Sorry to drag this up, I'm converting to a 14-45 setup tomorrow (hopefully) and I'm wondering if I need to plan on cutting tabs and running without the guard?

Got done with the 14-45 conversion a couple hours ago. Holy crap is it awesome! Thanks so much for all the great information here from all! '

Note: 14/45 fits just fine with the guards still on, standard chain however not o-ring

Motopsycho1305 wrote on 02/10/21 at 11:25:02:

Hello. I'm new to the forum and I am customizing 2 savages. 1 of them I am going to convert to chain drive and I want to either keep it as close to stock or maybe a little better top end. But after reading different posts from different sources there seems to be a difference of opinion on the number of teeth on both sprockets. So just reaching out to hear what you all think. Thanks

There's no "difference of opinion" on sprocket choice, it's just comes down to what you want. Also, some have installed different sized rear wheels, which effects the final drive ratio. For example, I use a 130/70-18 rear tire with 18/52 sprockets. At 60 mph, my tach shows 3,700 rpm. If for example I was using a 140/80-15 rear tire, I would need sprockets of 18/49 to have the same rpm at 60 mph. But I may not like how that combo accelerates.

Gear ratios are all about compromise.

Ordered this and a 14t. We'll see how it goes!

For those looking to do a 520 chain, it turns out that the Kawasaki EX400 twin (the modern 2018-2023 engine) sprocket shares the Savage output shaft spline pattern.  I got one from Vortex, #3270-17 (last two digits for the number of teeth).

Keep in mind that I've not looked at the parts other than fitting the Vortex sprocket to a countershaft that is not in an engine to confirm the spline fit.

If the retaining nut will bottom out on the splines before clamping on the sprocket, then I guess you need a spacer.  If it is just a spacer and not doing any drive (no teeth attached) then I don't know why it would need to have the internal splines as an appropriate ID/OD/thickness washer would serve to take the clamp force from the nut.  The splines in the spacer shouldn't be doing anything other than offering a little more surface area on the spacer for the nut to seat against.

Unless there's something that isn't too obvious, that's the way it looks to me.  I'll admit that I bought an extra 530 sprocket based on this thread, but if I don't see a need to cut it down I'll just make a steel spacer/washer (or see if McMaster has a nice hardened machine washer).

I agree with your thought that a stack of washers would probably be fine, however an old gear head I trust with my life gave me a strong no on that idea, he wouldn't elaborate and I cannot ask as this is the way of things with elders sometimes, but I can't imagine what the issue would be going this route.

The other plan is to buy a second sprocket and machine it down into a washer, which I have been considering and do have the second washer in my possession, the machining tools not so much but I have a dude to reach out to.