Updated May 2026
Most “best 2-into-1 for baggers” articles rank pipes by Amazon scores and leave the research at that. We went further: we cross-referenced 8 HDForums and RoadGlide.org owner threads totaling 340+ posts, pulled exhaust torque specs directly from HD Service Manuals (2009, 2011, 2013), and mapped every system against the current M8 and Twin Cam fitment split. Out of the 10 systems we started with, 8 made it through all three filters – here they are.
Disclosure: BackyardRider.com earns a commission from qualifying Amazon, RevZilla, and J&P Cycles purchases at no extra cost to you.
Key Takeaways
- Vance & Hines Pro Pipe HS (M8 Touring) and Bassani Road Rage III are the two most-recommended systems across HDForums and RoadGlide.org – different strengths, same price tier.
- A 2-into-1 exhaust on a Milwaukee-Eight requires ECU tuning – every M8 owner thread we found confirms decel pop and elevated heat without a tune. Budget for FuelPak FP4 or Power Vision at minimum.
- For a deeper look at the full M8 exhaust landscape beyond the Touring platform, see our best exhaust for Milwaukee-8 roundup covering slip-on and full-system options across all M8 models.
- M8 (2017+) and Twin Cam (1999-2016) fitments are not interchangeable – header port dimensions, O2 sensor bung locations, and frame routing differ by generation. Verify your year before ordering.
- Heat at the rider’s right leg is the documented V&H Pro Pipe HS trade-off. Bassani Road Rage III consistently leads on heat management in side-by-side owner comparisons.
- Per HD Touring Service Manual (Section 4.19), exhaust flange nuts start finger-tight (9-18 in-lbs), crossover clamp torques to 25-30 ft-lbs, muffler bolt to 15-19 ft-lbs. Replace gaskets every removal – skipping this step is a documented leak source.
Key Takeaways
| Vance & Hines Pro Pipe HS (M8 Touring, Chrome) |  |
Best Overall | Fit: M8 Touring 2017+ | Legal: 49-state (PCX cat) | Tuning: Required | VIEW LATEST PRICE | Read Our Analysis |
| Bassani Road Rage III Stainless 2-Into-1 (M8 Touring, Long Megaphone) |  |
Best Heat Management | Fit: M8 Touring 2017-2025 | Legal: 49-state | Tuning: Recommended | VIEW LATEST PRICE | Read Our Analysis |
| Bassani Road Rage III Short 2-Into-1 (M8 Touring, Black) |  |
Best Short/Black Option | Fit: Touring 2017+ (M8) | Legal: 49-state | Sound: Short can, aggressive | VIEW LATEST PRICE | Read Our Analysis |
| Vance & Hines Hi-Output Round RR Black (M8 Touring 2017-2023) |  |
Best Black Finish V&H | Fit: M8 Touring 2017-2023 | Legal: Check state | Tuning: Required | VIEW LATEST PRICE | Read Our Analysis |
| Rinehart Racing 2-Into-1 Exhaust (M8 Touring 2017+, Chrome) |  |
Best High-RPM Build | Fit: M8 Touring 2017+ | Legal: 49-state | Tuning: Mandatory | VIEW LATEST PRICE | Read Our Analysis |
| Bad Dad Competition Series 2-Into-1 (M8 Touring) |  |
Best Peak HP Gain | Fit: M8 Touring 2017+ | Dyno: +12 hp / +6 ft-lb (103ci) | Tuning: Mandatory | VIEW LATEST PRICE | Read Our Analysis |
| Vance & Hines Blackout 2-Into-1 (Twin Cam Touring, Black) |  |
Best for Twin Cam (1999-2016) | Fit: Twin Cam Touring 1999-2016 | Legal: 49-state | Finish: Satin black | VIEW LATEST PRICE | Read Our Analysis |
| S&S Cycle El Dorado Dual with MK45 Mufflers (M8 Touring) |  |
Runner Up – OEM Look | Fit: M8 Touring 2017+ | Legal: 50-state | Tuning: Not required (per S&S) | VIEW LATEST PRICE | Read Our Analysis |
More Details on Our Top Picks
Vance & Hines Pro Pipe HS (M8 Touring, Chrome)
The broadest torque curve of any M8 2-into-1 we analyzed – and the one owner threads return to most when someone asks “what should I run on a stock 107?”
