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The kid who sold me the bike told me it had full aftermarket exhaust from headers back. I believed him, I did not know any better until I went to change my oil filter and found it to be pretty easy compared to what people say about having no space. I looked at a bunch of pics and it seems the headers are stock. I do not care that much, but its kind of a disappointment. The exhaust has the little HTEV motor or whatever it is also on it too.



 

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The kid who sold me the bike told me it had full aftermarket exhaust from headers back. I believed him, I did not know any better until I went to change my oil filter and found it to be pretty easy compared to what people say about having no space. I looked at a bunch of pics and it seems the headers are stock. I do not care that much, but its kind of a disappointment. The exhaust has the little HTEV motor or whatever it is also on it too.




Yep, OEM headers.
 

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yep stock headers:(

That sucks. Reminds me of when I bought my first bike (87 VFR 700) the guy said it was all souped up because it had two front brake rotors, white rims, and he said the bike had a full exhaust too....

Nope, it was all stock except the 80s aftermarket can...
 

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Yea defiantly. To make matters worse the guy told me it had an aftermarket throttle body and injectors. I just figured he had a 954 body on there or something especially because he gave me an extra throttle body with the injectors and fuel rail that are in great condition with some other spare parts. As far as I can tell its a stock 929 TB. The last few pn digits are different from each other, but the first few on both belong to a 929 and not 954 if that makes any sense.
 

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Whats wrong with the original headers!!??? They are equal length stainless items, as far as I know you cant get much better.......
 

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Whats wrong with the original headers!!??? They are equal length stainless items, as far as I know you cant get much better.......

Titanium actually, but certainly a good race header would be better.
 

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Titanium actually, but certainly a good race header would be better.
That's funny, I think it's still on Micron's site... their serpent headers (you know the ones that look like cobra heads) they say their headers are the only proven full exhaust to actually improve HP/tq on the 929/954... all other full exhaust kits only have hp increases because of the header back portion.... they say it's because of the "unique flat part that increases back pressure" IDK, I'd like to know if that's true.

 

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That's funny, I think it's still on Micron's site... their serpent headers (you know the ones that look like cobra heads) they say their headers are the only proven full exhaust to actually improve HP/tq on the 929/954... all other full exhaust kits only have hp increases because of the header back portion.... they say it's because of the "unique flat part that increases back pressure" IDK, I'd like to know if that's true.

Advertising bullshit.
Lots of good systems make more power than the stock headers.
 

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Ya stock headers... honda did 2 things to the 929 that were very different than any other bike... the full titanium exhaust, and the air box flapper valve. They had goo intentions but it ****in squeeze the power out of the bike thats why its got around 128hp stock when the r1 and the gzxr1000 of the same year had like 138-145hp. But the micron exhaust you mentioned (what i now have on my 929) actually IS the only one that not only increased the power but steadily too... on a DYNO it shows not one dip below stock, where others had many in the low-mid range. But luckily for us, the exhaust system isnt to pricey, it weighs half of the 22lb stock system... and coupled with a ram air system that eliminates that flapper valve on the airbox, the bike comes to life!! Mine dyno tested stock at 128ish then with. That micron system, ram air, and a PCIIIr (k&n or dynojet... both the same thing different label thats all) i then dyno tested 155hp.... i tried a few different exhaust set ups started with a yosh slip on... the akro full system and both of em caused the bike to dip below stock hp at a couple points.. then i researched it, found this out.. went for it.... and so im sharing it with you. Just my experience.. maybe yours will be different with other systems... good luck!
 

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Ya stock headers... honda did 2 things to the 929 that were very different than any other bike... the full titanium exhaust, and the air box flapper valve. They had goo intentions but it ****in squeeze the power out of the bike thats why its got around 128hp stock when the r1 and the gzxr1000 of the same year had like 138-145hp. But the micron exhaust you mentioned (what i now have on my 929) actually IS the only one that not only increased the power but steadily too... on a DYNO it shows not one dip below stock, where others had many in the low-mid range. But luckily for us, the exhaust system isnt to pricey, it weighs half of the 22lb stock system... and coupled with a ram air system that eliminates that flapper valve on the airbox, the bike comes to life!! Mine dyno tested stock at 128ish then with. That micron system, ram air, and a PCIIIr (k&n or dynojet... both the same thing different label thats all) i then dyno tested 155hp.... i tried a few different exhaust set ups started with a yosh slip on... the akro full system and both of em caused the bike to dip below stock hp at a couple points.. then i researched it, found this out.. went for it.... and so im sharing it with you. Just my experience.. maybe yours will be different with other systems... good luck!

