Table of contents
- Visit to the exhaust forge Tin artist
- Tin is not stupid
- Spare parts shelves cleared worldwide
- A Yamaha XS 1100 stands on a lifting platform
- From the Turbo-Munch to the Honda Shadow
- Schmiede gives a lifetime guarantee against rusting
- Customer satisfaction motivates
Order situation: From the boxer conversion to the XT 500 to the Tornax, everything is stocked.
Machine work: Many dampers have end caps that are created on the hydraulic press.
Model dimensions: Such a structure makes it much easier to adjust the exhaust system.
Inside view: a complete XT 500 damper at the back, the open halves at the front.
A matter of form: plasma cutting according to a template.
Emmenrausch: The sheet metal cut to size on the hopper roller was shaped straight in the direction of the MZ silencer.
Kraftmeier: The bending machine brings a strong stainless steel pipe around the corner like nothing.
Larder: In the meantime, many stencils and shapes have accumulated.
Diversity: The range of dampers ranges from straightforwardly modern to old-fashioned and playful.
Writing stuff: Original text for an end cap.
Quiet: the inner workings of an XS 1100 damper.
Benni (left) and Wulf with their own motorcycles and cult anvil.
Exhaust & silencer
Visit to the exhaust forge
Visit to the exhaust forge
If it is absolutely necessary to have a freely chosen shape or a standard replacement is simply not available, then the exhaust forge can help. With wonderful pots and bends made of stainless steel.
Its name often conveys a certain aftertaste: a tin box or a sheet avalanche arouse just as little sympathy for the rolled metal product as the pithy request not to talk about sheet metal. Not everyone even likes brass instruments, and yet it just doesn’t work without them. Sheet metal is everywhere, from coffee spoons to computer cases, from headlights to license plate holders. Which brings us to the motorcycle, and there, in turn, the mostly steel stuff is unpleasant because it rusts even faster than the rest. That is stupid enough for side covers or fenders, but it does not exist with the tank. With the exhaust system anyway. Wulf Peppmoller’s ETS 250 was exactly in this position in the mid-90s. The rarest and therefore most iconic Emme was still there with its old tailpipe after an extensive rejuvenation cure, because more than 20 years after the end of production there were no more new ones.
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Tin is not stupid
Fortunately, Wulf now belongs to the minority that Blech doesn’t find stupid. No, because of his job he already values this material because of its malleability, and that’s why he grabbed a good square meter and a piece of pipe and formed the MZ into a new exhaust using the old inner workings, which were mostly oily preserved in the two-stroke engine. The work is made of stainless steel and is extraordinarily successful, because Wulf has learned a sheet metal fitter. And when he also became a father in 1996, both his job and his exhaust helped him. Because in order to gain family time, Wulf set up his own business and, after a short detour into the arts and crafts, offered his MZ damper. Every second Sunday of the month at the Ruhrpott scene meeting on the grounds of Karl “am Kanal” Rebuschat. A story like a blues, but true. And successful, because the down-to-earth buddies thought it was great, an end pot that never rots. They talked about it, and Wulf already had new customers, soon also those with western bikes and multi-cylinders. The child was barely ten years old when family time dwindled so much that Benjamin Honig had to move into the forge. Metalworker and motorcyclist, it was a great fit.
Spare parts shelves cleared worldwide
The 41-year-old XT 500 fan Benni also plagued the same concerns as the eleven-year-old Wulf with his MZ: The exhaust system of the Nippon Enduro is considered a weak point, the spare parts shelves have been cleared all over the world. On the other hand, a huge and sometimes very financially strong community cares for the old Yamaha. You’d have to … Exactly what neat and neat metal should be formed, in series. Such an XT system consists of around 40 parts; even a really good sheet metal fitter needs more than a day to put everything together correctly. And the shells of the damper and those of the expansion chamber are already ready on the workbench. These are deep-drawn parts: Due to the expected number of items, it was worthwhile to manufacture corresponding molds for the XT dampers. That is why the shells are not gelled out of a piece of sheet metal, but rather pressed hydraulically over the mold.
A Yamaha XS 1100 stands on a lifting platform
Every year, some XT systems leave the Lower Rhine forge, a glance past the press, hopper roller or plate shears reveals what the other top sellers are called. A Yamaha XS 1100 can be tried on on a lifting platform. “We have already equipped everything in the XS series, from the 360 twins up to this four-cylinder giant,” reports Wulf and immediately refers to a special case: A trolley carries the frame including the cleared out engine of an XS 650. “It will like to assemble individually, and so it is easier to adapt the manifold guide or pot. “
From the Turbo-Munch to the Honda Shadow
Such structures also exist for XT and Guzzi Twins, but this does not mean that other models are only equipped with standard goods. “No,” grumbles Wulf, “but then the motorcycle has to come here.” Tailor-made. Just like for the two-valve boxer on the stage in front of the office, who is clearly looking towards a future as a tracker. “For Cafemoto, they already have some of our systems.” Benni likes the diversity of his work. Always something new. Measuring, stopping a temporary solution, bending. Small radii with the bending machine, large ones by hand. “Then the pipe is welded shut at the front. Sand in. Weld the back, heat it up and slowly shape it. ”No way: just make me a new manifold … And then the suitable silencer comes afterwards. The frame of a pre-war Tornax with double port single cylinder from JAP is parked next to the BMW. “Their system should, of course, look like the original.” A quasi-hexagonal, flat silencer is already finished, the manifolds will follow soon. Every now and then, such a veteran pushes his way into the order books. “But mostly we work on youngtimers.” From the Turbo-Munch to the Honda Shadow.
Schmiede gives a lifetime guarantee against rusting
The procedure is always the same: the customer logs in. If there is free capacity, he gets a call. Then he can drop off his darling in the exhaust forge, pick it up again about 14 days later, complete with the polished exhaust. If you just need a new damper, just send that in, of course. Original dampers are always cut open and replicated true to the original. “Not entirely true,” interjects Wulf, “if things are too loud, we’ve also welded an extra baffle plate.” The whole thing has to be entered. Mostly anyway, and the test centers usually require a noise test. After that there is peace, at least in terms of exhaust technology: The forge gives a lifelong guarantee against rusting and tearing.
Customer satisfaction motivates
At the moment Benni and Wulf need half a year in advance. Which raises concerns about family time. Once in a while. But before real stress arises, Wulf crouches next to his answering machine and listens to the deeply moving words of thanks of a Franconian customer whose Sachs Roadster finally, finally, got a damn again. More than that, and hard to believe: a technically perfect one. Wulf grins: “That motivates. Come on.”
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