upgrated exhaust?

[mr2envy]

has anyone seen the new 06 suzuki gsx 600r with upgrated exhaust? since it came out with the newer short exhaust i was wondering what it would look like with an aftermarket one. but have yet been able to find any pictures.
thanks

[whitetrash982]

i only found one online that took me a 1\2 hour to find , and ended up being somewhere out of europe. but its actually just a replacment muffler, looks like a stock piece cept steel and pretty instead of black and trying to be hidden

[mr2envy]

well thats what i mean i like how small the exhaust is it really flows with the bike and makes the tail stand out more i was wondering if the aftermarket ones stick way out like normal side exhause if most do does anyone know if you can get undertail aftermarket exhaust?

[aussieidiot]

if you've got a suzuki then go for a yoshi. its the in-house go fast bits that work the best for your bike.

[BP2K2Max]

so the yosh pipe just makes it like a regular side mount exhaust again?

[Mannyb18b]

Oh snap, that Yoshi looks sweet! I'm def. getting one

[mr2envy]

is that just the slip on muffler or the full exhaust system? its pointless to get just the slip on muffler cause it doesnt cost too much more for the full exhaust system and does a whole lot more power wise

[Z_Fanatic]

Don't know about the newer yoshi models, but on my bike, the Yoshi TRS slip-on the low end is a bit heavy toned, which is nice, but only lasts til 5k rpm, after that it sounds raspy and peaky, louder than stock, but it really amplifies the 600s 2-stroke like sound nature. Some days I like, some days I don't. But the benefit is, yoshis are never abnoxiously loud that you hear from a mile away. And you could keep it quiet as a stock can.

Also, the mid-age response is probably improved, but it's small enough that I don't notice. My bike has carbs (F4), and since I didn't synchronize the jets to adjust to the slip-on, the low end response is horrible. I have to take corners in 1st gear where I laid back and used 2nd, or otherwise the bike WILL stall. I suppose, it has improved the top-end, as I am getting more rpms dialed in than usual. On the hindsight, without adjusting the carbs needles, it was a mistake spending that much. I just don't wanna spend more money to take it to the dealers for it. On the plus side, the bike does feel a little lighter at any speed, and since the bike is running LEAN with free-flowing exhaust, I am getting whopping mileage per tank compared to stock can.

I would say if you upgrade to ANY can, tune the EFI or carbs (older models).

FYI, a decent full exhaust will cost at least TWICE as much as its slip-on counterparts. As I learned, unless my future bikes have these mods to begin with, I am going to leave the stock can. The best money performance wise is adjusting the suspension to your weight and style, and picking up a set of decent rubber. And of course, track days. The last being, regearing your sprockets for street. A Power commander will only adjust the throttle response, but most street riders couldn't really tell the difference just like swapping the exhaust.

[Mannyb18b]

How do you tune EFI? is it very complicated?

[aussieidiot]

yoshi is built for suzuki. you can put them on others but they are primarily a suzuki tune shop.

the photo i posted is for a full system.

as Z pointed out, the exhaust is only for sound more than performance.
sort the suspension out first
when i put my Akropovic end can on i fitted a filter as well. gained about 3-4 hp only at redline but moved the power curve to a smoother line. a power commander graph over the top showed minimal power increase across the board but smoothed things out more.

oh, and Z, im yet to hear a honda with a nice all round exhaust. nothing like the pure bliss of Suzuki/Yoshi or Ducati/Termigoni

[Z_Fanatic]

Originally Posted by aussieidiot

yoshi is built for suzuki. you can put them on others but they are primarily a suzuki tune shop.

oh, and Z, im yet to hear a honda with a nice all round exhaust. nothing like the pure bliss of Suzuki/Yoshi or Ducati/Termigoni

I like the yoshi because of their build quality, and simple to fit. Their slip-ons are pretty decent for the price compared to others.