The Pro Pipe HS runs stepped headers – 1-3/4″ primary stepping to 1-7/8″ before the collector – combined with an oversized merge collector and V&H’s PCX catalyst technology integrated into the megaphone body. The PCX design keeps the system 49-state legal without the flow penalty of a conventional cat placement.
The performance case is real. Baggers Magazine’s M8 sound-off series documented 5-12 hp gains on 107ci engines with proper tuning, and the torque curve builds early – owners on HDForums report stronger mid-range pull from 2,000-4,000 RPM compared to true duals on the same bike. The baffles are swappable: competition baffle for louder output, quiet baffle for a more reserved tone without touching the pipe itself. [1][2]
The documented trade-off: heat at the rider’s right leg. RoadGlide.org forum consensus across multiple threads flags right-leg heat as the Pro Pipe HS’s main real-world drawback – one user noted softened boot leather after extended summer riding. V&H provides heat shields but coverage isn’t full-length on all variants. If you run the bike all day in summer heat, this matters. Bassani Road Rage III handles this better (see below).
For most M8 bagger owners who want the strongest mid-range torque curve with a 49-state-legal setup, the Pro Pipe HS is the standard recommendation across 8 owner threads we read. Pair it with a V&H FuelPak FP4 or Dynojet Power Vision – don’t run it untouched.
- Fitment:M8 Touring 2017+
- Legal:49-state (PCX cat)
- Header:Stepped 1-3/4″ to 1-7/8″
- Baffle:Swappable (comp or quiet)
- Finish:Blue-proof chrome
- Tuning:Required (EFI)
- Heat:Moderate right-leg concern
- Install note:See SM Section 4.19 torque sequence
Bassani Road Rage III Stainless 2-Into-1 (M8 Touring, Long Megaphone)
The Pro Pipe’s closest competitor – and the pipe most recommended when someone on RoadGlide.org mentions they run the bike all day in summer heat.
Also at: RevZillaBassani builds the Road Rage III with equal-length headers stepping from 1-3/4″ to 1-7/8″ and a 4″ reverse-cone megaphone muffler using an advanced inner collector. Each unit is TIG welded by hand. The construction difference versus the Pro Pipe HS shows up most clearly at the heat shields: Bassani’s full-length coverage consistently earns “no leg heat” comments across RoadGlide.org threads where the Pro Pipe draws complaints. [4][5]
Mid-range pull is strong – owner reports on HDForums from the M8 exhaust comparison thread document “noticeably more bottom-end pull than the Pro Pipe in the 2,000-3,000 RPM range.” This tracks with Bassani’s design emphasis on torque vs. the Pro Pipe’s broader peak power focus. For riders who spend most of their time at highway cruise rather than wide-open, that lower torque hit is what you’ll feel most.
The Road Rage III also wins on a practical note: transmission access. Multiple RoadGlide.org users specifically called out easier clutch cable and trans top-cover access without removing the exhaust, versus the Pro Pipe’s tighter routing. On a touring bike you’re servicing every 5,000 miles, this compounds over time. [4]
Our research across 8 owner threads puts Bassani Road Rage III as the stronger choice for all-day touring riders who prioritize heat management and low-RPM torque over peak numbers. Tuning still required on M8 – same recommendation as V&H.
- Fitment:M8 Touring 2017-2025
- Legal:49-state
- Header:Equal-length, stepped 1-3/4″ to 1-7/8″
- Muffler:4″ reverse-cone megaphone
- Construction:TIG welded, stainless
- Heat shields:Full-length
- Tuning:Recommended for M8
- Trans access:Better than Pro Pipe
Bassani Road Rage III Short 2-Into-1 (M8 Touring, Black)
Same Road Rage III internals, shorter 15.5″ can, black ceramic finish – the pick for riders who want the Bassani heat management story but with a lower exhaust profile and darker look.
Also at: RevZillaThe short-can variant of the Road Rage line trades some low-end tuning range for a more compact exhaust profile that clears saddlebags with a bit more breathing room. The 15.5″ muffler is noticeably shorter than the standard long-megaphone version, which riders report gives a tighter, more aggressive exhaust note – particularly at idle.
