[Shearer 2 into 1 Dune Pipe]

Hell, id call mat up and talk to him. I have a hard time believing he wouldn't make you that pipe.

Excellant point - surely he still has the specs.

[Shearer 2 into 1 Dune Pipe]

Mat already said he wont make anymore.

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

[Update on the knocking]

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.

[Shearer 2 into 1 Dune Pipe]

Lower line is a stock stroke, stock carbs, VF3 reeds, ported, cut head.

 

 

 

Awesome!

 

 

What sort of porting work was done?

[Shearer 2 into 1 Dune Pipe]

 now the few i had are out and people like them

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!!!!!

[Skid Plates.. do you run them.. Why/Why not]

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!

[Dyno Poll Results]

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?

[going back to my 2 into 1 pipe]

 

I will see if I can borrow a set of twin pipes for a comparision what are the best pipes for idle to 1/2 throttle this is where I ride 70% of the time so this is where I want the power seems no sence in running a pipe that makes power from 6000 to 9500 rpm if I'm never there.

 

so thanks for reading and let me know on the best pipe and I will try to get my hands on them

 

 

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?

[Trinity 2 into 1 Intake]

Im sorry but the dynoport 2 into 1 is straight garbage. If u havent tried another pipe, do it. I changed to T5s which are suppose to be a mid/top end pipe and it pulled so much harder off the bottom all the way through the powerband. Pulled off dynoport put on T5s. Same jetting, same day.. No comparison.

I also run a single carb setup with a 35mm air striker. Runs perfect but Im debating on switching to pwk 28s....

 

 

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.

[Trinity 2 into 1 Intake]

I didn't feel that way about my dynoport pipe compared to the pc's or the pt mids I ran on my bike.

 

 

Good thing you didn't keep running it then.

[Trinity 2 into 1 Intake]

I have never really cared wether 1 setup pushes more HP when its strapped down to a machine in a garage,i always Judged a product by how much I enjoy riding it.

 

 

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

[going back to my 2 into 1 pipe]

Use the search

 

 

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

[What jets are you using? Fill out this form...]

Please copy and paste this along with your answers in your reply, thanks.

 

 

 

1) What type of aftermarket exhaust do you have?

-Dynoport 2 into 1 with Big core Barker silencer

 

2) What type of airfilter do you have?

-K&N on Prodesign adaptor with outerwear

 

3) Are you a)running a stock airbox with lid stock airbox with NO lid c) Stock airbox with vents d) no airbox at all

-Stock airbox without lid in summer & with lid on in winter (so I don't have to rejet for the colder air)

 

4) What is your elevation? (If you don't know, go here: http://www.topozone.com )

-Right around 1600 feet (Vandergrift, PA 15690)

 

5) What size pilot jets are you using?

-Factory with air screws 1/4 turn in from stock

 

6) What size main jets are you using?

-290 mains (which is just a little fat, gonna try 280's this summer)

 

7) What temperature is your Banshee jetted for?

-70 to 80 degree's

 

8) Do you have a port job?

-No

 

9) What kind of carbs?

-Stock Mikuni round slides

 

10) What size carbs?

-26mm

 

 

 

 

 

 

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

[going back to my 2 into 1 pipe]

I use to run a dynoport 2 into 1 pipe and wanted to go back to my old pipes, they were mid range dynoport twin pipes.

 

I changed them and hate the twins yes they make way more power but I dont like the low end power, seems that when playing on hills the 2 into 1 pipe can lug down much lower befor trying to stall.

 

I'm borrowing (from east coast atv) a shearers 2 into 1 pipe and am going to be testing it out I spoke with Matt Shearer a few months ago and told me what to expect from this pipe he seams very helpful and down to earth not trying to oversell everything.

 

I ride all trails a lot of real tight stuff. I will keep you posted on how the new pipe works. (hopefully I will clear my airbox with out to much tweeking)

 

 

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!

[Shearer 2 into 1 Dune Pipe]

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 Jetting Help]

Need help figuring out where to start on jetting for Dynoport exhaust. Here are my mods. Stock cylinders with .60 wiseco pro-lite pistons and slightly shaved heads. Previously with .40 OEM pistons and shaved heads had 126 pounds in each cylinder but no longer have compression test avail to check now so we will use the 126 lb rating (shouldn't mean much with jetting). still have stock filter box, but put clamp on foam filter kit and have outerwear lid replacement cover over the stock box (no lid anymore). was running stock exhaust with silencer baffles removed (still had end caps on though) and had it perfectly jetted with stock pilot and needle setting and a 240 main. put on dynoport pipe with remade pro-circuit silencer to match the barker silencer that comes with the dynoport pipe but with slightly better flow (no spark arrester). this gave me an extremely clean idle with both cylinders sounding perfectly in sync, but here is my issue. it feels like sometimes the off idle throttle hesitates a little before it kicks in, mid-range seems flawless, but top end is sometimes bad. the off idle hesitation is consitent, but the full throttle issue is inconsistent. sometimes there is mad power and sometimes if feels flat. I am thinking I need to make needle and main jet adjustments? When I spoke with Dynoport they said a stock Banshee jetting is fine for a stock engine and intake, but with my changes they can't give a suggestion. there is no doubt the pipe is better than what i had stock being that i gained about 3 more quad lengths against my friends suzuki 400 than i had without the dynoports on in a street drag. also top end is actually unexpectedly faster once it gets itself through the carb issues. the pipe was free and since it is better than stock i plan to keep it. plus when at mid throttle the cylinders get in a perfect harmony and sound like a jet engine whining.

 

 

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.