The only can that sounded meaty on a Honda as a Zook with yoshi I heard was a US exhaust D&D on the F4. But D&D makes one of the crappiest slip-ons, and the sound is only a little less loud and irritating than bike with only headers on. Generally, Hondas truly represent the term of soul of a "sewing machine." Sometimes to hear if the bike is still alive, I will purposely roll off and roll on hard to hear the airbox.

Originally Posted by Mannyb18b

How do you tune EFI? is it very complicated?

Basically, you have to take it to the dealer, and they'll hook up the bike ecu to a computer, and reset the fuel mapping with the new exhaust, which translates to finer atomisation of fuel spray from fuel injectors at varying degrees of atmoshperic pressure, etc, etc.

As with everything, if you know how to do it, obviously it could be easy, you just need their software and I am guessing a USB cable or some variants of it. Obviously to get the max benefit, you need the full exhaust (like titanium or carbon fiber headers and can), power commander 3 or 4 (not sure the latest version), get it dealer tuned. And for maximum results, get it dynamometer tuned with multiple testing (can be expensive and inaccurate at times). I am guessing all of this could set you back over $1k with parts and labor.

But this only improves the bikes straightline acceleration, the suspension needs to be tuned with you on it to get the full benefit of extra power.

But if you want the sound and minor gain, pick up the Yoshi slip-on and get it tuned with no more than an hour worth of labor from the dealers, it shouldn't take more than that. Fit the exhaust yourself first, and save money that way. Oh yeah, the other option is regearing the sprockets, one of the cheapest mods and delivers more noticeable acceleration for the street than anything else. The drawback is more chain wear (depending on size) and more fuel consumption.

[whitetrash982]

sorry to dig up old threads, but id found a place online that has the new TRC pipe for the 06 gsxr 600. id looked around local places and EVERYONE says that they cant get em , huge back order and what not....plus 600$+ prices...this place claims to have them all in stock , and prices much lower then others, and also offers package deals...so ill be ordering my power commander and pipe tommorw, and they carry stuff for other makes and models too...happy hunting guys...

they also claim that K&N does not yet make a drop in for them yet , and no fullsystem exhaust either...darn,

www.fuelmotousa.com

[jeffcoslacker]

Originally Posted by whitetrash982

sorry to dig up old threads, but id found a place online that has the new TRC pipe for the 06 gsxr 600. id looked around local places and EVERYONE says that they cant get em , huge back order and what not....plus 600$+ prices...this place claims to have them all in stock , and prices much lower then others, and also offers package deals...so ill be ordering my power commander and pipe tommorw, and they carry stuff for other makes and models too...happy hunting guys...

they also claim that K&N does not yet make a drop in for them yet , and no fullsystem exhaust either...darn,

www.fuelmotousa.com

Dump the stock airbox and get you some K+N universal cones for it...looks tough breathes better...I'm sure K+N makes a replacement OE type drop in for you, don't they? Even that makes a noticeable diff...

For the original poster if he's still around...

Upgraded not upgrated...upgrated exhaust is when you lowside it on freshly chipped asphalt...

[whitetrash982]

lol...yeah , that kind of exhaust is bad....but no actually , id called this company , and apprently , theyre really big on power commanders and such , and keep a full stock of justa bout everything and claim that K&N do not yet make a drop in. but with cone filters and pulling out the stock air box , then the ram air cowls wouldent work as effectively , if at all? one would you if you dident wind up at the same power , you may actually lose some at high speed, no? just my 2 cents ,

but i will admit , the vacumm cleaner noise may be kinda cool

[jeffcoslacker]

Originally Posted by whitetrash982

lol...yeah , that kind of exhaust is bad....but no actually , id called this company , and apprently , theyre really big on power commanders and such , and keep a full stock of justa bout everything and claim that K&N do not yet make a drop in. but with cone filters and pulling out the stock air box , then the ram air cowls wouldent work as effectively , if at all? one would you if you dident wind up at the same power , you may actually lose some at high speed, no? just my 2 cents ,

but i will admit , the vacumm cleaner noise may be kinda cool

I'll tell you something I learned a while back about ram air...it's largely a joke at mortal speeds...at 80 mph, for example, the net gain is less than 3% at the inlet, which translates to probably less than half that in actual intake pressure gain after factoring intake pathing and flow dynamics...