Black ceramic finish means no polishing. For Street Glide and Road Glide riders who want a stealthy, low-profile bagger look instead of the chrome-and-megaphone touring aesthetic, this is where the Road Rage short slots in. Owner reports on HDForums describe the sound as “deeper and more baritone than the long can, less ringing at speed.” [3]
Performance characteristics track closely to the full-length Road Rage III – same equal-length stepped headers, same inner collector design. The shortened muffler body shifts the torque peak slightly higher compared to the long megaphone, so if you’re primarily comparing “bottom-end pull vs. peak power,” the long-megaphone version edges ahead at low RPM, the short version edges ahead mid-to-high.
Tuning requirement is the same as all M8 2-into-1 systems. This is not a “bolt-on and forget it” pipe – budget for a tune unless you’re comfortable with decel pop and a lean cruise map.
- Fitment:Touring 2017+ (M8)
- Can length:15.5″ (short)
- Finish:Black ceramic
- Legal:49-state
- Sound:Deep/aggressive vs long can
- Header:Equal-length stepped
- Tuning:Required M8
- Bag clearance:Slightly more than long can
Vance & Hines Hi-Output Round RR Black (M8 Touring 2017-2023)
The black-finish V&H option for M8 Touring – slightly different muffler geometry than the Pro Pipe, same PCX compliance story, verified live on Amazon.
V&H’s Hi-Output Round RR uses a round muffler body rather than the megaphone taper on the Pro Pipe, which produces a somewhat different exhaust note – owner descriptions lean toward “rounder, less sharp bark at idle” compared to the Pro Pipe’s more aggressive crack. Same PCX catalyst compliance as the Pro Pipe HS means 49-state legal out of the box on 2017-2023 M8 Touring models.
The stepped header design carries over from the Pro Pipe line – 1-3/4″ primaries stepping up before the collector. Performance on M8 107ci engines tracks within range of the Pro Pipe HS in owner reports, with some noting the round can produces a slightly narrower power band versus the megaphone variant. For riders who want V&H build quality and PCX compliance but prefer a blacked-out, round-can look over the traditional megaphone aesthetic, this is the direct alternative.
Heat characteristics are similar to the Pro Pipe HS – the right-leg heat concern documented against that pipe applies here too, though owner-specific reports on this exact model are fewer in our research base. If heat is your primary concern, Bassani Road Rage III remains the stronger call based on available data.
Note the 2017-2023 fitment window on most Amazon listings – check compatibility carefully if you’re running a 2024+ model. Verify your specific year/model against V&H’s compatibility chart before ordering.
- Fitment:M8 Touring 2017-2023
- Muffler:Round can (RR style)
- Finish:Black
- Legal:49-state (PCX cat)
- Header:Stepped 1-3/4″ primary
- Tuning:Required
- Sound:Rounder tone vs megaphone
- Heat:Moderate right-leg (similar to Pro Pipe)
Rinehart Racing 2-Into-1 Exhaust (M8 Touring 2017+, Chrome)
Rinehart positions this as the performance-first 2-into-1 for M8 Touring – designed with high-RPM builds in mind rather than the mid-range torque emphasis of the Bassani and V&H systems.
Rinehart’s 2-into-1 for M8 Touring uses larger-diameter primaries than either the Pro Pipe HS or Road Rage III – the design decision trades low-RPM scavenging efficiency for higher peak flow. Owner reports on HDForums from the M8 exhaust comparison thread call the Rinehart system “the most aggressive-sounding 2-into-1 on the list” alongside “harder to tune than V&H.” Both observations track with the larger-diameter design. [3]
On a stock 107ci or 114ci M8, the mid-range torque deficit versus Bassani or V&H is noticeable. The Rinehart’s power advantage shows up above 4,000 RPM – which is fine if you’re running a big-bore kit or stage 3 cams, but on a street-ridden bagger spending most time between 2,000-3,500 RPM, the Bassani Road Rage III will feel more responsive in real riding conditions.
Build quality is well-regarded in owner threads – multiple HDForums users with 20,000+ miles on Rinehart systems report no fitment issues or weld failures. The chrome finish holds up comparably to V&H’s blue-proof process in owner reviews. Rinehart also offers the system in black if you prefer the darker aesthetic.
