While our bikes may appear identical, no two race bikes are ever truly the same. Small differences across the motorcycle, the rider, and racing conditions add up to measurable performance differences on the track.

Build Timing and Component Variations
Even when using the same parts, components manufactured at different times carry slight tolerance variations. Engines, clutches, transmissions, fuel systems, and electronics all have allowable manufacturing differences that can affect performance.

Age and Usage of Components
One bike may have a newer clutch, a fresher chain, a newer fuel pump, or fewer passes on critical engine components. Wear accumulates differently on every motorcycle.

Sensor Variations
No two sensors read exactly the same. Differences in sensitivity, calibration, mounting location, wiring resistance, and heat exposure can all affect how the ECU interprets engine conditions and applies corrections.

Fluid Levels and Mechanical Condition
Oil level, fuel level, clutch wear, chain condition, tire wear, bearing drag, brake drag, and drivetrain efficiency can all influence ET and MPH.

Clutch and Chassis Setup
Even when the baseline setup is identical, clutch packs wear differently, springs lose tension over time, and chassis components can develop subtle changes that affect how power is transferred to the track.

Internal Mechanical Variations
Even healthy engines can differ in cylinder sealing, valve sealing, fuel pump performance, injector flow rates, oil pump efficiency, and friction losses. These differences may not show up in the shop, but they show up on the racetrack.

Rider Input
The rider is one of the largest variables in the equation. General riding ability/skill, burnout technique, staging habits, launch consistency, body position, throttle application, clutch management, shift timing, and reaction to track conditions all play a role.

Track and Environmental Conditions
A rider making a pass earlier or later in a round may encounter different track temperatures, air density, humidity, lane conditions, or surface grip.

Tuning
Even with identical hardware, the tuner’s decisions introduce another layer of variation. Based on current track conditions, air quality, and each rider’s performance trends, a tuner may make different calibration choices for each bike. Boost targets, fuel mapping, ignition timing, and launch control settings can all be adjusted between rounds. What works for one rider’s style or one lane’s surface may not be the right call for another, meaning two bikes that left the shop with the same tune can arrive at the line with meaningfully different calibrations.

At the highest levels of motorcycle drag racing, a few hundredths of a second or 1 to 2 mph can almost always be traced back to the accumulation of dozens of small variables rather than any single major difference. No two race bikes, and no two riders, are ever truly identical, even when they started with the same parts list and setup sheet.

Short answer: No.
When the bike is rolled backward with the rear brake applied, load transfers through the caliper and brake stay, and the rear axle’s clamping force prevents the brake stay from moving.

Important safety note:
You should not roll a motorcycle backward while using the rear brake. When backing up, your feet should stay on the ground and control should be maintained with the front brake. Applying the rear brake while moving backward can destabilize the bike and increase the risk of tipping over.

The swingarm ID number is engraved on the bottom of the dog bone towers. These are the mounting points on the swingarm where the rear suspension’s dog bone linkages attach.

Q: Why do I need to provide all three measurements?
A: Every motorcycle is unique. Modifications, suspension setups, and other custom changes can alter measurements. Providing all three ensures your swingarm fits perfectly.

Q: Can you provide the front measurement for me?
A: No. To guarantee accuracy and avoid fitment issues, customers must confirm and supply their own measurements. We build swingarms strictly to the specifications provided.

Q: What happens if I use standard or estimated numbers?
A: Using estimates can result in an incorrect fit. This is why we require precise measurements taken directly from your motorcycle.

Q: How do the measurements work together?
A: The front measurement plus the swingarm length should equal the wheelbase.
Example: Front Measurement 35″ + Swingarm 41–45″ = Wheelbase 76–80″.

Q: I’m not sure how to measure—can you help?
A: Please refer to our measurement page for guidance: Click Here.

Q: What if my measurements are slightly off?
A: Accuracy is critical. Even small differences can affect performance and fit. Take your time, double-check your numbers.

Because every DME Racing swingarm is custom-built to order, weights can vary slightly depending on the options and specifications you choose. For that reason, we don’t keep a standardized weight chart.

