Interesting Exhaust Conversation
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jarelj
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THIS!
The next trend will be the major exhaust manufacturers won't even manufacture non-catalyzed exhausts any more since the true "racing" market is very small.
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The "shade tree" mechanics will come up with something home grown but the wait times could be years and the cost will be $$$!
I see really high fines and a police crack down in CA before the OEM's only making catalyst exhaust. Remember these parts global and CA won't have much success forcing that type of change. Either way it kinda sucks. I however have not changed the OEM exhaust in any of my last 3 cycles.
Of course high fines will inspire people to run, and we all like it when people run in Cali. Lol
Of course high fines will inspire people to run, and we all like it when people run in Cali. Lol
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jarelj
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Yes, for the most part this reality is already upon us. I'd say mark my words, give it another year, two max, and you will see a virtual extinction of non-catalyzed exhausts other than the "home brew" variety. And once (at least in Cali) "home brew" comes with the risk of vehicle impounding and hefty fines, those will go away also. But just think how good we're all going to feel about doing our part to "save" the environment!
Yes, for the most part this reality is already upon us. I'd say mark my words, give it another year, two max, and you will see a virtual extinction of non-catalyzed exhausts other than the "home brew" variety. And once (at least in Cali) "home brew" comes with the risk of vehicle impounding and hefty fines, those will go away also. But just think how good we're all going to feel about doing our part to "save" the environment!
Does this also apply to the older Euro 3 bikes?
I predict a lot of smaller exhaust companies will be closing their doors because of this. I can also see the tuners will be taking a hit too! Most any owner installing a new exhaust also does either an add on tuning device or remap.
So ... it will be pretty much a "slip on" world in a couple years. Track bikes will have the option of aftermarket cat eliminator pipes installed by the user but we will still have some options for full race exhausts on the current superbikes as long as you sign a release and prove it will not be registered for on road use...
All the more common bikes such as naked, cruisers, adventure...etc will be stuck with slip ons only. If the cat is built into the silencer than you will be totally screwed!
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I shamelessly pulled this from the BOS exhaust website. Yes...it is a long read but it pretty much explains what they are going thru over there in Europe!
All new models of 125 cc and up must comply with the Euro 4 regulations as of the 1st of January 2016. For existing Euro 3 models manufacturers have two options: either they adjust the model in question before the 1st of January 2017 to create a Euro 4 model or they catalogue the individual model as a predictive model and they have until the 31st of December 2018 to sell their stock -under certain conditions-.
This means that the dynamic noise must be reduced by Euro 4 with a few dB (A). Your Euro 3 muffler was allowed to make up to 80 dB (A), this is now reduced to 77 dB (A).
The well-known (removable) Db-eaters are not allowed anymore. A Db-eater must be permanently attached now, so that you have to seriously damage your exhaust to remove the Db-eater. The widely used excuse to the police: “Sorry, my Db-eater was really installed and must have fallen during the ride!” is no longer possible!
And then, the electronically controlled valves. This may be used, provided that they always work properly and are not installed with a ‘test cycle’ recognition. Electronics can recognize a ‘test cycle’ and then switch to a special program in which the valve closes and thus is suddenly much quieter. In the media, this software has become known as the ‘tamper software’.
For us as an exhaust manufacturer any new standard means a new set of challenges. Besides all modifications to produce a beautiful and better sounding exhaust, inspections have become more complicated and a costly procedure. Each new exhaust undergoes a rigorous and extensive sound test on special asphalt at the TÃœV authority Papenburg in Germany, before any (type) approval is given.
And perhaps you did not know it yet. As of 2020 the even stricter Euro 5 standard for all motor vehicles will be introduced.
With an Euro 3 test the passing speed needs to be 50 km/h and is given full throttle at the line A-A (10 meters for the microphone). At line C-C, the throttle may be left loose again. Throughout the section, the maximum sound value is measured. This measurement is then also carried out in the 2nd and 3rd gears. The outcome is determined by the average of the total. This sound value must be lower than 80 dB (A).
In addition to the dynamic measurement, a static measurement is carried out. (The police can perform this test as well). The static measurement is a reference measurement. If the exhaust meets the dynamic measurement, the sound is recorded at the static measurement near the engine at half throttle (half the speed at which the engine delivers its maximum power). To test this, a sound meter is placed at an angle of 45° at 0.5 meters away from the exhaust tip. Finally, the motorcycle is put on a dynamometer where the power should not exceed +/- 5% from the original version.
AND THEN EURO 4...
The static measurement remains the same with the Euro 4 level. But the dynamic measurement differs. The maximum noise value is reduced from 80 dB (A) to 77 dB (A). Now it is important that we drive precisely 50 km/h along the microphone. We have a deviation of +/- 1 km. For us to hit exactly 50 km/h we have to drive up at a slower speed. This ‘drive up’-speed is put on the motor frame. It also states in what gear we need to go. (For our Suzuki SV650, this was 38.9 km / h in 4th gear). Going full throttle between the lines A-A and C-C, the acceleration is measured.
Is the deviation of the acceleration too big? Then a measurement is needed in the gear where the deviation is too small and another measurement in which the deviation is too large. However, should we go back to the second gear, we should maintain a maximum noise level of 78 dB (A)! Does everyone still understand it?
The acceleration directly depends on the weight and, therefore, the weight of the test driver is also set at 75 kg with 5 kg of measuring equipment. These values are all entered into the computer, which calculates the acceleration. To rule out any cheating, various measurements (ASEP requirements) are performed at different speeds with increments of 5 km/h. We also check if the power or sound doesn’t show any dips. Finally we create a pressure and power measurement. Back pressure and power should not deviate too much from the original.
