what you drive the most? how are the setup from the engine?

What type of riding do you primarily do is what Frank was trying to say. He's our neighborhood German friend and sometimes his English can be a tad confusing the first couple times you talk with him. He also asked what all has been done to the motor. There are a few pipe systems way better then the fmf.

Quadzilla 500 it has" fmf" gold series and I am looking for a better pipe.

The FMF Fatty and Bills pipe hits at a low RPM but will not Rev even with radical porting.  The older FMF gold series runs similar to the Paul Turner pipe as far as the shape of the power curve. 

The new generation of "large Belly Pipes"  Aaen, DCS, Q v1 and Qv2, HPR-19 make more mid-range and peak power while some will rev higher than others at the expense of loosing low-end.


Most of the older small belly diameter pipes often excel in only one RPM range while others are duds in my opinion at all RPMs.  The new generation pipes tend to make more power over a wider RPM range especially when matched up with the rest of the engine components. 

You asked so here's IMHO:

Cheap low Performance:
FMF Gold (Stamped)
FMF High rev

Medium Can work good & be bought cheap if you look:
Bills Pipe (Torque, drops off in 3rd gear)
Trinity (Mostly drag, not a lot of low end)
LRD/LED  (can be bought new)
Paul Turner (really good all around, stinger needs to be enlarged with more than stock porting, Can Be bought new)

Big Boy Stuff:
Aaen (cheapest, quality lacking)
DCS (Getting better torque & peak numbers than Q but does not rev as high, haven't seen the quality 1st hand)
Q V-1, V-1.1, V-2  (Best flat land, no weight, drag pipe I've ridden 9.4K RPM)
HPR (Best all around power monster, best incline drag pipe, widest power range, pulls the hardest)

Why shouldn't you run the fmf pipes? That's what I have and it seems to do fine fit me on trails and the gravel pit I ride at.plus I don't have the money for a500 dollar pipe.

The FMF pipes will not do damage to your engine.  I think he is trying to say, If you are a gear head looking for some level of performance, the FMF Fatty pipe is at the bottom of the list. 

Was a post deleted? I didn't see ron johnson or anyone else chewing anyone out. 

I'm confused who's chewing who out.I mean I was just wondering why you shouldn't bc if it hurt the engine I would look for another but if it's just bc it's nit as high performance as the others then I will keep it for this on as a trail quad and plan on building one with all the bells and whistles probably next year.

If your gonna name names I'm not the only one that said I ran an fmf pipe and I just asked why you shouldn't and gave my type of riding I did my quad can with the fmf so I didn't go out and by it specifically..I never once said that it was a great pipe or said it was better than any others just simply asked a question and gave a description of my riding with that pipe.I didn't say he should go out and buy an fmf. I'm sure most people know that you don't go buy an fmf exhaust to make it a high performance machine.

 

All I did was ask a simple question bc your original post said don't run fmf do I assumed bc your a forum moderator you knew what you were talking about.so if pipes could have to much  restriction it could cause failure and was wondering if that was why you said not to run them.I wasn't starting anything just wanting to know why nit to run them is all

Thank you Jerry for the technical interpretation of my idiotic ramblings.

your original post said don't run fmf do I assumed bc your a forum moderator you knew what you were talking about.  so if pipes could have to much  restriction it could cause failure and was wondering if that was why you said not to run them.  I wasn't starting anything just wanting to know why not to run them is all

To answer your question, yes an over restrictive pipe can help cause you to seize a piston usually through the build up of too much heat as Jerry explained.

Pipes that have been known to do this are the Paul turner but only when ran on a bike with, porting, larger pistons, in hot conditions, run it on the lean side, with maybe non-race gas, in hot conditions, under hard loads for extended periods.  From what I have come to know the cause for this is not the expansion chamber but the diameter of the stinger section being too small and holding too much heat in the cylinder through exhaust gas restriction. 

Having said that Paul turner pipes on stock motors or with light porting run good and unless you're really running them hard for long pulls, have lots of porting (forcing lots of air through the motor), running them lean, or run low octane gas shouldn't have to worry about seizing a piston running a PT.  My riding buddy has had one for 3 years and it runs great, but it's on a stock motor, bigger carb, dry large intake, V-2 reeds, rides the desert with no issues.

Now I will also say that the Q pipe is notorious for holding heat in the head pipe due to the sonic transducer in the back of the convergent cone (rumor, I have not seen it myself).  From my real world experience running both Q V-1 & HPR the Q pipe gets hot and holds the heat in the head pipe creating a need for a break while riding the dunes or only allowing 3 passes on the hill before it gets too hot and the power would drop off (AKA risking seizing a piston from over heating (1,200+ degrees).  Riding the HPR with the larger diameter stinger and non restricted I can ride that thing for a hour straight and the only thing I need to cool it down is run it down hill, up shift, and under a light load so the motor can pull a fresh charge in and cool the motor and head pipe down, then I can hit it again. 

I can definitely feel the difference in how much heat the Q V-1 hold VS. the HPR which dissipates the heat very quickly.

Is your HPR coated or raw?

Brent hit the hammer on the head, we tested the Q-1, Q-2, HPR 19, DSC-4 over and over and through the dyno graphs we would see the power dropping off the Q -2  Q-1 and the DCS-4 pipes, but the HPR 19 graphs stayed consistent.
 The DCS-6 also went to 1-375" ID on the stinger and ran over 15 runs on our last dyno runs and with no loss of power one hell of a good tip on design from Jerry Hall.