cool  make sure you post up any more info you have

I'd think that a fork stabilizer, if you don't already have one, would be a huge help at those speeds.

Can you pick shift points where the new rpm for each higher gear starts off at the torque peak, 3400 rpm?  I've read that this gives the fastest acceleration, but I haven't yet tired it.  If it works, please let us know.  The book says that the power peak is at 5400 rpm, and your observations are right in line with this.

Slight correction:  After flooding my carbs and having fuel pour out of the bike, partly due to the petcock being on Prime after a fillup at the gas station I opened up the airbox to discover I had still left the old stock air filter in there, which would explain my relatively rich a/f ratio in the 12s.  I have a new one I will replace it with and redyno it to see what the a/f ratio is.  I suspect HP will go up from 26 to 28-29 because I have the oil level at the middle in the sight glass now plus a clean and new air filter usually perfoms better than one that is dirty with tons of crap wedged in the pleats!

Here are the dyno runs, which were all done in 4th gear since it is closest to a 1:1 ratio, except for the 100 mph pull which was done in 5th, just to see how high it "could" go:
































You'll see that theoretically the Savage "can" go to 100 in terms of internal ratios, but the RPMS are higher than they should be and you are going past peak power!  

Correct, this bike is definately more Torque than HP which is why it feels so snappy compared to my Ninja 250.  Weight is only a little heavier than the Ninja 250 too.  I'm sure the stock head on the Savage has quite a bit of room for improvement...then again it was never designed for top end in the first place.

Also, I agree at top speed the Savage is quite stable in a straight line.  Lower center of gravity, longer wheelbase, and a little more weight, more rake....the bike really needs a 6th gear IMO!

A.

shiphteey wrote on 08/23/09 at 13:34:09:


You are fortunate that you did not go into a "Rocky the flying squirrel" imitation while doing that ... not smart dude.  

shiphteey wrote on 08/23/09 at 16:44:53:



You make a valid point; I do not know you or your experience level and it would have been better for me to ask you about those things first, so my apology for that ommision.  
That said, when I read something like "with me barely able to hang on and my helmet choking me",  my first impression is that someone is doing something foolish.  To me, regardless of your experience level, if you are barely able to hang on then your safety is compromised at that point, which is not a good thing.
When reading your post I thought I detected a bit of "brag" from you when you were describing what you did at speed, especially about looking down at the Busa guy, and rightly or wrongly that was a type of "judgment" on my part.   Sorry if that offended you, but that was the impression I got when reading it.
 
I tend to live on the safe side of the line.  Part of that is my age but mostly it comes from training and experience; having spent most of my adult working life in military aviation.   I have had my share of living on the ragged edge of life and death, and choose to avoid those situations when at all possible.  With that as some background on me, that may help you understand why I wrote what I did.  Nothing personal, that's just the way I see it.

So, bottom line, please be safe.
I enjoyed seeing the dyno info you posted on your Savage, and look forward to your future posts.

bill67 wrote on 08/23/09 at 18:55:32:



bill,I think you missed your calling.
A man of many talents and your timing is perfect.

The problem I had with the dyno posts is that they did not reference engine rpm, but mph. I find it difficult to believe there would be an air/fuel ratio, but not rpm. I can understand that the dyno measures mph, since that is its "native" measurement.

I thought it interesting that once off idle speed the mixture went to about 12:1. That sort of number is considered good for maximum power. Slightly rich is usually good, and it helps engine cooling. Airplanes usually go "full rich" for takeoff for that reason. EPA measurements do not usually include wide-open throttle, so the makers can go rich enough to get good power in a region not EPA tested.

I am a little suspicious of dynojet runs, because they do not test the engine under any sort of steady-state loading. They measure only transient loading. I think more realistic testing would plot the engine's torque and power at some steady speed under different throttle settings. But that sort of testing takes a LOT longer, is more expensive, and is much harder on the engine.