I still think that the Savage is just under engineered with regard to cam shaft, carb, compression, ignition, etc. and it just runs out of steam at about 6500 RPMs without needing a limiter.  Simple physics is the limiter.  It just can't suck and blow any more that it does.

That can be a good thing too, which is why the engine is so bullet proof and has lasted so many years.

It's kinda like my Malibu engine.  3.1 V6, low horsepower and torgue, but I have 212K on it with no noises, no smoke and no leaks.

I did kinda have fun with that one, didn't I?    Actually, I think the Savage is built with about the simplicity of a Brigg & Straton.  After all how many lawnmowers do you throw away when nothing is wrong with the engine anyway.

Which makes me wonder about modifications to the stock engine....like does an overbore piston weigh the same as stock?  Does the increased compression affect the engine balance?  What happens if you squeeze more rpms out of it?

What happens to the "strength of materials" in a modified Savage engine?

Yup, yup.  I've heard the Savage referred to as the VW of motorcycles and I can't think of a more apt description.

With KLX I keep to the std. red line, 7500 (=6500 on the Savage), I tune the pipe for 6500, 36" (=5500 and 43" n the Savage), and if I need to go inside the engine I'll up the compression to 10.5, is 9.5, the C3 model is 10.5 anyway.
If you are going for a big bore piston try and keep the weight close to std. to keep the vibes close to std. also.

Clive W  

RPM vs. length (open pipe)

3000 = 78"
3500 = 67"
4000 = 59"
4500 = 52"
5000 = 47"
5500 = 43"
6000 = 39"
6500 = 36"

Where lengths are too long to fit half them.

Clive W  

So does the pipe ID affect those numbers or are they applicable to all diameters?

I am guilty of being over accurate at times, so a mm or so on diameter and +/- an inch ish on length is probably no big deal on the Savage with it's tame cams.

Clive W