Behind the Wheel: HPI Savage 25 Limited Edition

by George M. Gonzalez

YOU’LL NEED
12 AA batteries
7.2-volt stick pack
Battery charger
Fuel		 WE USED
Duracell
DuraTrax DTX 3600
DuraTrax Piranha
HPI Power Fuel 30%
The original Savage was powered by a big block .21 engine and sported many original features like a twin vertical plate aluminum chassis, a double arm, C-hub suspension with super-long coil-over shocks and aluminum lower chassis plates with rugged molded skid plates and bumpers. HPI increased the displacement when they introduced the Savage 25, and they upped the anti even further with the Savage 4.6, which came with .28 power and a host of heavy-duty drivetrain options. HPI also offers a kit version known as the Savage 25 SS for those do-it-yourself types.

The next version that left the production line is the Savage 25 Limited Edition. A close ratio 3-speed transmission is its most monumental feature, but dual disk brakes and an aluminum tuned pipe boosts performance across the board. It also features an upgraded servo saver system that provides more steering torque, a new paint job that improves its curb appeal and many other cool features to earn the Limited Edition status. I’ve always been a big fan of the Savage, but I couldn’t wait to here it shift gears – twice. So how much faster is the LE? Let’s find out.

TESTING After break-in I headed to my street to ring the truck out and collect some radar speed data. The LE made several 35 MPH plus passes in front of the radar gun while I tuned the engine, and it posted a 37.9 MPH best once the carb was set for maximum performance. That’s a few MPH faster than the Savage 25 RTR, but according to the radar data, the LE reaches top speed in less time and in a shorter distance.

I noticed how effective the dual disk brake system is when I stayed on the throttle too long and had to clamp on the binders to prevent slamming into the curb at the end of the cul-de-sac. The truck did a forward endo, flipped onto its lid and slid 15 feet before plowing into the curb. Ouch! After flipping the truck back over it was ready for more abuse, but before continuing I dialed out some of the braking force by loosening the knurled linkage stop on the brake lever.

Like all the other Savage models, the LE handles the asphalt well, but the Dirt Bonz tires are not the ideal choice for the tarmac. The tiny bone-shaped knobs will wear down quickly, so you might want to invest in some all terrain tires if you plan to do a lot of street racing. Fortunately the LE is compatible with wheels and tires designed for the T-Maxx, so the choices are virtually endless. Even though the LE is equipped with stiff black springs, it has a lot of body roll and the outside rear tire has a tendency to lift up when making sharp corners.

I could have spent the entire day making high speed passes up and down my street, but I was ready for some off-road action. Off I went to a dry lake bed near my house where many locals ride their dirt bikes and quads. I have an older Savage 21 that I’ve been bashing around for years so I knew the LE can handle just about anything. As expected the suspension did a fantastic job soaking up the bumps and cracks and it was able to muscle its way through tumbleweeds and other plant life thanks to the torque on tap. Every time I pegged the throttle, the LE shot sand, rocks and dirt out from under its tires and before long there was so much dust in the air that I could barely see 10 feet in front of me.

Jumping is perhaps one of the truck’s best virtues. There were a ton of natural berms that were perfect for launching the truck into flight. The relatively stiff suspension acts like a spring board and catapulted the truck off the crest of the jumps. The LE is stable in flight, but making mid-air corrections takes a little practice. Grabbing too much brake will flip the truck forward, and too much throttle input will flip it backward. I found that letting off the gas the moment to truck hits the lip of the jump provides a perfectly level flight. One thing is for sure, the landings were always predictable because the abundance of suspension travel allows the truck to touchdown with little drama.