At about 150 mph, you are gaining a solid 6-8% in intake pressure measured at the air intake point, again how useful this is, that is subjective to the design of the intake path, filtering, and motor's breathing capability...even piston engined aircraft at 350 mph see only around 15% charging gains (actual) due to ram air effect...it's not as simplistic as some think, it's not as impressive as you'd like it to be, and takes some thought and tuning for the engine to even be able to utilize any of it...

The real fast bad boys like the new Kaw 1400 and the Hayabusa use ram air effect to grab around 10% (at inlet) improved intake pressure when maxxed out at near 190 mph, this is giving the engine just enough boost (around 5 hp) to give it a slight edge in it's ability to hit/maintain those speeds...

On the street, and anywhere below 120 mph, there will be absolutely no noticeable difference in seat-of-the pants power loss from disabling any ram air your bike might have...the gains that the best of them get from it are seen only in the difference between top end on a dyno run, and top end at speed...and then only at the extreme limit of running WOT to top governed speed...

So the freer flowing aspect of the pod filters COULD get you some gains on the street, unless the stock intake tract is actually tuned to mid range intake charging, or has some tricky tech to it like the dead-end branch that some intakes have that goes nowhere? Looks pointless, but in fact serves a purpose...

Air, just like water, when moving in a column, has some signifigant inertial mass that doesn't like to change direction or speed...in a plumbing system you'll see where they put that capped branch near faucets, it contains air, and when you shut the water off, that entire column of water and all its mass that was moving when the faucet was running now is forced to come to a screeching halt, without the dead air branch (I know there's an actual term for it, but I can't seem to dig it outta my brain this AM) to allow the water to compress the air in the pipe and create a kind of "bumper" to soften the sudden stop, there will be a distinct "thud" and the faucet shakes from the sudden impact of all that mass coming to a sudden stop....a phenomenon known as "water hammer"...

In an intake system, we like to think of air flowing smoothly into the engine in a constant stream, but that's not actually the case...the air stops and starts in incredibly fast bursts due to the rapid opening and closing of intake valves that makes air moving toward the cylinder suddenly have to change velocity, then accelerate again towards the cylinder as the valve opens to inhale a fresh charge...all this slowing and accelerating creates it's own pressure waves and "harmonics" of a sort within the intake itself, and the intake path, including the filter box and related items, are tuned with this in mind on higher performance machines...and the dead-end branch provides a compressible pocket of air within the tract that can work to absorb (by compression) and return energy as acceleration (when the compression rebounds) of the intake charge when the air is allowed into the motor once again on valve opening...

Intake tract length and shape affects velocity of intake charge and can be tuned for different gains at different rpm ranges...you've probably seen throttle body spacers for cars that increase the length of the intake path between the thottle plate and engine, giving a slight low end torque and throttle response gain, this is one example...I've seen a very high end sportbike (one of the Italian oddballs, I think) that uses a secondary set of intake bellmouths that are vacuum actuated and snap down onto the existing short stacks when acceleration is called for, effectively changing the length and shape of the intake charge to take full advantage of this effect...when not in use, they "hover" above the short rams, allowing freer breathing of unshaped intake charge...

You mess with the stock airbox and ducting, and you can bungle up this work that the engineers put into tuning, and end up with a less responsive engine or move the powerband somewhat, possibly to a less useable range for your gearing, riding style, etc...but so also does fooling with exhaust tuning, everything you do on the exit end affects the intake and vice-versa, it's usually best to make your mods to both ends as a well-thought team that works well together, or you just end up with a new sound but less performance, which sucks