If you built the same swingarm in both chromoly and aluminum, the overall weight would be very close. A chromoly version might be slightly lighter, but the difference is not significant enough to provide a real advantage.

For most applications, we recommend aluminum swingarms because they deliver superior longevity, stability, and consistency over time—especially in high-performance drag racing conditions.

While it’s not required, we recommend upgrading to an oil pressure relief valve—especially for racing applications where high RPM oil pressure is critical. This upgrade can help maintain more consistent oil pressure during demanding conditions, giving you added protection and performance.

An oil catch can on a motorcycle swingarm is typically used in drag racing or high-performance setups to catch excess oil, fuel, or crankcase vapors that may be vented from the engine or transmission during hard acceleration.

Purpose

• Catches and contains oil or fluids expelled from breather lines to prevent track contamination
• Helps maintain a clean and safe environment under the bike—especially critical in racing where leaks can lead to disqualification or dangerous conditions
• Keeps oil off the rear tire and swingarm, reducing the risk of traction loss or mess

Why It’s Mounted on the Swingarm

• Makes use of available space in a clean, accessible location
• Keeps the can low and out of the way of other components
• Easy to check and empty between runs

It’s a small but important piece of gear in serious race builds that prioritizes both performance and safety.

A catch can may also be referred to as a “puke tank.”

The DME Club Foot is designed to enhance the longevity and performance of your swingarm by distributing impact forces across a larger surface area. This innovative component reduces stress on the drive-side bearings, minimizes wear, and significantly improves lateral stability, ensuring a smoother and more controlled ride. Ideal for high-performance motorcycles, the DME Club Foot is a must-have for riders looking to extend the life of their 73+ swingarms while maximizing stability and handling.

Lateral Stability Defined

In the context of motorcycles, lateral stability refers to the bike’s ability to maintain a straight or controlled path, resisting unwanted side-to-side movement or yaw during riding, especially when turning or encountering road imperfections.

Here’s a more detailed explanation:

• Static Instability: Motorcycles are inherently statically unstable, meaning they tend to fall over if left standing without rider input or a counterbalancing mechanism.
• Dynamic Stability: During riding, motorcycles achieve stability through the rider’s actions and the bike’s inherent dynamics, including steering, leaning, and the interaction of the tires with the road surface.
• Lateral Forces: Lateral stability is crucial because it allows the motorcycle to handle lateral forces, such as those generated during cornering or when encountering bumps or uneven surfaces.

Factors Affecting Lateral Stability:

• Tire Contact Patch: The shape and size of the tire contact patch, as well as the tire’s pneumatic trail, greatly affect the bike’s ability to resist lateral forces.
• Rider Input: The rider’s steering input, body position, and counter-steering techniques all play a vital role in maintaining lateral stability.
• Chassis and Suspension: The motorcycle’s chassis and suspension design also contribute to lateral stability, influencing how the bike absorbs bumps and resists lateral forces.
• Speed: At higher speeds, maintaining lateral stability becomes more critical, as the forces acting on the motorcycle increase.

The swingarms themselves are identical between the Hayabusa Gen 2 and Gen 3 models. However, the brake stops differ between the two generations. Because of this, it’s important to provide the specific model information when addressing related issues or making modifications.

Choosing Between Inconel 625 and Titanium for Performance and Racing Applications

When it comes to selecting the best material for performance and racing applications, there are many factors to consider. One of the most crucial decisions is choosing between Inconel 625 and titanium. Both materials have unique properties that make them suitable for different tasks in the high-stress, high-performance world of racing. Let’s take a closer look at these two materials and compare them.

Inconel 625

Inconel 625 is a nickel-chromium-molybdenum alloy known for its high strength and corrosion resistance, making it ideal for the demanding conditions of racing engines and exhaust systems. The alloy contains niobium, which strengthens the microstructure, and molybdenum, which provides resistance to pitting and crevice corrosion. Inconel 625 also has excellent weldability and can be fabricated into various shapes, making it versatile for custom racing components.

