gonecheenin

Excellant point - surely he still has the specs.

Well that's disapointing. Hopefully one of the five will turn up used at some point.

Is it bored out with a shaved head? I had a Banshee bored to .080" with a .025" shaved head and the pistons were actually hitting the spuish area of the stock chambered head. Needed to send the head out to be cut larger for it all to work correctly together.

Awesome! What sort of porting work was done?

Get anymore feed back on the high volume 2 into 1? Got any more made? Anyone ever get any Dyno numbers or comparisons down on paper? I tried the Pro Circuit twins just to prove to myself I wasn't missing something and I was right. Sure they pull nice & hard once the rev's come up to the 4-5000 range, but off the pipe down in the 1000-4000 rpm range where I need to depend on them to make torque they are gutless just like most twins. So it's back to my 2 into 1 Dynoport for now; but I'd love to make some more topend for wheelspeed on the big long coal hills without these modified port timing Vito's superstock pistons (or porting similar to them) which weakens a bit of my off idle torque unless I bring my compression up more, plus I'd possibly like to go to a 4 mil someday; so I'm still hoping this high volume Shearer 2 into 1 could be my answer!!!!!

I run full thick aluminum skids on the A-arms, belly, and shock linkage/rear axle housing & sprockets/disc - AC racing I believe though I remember hunting hard for the rear skid to make sure I got a full coverage one. I ride mostly all trails, boney hill climbs, woods, etc.... And out here in PA we get ALOT of rocks in the trail so I utilize those skids quite frequently!

I know this is a real old thread, but do you happen to have the rest of the lower end power curves down to basically right off idle for those dyno tests?

Did you ever get a chance to grab some of those recomended twins for your comparison? I shot you a PM with my Cell#, I'd really love to talk to you in detail about how the Shearer 2-1 compared to the Dynoport if you don't mind?

I'm sorry but I've tried a few other twin pipe setups (FMF Fatty, Pro Circuit, T5's, and soon Trinity Stage IV's on a quad with Stage III port work and twin Keihin 35mm carbs - kinda excited to see how that one runs) and not one of them would work very well for my style of riding. And even on the smaller hills the twins took ALOT of clutch abuse to go places I went without ever touching the clutch lever on my 2 into 1 piped Banshee. And my Dynoport 2-1 pulls much harder and a touch longer than the stock twins did on the top end. Sure aftermarket performance twins pull like mad on the top end compared to stock or the 2-1 Dynoport, and some of them even pull great from what I would call mid on up, but not one of the setups I've had experiance with wasn't garbage from 4-5000rpm down to idle. And when you top hills at times just above idle in second gear like I do, that Dynoport 2 into 1 torque is a life AND quad saver! I need to find a chassis dyno to run my bike on, something just doesn't make sense with how mine works compared to how some of you say yours did. And in case you think I'm just stubborn - If I ever do come across a set of twins that can make the power down low that I need, I'd buy them in a second because I'd LOVE to have that topend scream - but I simply can't and refuse to give up the super low end torque of the 2 into 1 pipe & twin carb setup for the riding I do. BTW: The Dynoport takes a leaner jetting than twins most of the time (Hell, Rich even recommends stock Jetting which is TOO lean from my experiance!), so if your twins ran that great without changing jetting, you probably had the Dynoport 2-1 jetted WAY to fat. Also I've found through my other buddy's experiance's the 2 into 1 intakes that the combo of 2-1 pipe AND intake seems to really strangle the potential on the pipe.

Good thing you didn't keep running it then.

X2 - this is the way I feel about my Dynoport 2 into 1.

I get the feeling that's a waste of my time, but thanks anyway.

I also have 4 degree's advanced timing and V-Force 3 reeds

I'm from western PA and have been doing research on this new Shearer 2 into 1 pipe (to possibly replace my much loved Dynoport 2 into 1 with something that makes a bit more topend power without sacrificing ANY of my needed off idle torque) without much success finding it for sale anywhere. Could you direct me to where I can buy this? Snopczynski; Can you post (or direct me to where you have posted previously) these test numbers you keep talking about? I'm curious cause I've had experience with alot of the twin pipes you've quoted and have seen nor felt any twins that would pull out of the basement like my Dynoport does? Thanks!

Can anyone direct me to more info and/or where they sell this Shearer 2 into 1? I currently run the Dynoport 2 into 1 on my 98 Banshee (%100 stock motor internally - only mods are V-force 3's, 4 deg adv timing, reed spacers, .025" shaved stock head, K&N with ProDesign adaptor (airbox lid on in winter, off in summer), 290 main jets, and a Vito's high performance clutch with 3 HD springs to deal with the added power) and I use to run a Motofast 2 into 1 on my 87 Banshee (same basic mods as my 98, but the engine was also bored .060" over with Vito's Superstock pistons & Keihin 28mm PWK's - that setup worked very nicely, but the modified port timing on the pistons while making a good bit more topend, DEFINITELY weaked the bottom end which made a difference when manipulating the machine around on the sick hillclimbs!). This basic engine setup has worked out absolutely perfect for me and the riding I do with it in Western PA (Lot's of tight technical trails and very steep technical dirt and/or boney hill climbs). But I do admit I would like a little more top end power just for the real long & loose high speed hill climbs, and I wouldn't mind being a little more competative in a drag race with those that have chosen to stick to twin pipes on their Banshee's. However I refuse to give up ANY of my Dynoport's valuable current off idle torque and linear Bottom end through mid range through topend pull just to gain this topend peak horsepower, so I'd also love to see the dyno tests and comparison of the Dynoport 2:1 against this Shearer 2:1! incidently: My other thought process is to leave my Dynoport pipe and do the 4mm stroker crank which I'm figuring would maintain my current power curve layout while increasing the output across the board. This pipe would however be much easier (and probably cheaper!) if it is truly an improvement on Dynoport's design.

Dynoport, though producing a fantastic 2 into 1 pipe for trail & technical riding (Yes it will still rev & make great power on the top end. Sure aftermarket twin pipes may rev higher, but the 2 into 1 will out rev a set of stock pipes on the top end while delivering an uncommon extremely linear & smooth power band that pulls straight out of the basement! - think YZF450F with more power & a 4000 RPM higher rev capability), is wrong about their jetting recomendations(at least for my elevation here in Pittsburgh, PA) I installed the dyno port on my 98 Banshee which @ the time was bone stock except for a K&N filter & Pro design adaptor. I read the Dynoport stock jetting suggestions, installed the pipe, & my bike imediately fell on its face. Not only would it barely run with the airbox lid off (It ran fine with the stock pipes & no airbox lid, but it did turn out to be a bit lean even then) it literally would not run past 1/3 throttle until I installed said lid unless I pulled the choke half way out. I then read the jetting tips here; http://www.dfn.com/benkaren/jetfaq.html And in particular, this portion; (Add 2 into 1 Pipe & silencer: 4-5 sizes larger on the mains, 0-1 sizes larger on the pilots, adjust airscrews) Going off of that, (& the portion of the above link about the other mods I already had/had made, after the pipe installation, to my bike like.025 shaved head (which btw: means nothing for jetting) V-force 3 reeds, +4 timing, Pro design adaptor & K&N filter, no air box lid at all), I went to 290 jets in the current 70 degree's-ish temperature we had then & it's run really good for me since. Honestly, I still need to do some pilot jetting adjustments, but that hasn't been a huge deal as of yet. I just want to fine tune that area for overall great performance.