB (A) driving noise, the Figaroli pot climbs the inglorious top position and is far outside the limit values ​​in both disciplines. Buyers of this damper must expect to get stuck in the first police check – EG-BE or not.
Even the dampers from Bos, Harpoon, Shark and SR-Racing do not quite meet the regulations with driving noise values ​​between 81 and 83 dB (A), but like all others are within the five dB (A) tolerance valid for police checks in terms of stationary noise nowhere near as uncomfortably loud as the Figaroli candidate. The pots by Remus, Sebring and Termignoni show that it is quite possible to comply with the permissible driving noise level of 80 dB (A). At just 78 dB (A), the dampers from Ixil and WMP are even lower.
If the tested carbon pots are too black, too sensitive to scratches or simply not liked enough, most providers have the option of choosing from the wide range of comparable dampers made of aluminum, stainless steel or titanium, both in round and oval designs. After all, it is no coincidence that they say: “Every lid finds a suitable potty. ??

Sebring

Power Jet, carbon

Provider: MizuPrice: 778 MarkWeight: 3.74 kgDiameter: 11 cmOverall length: 54 cmStanding noise: 91 dB (A) Driving noise: 80 dB (A) Special features: screw clamp; Assembly Instructions; smokes in the first hours of operation; grooved carbon surface; Carbon shell exposed on both sides (prone to cracking); Successful transition to the original manifold Conclusion: Well-made damper with permissible noise levels, but noticeable loss of performance from 7000 rpm

Shark

Street, carbon

Provider: Fechter DrivePrice: 779 MarkWeight: 3.52 kgDiameter: 12 cmOverall length: 55 cmStanding noise: 95 dB (A) Driving noise: 81 dB (A) (limit value just exceeded) Special features: assembly instructions and performance diagrams; Screw clamp; Offal partly made of rust-prone steel; EG-BE card and seal included; Grooved carbon surface Conclusion: Very well processed, slightly too loud damper with almost the same output as the original system

Harpoon

Carbon

Provider: SchuhPrice: 799 MarkWeight: 2.98 kgDiameter: 12 cmOverall length: 52 cmStanding noise: 94 dB (A) Driving noise: 82 dB (A) (limit value exceeded) Special features: rubber-backed screw clamp; Warranty card included in delivery; Smooth carbon surface Conclusion: Very well made, lighter and a bit too loud damper with little loss of performance from 9000 rpm

Figaroli

Carbon

Provider: GotzPrice: 597 MarkWeight: 2.92 kgDiameter: 11.3 cmOverall length: 50 cmStanding noise: 99 dB (A) Driving noise: 85 dB (A) (limit value clearly exceeded) Special features: Two-part screw clamp; smokes in the first hours of operation; incorrect EG-BE marking (“e” and country code not in the prescribed square); sharp ridge in the flute; Grooved carbon surface Conclusion: Average processed, lighter and much too loud damper with performance losses from 9000 rpm

Bos

Carbon

Supplier: Bos Auspuff GmbH Price: 849 MarksWeight: 3.2 kgDiameter: 12.5 cmOverall length: 54 cmStanding noise: 95 dB (A) Driving noise: 83 dB (A) (limit value exceeded) Special features: assembly instructions; screwed-on holder; Offal partly made of rust-prone steel; smooth carbon surface; Front part of the carbon shell exposed (risk of cracking) Conclusion: Well-made, too loud damper with the highest peak performance in the test, but minor losses between 9000 and 11000 rpm

Ixil

Carbon

Provider: Paaschburg & WunderlichPrice: 649 marksWeight: 5.14 kgDiameter: 13.8 cmOverall length: 59 cmStanding noise: 88 dB (A) Driving noise: 78 dB (A) Special features: assembly instructions; rubber-lined screw clamp; Holes on the original manifold flange must be drilled open; it is essential to ensure that the swing arm moves freely during assembly; smooth surface; Carbon shell exposed on both sides (prone to cracking); Sharp ridge on the flute Conclusion: Very quiet, voluminous mute of average workmanship with slight difficulties in fitting and loss of performance from 9000 rpm

Termignoni

Carbon, oval

Provider: Hansle MotorradsportPrice: 898 MarkWeight: 3.36 kgDiameter: 11.3 x 14.5 cm (oval) Total length: 56 cmStanding noise: 92 dB (A) Driving noise: 80 dB (A) Special features: innards partly made of rust-prone steel; rubber-backed screw clamp against scratches; Grooved carbon surface Conclusion: Very cleanly processed damper with permissible noise levels and performance losses from 9000 rpm

SR racing

Carbon

Provider: SR Racing Price: 745 Mark Weight: 2.38 kg Diameter: 12 x 14.7 cm (oval) Total length: 56 cm Standing noise: 93 dB (A) Driving noise: 82 dB (A) (limit exceeded) Special features: screw clamp; Copper gasket included; Smooth carbon surface Conclusion: Very well made, extremely light damper with a pithy sound, but a little too loud driving noise and slight performance losses from 9000 rpm

Remus

Grand Prix, carbon oval

Provider: Phoenix Motorcycle Tuning Price: 745 Mark Weight: 3.34 kg Diameter: 9.5 x 12.3 cm (oval) Total length: 54 cm Standing noise: 92 dB (A) Driving noise: 80 dB (A) Special features: assembly instructions; screwed holder; smokes a little in the first hours of operation; very small damper, therefore stepped transition from original flange to muffler; grooved surface; Carbon shell exposed on both sides (prone to cracking); Sometimes unsightly weld seams Conclusion: Average processed damper with permissible noise values ​​and noticeable performance losses from 7000 rpm

WMP

Carbon

Provider: DifiPrice: 659 MarkWeight: 4.8 kgDiameter: 13.8 cmOverall length: 59 cmStanding noise: 90 dB (A) Driving noise: 78 dB (A) Special features: assembly instructions; rubber-lined screw clamp; Holes on the original manifold flange must be drilled open; it is essential to ensure that the swing arm moves freely during assembly; smooth surface; Carbon shell exposed on both sides (prone to cracking); Sharp ridge on the flute Conclusion: Very quiet, voluminous mute of average workmanship with slight difficulties in fitting and loss of performance from 9000 rpm

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