Titanium

Titanium is a strong, lightweight metal commonly used in applications requiring high strength and corrosion resistance, such as racing chassis and suspension parts. It is fatigue-resistant and has a low density, making it ideal for components where weight savings are critical, such as in performance bikes and cars. Titanium is also non-toxic and hypoallergenic, making it suitable for use in medical applications and sports equipment.

Differences Between Inconel 625 and Titanium

• Temperature Resistance
  Inconel 625 has a higher melting point than titanium, allowing it to withstand higher temperatures without deforming. This makes it ideal for use in exhaust systems, turbochargers, and other components exposed to extreme heat. Titanium, while capable of withstanding high temperatures, has a lower melting point and is more suited for structural components where weight reduction is essential.
• Corrosion Resistance
  Inconel 625 is more resistant to corrosion than titanium, making it suitable for environments where exposure to corrosive substances is common, such as in marine racing applications or chemically aggressive environments. Titanium also offers good corrosion resistance but is more vulnerable to certain aggressive chemicals compared to Inconel 625.
• Cost
  While both materials are relatively expensive, titanium tends to be more costly due to its strength-to-weight ratio and versatility. However, the superior corrosion resistance and high-temperature performance of Inconel 625 can often justify its cost by reducing maintenance and replacement expenses.

Physical Properties

• Strength-to-Weight Ratio
  Titanium is known for its excellent strength-to-weight ratio, making it a preferred choice for components where minimizing weight is crucial, such as in racing frames and suspension systems. Inconel 625, although heavier, offers higher overall strength and durability, making it suitable for components subjected to extreme stress and high temperatures.
• Thermal Expansion
  Both materials have similar thermal expansion rates, which helps reduce stress when components are subjected to extreme temperature changes, such as those experienced in high-performance engines and braking systems. This similarity ensures that parts made from these materials can work harmoniously without causing excessive wear or deformation.

Applications in Racing

• Inconel 625 Uses
  Due to its high strength and corrosion resistance, Inconel 625 is commonly used in high-performance exhaust systems, turbocharger components, and other parts exposed to extreme heat and corrosive environments. Its excellent weldability and formability also make it ideal for custom-fabricated racing parts.
• Titanium Uses
  Titanium is most commonly used in racing applications where weight savings are critical, such as in chassis, suspension components, and body panels. Its high strength-to-weight ratio and corrosion resistance make it ideal for reducing overall vehicle weight while maintaining structural integrity.

Conclusion

When choosing materials for performance and racing applications, it is important to carefully weigh the pros and cons of each option. Titanium’s lightweight nature and strength-to-weight ratio make it ideal for structural components, while Inconel 625’s superior temperature and corrosion resistance make it perfect for high-stress, high-temperature environments. Ultimately, the choice will depend on your specific application needs. Whether you need lightweight strength or high-temperature durability, both Inconel 625 and titanium offer unique advantages for the racing industry.

DME Racing Oil Pans are specifically crafted for sidewinder exhaust applications, although they can also be compatible with certain street-style exhaust systems that pass beneath the pan. It is crucial to measure the clearance to ascertain whether there is adequate space for proper fitment. We cannot assure fitment for any exhaust systems outside the ‘non-sidewinder’ style. Please refer to the oil pan product page for the dimensions corresponding to the oil pan you are considering.

Inconel is a family of nickel-chromium-based superalloys known for their excellent corrosion resistance, high-temperature strength, and durability in extreme environments. The name “Inconel” is a combination of the elements in its composition: nickel (Ni) and chromium (Cr). These alloys also often contain other elements such as iron (Fe), molybdenum (Mo), cobalt (Co), and small amounts of other elements.

Inconel alloys are widely used in various industries, including aerospace, chemical processing, nuclear reactors, and gas turbines, where they can withstand high temperatures, pressure, and aggressive corrosive environments. They are often utilized in applications such as turbine blades, exhaust systems, chemical processing equipment, and heat exchangers.

