This cobby drain plug O-ring had to go.

This is the unusual semi-flat slide.  Sort of half round, half flat.  It works well.  That little doohickey on the right is the piece that I needed to enlarge the socket in (to accept the cable).

The stock rubber manifold works OK with the PWK but the fit is a bit loose. The stock clamp won’t fully tighten the connection.  A narrow stainless-steel worm clamp tightens it right up. An Ideal 5/16” wide #36 clamp works good.   If you prefer a real tight fit, pick up a Mikuni manifold (part number HS42/018-42K).  It’s a perfect fit.

The Old School S&S Super-E.  

The S&S Super E is a fixed venturi carburetor.  It’s 19th century technology at its finest.  The venturi is 40mm.  It has an adjustable accelerator pump.  It flowed 191 cfm @ 15” H2O.

Installation 1:  This carburetor was not intended for installation on the Savage, it was designed for a Harley Davidson V-Twin.  The Super-E was VERY difficult to install on the Savage.

Tuning 1:  The Super-E was equally difficult to dial in.  It required modifications to the intermediate and main air bleeds, and countless hours of fiddling around with emulsion tubes, transition ports, float level, mixture settings, insulator blocks, etc.   It was a challenge.

Final jetting for this engine setup was: Main Jet #68, Main Air Bleed #140 (Mikuni), Intermediate Jet #26.5, Intermediate Air Bleed #80 (Mikuni), Float Level 1/16”, Idle Mix Screw 1-3/4 turns, accelerator pump 1 turn.

Drivability 2: It is an OK carburetor for a daily driver and a fun carburetor for a hotrod.  Drivability is sketchy.  It starts easy, almost always on the first crank.  Quick warmup.  Idles OK.  Great throttle response (really raps when you whack it).  Sometimes runs rough & hicups.  Cruises a bit choppy.  No afterfire, no KABOOM.

Acceleration 3:  The Super-E pulled a 4K to 7K time of 2.90 seconds.  It is tied with the VM38.
 
Fuel Economy 1:  The Super-E got 49.2 mpg.  Dead last.

Maintenance 4. Maintenance on the Super-E is super.  You don’t have to remove the carb for much of anything.  Minor adjustments to the mixture can be accomplished by swapping air bleeds (which are external).  Removal and replacement of the entire carb is also very easy.    The float bowl has a plug so draining the bowl and changing the main jet is easy.
 
Total score for the Super-E is 12.

To install the Super-E on the Savage, I needed a custom intake manifold.  That turned out to be a lot more difficult than I anticipated.  I spent a lot of time just machining the manifold.

For the stock throttle cable to fit the S&S cable bracket, the 90°elbow must be modified, and the barrel end too.  That was one of the easy parts of the install.  The modified cable is on the left, stock cable on the right.

Changing a main jet or draining slop out of the bowl are as simple as removing this plug.  Of course, socket head screws are a must for securing the float bowl to the carb body.