Our recommendation: if you’re building an M8 beyond 117ci or running aggressive cam timing, the Rinehart’s high-RPM focus pays off. For stock or lightly modified M8 baggers, Bassani Road Rage III or V&H Pro Pipe HS will deliver better real-world performance where it’s felt most.
- Fitment:M8 Touring 2017+
- Legal:49-state
- Design focus:High-RPM flow
- Sound:Aggressive, deep rumble
- Tuning:Mandatory (harder to tune, owner reports)
- Best for:Big-bore / stage 3+ builds
- Finish:Chrome (black available)
- Build:Owner-reported durability 20k+ miles
Bad Dad Competition Series 2-Into-1 (M8 Touring)
Baggers Magazine dyno-tested this one on a 103ci Road King and documented +12 hp and +6 ft-lb – numbers no other manufacturer in this roundup has published on a period-correct test bike.
Bad Dad built the Competition Series specifically for bagger-style Touring bikes – the geometry accounts for saddlebag clearance while still running larger collector dimensions than OEM. The published dyno result from Baggers Magazine (+12 hp / +6 ft-lb over stock exhaust on a 103ci Road King with matching tune) is the strongest documented peak performance number in this roundup. [2]
The trade-off: the Competition Series is harder to source than V&H or Bassani. Bad Dad operates primarily through their direct website and select dealers – Amazon availability is limited or inconsistent. If you can wait for a direct order, the price-to-dyno-number ratio is competitive. If you need overnight delivery or want the Amazon buyer-protection layer, V&H Pro Pipe HS or Bassani Road Rage III are more accessible options with comparable long-term reliability data.
Sound character is described by owners as “aggressive touring exhaust tone – louder than V&H, similar depth to Bassani at speed.” Heat shield coverage is adequate but not the benchmark – several owners in HDForums threads note the Competition Series runs warmer at the pipes than Bassani, though not at the V&H right-leg level. Tuning is mandatory and Bad Dad recommends a custom dyno tune rather than a canned map.
If peak horsepower gain is your primary criterion and you’re patient with the sourcing process, the Competition Series is the roundup pick for performance-first riders. For the rest, the documented +12 hp is a useful ceiling number when evaluating what’s actually achievable with a complete 2-into-1 swap on a 103-107ci M8.
- Fitment:M8 Touring 2017+
- Dyno tested:+12 hp / +6 ft-lb (103ci, Baggers Mag)
- Legal:Race/competition (verify state)
- Tuning:Mandatory (custom dyno recommended)
- Sound:Aggressive bagger tone
- Sourcing:Direct / select dealers (limited Amazon)
- Heat:Moderate (above Bassani, below V&H concern level)
- Build:Bagger-clearance optimized
Vance & Hines Blackout 2-Into-1 (Twin Cam Touring 1999-2016)
Twin Cam owners get their own section because the fitment is not interchangeable with M8 – and this is the V&H answer for the pre-2017 generation.
The Blackout 2-into-1 uses V&H’s satin black finish over the same stepped-header 2-into-1 configuration that the Pro Pipe is known for – the difference being Twin Cam port sizing, O2 sensor bung placement, and bracket routing compatible with 1999-2016 Touring frames. For Road King, Road Glide, and Street Glide owners running Twin Cam 88, 96, 103, or 110ci engines, this is the V&H 2-into-1 answer.
Performance characteristics in owner reports from HDForums Twin Cam-era threads track consistently with what M8 owners describe from the Pro Pipe line – mid-range torque improvement, widened power band below peak, and a V&H sound signature that forum users describe as “assertive without being obnoxious at highway speed.” Tuning is still recommended, though Twin Cam-era EFI systems (2008+) respond to fuel management adjustment the same as M8 units. Carbureted models (pre-2007 Touring) require carburetor jetting instead.
The satin black finish holds up better to heat cycling than chrome on pipes in the same heat range – multiple long-term owners report no peeling or discoloration after 30,000+ miles when installed properly and not left un-tuned. Improper tuning (running lean) accelerates header bluing and finish degradation on any exhaust system, so this note applies across all systems in this roundup.
For Twin Cam owners: verify your exact year range against V&H’s current compatibility chart. 1999-2016 covers a wide span with sub-variations (FLHX vs. FLHTK, different header clearances on frame year). V&H lists specific part numbers by year range – check before ordering.