If all tests are successfully completed we get a verification code that we need to place on our products. This number consists of a rectangular frame with “e4” in it, followed by 5 numbers ending with the letter “H” or “G”. Because these test procedures take so long, expensive equipment is needed and all the work there is involved, We find it so important that end-users can purchase an approved exhaust that actually meets the new standards.
All new models of 125 cc and up must comply with the Euro 4 regulations as of the 1st of January 2016. For existing Euro 3 models manufacturers have two options: either they adjust the model in question before the 1st of January 2017 to create a Euro 4 model or they catalogue the individual model as a predictive model and they have until the 31st of December 2018 to sell their stock -under certain conditions-.
This means that the dynamic noise must be reduced by Euro 4 with a few dB (A). Your Euro 3 muffler was allowed to make up to 80 dB (A), this is now reduced to 77 dB (A).
The well-known (removable) Db-eaters are not allowed anymore. A Db-eater must be permanently attached now, so that you have to seriously damage your exhaust to remove the Db-eater. The widely used excuse to the police: “Sorry, my Db-eater was really installed and must have fallen during the ride!” is no longer possible!
And then, the electronically controlled valves. This may be used, provided that they always work properly and are not installed with a ‘test cycle’ recognition. Electronics can recognize a ‘test cycle’ and then switch to a special program in which the valve closes and thus is suddenly much quieter. In the media, this software has become known as the ‘tamper software’.
For us as an exhaust manufacturer any new standard means a new set of challenges. Besides all modifications to produce a beautiful and better sounding exhaust, inspections have become more complicated and a costly procedure. Each new exhaust undergoes a rigorous and extensive sound test on special asphalt at the TÃœV authority Papenburg in Germany, before any (type) approval is given.
And perhaps you did not know it yet. As of 2020 the even stricter Euro 5 standard for all motor vehicles will be introduced.
With an Euro 3 test the passing speed needs to be 50 km/h and is given full throttle at the line A-A (10 meters for the microphone). At line C-C, the throttle may be left loose again. Throughout the section, the maximum sound value is measured. This measurement is then also carried out in the 2nd and 3rd gears. The outcome is determined by the average of the total. This sound value must be lower than 80 dB (A).
In addition to the dynamic measurement, a static measurement is carried out. (The police can perform this test as well). The static measurement is a reference measurement. If the exhaust meets the dynamic measurement, the sound is recorded at the static measurement near the engine at half throttle (half the speed at which the engine delivers its maximum power). To test this, a sound meter is placed at an angle of 45° at 0.5 meters away from the exhaust tip. Finally, the motorcycle is put on a dynamometer where the power should not exceed +/- 5% from the original version.
AND THEN EURO 4...
The static measurement remains the same with the Euro 4 level. But the dynamic measurement differs. The maximum noise value is reduced from 80 dB (A) to 77 dB (A). Now it is important that we drive precisely 50 km/h along the microphone. We have a deviation of +/- 1 km. For us to hit exactly 50 km/h we have to drive up at a slower speed. This ‘drive up’-speed is put on the motor frame. It also states in what gear we need to go. (For our Suzuki SV650, this was 38.9 km / h in 4th gear). Going full throttle between the lines A-A and C-C, the acceleration is measured.
Is the deviation of the acceleration too big? Then a measurement is needed in the gear where the deviation is too small and another measurement in which the deviation is too large. However, should we go back to the second gear, we should maintain a maximum noise level of 78 dB (A)! Does everyone still understand it?
The acceleration directly depends on the weight and, therefore, the weight of the test driver is also set at 75 kg with 5 kg of measuring equipment. These values are all entered into the computer, which calculates the acceleration. To rule out any cheating, various measurements (ASEP requirements) are performed at different speeds with increments of 5 km/h. We also check if the power or sound doesn’t show any dips. Finally we create a pressure and power measurement. Back pressure and power should not deviate too much from the original.
If all tests are successfully completed we get a verification code that we need to place on our products. This number consists of a rectangular frame with “e4” in it, followed by 5 numbers ending with the letter “H” or “G”. Because these test procedures take so long, expensive equipment is needed and all the work there is involved, We find it so important that end-users can purchase an approved exhaust that actually meets the new standards.
I think after Euro 5 comes into affect you might be right!
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In Switzerland (a special case: not in the EU, but legally tightly connected) the Panigale is a unique case: the R and the SL are THE loudest/rudest vehicles ever homologated in history (1291-2017) of this country (R>=2014 Euro3, SL=1199 Euro 3, both freaking unbelievable 110dB (A)).
Same applies to most other countries in Europe.
I personally talked to the officials responsible for this legal decision, it was a weird lack in EU laws between 2012 and 2016.
Thats one of the reasons I bought my Ducati's: Rude, extreme, and loud (and hot
). Ill never ever get a chance in my life to do this again where I live.I'll keep my bikes.
The future looks like it's going to be quite quiet
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I've just done three exhausts over the last couple of weeks, put one on the 899, 959 and then 1199. I remember the face of it being flat.
Looks to me you've overtightened it like you said, I would just run a tap through it and maybe use a large copper washer that can deform to the shape a little.
I'm sure fitters/machinist's, engineers here who have seen this tapped mount for real would have skilled solutions.
Looks to me you've overtightened it like you said, I would just run a tap through it and maybe use a large copper washer that can deform to the shape a little.
I'm sure fitters/machinist's, engineers here who have seen this tapped mount for real would have skilled solutions.
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