I'd be interested in seeing your dyno graphs to see the comparisons.

The intake valve and titanium headers were not new in 2000, air intake valves have been used before by various manufacturers including Honda (I can't recall which would be the earliest but the '96 F3 is one), ti headers have been common on many sportsbikes since '98 - my '98 ZX6R for example has ti headers.
The intake/exhaust system has _nothing_ to do with the lack of power, the 929/954 was never designed for racing so the engine wasn't designed around power or revs like the track-oriented Suzuki's, Yamaha's and Kawasaki's. The engine was designed to make broad, usable power for road use, which it excels at in my opinion. And, the 929/954 loses 70cc/45cc to the competition - bore and/or stroke either of them up to 999cc and I doubt they'd lose anything power wise to the others - even keeping the stock intake/exhaust system.
If the low power output were due to the intake and exhaust system you would expect to see it jump from 125-ish to 145-ish just with removal of the HVIX system.
Removing the airbox flapper valve does _nothing_ to alter the peak output of the engine as it is open above 8000RPM anyway. I don't believe it does anything to alter the lower RPM output either.
 

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Ya they were used by other manufacturers. I meant for honda, that was like a big jump for them with the fireblade. I can scan my dyno reports and post em cuz the pic i took doesnt come out clear enough to read. The reason the flapper valve made a difference (along with ak&n filter.. (what i was told anyway) was because the valve resticts air flow and doesnt ever FULLY open, i believe it opens the most after 7500rpm, but still chokes it up a bit. And the htev from what I understand does the same. Ill scan the dynos when i get back home tonight, but all this info i got from trial and error with my mechanic/friend he's a suzuki guy so he and I both had to do our research.
Also what do you mean the CBR 929 was never meant as a race bike? Read the reviews and tje history of the fireblade, ive never heard anyone say that... but i could be wrong, ive always seen critics talk about how the back changed the game... but everyone has their opinion...
 

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Ya they were used by other manufacturers. I meant for honda, that was like a big jump for them with the fireblade. I can scan my dyno reports and post em cuz the pic i took doesnt come out clear enough to read. The reason the flapper valve made a difference (along with ak&n filter.. (what i was told anyway) was because the valve resticts air flow and doesnt ever FULLY open, i believe it opens the most after 7500rpm, but still chokes it up a bit. And the htev from what I understand does the same. Ill scan the dynos when i get back home tonight, but all this info i got from trial and error with my mechanic/friend he's a suzuki guy so he and I both had to do our research.
Also what do you mean the CBR 929 was never meant as a race bike? Read the reviews and tje history of the fireblade, ive never heard anyone say that... but i could be wrong, ive always seen critics talk about how the back changed the game... but everyone has their opinion...

The exhaust valve opens just as "fully" as a straight-through system.
The 929 was designed and introduced when racebikes were still sub-750cc so there was no race class it could enter. In '03 it changed to the 801-999cc capacity which still meant the 929/954 couldn't compete due to the loss of capacity to the competition, hence the all-new 1000RR. The 929/954 had _no_ racing intention at all in its design.
The 929 made almost exactly the same output as the GSXR750 of the same year, so if they wanted to build it to compete with the litre-class bikes they could certainly have done so. Actually, I think I may have read somewhere that they specifically went for a non-race class 900cc capacity to prevent those direct comparisons with the competition, just as Kawasaki did with the 636.
I've never heard anything about the 929 or 954 "changing the game", although the 900RR certainly did back in '92, but again, not with any regard to racing at all.
 

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Ya they were used by other manufacturers. I meant for honda, that was like a big jump for them with the fireblade. I can scan my dyno reports and post em cuz the pic i took doesnt come out clear enough to read. The reason the flapper valve made a difference (along with ak&n filter.. (what i was told anyway) was because the valve resticts air flow and doesnt ever FULLY open, i believe it opens the most after 7500rpm, but still chokes it up a bit. And the htev from what I understand does the same. Ill scan the dynos when i get back home tonight, but all this info i got from trial and error with my mechanic/friend he's a suzuki guy so he and I both had to do our research.
Also what do you mean the CBR 929 was never meant as a race bike? Read the reviews and tje history of the fireblade, ive never heard anyone say that... but i could be wrong, ive always seen critics talk about how the back changed the game... but everyone has their opinion...

The K&N filter is almost certainly costing you power, the OEM filter makes more power than any aftermarket filter I'm aware of.
 

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BR - Ti header on a 98 zx6r? My dad's 98 zx6r doesn't have that (G1 model) for sure because it split and was welded with stainless rod.
 
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