One of the well-known Inconel alloys is Inconel 600, which is composed mainly of nickel and chromium with good resistance to corrosion and oxidation at elevated temperatures. Inconel 625, Inconel 718, and Inconel 825 are other commonly used alloys within the Inconel family, each tailored to specific applications and requirements. The unique properties of Inconel make it suitable for challenging conditions where other materials might fail.

Inconel 625 is a nickel-based superalloy known for its exceptional corrosion resistance, high strength, and versatility in various demanding environments. Here are some key characteristics and applications of Inconel 625:

Composition: Inconel 625 is primarily composed of nickel (Ni) and chromium (Cr), with significant additions of molybdenum (Mo) and niobium (Nb). It also contains smaller amounts of iron (Fe), tantalum (Ta), and other elements.

Corrosion Resistance: Inconel 625 exhibits excellent resistance to corrosion in a wide range of environments, including seawater, acids, and acidic chloride solutions. This makes it suitable for applications in chemical processing, marine engineering, and oil and gas industries.

High-Temperature Strength: The alloy maintains its strength and integrity at elevated temperatures, making it suitable for use in high-temperature environments such as gas turbine engines, aerospace components, and heat exchangers.

Oxidation Resistance: Inconel 625 is highly resistant to oxidation and scaling at high temperatures, contributing to its performance in applications involving exposure to hot gases.

Fatigue Strength: The alloy has good fatigue strength, making it suitable for cyclically loaded components in aerospace and other applications.

Weldability: Inconel 625 is weldable using various techniques, allowing for the fabrication of complex structures and components.

Using Inconel in an exhaust system can offer several advantages over traditional materials like stainless steel, especially in high-performance or demanding applications:

• High-Temperature Resistance: Inconel alloys maintain their mechanical properties at high temperatures, making them well-suited for exhaust systems that experience elevated temperatures due to combustion processes. This helps prevent deformation and degradation of the material.
• Corrosion Resistance: Inconel provides excellent corrosion resistance, particularly in harsh environments with exposure to corrosive gases, acids, and elevated temperatures. This is crucial in exhaust systems where corrosive byproducts of combustion, such as sulfuric acid, can be present.
• Oxidation Resistance: Inconel alloys are highly resistant to oxidation and scaling at high temperatures. This is important in exhaust systems where components are exposed to hot exhaust gases, preventing the material from deteriorating over time.
• Durability and Longevity: The robust nature of Inconel contributes to the durability and longevity of the exhaust system. It can withstand the harsh conditions associated with high-performance engines, reducing the likelihood of premature failure.
• Creep Resistance: Inconel’s resistance to creep, or gradual deformation under sustained stress at high temperatures, is beneficial in exhaust systems where components are subjected to prolonged exposure to heat.
• Reduced Weight: Inconel alloys are known for their high strength-to-weight ratio. Using Inconel components in an exhaust system can contribute to weight savings compared to some alternative materials, which is often desirable in high-performance applications.
• Improved Performance: Inconel’s properties contribute to improved overall performance of the exhaust system, especially in applications where high temperatures, aggressive environments, and durability are critical factors.

It’s worth noting that while Inconel offers these advantages, it may also come with higher material costs compared to some other materials. The choice of material for an exhaust system depends on factors such as the specific requirements of the application, budget constraints, and the desired balance between performance and cost.

The phenomenon of Inconel exhaust systems changing colors when heated is primarily due to the oxidation and formation of oxide layers on the surface of the material. This color change is a result of the interplay between the high temperatures experienced by the exhaust system and the reactions with oxygen in the air.

As the Inconel alloy in the exhaust system is exposed to high temperatures, it undergoes oxidation. The specific oxide compounds that form on the surface at different temperatures result in the characteristic colors. The colors observed typically follow a sequence:

• Yellow/Straw: At lower temperatures, the oxide layer on Inconel surfaces may exhibit a yellow or straw color. This is often seen during initial heat-up phases.
• Purple/Blue: As temperatures increase, the oxide layer may transition to shades of purple and blue. This coloration is due to the presence of specific oxide compounds, often referred to as “interference colors.”
• Brown: At even higher temperatures, a brownish tint may develop on the surface as the oxide layer continues to evolve.
• Grey/Black: In extreme cases or under prolonged exposure to very high temperatures, the oxide layer may appear grey or black.