Like most 4WD monster trucks, LE has a noticeable push – especially under power, but letting off the gas before entering the corners helps the front tires dig in and turn in much harder. The revised servo saver really helps in the steering department because the stock steering servo didn’t feel underpowered at all. Overall, I was very impressed with the LE’s box-stock capabilities.
CHASSIS
Twin vertical plate aluminum chassis
» Aluminum sub chassis plates with molded skid plates
» Heavy-duty front and rear bumpers
The Savage LE’s chassis remains unchanged from all the other Savage versions, but why mess with success. The front and rear gearboxes, transmission and radio box are mounted between the two 2.5mm stamped aluminum chassis plates and the completed structure is rigid and tough. An aluminum roll bar protects the engine and body in a rollover and it doubles as a handy carrying handle. The radio box is enclosed to protect the electronics from dirt and moisture and the cover is held in place by 3 body clips. The radio box cover fits very tightly and the front body clips are hard to access, which makes it a little difficult to remove and install. With a little practice and a pair of needle nose pliers, however, the radio cover becomes easier to remove and install.

 

DRIVETRAIN
» Shaft drive 4WD
» 3-speed transmission
» 4-gear bevel diffs
» Dual disk brakes
» Slipper clutch
The Savage LE’s most exciting feature is its close ratio 3-speed transmission. The first gear ratio is the same as the standard 2-speed transmission, but the difference between first and second gear is very close so the engine doesn’t lose as much RPM when it shifts gears. This provides greater mid-range punch because it keeps the engine within its power band when it shifts gears. The third gear is slightly higher, which gives the Savage the ability to reach higher top speeds. The truck comes equipped with a steel, 15-tooth clutch bell and 49-tooth spur gear, but a 19-tooth clutch bell and 47-tooth spur gear is included to give you 4 different gearing options.

The front and rear diffs are beefed up 6-gear units and the metal bevel gears are hardened for extra durability. Dual disk brakes with vented steel rotors provide twice as much surface area than the original single disk brake system for greatly improved stopping power. Front, center and rear steel dog bones provide full time 4WD and the entire drivetrain and wheels spin on maintenance-free rubber sealed ball bearings.
The dual disk brakes are exclusive on the LE and Savage 4.6. The vented steel calipers have twice as much surface area and provide strong braking power with minimal fading.

A slipper clutch with thickly cast pressure plates provides additional protection against gear stripping. The LE includes two clutch bells and two spur gears to broaden the gearing choices.
Here’s a good look at the inside of the 3-speed transmission. There are a lot of gears in there and most of them are metal for extra durability. There’s even space to install the optional reverse module.

ENGINE ACCESSORIES
» 3-shoe clutch
» Roto-Start equipped S-25 engine
» Polished aluminum tuned pipe
» Large diameter dual element air filter
» 160cc primerless fuel tank
The Savage LE features the same Nitro Star S-25 engine as the Savage 25 RTR. The dual chamber, aluminum tuned pipe is perfectly matched to the S-25 engine and provides improved get-up-and-go. The etched HPI logo looks great.
A polished aluminum dual chamber tuned pipe is a great improvement over the standard composite pipe because it boosts performance across the board. A 160cc primerless fuel tank provides long run times and the pickup is molded in the back of the tank for improved fuel delivery. The tank is held in place with two body clips, which makes it easy to remove for maintenance and cleaning.
SUSPENSION & STEERING
» C-hub, double arm suspension
» Super-long fluid-filled shocks
» Oversized steel hinge pins with anodized-aluminum braces
The LE’s suspension is classic Savage stuff. Beefy lower H-arms and C-hubs have proven their durability in the hands of thousands of Savage owners. The fixed length upper arms do not allow camber adjustment, but optional 2-piece units with turnbuckles are available for those that like to tinker. The super long, fluid-filled shocks provide seemingly endless suspension travel and they’re equipped with firm black springs that reduce body roll and keep the truck from bottoming out when landing from huge jumps. The molded shock towers are very stout, but they only have one mounting location for the shocks, which limits tuning. The suspension arms only have one mounting location as well, but most monster truckers won’t find this to be a disadvantage because they just want to play and not worry about tuning options.

