| Author | Message | ||
     Trouble_enabler |
anybody know anything about a kooks header meant for an X1? would it fit an S1 with the removal of the 02 bung? | ||
| Spiderman |
No it won't the S1's exhaust went over the frame, the X1's under. If you put an X1 next to a S1 you will see the rear lower frame rail on the S1 angles straight down in to the metal plate that mounts the Iso and foot peg. On an X1 it goes straight then takes a sharp angle to this plate to accommodate the under the frame exhaust. | ||
| Brinnutz |
Under the frame headers work in early model tubers if I recall correctly. That's what I heard anyways. | ||
| Jmkybf |
Under the frame headers will work on early tubers if you flatten the under the frame part, also known as beating it with a hammer. I was wrong in the other thread about over the frame fitting newer bikes, but here's an early photo of my bike with under the frame header on a '97.  | ||
| Rickie_d |
Enabler – you are soooooo subtle…I think you snagged a super hero instead of a tuna!!! Jmkybf – Are you being sarcastic or maybe facetious???? | ||
| Trouble_enabler |
I'm glad you figured it out Rickie! I just put the net out there..I can't control what swims into it..LMAO | ||
| Spiderman |
glad to see there are douche bags alive and well on tubers still, thought we weeded them out... Guess I need some data to back that one up... | ||
| Trouble_enabler |
Really no need to get rude here. (Message edited by trouble_enabler on January 31, 2010) | ||
| Jmkybf |
Sorry guys, I was trying to be helpful. I thought it was a serious questions. That is my bike in the picture. It is a 1997 frame, note the straight frame tube, with a 2000 body on it. The header is a late under the frame header with 2 1/2" outlet. The under the tube part had to be flattened with a hammer in order for it to fit. Just trying to be helpful. | ||
| Guell |
How much did you have to flatten the headers? | ||
| Rickie_d |
Back in the day, I had this acquaintance named Jerry Wrigger, he was such a character and legend in the pioneering of alternative header applications on tubers. I just had to share. Jerry Wrigger was an apprentice mechanic and used to spin wrenches with the best of them. That is, until the day he was spinning a 2 ½” combination wrench he used most frequently as a hammer and lost control of it. He suffered severe head trauma and developed the “chameleon” eye syndrome where he had no depth perception any more. His brain struggled with processing the two views of his environment he saw simultaneously. Wrigger had to resort to wearing an eye patch on the eye viewing what he did not want to see; the eye he covered changed with the views he encountered. This was a debilitating condition, and because of his handicap, he never graduated from spinning wrenches to actually using them to tighten fasteners and assemble anything. The result of this situation is that Wrigger managed to go on disability and moved back home with mom. She gave him back his old room and he did not have to pay rent. This provided him with disposable income and he decided to take up motorcycling. After some research he settled on an early Buell know as a “tuber”. All was well. He enjoyed the bike and met many friends. There was Mini Cooper X3, E- Spammer, Shittstick (with two t’s & one h), along with Stuperhero and his sidekick Gruel. The latter two always reminded me of El’ Kabong and Babalou; you could never tell which one was the brighter one. I swear they only had half a brain between the both of them. The looks that Stuper would give Gruel were priceless, you could just envision him saying, "Now hoooooold on thar, Baba Looey! I'll do the "thinnin'" around here, and doooon't you forget e-it!" Sorry, I digress! When riding with the boys, it started to bother Wrigger that he could not keep up with his comrade’s 9000RPM brutish beasties, so they hatched a plan. Mini Cooper said the problem was obviously that it needs more fuel, bigger pipes, and bypass the rev-limiter. After studying the ignition module schematic, they discovered that drilling at a precise location with a # 80 drill at a 33 degree angle; the rev-limiter was disabled. Fuel delivery was easy!! Disable the accelearator pump, go up 9 sizes in all jets, raise the needle a ¼”, and add a Dunder jet kit. Now we just have to sort out the header. Stuperhero said he had something that would fit; it was the #1 & #5 cylinder primaries from an aftermarket header for a 1969, 396 Nova SS. Mini Coopers protested that there is a VooDoo science to these designs and the idea should be abandoned for a conventional solution. Gruel said “everyone knows those fit any over the tube frames”, so, work progress and they were soon on the road. They discovered immediately they a flat spot at 7500RPM in the “fat” part of the power range. This is where I came in; they approached me with a plan to turn (because I don’t spin things) a velocity stack to do what velocity stacks do to the area that they do it to. So I did it and