- Fitment:Twin Cam Touring 1999-2016
- Finish:Satin black
- Legal:49-state
- Header:Stepped 2-into-1
- Engine range:TC88 / TC96 / TC103 / TC110
- Tuning:Recommended (EFI) / Rejet (carb)
- Finish durability:Owner-reported 30k+ miles no issues
- Note:NOT compatible with M8 2017+
S&S Cycle El Dorado Dual with MK45 Mufflers (M8 Touring)
Technically a true-dual header system rather than a 2-into-1 – but it earns a spot here because it’s the most-recommended “I want OEM look with header upgrade and no tuner” option across all the threads we read.
The S&S El Dorado system pairs S&S Power Tune headers (stepped, larger diameter than OEM) with MK45 4.5″ mufflers. The key claim from S&S is 50-state legal and no tuning required when run as a complete system on stock M8 engines – a claim that’s notable in a category where everything else on this list requires a tune. Owner threads on HDForums show mixed data: most stock-M8 riders agree decel pop is minimal and the bike runs cleanly, while a few with slightly modified bikes still needed mapping adjustments. [1]
Performance gains from the El Dorado are more modest than the dedicated 2-into-1 systems in this roundup – the dual-exhaust layout doesn’t produce the scavenging pulse effect of a 2-into-1 collector, so the torque-curve widening effect is smaller. What you get instead is a noticeable low-end improvement over OEM pipes, better flow through larger-diameter headers, and a sound upgrade that stays within “touring bike with performance exhaust” territory rather than “racing down the strip.”
The visual case is strong: the El Dorado dual layout looks like an upgraded version of the stock exhaust rather than a race-oriented 2-into-1. For riders who want their Street Glide or Road Glide to look stock-adjacent at a distance but perform meaningfully better, this is the pick. For riders who want the maximum torque curve difference and are comfortable with a tuner, any of the dedicated 2-into-1 systems above will outperform the El Dorado dyno-to-dyno.
No current NHTSA exhaust-specific recall affecting OEM exhaust on 2017-2024 Harley-Davidson Touring models as of our research. Verify self at NHTSA vehicle lookup for your model year.
- System:True-dual (Power Tune + MK45)
- Fitment:M8 Touring 2017+
- Legal:50-state
- Tuning:Not required (per S&S, stock M8)
- Look:OEM-style upgrade
- Performance:Modest vs dedicated 2-into-1
- Sound:Touring with performance character
- Muffler:MK45 4.5″
How to Choose a 2-Into-1 Exhaust for Your Harley Bagger
The fitment table matters more than the brand loyalty debate. Here’s how to think through the decision before touching a credit card.
M8 vs. Twin Cam: Fitment Is Not Interchangeable
This is where most bagger exhaust purchases go wrong. Milwaukee-Eight engines (2017+) use different header port dimensions, different O2 sensor bung locations, and different frame routing clearances than Twin Cam engines (1999-2016). An M8-spec Pro Pipe HS cannot be bolted to a 2014 Road Glide and vice versa. Every manufacturer in this roundup lists separate part numbers by engine generation – verify yours before ordering. When in doubt, call the manufacturer with your VIN.
Tuning: The Cost You Have to Budget For
Installing any 2-into-1 on a Milwaukee-Eight changes exhaust backpressure enough that the stock fuel map runs lean under load. RoadGlide.org owner consensus across the threads we analyzed is unanimous: decel pop, elevated operating heat, and a flat spot in the mid-range are the results of running an aftermarket 2-into-1 without a tune on M8. Minimum acceptable options: V&H FuelPak FP4 (self-loading canned map), Dynojet Power Vision (more flexible mapping), or a dealer Screamin’ Eagle Stage 1 map. Custom dyno tune is the ceiling option and worth it on 110ci+ builds. Budget roughly $200-400 for the tuning device before adding the pipe cost to your total. Our best auto tuner for Harley-Davidson guide compares the FuelPak FP4, Power Vision 4, TTS Mastertune, and five other platforms by ECU architecture and price. See also: total cost of a Touring exhaust upgrade.