Steering has been greatly improved thanks to the fully adjustable cam-style servo saver. The servo saver tension is adjustable, but unfortunately the knurled adjustment knob is impossible to access without disassembly. Fortunately, HPI sets the servo saver a little on the tight side to allow the high-torque SF-2 servo to do its job effectively. I noticed a huge improvement in the steering department the first time I drove the truck. The bellcranks link up to the steering hubs via threaded rods, so toe adjustment is possible with some disassembly. Identical links are used in the rear to adjust rear toe.
The C-hub, double arm suspension is standard Savage issue. Note the revised metal hex adaptors and super-long fluid-filled shocks. The molded suspension pieces have proven to be tough.
Like all other Savage models, the LE has a wide track suspension for improved handling. The large skid plates and bumpers provide a great deal of crash protection. The body mounts are adjustable to accommodate aftermarket bodies and a set of tall rear mounts are included for using SUV type bodies.
The dual bellcrank steering servo has been upgraded with a cam-type adjustable servo saver system. The servo saver tension is completely adjustable—too bad it’s almost impossible to access when the truck is built. Fortunately it’s set tight at the factory.

 
FACTORY OPTIONS
» Threaded aluminum shocks—item no. A712
» Graphite TVP chassis set—73818
» MIP CVD axles (front or rear)—86140
BODY, WHEELS & TIRES
» Painted and decaled GT-1 body
» Chrome 6-spoke wheels
» Dirt Bonz tires
The Savage LE gets its own colors, which distinguishes it from other Savage models. The blue, silver and graphite gray paint scheme looks great and HPI even applies the decals for you – hey, one less thing to do. You might want to consider making an opening in the front windshield and remove the drivers’ side window for extra cooling, though. I’m glad that HPI opted to equip the LE with off-road racing rubber instead of the monster truck tread used on the Savage 25 RTR. The Dirt Bones tires have small bone-shaped lugs that allow it to hook up better on a variety of surfaces. The tires are supported by foam inserts and they’re bonded to racy-looking chrome 6-spoke wheels.

The Savage LE is outfitted with HPI Dirt Bonz tires and cool looking 6 spoke chrome wheels.
The tires are great for racing and bashing around on dirt.
SPECIFICATIONS
HPI Savage 25 Limited Edition
Contact hpiracing.com; (949) 753-1099
Price $499 (varies with dealer)


Dimensions and weight
Overall length 20.25 in. (514mm)
Wheelbase 13.39 in. (340mm)
Width 16.77 in. (426mm)
Weight as tested 15.3 lb. (6945g)


Chassis Twin vertical plate (aluminum)
Drivetrain type Shaft drive 4WD with enclosed gearbox
Clutch 3-shoe
Transmission ratio (1st/2nd/3rd) 25.56:1/20.41:1/16.55:1
Final drive ratio (1st/2nd/3rd) 7.82:1/6.75:1/5.06:1
Differentials 6-gear bevel diffs
Drive axles Steel dog bones
Brake Dual disk with vented rotors


Suspension type C-hub with lower H-arms and fixed upper arms
Inboard camber link positions F/R 1/1
Outboard camber link positions 1/1
Shocks Fluid-filled, plastic body with O-ring seals
Upper shock positions F/R 1/1
Lower shock positions F/R 1/1


Wheels Chrome 6-spoke wheels with 14mm hexes
Tires HPI Dirt Bonz tires (3.25x5.5 in.)
Body Factory painted HPI GT-1 truck body


Engine Nitro Star S-25
Construction ABC
Ports 5
Carburetor Composite body, dual needle slide carb with a 7mm bore
Manifold 180 degree, tubular aluminum
Pipe Aluminum dual chamber


Transmitter HPI TF-4 3 channel, 27 MHZ AM
Steering servo HPI SF-2
Throttle servo HPI SF-1

 


DYNO DATA: Nitro Star S-25
» Composite body carb
» ABC construction
This proven power mill has a large billet aluminum heat sink head for improved cooling and a two needle slide carb with a 7mm bore for easy tuning and smooth power delivery. The crank case is black-coated for good looks and the extra webbing increases rigidity, while providing extra cooling. Inside the engine you’ll find a beefy, double bushed aluminum connecting rod and an aluminum, brass and chrome (ABC) sleeve to stretch the time between rebuilds.
INCLUDED ELECTRONICS AND ACCESSORIES

TOOLS AND ACCESSORIES
The Savage 25 LE is equipped with a 15-tooth clutch bell and 49-tooth spur gear, but you also get a 19-tooth clutch bell and 47-tooth spur gear to broaden the gearing choices. Two pre-lubed air filters and two pre-filters are included - one air filter comes installed on the truck, but you get a spare, which is cool. You also get a bag with extra linkage ends, screws and body clips along with 4 “L” shaped hex wrenches and a wheel wrench. toggle switch that comes in handy if you decide to install the optional reverse module inside the tranny.