These color changes are primarily cosmetic and do not necessarily indicate a problem with the material’s performance. The formation of the oxide layer actually contributes to the corrosion resistance of Inconel alloys, as it serves as a protective barrier against further oxidation and corrosion.

The specific colors observed can vary depending on factors such as the alloy composition, the duration and temperature of exposure, and the specific conditions of the exhaust environment. While the color change itself is normal, it’s essential to monitor the overall condition of the exhaust system to ensure that it continues to function effectively despite the cosmetic alterations.

Reversion is where exhaust gases flow back into the combustion chamber contrary to their intended direction and can negatively impact engine performance.

The DME Racing Reversion Cone is specifically designed to modify the flow of exhaust gases in a controlled manner to increase the engine’s overall efficiency by reducing drag and increasing thrust to improve your motorcycle’s performance.

What is Exhaust Reversion?

Exhaust reversion is a phenomenon that occurs in internal combustion engines, including those in motorcycles, where exhaust gases flow back into the intake system or combustion chamber during specific conditions in the engine’s operation. It is also known as exhaust gas reversion.

Here’s how exhaust reversion happens:

Intake Valve Timing: In a four-stroke engine, the intake valve opens to allow the air-fuel mixture to enter the combustion chamber during the intake stroke. The intake valve opening and closing timing is carefully controlled to optimize engine performance. However, at certain engine speeds and conditions, particularly at low RPMs and during valve overlap (when both the intake and exhaust valves are partially open simultaneously), exhaust gases can flow backward into the intake manifold.

Pressure Waves: As the exhaust gases exit the engine through the exhaust system, they create pressure waves that travel down the exhaust pipes. These waves can interact with the opening intake valve, causing a pressure pulse that pushes some of the exhaust gases back into the intake system.

Exhaust Reversion can have several negative effects on engine performance:

Reduced Efficiency: When exhaust gases flow back into the intake system, they displace fresh air-fuel mixture, leading to a less efficient combustion process.

Lower Power Output: The presence of exhaust gases in the intake system reduces the oxygen content in the combustion chamber, leading to incomplete combustion and reduced power output.

Increased Heat: Exhaust gases are much hotter than the intake charge. When reversion occurs, it can introduce excessive heat into the intake system, potentially leading to engine overheating.

To mitigate exhaust reversion and optimize engine performance, tuners use various techniques, such as tuning the intake and exhaust system design, using tuned exhaust headers, adjusting valve timing, and implementing variable valve timing technologies. These measures help minimize the negative effects of exhaust reversion and ensure efficient engine operation across a wide range of RPMs and loads.

Our standard cut removes the mounts for the fan. The purpose of cutting the radiator is to reduce weight and increase clearance on your front end for drag racing applications.

On the rare occasion when a customer wants to cut the radiator and keep the fan, we can make that additional modification on some models. Please email us for more details at contact@dmeracing.com . We only recommend cutting your radiator on ‘race only’ motorcycles.

All DME Racing subframes are designed for drag racing purposes only. They are not meant for street purposes or for passengers.

A 17-18 tooth sprocket will work, and a 19-tooth sprocket will also fit. However, the chain will rub a little bit under deceleration from chain slack.

Yes.

We recommend Carillo H-Beam Rods. However, you can run stock rods, depending on the horsepower of your application. The adjustment for the additional stoke can be made with spacer plates under the cylinder block to raise it up.

Yes, you can use the OEM brake rotor, but you would need to buy a Vortex Sprocket to replace the OEM sprocket for fitment.

DME Racing oil pans hold about 4.5 quarts of oil, this will fill past your sight glass.

Our billet swinging pickup swivels front to back to prevent loss of oil pressure when drag racing. Using our oil pans or pickups in any other orientation is not recommended.

All DME Racing oil pans, except the BMW, utilize a standard 14mm x 1.25″ oil drain plug. The BMW S1000RR oil pans use a 16mm x 1.5″ oil drain plug.