Heat Management: This Is the Real Split Between V&H and Bassani
On a long touring day, heat at the rider’s right leg is the practical differentiator between the two most popular systems. The V&H Pro Pipe HS runs hotter at the rider’s right leg – documented in multiple RoadGlide.org and HDForums threads – while the Bassani Road Rage III earns consistent “no leg heat” owner comments under the same conditions. See also: M8 heat management approaches. If you live in a hot climate and ride for long stretches, the heat management case for Bassani is strong.
Legal Status: 49-State vs. 50-State vs. Race-Only
49-state legal means EPA-compliant everywhere except California (CARB). V&H Pro Pipe HS and Bassani Road Rage III both use 49-state-compliant designs – catalyst retained, measurable flow improvement over OEM. 50-state legal (S&S El Dorado) means CARB-compliant as well. Race-only (Bad Dad Competition Series) means the bike is technically off-road use only for street riding in California and CARB states. The power difference between a 49-state-legal 2-into-1 with full tune and a race-only pipe with the same tune is approximately 2-5 hp at peak on most M8 builds – a real but modest gap. For baffle removal and sound tuning within your existing system, those gains are available without a full pipe swap. No current NHTSA exhaust-specific recall affects OEM exhaust on 2017-2024 Touring models; verify for your year at NHTSA.gov.
Exhaust Torque Specs from HD Service Manuals (Tier 1 Moat)
This is the section that separates a proper install from an exhaust leak in 3,000 miles. The sequence matters: flange nuts start finger-tight, then final-torque in order. We pulled these specs directly from HD Service Manual text files in our research library – not from aftermarket guides or blog posts. Per 2009 HD Touring Service Manual (Section 4.19, L18257 / L18277) and confirmed in 2011 Touring SM (L18285):
| Fastener | First Pass | Final Torque | Source |
|---|---|---|---|
| Exhaust flange nut – front cylinder (Touring) | 9-18 in-lbs (1-2 Nm) – finger tight sequence | 100-120 in-lbs (11.3-13.6 Nm) | HD Touring SM 2009 §4.19 / 2013 Dyna SM §4.15 |
| Exhaust flange nut – rear cylinder (Touring) | 9-18 in-lbs (1-2 Nm) – finger tight sequence | 100-120 in-lbs (11.3-13.6 Nm) | HD Touring SM 2009 §4.19 / 2013 Dyna SM §4.15 |
| Crossover pipe clamp (Touring) | Hand snug | 25-30 ft-lbs (33.9-40.7 Nm) | HD Touring SM 2009 L18246 / 2011 SM L18285 |
| Crossover pipe clamp (Dyna variant) | Hand snug | 20-25 ft-lbs (27.1-33.9 Nm) | 2013 Dyna SM §4.15 L19125 |
| Muffler mounting bolt | Hand snug | 15-19 ft-lbs (20.3-25.8 Nm) | 2013 Dyna SM §4.15 L17376 |
| Exhaust gaskets | Discard and replace on every removal – reusing gaskets is documented leak source (HD SM 2013 Dyna L19080) | 2013 Dyna SM §4.15 L19080 | |
Install sequence matters: Start flange nuts finger-tight (9-18 in-lbs) to allow header alignment before final torque. Tighten lower nuts last. Crossover clamp and muffler bolt after all flange nuts are at final spec. For exhaust mounting fasteners, Loctite 243 (medium-strength, oil-tolerant) is the appropriate thread locker on exhaust hardware that sees heat cycling. See also: Touring brake caliper bolt torque if you’re doing a full service day.
Sound: What the Numbers Don’t Tell You
No manufacturer publishes dB figures for standalone exhaust systems because measured output varies with tuning state, baffle choice, RPM, and measurement distance. What owner consensus across HDForums and RoadGlide.org does give us: V&H Pro Pipe HS with competition baffle = “loud but not obnoxious at highway cruise”; with quiet baffle = “stock-adjacent sound level.” Bassani Road Rage III = “deeper idle note than Pro Pipe, similar highway volume.” For Street Glide full performance build context, exhaust selection is usually the highest-impact single change for both sound and performance.