HPI TF-4 Radio
The TF-4 radio is manufactured by Futaba for HPI, so you know it’s a quality unit that should provide years of trouble-free service. The AM radio is on the 27 MHZ band, which limits the amount of channel choices, but most RTR vehicles use the same band, so I can’t really complain about it. The radio features a steering dual rate knob, but I left it set to maximum travel to give the truck as much steering throw as possible. It also has a 3rd channel toggle switch that comes in handy if you decide to install the optional reverse module inside the tranny.

HPI SF-1 and SF-2 servos
The standard, plastic gear SF-1 servo has no problems operating the throttle and yanking on the brake lever thanks to the improved throttle horn and linkage system and the extremely effective dual-disk brake system. The SF-2 is a plastic gear high-torque unit with approximately 80 oz./in. of torque. The revised, cam-type servo saver system allows the servo to do its job pointing the tires where they need to go.

HPI Roto Start System
The Roto-Start electric engine starting system is a huge bonus because it simplifies engine starting dramatically. It would be nice if a 7.2 volt battery pack and an overnight battery charger were included. These items would drive the price up a little, but you can’t start the truck without them, so why not include them.
With the radio box cover removed, you can see the steering servo, receiver and 4-cell battery holder. There’s plenty of room to install a rechargeable receiver pack if you like. The throttle servo horn has a stronger band for improved throttle and brake response.
THE VERDICT
The LE is a refined monster. The 6-gear bevel diffs, aluminum tuned pipe and revised servo saver system increases improves performance and reliability. The 3-speed transmission, however, is by far the coolest feature because it raises the wow factor significantly and provides quicker acceleration and top speed. The Savage Limited addition is a great addition to the Savage lineup all the great features that are built in to the truck makes it a solid value too.

SOURCES
HPI Racing hpiracing.com
DuraTrax duratrax.com.
TUNING TIPS
Easier break-in
Before you start the engine for the first time, turn the idle speed screw clockwise about a half turn to raise the idle. Next, turn the low-speed needle valve clockwise 1/8 of a turn to lean the low-speed mixture slightly. The engine on our test sample required these adjustments to prevent the engine from stalling during break-in. Keep in mind that you’ll need to lower the idle speed by turning the screw counterclockwise as you gradually lean out the high-and-low-speed needle-valves and complete the break-in process.
BONUS
» 3-speed tranny
» Dual disk brakes
» Roto-Start
» Polished aluminum pipe
BOGUS
» Fixed upper arms
» Dog bone front axles
» Radio box cover is difficult to remove and install
KIT RATINGS
Instructions (9) Complete assembly manual, engine break-in and tuning booklet and separate 3-speed tranny update sheets included.

Parts fit and finish (9.5) Quality factory assembly, radio set perfectly.

Adjustability and maintenance (8.5) Like all other Savages, it’s easy to tear down and wrench on.

PERFORMANCE RATINGS
Acceleration (8.5) The close-ratio 3-speed boosts the truck’s get-up-and-go. It pops wheelies on demand on high traction surfaces.

Turn in (7.5) When set tight, the adjustable servo saver sends all the torque from the servo to the front tires for improved turn-in.

Corner speed (7.5) The Savage LE carries good speed in the corners, but has a tendency to drift to the outside.

On-power steering (7) The truck pushes under power, but it can still carve fast laps.

Braking (9) The dual disk brakes are very effective and can stop the truck on a dime.

Bump handling (9) The Savage LE absorbs smaller bumps with ease, but the truck can get tripped up on ruts and other track obstacles – especially while cornering.

Jumping (9) The truck loves to jump and the massive suspension travel provides cushy landings without bottoming out.

 

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