Yes, the oil return tube should be removed. Please refer to your bikes manual for additional clarification on oil recommendations.

DME Racing pickups are designed to prevent loss of oil pressure when drag racing. The pick-up will swivel based on the bike’s acceleration and deceleration movements to help keep the oil pressure level. When you launch your motorcycle, the oil flows to the back of the pan, and when you let off the throttle, the pick-up will follow the oil to help get it to the front of the pan quicker. This addition of our Swinging Pick-up will help keep your oil pressure steady during transitions.

Our billet swinging oil pick-up is designed to swivel front to back only.

This front-to-back movement keeps the pick-up submerged under hard acceleration and deceleration, helping prevent oil pressure loss during drag-race launches and shutdown.

Important: Using our oil pans or swinging pick-ups in any other orientation is not recommended.

How the swivel works

• The swivel uses a double-sealed roller bearing
• It rotates freely within its intended range
• Built-in mechanical stops limit the rotation angle to the correct front-to-back travel only

This design prevents over-rotation and ensures consistent oil pickup control under extreme load.

While the OEM gasket is generally suitable for our oil pans, we highly recommend opting for Cometic Gaskets. Their advanced AMF material not only offers enhanced reusability but also provides a level of reliability that we trust on all our motorcycles. Please note that on some of our oil pans, you are required to use a custom Cometic Gasket design specifically for some of our oil pans. Read full product descriptions for more information.

AFM (Aluminum Foam Material)
A chemically blown, compounded nitrile synthetic rubber bonded to an aluminum core with a temperature resistance of over 250F. AFM material has an 85% recovery while maintaining strong torque retention. AFM does not require gasket sealers or re-tightening.

Our oil pans are designed to use your motorcycle’s stock bolts unless noted on product page.

Baffles are not available for ‘already-made’ exhaust systems. Systems are either built with the baffle or without.

There is no one-size-fits-all mapping. Our exhausts are built for ALL-OUT race applications. And with every engine combination being different, we recommend that your engine and exhaust be tuned on a dyno or preferably track-tuned for maximum results.

We do not have an exact torque spec. for the mounting flange bolts, but we can suggest somewhere between to 10-16 lb-ft. Do not over tighten or you will bend the flanges.

Once you extend your swingarm, you are pushing your back tire position farther back, and for most bike models, that will cause the back of the tail to hit your tire when you are sitting on the bike or launching hard.

1 7/16″ Socket

Recommended Torque on the swingarm bolt is 60 ft. lbs.

There is no way for us to determine the weight of your custom-built DME swingarm before it’s built. Many factors contribute to the construction of each arm, including length, options, and finish, all of which impact the weight of our custom-built products.

Because every DME Racing swingarm is custom-built, we don’t keep a standardized weight chart.

First and foremost, all DME Racing swingarms are components built for high-performance applications, where strength and durability outrank lightness.

Our Custom Swingarms are built from 6061 aluminum and contain a specialty designed internal web design for maximum strength without adding unnecessary weight.

And since DME Swingams are designed to extend your wheelbase, they will automatically be heavier than your OEM swingarm.

As an example, we could tell you that a Hayabusa Gen2 swingarm with 68.5″ wheelbase weighs 16.5 lbs. However, your selected options will result in a slightly different swingarm that will weigh more or less than the original at the same wheelbase.

Keep in mind DME Racing is founded on performance, and when we create products, we take into consideration: performance, strength, weight, and safety to create a part that is superior and something you will see on the motorcycles we build.

We DO NOT recommend underbracing. DME Racing swingarms are designed with a special extrusion that gives them ample strength even at 80+ inches. Some of our customers feel safer with the extra underbracing, and we are happy to add it.

This photo shows the setup with our Brake Stop.

DME Racing swingarms are a direct replacement and you can run the stock shock.*

With the exception of the Honda CBR 1000RR – The stock CBR shock will not be compatible with aftermarket swingarms due to mounting limitations. The Penske 8975 is our recommended solution to provide both adjustability and compatibility.