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May the tuner be Zachmann?

Ok danke. Deutsch, Englisch und ein paar Brocken Russisch. Holländisch kann ich verstehen, aber nicht sprechen.

While I don't care much about the specific topic here, I appreciate the input of everyone. I followed Ninos builds before. Nino, do you have a summarized list of the weights you took available? Maybe we can get in touch through mail or phone, I'm from Germany.

You're welcome. I did that to see what the engine character is really like, 250 on steroids or tame 450. Definitely the first. With that and everything else I have read and heard I was sold on the 350.

I don't see that happening anytime soon. These 450 engines are oftentimes shared throughout a wider product range in the powersports area. Nevertheless, my next bike will most likely be a 350. I wait now to see what the 2019 models will be like. If it's not worth the extra money to me, I get a used one and add...

So what happened with the Ti brake rotors?

There's a guy from Galfer on vital, maybe you can get ahold of him.

https://thumpertalk.com/forums/topic/475257-titanium-brake-rotors/ Maybe things changed and Racetech uses a different composition of Ti. Still though, I don't think it's used in MX or MTB and there must be a good reason for it.

I'm curious about the Ti rotors aswell, word on the street is they won't last long. I'm still trying to convince the wife to sell my RMZ and get a low hour 350.

To the guys having one, how does the topend hold up? What about the clutch and transmission?

Here it is. I took the dyno numbers from the Vital shootouts of 2017. For comparison I added my RMZ.

I overlaid the dyno graphs of the 250, 350 and 450 yesterday, as I'm interested in a 350 aswell and wanted to see how it looks like. The hp curve of the 350 looks like a 250 moved up in power everywhere with slightly more progressive power build up .

For a 30 minute moto, what would be the least tiring bike? I can see the Honda needing a lot of attention to keep it revving.

It's so strange to me they would make the bike that way. They certainly know what they are up against. Looking just at the dyno numbers, it's a disappointment. Sadly one cannot see how easy the rpms rise, that seems to be the defining character of that bike. Same with the KTM and Husky, they look almost identical yet build...

Well done once again. Although having a comparable engine design as the KTM, what would you say why the CRF is so far off of it on the dyno?

That's what I'm hoping for aswell. Ryan Hughes made some different remarks to the others. Ping also stated it's better off bottom in the aggressive mode. There's a difference between a weak low end compared to the mid and top, or compared to the other bikes, if you get what I'm saying.

Thanks for replying. Here's hoping this rough outlook from Dirt Bike Mag isn't as bad in reality. [Img=https://dirtbikemagazine.com/wp-content/uploads/2017/08/250-dynow-new-h…]

Additionally I can't stand when they are put into a position that when you rotate the tubes in the correct position for the stickers, the air screw isn't accessible anymore.

Sounds promising, especially since an ECU offers way more bang for the buck than any exhaust and doesn't lose value when you want to sell it. It might be a good idea to get the stock mufflers hard-anodized or cerakoted right after purchase.

Hey Michael, first of all thanks for the videos you put out, always very informative. Whilst at the intro, have you had the chance to find out what the Geico people learned so far? I like to ride my bikes in third gear most of the time, never really going down to second or even first gear. Currently I have...