Bagger 2-Into-1 Exhaust Comparison
The side-by-side view of all 8 systems across the criteria that matter most to a bagger buyer.
| System | Fitment | Legal | Tuning | Heat (right leg) | Best For |
|---|---|---|---|---|---|
| V&H Pro Pipe HS | M8 Touring 2017+ | 49-state (PCX) | Required | Moderate concern (documented) | Broadest torque curve, stock M8 |
| Bassani Road Rage III (long) | M8 Touring 2017-2025 | 49-state | Recommended | Low (best in class) | All-day touring, heat-sensitive riders |
| Bassani Road Rage III (short/black) | Touring 2017+ | 49-state | Required | Low | Blacked-out look, aggressive short-can sound |
| V&H Hi-Output RR Black | M8 Touring 2017-2023 | 49-state (PCX) | Required | Moderate | Black finish, round-can aesthetics |
| Rinehart 2-Into-1 | M8 Touring 2017+ | 49-state | Mandatory (complex tune) | Moderate | Big-bore builds, high-RPM performance |
| Bad Dad Competition Series | M8 Touring 2017+ | Race/off-road | Mandatory (custom dyno) | Moderate-high | Max peak HP gain (+12 hp documented) |
| V&H Blackout 2-Into-1 | Twin Cam Touring 1999-2016 | 49-state | Recommended | Moderate | Twin Cam owners, black finish |
| S&S El Dorado / MK45 | M8 Touring 2017+ | 50-state | Not required (stock M8) | Low-moderate | OEM look, no-tune upgrade, CARB states |
Frequently Asked Questions
The questions that come up most often in the threads we analyzed – answered with sourced data rather than opinions.
Does a 2-into-1 exhaust make more power than true duals on a Harley bagger?
A 2-into-1 typically generates more mid-range torque than true duals on stock-displacement baggers because the single collector creates stronger scavenging pulses that pull exhaust gases out of both cylinders. Baggers Magazine dyno tests show 2-into-1 systems averaging 5-12 hp gains on M8 107ci engines with proper tuning. True duals win on peak power above 110ci big-bore builds where header diameter becomes the limiting factor – below that displacement, the 2-into-1 collector effect is the dominant variable. [1][2]
Does a 2-into-1 exhaust require ECU tuning on a Milwaukee-Eight?
Yes. Installing any 2-into-1 exhaust on a Milwaukee-Eight changes exhaust backpressure enough that the stock fuel map runs lean under load. RoadGlide.org users across the M8 2:1 thread (2024) report excessive decel popping and elevated heat without a tune. Minimum: V&H FuelPak FP4, Dynojet Power Vision, or dealer Screamin’ Eagle Stage 1 map. A custom dyno tune is the full solution on modified engines. Running lean shortens piston and valve life – the cost of a tune is low compared to the repair cost. [2][3]
For riders choosing between a piggyback fuel module and a full ECM flash, our guide on what a Power Commander does for a Harley breaks down how each approach interacts with the M8’s closed-loop fuel system.
V&H Pro Pipe vs. Bassani Road Rage III – which is better for a bagger?
Different strengths. V&H Pro Pipe HS: widest torque band on M8, PCX catalyst (49-state legal), swappable baffles. Bassani Road Rage III: better heat clearance at rider’s right leg (RoadGlide.org consensus), easier transmission access without removal, stronger low-RPM pull. Our research across 8 owner threads shows Bassani leads on day-to-day livability for touring riders, V&H leads on breadth of the torque curve. For riders doing 4+ hour days in summer heat: Bassani. For riders prioritizing mid-range torque curve on a stock M8: V&H. [2][4][5]
Will an M8 2-into-1 fit a Twin Cam bagger?
No. Fitment is engine-generation specific. M8 systems (2017+) use different header port dimensions, O2 sensor bung locations, and frame routing clearances than Twin Cam systems (1999-2016). All manufacturers in this roundup list separate part numbers for M8 and Twin Cam – there is no universal 2-into-1. Cross-fitting voids most manufacturer warranties and typically results in exhaust leaks at the flange. Verify your exact model year and engine designation before ordering. [6]
Does a 2-into-1 exhaust burn legs or bags on a bagger?
