Hutch wrote on 12/31/69 at 16:00:12:Rockin_John,
Just did some fast calculations and if Smokin_ Blue is right(see BELTvsCHAIN) this is what I will end up with:
4speed 5speed 5 sp with 6%
increase in gearing
1st 2.21 2.33 2.19
2nd 1.50 1.57 1.48
3rd 1.09 1.14 1.07
4th 0.87 0.95 0.89
0.88 0.83
Acceleration would be close to the 4sp. Drop down from 5th to 4th to pass and have more acceleration than the 4sp does in top gear. Cruise in fifth at about 400rpm slower than the stock 5sp. It will cruise at lower rpm than the stock 4sp also. I know a lot of people will think that 400rpm aint that much, but get in you car and idle it a 600, then hold it at 1000 and just think how many more times that piston is going up and down. Less wear on engine, better gas milage. and just about the same perfomance as the old 4sp, with the added cruise gear of 5th.
THANX FOR THE INFO John and Blue
RIDE SAFE
Hutch
The columns are problematic with the forum software. Try using underlines or hyphens between characters instead of spaces. I undersood you post just the same, and sure most others did too.
It all sounded like good theory too... Until I found this info in a post in the Technical Forum (Differences between '86 and '05 or something like that):
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Does anybody know if the primary drives are interchangable between 4 and 5 speed models?
Thanks.
Clive
Yes. The '86 -'88 models had a Primary reduction ratio of 1.88 with the gears of 68 and 36. After that the ratio was changed to 1.81 with the gears 67 and 37.
Of course the transmission ratios were changed too.
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(The numbers are from Ron Ayer's microfische I think.)
So it looks to me like slight difference in the primary reduction between 4-speed and 5-speed may have made the final drive in top gear closer than I thought. Notice I'm not sweating the details of exact numbers; because changing to a bigger rear tire is probably the only change I'll make. Then I can check my beore and after RPM numbers by hooking up my trusty old spark plug wire inductance powered tune-up tach, and taping it to the handlebars temporarily.
Once again, it is my opinion that the problem with Savage gearing is NOT in the primary nor final drive ratios. If I were REALLY serious about getting the Savage gearing perfectt, I'd try to get a real machinist to collaborate on making new gear sets for first and fourth or fifth gear on the main and counter transmisssion shafts. Not an easy thing to do, but it is the ultimate solution IMHO.
Perhaps, Paul, posting as Smokin_Blue on the Chain vs Belt thread could be convinced to lend his machinist experience to discussion of such. I have experience in all shops of manufacturing except machine parts. I can cut, fab, fit, weld, industrial paint. Instrument and electronics tech etc... but I never worked the machine shop. Nor did I care too, but now in semi-retirement I'm wishing I knew more about it. Oh, I'm trained to measure parts with instruments to see if they need replacement, re-chroming etc... I just don't know how to run any machines except a drill press, and I always considerd that more a fab shop job like punching and shearing than a machine shop job.