they left. Thank God….Shittstick sitting on my workbench really bugged me!!!! “Viola”!!! Jerry Wrigger reported that not only was the flat spot gone, but he could now bury the tach needle. The others were slightly jealous, and wanted the same setup. It was absolutely amazing; he was now the biggest douche bag in the group and still could only see half of what the rest could. At least in the same direction, remember he is still disabled with the head injury!!! All this bliss came to an end one day when Jerry Wrigger started to feel so wiggly blasting down the road on his trusty Buell, that he could not tell which eye he should have his patch on. He called the sidekicks for a little brainstorming session to consult on what the problem might be. E-Spammer noticed the bad front isolator and suggested welding an early & late front isolator mount together to gain an extra stabilizer link without having to buy a new bike. He also suggested that the head & bracket should be drilled to accept 5/8-11 mounting bolts. Spammer also said that isolator “blows out” on every bike produced and it should be replaced with a stack of washers because it was a “Bad” idea he read on the internet. After much deliberation and several cases of beer they agreed to proceed as outlined. All said and done, Wrigger got the beast back on the road and while negotiating a tight decreasing radius left hander the chassis flexing normally in the rear combined with the stiffness of the front put too much sproing in his springs. The end result was a body slam to the pavement with the bike sliding like a pinwheel on its right side 150 feet; hit the ditch and flipped on the other side into a wetland. It was a total loss! The guys got together and parted it out on superBay where they got rafts of crap for parting out a perfectly good tuber. It was fodder for reams of internet chatter for months. E-Spammer kept the early/late motor mount for his collection and still posts proof of their existence weekly while Wrigger kept the velocity stack for his next bike. In the mean time, while Wrigger waited to recoup 150% of his investment through superBay, he was dreaming of what he could do with the proceeds. He missed that bike and the pride of being alpha dog so much that he rummaged through his junk in mom’s basement until he found that original header from his beloved tuber. He brought it up to his bedroom and kept it on his night stand with his velocity stack and dreamed of getting another bike someday. Trouble Enabler – Up to this point I was the story was applicable to another thread that everyone wanted to die…sorry for the cross contamination, but I did not think you would object. Thanks for your understanding; here is the part that applies to your tread….only backwards Picking up where our heroes left off…. Jerry Wrigger made so much money parting out his wreck that he could afford to buy a newer wreck that only had the right side shaved and it had not been drowned. It was an FI tuber that needed a header, air cleaner, shifter and some tuning for the same performance of the old carbureted bike he had. The shifter was easy, that only required a 7/16 12 point box wrench (long of course) that was hammered onto the shifter spline with a little S-bend to clear the primary cover. They installed a double nutted bolt through the other end of the wrench for a peg, so that was covered. But, things got a little weird after that. For nostalgic reasons Wrigger wanted to use that old header he had been lusting after up in his room, so he cleaned it up and brought it down to install. Then he said, Shittstick, this is an over the tube header and I now have a under the tube frame…I can’t do it!!!! Stuperhero and Gruel took issue with that statement and simultaneously stated that any over the tube header will fit any under the tube frame!!!! Stuperhero yelled, “Wrigger you are such douche bag, everyone knows that!” Wrigger said I know I am a douche bag, but what about the header problem? Stuperhero took over at this point because he had done this on a hundred bikes before and he talks all the time so everyone knows his expertise. Any way, enough about him, if he sees this his head might get so big it might pop. Fast forward to the pipe installed. Mini Cooper takes over and busts out the Compaq 64 to program the new exciting fuel and ignition maps into the ECU to emulate that nine step jetting increase of the old carbed bike. They take the bike out and discover that the FI bike has a broader flat spot that the old bike had. So they scratch their asses while drinking beer for a couple of hours then Shittstick sees something out of place. There are a couple of wires near the back cylinder that they cannot figure out where they go!!! Then it dawns on Shittstick…Hey, Stuperhero, these wires are for the O2 sensor, the FI is running in closed loop, so none of Mini Coopers mapping even comes into play. Why didn’t you install the O2 sensor? Stuper replies that there was no bung! Wrigger says, you