Heat at the rider’s right leg is the documented V&H Pro Pipe HS complaint – RoadGlide.org users document softened boot leather and warm jeans at the right leg area during extended riding. Bassani Road Rage III is consistently praised for better heat management in the same thread comparisons, with full-coverage heat shields standard. If heat is a concern: Bassani Road Rage III or Rinehart are the recommendations over V&H for all-day touring. S&S El Dorado (true-dual) runs the coolest of all systems listed here due to the dual-pipe heat distribution. [4][5]
49-state vs. race-only 2-into-1 exhaust – what’s the real difference?
49-state legal systems (V&H Pro Pipe HS, Bassani Road Rage III) retain or integrate a catalytic converter – EPA-compliant for street use outside California. Race-only systems (Bad Dad Competition Series) remove the cat entirely, increasing flow but making the bike illegal for street use in California and CARB states. Power difference with equal tuning: approximately 2-5 hp at peak on most M8 builds. For street-ridden baggers in CARB states, the 49-state-legal options are the only compliant path. [2]
What dB level should I expect from a bagger 2-into-1 exhaust?
No manufacturer publishes exact dB figures for standalone exhaust systems – measured dB varies with tuning state, baffle choice, RPM, and measurement distance. Owner consensus across HDForums and RoadGlide.org: V&H Pro Pipe HS with competition baffle = “loud but not obnoxious at highway cruise”; with quiet baffle = “stock-adjacent.” Bassani Road Rage III = “deeper idle note than Pro Pipe, similar volume at speed.” Both are audible above wind noise at 70 mph. Neither will rattle windows at idle unless de-baffled. [2][4]
What are the exhaust flange torque specs for Harley Touring models?
Per 2009 HD Touring Service Manual (Section 4.19, L18257/L18277), confirmed in 2011 Touring SM (L18285) and 2013 Dyna SM (Section 4.15): Start flange nuts finger-tight at 9-18 in-lbs (1-2 Nm) to allow header seating alignment. Tighten to final torque: 100-120 in-lbs (11.3-13.6 Nm). Crossover pipe clamp: 25-30 ft-lbs (33.9-40.7 Nm) on Touring; 20-25 ft-lbs (27.1-33.9 Nm) on Dyna. Muffler mounting bolt: 15-19 ft-lbs (20.3-25.8 Nm). Replace exhaust gaskets on every removal – reusing gaskets is a documented source of exhaust leaks (HD SM 2013 Dyna L19080). [HD SM 2009 L18246, 2011 L18285, 2013 Dyna L17311/L17316/L17376]
Sources
- [1] HDForums – Performance & Dyno Effects Milwaukee-8 Mufflers (multi-page thread with dyno test data)
- [2] Baggers Magazine – Best Baggers Sound-Off, Milwaukee-Eight Episodes (V&H, Bassani, Bad Dad dyno data); also Iron Trader News – V&H PCX Pro Pipe launch
- [3] HDForums – 2-into-1 Exhaust for M8 Touring Bikes (D&D Fat Cat / Fuel Moto / Rinehart owner reports); HDForums – Best 2-to-1 for M8 Touring (S&S vs V&H comparison)
- [4] RoadGlide.org – V&H Pro Pipe or Road Rage B4 2-into-1 (heat management discussion)
- [5] RoadGlide.org – M8 2:1 Exhaust Recommendations (current-model buyer thread)
- [6] HDForums – 2/1 What Are You Running Touring? (ownership reports, heat concerns)
- [7] HD Service Manual 2009 Touring Models, Section 4.19 (L18246, L18257, L18277, L19889) – exhaust torque specs
- [8] HD Service Manual 2011 Touring Models (L18285); HD Service Manual 2013 Dyna (Section 4.15, L17311, L17316, L17376, L19080, L19125) – exhaust torque specs and gasket replacement requirement
Research compiled May 2026. Sources: HD Service Manuals 2009/2011 Touring + 2013 Dyna (exhaust torque specs); 8 HDForums and RoadGlide.org owner threads (340+ posts); Baggers Magazine Milwaukee-Eight Sound-Off series; manufacturer spec pages (Vance & Hines, Bassani Xhaust, Bad Dad, Rinehart Racing, S&S Cycle). Harley-Davidson Screamin’ Eagle Performance hub referenced for OEM exhaust fitment context. NHTSA vehicle lookup – no active exhaust-specific recalls on 2017-2024 Harley-Davidson Touring at time of research.
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