What An Exhaust Does Source: http://www.therideadvice.

com/understanding-how-motorcycle-
It’s probably first best to understand the purpose of your exhaust. While it
most certainly performs the function of improving your bike’s performance,
it’s just one of a number of important reasons that your exhaust system
exists.
Probably the most important aspect from the riders point of view is that it
routes the hot gasses from the engine after combustion. That’s somewhat
critical because if you spent too long breathing those gasses in, you’d
probably feel sick pretty quickly (or die). In fact, your standard motorcycle
exhaust will house a catalytic converter which helps convert the carbon
monoxide expelled from the engine into carbon dioxide which at least makes
it slightly more environmentally friendly.
Your exhaust system with the help of the muffler also reduces noise. How
much noise? A lot – disconnect your muffler from the pipe and you’ll see
how much. You’d go deaf pretty quickly without it and you’d be public
enemy number 1 around the neighborhood. Your muffler has nothing to do
with exhaust emissions – nor with engine performance (but more on that
later).
But finally, your exhaust performs a major function when it comes to how
your engine performs. You may have read that aftermarket exhaust systems
can help increase your engines horsepower by being ‘less restrictive’. That’s
true, but does that mean that if you had no exhaust at all (and therefore no
restriction) horsepower gain would be maximized? Not at all.
Your engine and exhaust system actually are designed to work together. It
gets very technical and the practical application of how it all works includes
things like reflected pressure waves. Suffice to say that without an exhaust
connected to your engine, you’d be introducing air directly into the system
in the wrong direction through the exhaust ports (consider how much would
enter when riding at speed) which would throw everything out of wack.
exhausts-work/
Muffler
also called silencer, device through which the exhaust gases from
an internal-combustion engine are passed to attenuate (reduce) the airborne
noise of the engine. To be efficient as a sound reducer, a muffler must
decrease the velocity of the exhaust gases and either absorb sound waves or
cancel them by interference with reflected waves coming from the same
source.
A typical sound-absorbing material used in a muffler is a thick layer of fine
fibers; the fibers are caused to vibrate by the sound waves, thus converting
the sound energy to heat. Mufflers that attenuate sound waves by interference
are known as reactive mufflers. These devices generally separate the waves
into two components that follow different paths and then come together again
out of phase (out of step), thus canceling each other out and reducing the
sound.
In the typical reactive design shown in the illustration, the arrows indicate the
flow of exhaust gas through a set of tubes and chambers inside the muffler.
One important chamber is known as the Helmholtz resonator. This chamber
is of a dimension carefully tuned to reflect and cancel sound waves of
specified frequencies. In addition, the tubes can be perforated with small
holes that allow the reflection and interference of sound waves of other
frequencies. The result is the attenuation of sound across a range of desired
frequencies.
Mufflers of the straight-through type have a single tube with small holes
connecting with annular chambers that are frequently stuffed with a sound-
absorbing material.
Source: https://www.britannica.com/technology/muffler-engine-part

So an exhaust system is necessary – both from a legal perspective, from a not

going deaf perspective and from a performance perspective. So what can you
do to make some horsepower gains? There’s two paths people take – the
cheap way and the not so cheap way. That is, replacing the muffler with a
‘slip-on’ or replacing the entire system.
The Difference Between A Two-Stroke And Four-Stroke Engine
We weigh the pros and cons of both engine types
By DR Staff September 27, 2018
There are two engine types available for dirt bikes: two-stroke (also known
as a two-cycle motor, smoker, pinger, or 2T) and four-stroke (aka four-cycle
motor, thumper, four-banger, or 250F for 250cc race bikes). Let’s take an
illustrated tour through one complete cycle of each type. Note that with one
full cycle, the two-stroke piston makes one trip up and down, and the four-
stroke piston makes two trips up and down.
Two-Stroke Engine
Two-Stroke Engine
Dirt Rider
1. When the piston reaches the top of the cylinder, the spark plug ignites the
air/fuel mixture, which explodes, driving the piston downward.
2. Expanding gases force the piston down and escape out the exhaust valve
as it is exposed. The piston forces the next air/fuel charge below it up
through transfer ports to the area opening above it.
3. When the piston is at the bottom of the stroke, the transfer port’s top is
exposed to let the air/fuel charge into the cylinder above the piston.
4. As the piston heads back up, it creates a vacuum beneath it that sucks the
next air/fuel charge in through the one-way reed valve system. The piston
also compresses the charge above it to be ready to explode when the spark
plug ignites again.
Four-Stroke Engine
Four-Stroke Engine
Dirt Rider
1. When the piston reaches the top of the cylinder the spark plug ignites the
air/fuel mixture, driving the piston down on the powerstroke. All valves
(intake and exhaust) are closed.
2. The piston reaches the bottom of the cylinder and starts back up on the
exhaust stroke. A cam pushes the exhaust valves (usually there are two)
slightly open into the cylinder and the piston forces the exhaust gases out.
3. The piston reaches the top (the exhaust valves close to avoid contact) then
starts down on the intake stroke. The spark plug does not fire. Now the intake
valves (usually there are two) are pushed open by the cam, and the vacuum
created by the piston sucks in a fresh air/fuel charge.
4. The piston reaches the bottom and starts back up on the compression
stroke. All the valves are closed. At the top, the spark plug will ignite the
air/fuel mixture to cause the next powerstroke.
Source: https://www.dirtrider.com/difference-between-two-stroke-and-four-
stroke-engine?
MUFFLER
The muffler is usually between the catalytic converter and the
resonator or tail pipe. Its purpose is to quiet or "muffle" the noise of
the exhaust. It has a series of holes, passages, and resonance chambers
through which the exhaust gas passes. This damps out the noisy high-
pressure surges resulting from the opening of the exhaust valves. Some
exhaust systems use a smaller muffler-type resonator for further
quieting.
Some cars use laminated exhaust pipe. A two-ply laminated
pipe is one layer of pipe inside another. A three-ply laminated pipe has
a layer of plastic sandwiched between the two metal layers. Either pipe
damps out exhaust-pipe "ring" which occurs in some exhaust systems.
Source: Automotive Mechanics
DIESEL-ENGINE FUEL
Diesel engines burn diesel fuel oil. It is a light oil made from crude oil
by the same refining process that produces gasoline. The oil must have
the proper viscosity, volatility, and cetane number for use as a diesel
fuel.
1. VOLATILITY This is a measure of how easily a liquid evaporates.
Gasoline vaporizes easily. It has high volatility. Diesel fuel has low
volatility. It boils at a temperature of about 700 ̊ F (371 ̊ C). There are
two grades of diesel fuel for automotive diesel engines, number 1
diesel and number 2 diesel. Number 1 diesel is more volatile. It is used
where temperatures are very low. Number 2 diesel is the
recommended fuel in most automotive diesel engines for most driving
conditions. The less-volatile fuel usually has a higher heating value.
When it burns, more energy is available than from a fuel with higher
volatility.
2. VISCOSITY This refers to a liquid's resistance to flow. The lower
the viscosity the more easily the liquid flows. Diesel fuel must have a
relatively low viscosity. It must flow through the fuel-system lines and
spray into the engine cylinders with little resistance.
An oil with high viscosity will not break into fine particles when
sprayed. Large particles burn slowly resulting in poor engine
performance. If viscosity is too low, the oil will not lubricate the
moving parts in the injection pump and injection nozzles. Damage
may result.
Number 2 diesel has the right viscosity for most driving
conditions. Number 1 diesel has lower viscosity so it will flow and
spray properly at low temperatures. The owner's manual gives the
proper fuel or blend to use for the conditions.

Source: Automotive Mechanics