said it absolutely would work, what is a bung and why do we need it. Stuper says you don’t need a bung, you just need a way to read the O2 levels in the exhaust, and Gruel agrees of course. Then E-Spammer steps up with a workaround that does not require the elusive bung. He acquired a DOT test station exhaust sniffer, riveted it into the muffler opening, and wired it to the ECU. Jerry Wrigger took the bike out and came back shaking his head. He was so bummed! It will never realize the potential of Mini Cooper X3’s programming prowess without a bung. Stuperhero is fuming worse than the bike and blurts out “I told you dipshit, you do not need a bung and this header will work!!!!” Then Gruel chimes in that you guys just have no idea what you are talking about!!! Wrigger looks at Stuper with a hurt expression and says, I thought I was a douche bag, not a dipshit. Then an epiphany hits Wrigger: He thought if I can be a douche bag one day and a dipshit the next; why can’t my bike be fuel injected today and carbureted tomorrow. If I could do that then I won’t need the bung, Stuper would be happy, and he could revert back to a douche bag in the eyes of his peers. Now with more time than money, he is pondering if I only had a carburetor and then he remembers this story he read with his left eye about Glenn Curtis the famous aeronautical engineer. He had read before Curtiss was into planes he built motorcycles and his first one had a modified tomato can for a carburetor. He thought, Mom has got to have one of those and in the famous words of Bob the Builder, he thought “WE CAN BUILD IT!!!” The next week the guys came over and see what Jerry Wrigge was doing. Stuperhero was relieved that Wrigger had moved on and he no longer had to defend the bung issue. Stuper was getting worried that Gruel was becoming disenfranchised with his hero. Shittstick was in the dark on this one, E-Spammer wanted to know how the change would affect the isolator mount, but Mini Cooper X3 was ready to kick Wrigger’s ass. Minni new right away by the can label, Wrigger had started with an inferior domestic can. He said, hey •••••••, don’t you know that domestic can will never hold up to the vibration unless you convert it to solid mounts!!! Wrigger looked worried; he now had a third name he had to live up to, so he sheepishly asked what the recommendation was. Mini blurted out that the can needed to be European version to stand up to the rigors. This is where I came in again…Wrigger was worried about the cost associated with importing a can from Europe in this economy and the current exchange rate. I told him bullshit, as cans go; you could go with a Latin can from Mexico! They are readily available and the Old El Paso refried bean cans are from the same vender as the sauerkraut cans. Tell Mini he needs to get in touch with the market and to pound alfreado sauce. So I hooked up Wrigger with the appropriate bean can without an accelerator pump, we then installed the Dunder Jet Kit and set it up on the flow bench. It pulled great numbers on the top end, but had slow velocity under what we calculated to be 6500RPM because of the 125MM throat of the can. To over come this we installed a restrictor plate similar to ASSCAR and I inverted the velocity stack. By doing this we could add viscosity to the incoming air/fuel mixture while increasing velocity for throttle response. We mounted it tuned the restrictor by tacking in progressive sized washers until it ran perfect. Jerry Wrigger redeemed himself as Alpha dog douche bag of the group. Mini Cooper X3 declared me a God! I retorted: No, I just thank him every time you guys leave. I just run my own ranch… We had Polaroid’s of the finished bike, but they were on the bench near where Shittstick was sitting when he sharted with the squirts. Any pictures containing the whole bike had skid marks through the center obscuring the bung-less over the tube header on a de-F.I.ed under tube frame. It is really a shame; I know no one will ever believe me. The only picture that remained from the debacle was a picture of the bean can and inverted velocity stack mockup before the burrito lunch that caused Shittstick to shart!!! See below.  All characters depicted are the collective sum of a miniscule population that was inadvertently passed over in the natural selection process. I am sure this is due to no fault of their own; as there are just too many railings in this world. Jerry Wrigger became blind in one eye and never had to switch the patch again due to an unfortunate incident with a sharp stick in the right eye. Fortunately that was not the eye that looked over the bow (if you know what I mean), and he never had to move his patch around again. Another good thing is that Wrigger could go back to spinning wrenches for those that use them. However there were restrictions; he became a small wrench specialist, nothing over 11/16”. He never turned a wrench the rest of his life. No real buells were harmed during the writing of this account… |
