The future of “smart bikes” is here. Twisted Development tells
the brain of your bike what to do when you want it to.
The full FMF exhaust system on the FC450 was tailored to
work with the Twisted Development powerhouse.
tungsten was welded on (the same tungsten that is used
on men’s wedding rings). Tungsten was used because
of its high density (it is heavier than steel). The actual
amount was determined by the piston. This is achieved
by rolling the weight of the piston over an inertia machine
and then adding the appropriate weight so that when the
piston is moving up and down, no counterbalance is needed, it makes for a smoother-running engine. This process
also decreases vibration, allows the engine to rev faster
and increases the response of the engine (thanks to the
true crankshaft). Jamie designed a special piston that JE
Pistons made for him. All the cylinder head porting is done
in-house. Jamie told us a lot of his power gains come from
how efficiently he gets air and fuel to flow through the
400-thousandths-of-an-inch gap between the valve seats.
Jamie estimates 80 to 85 percent of the power he produces
comes from the piston up. The remaining 15 to 20 percent
comes from the piston down, where he makes the engine
run freer with crank balancing and WPC treatments on the
engine internals (like the transmission).
Let’s skip ahead a bit to give you a taste of what 65
raw horsepower felt like at full tilt. Jamie put the brain of
the bike in hibernation mode so the MXA test riders could
experience the raw output of power. The bike was almost
unrideable. The response of the bike was too fast for our
There are a lot of factors involved in getting a good
jump off the gate. Clutch feel, throttle position, body and
feet position, reaction time, listening to the engine rpm,
and managing the front brake all at once can be tough. A
combination of too much throttle and dumping the clutch
will either loop you out or cost too much traction at the
rear wheel. Doing the opposite will leave you in the dust.
Jamie makes the dynamics of the start simpler by teaching
the “brain” what to do. Jamie can set the max rpm of an
engine to whatever he wants. On Josh Mosiman’s Husky,
he set the cap for 10,000 rpm. This made metering the
throttle dummy-proof. For outdoors, a rider usually needs
full power out of the gate. For Supercross, due to the high
traction on the dirt and then the slick surface of going
over the gate, Jamie actually detunes the engine. Now
the rider can dump the clutch and hold the throttle wide
open and he will get off the gate the same each and every
time—as long as his body positioning remains consistent.
Once the clutch is fully disengaged, a load is then put on
the engine, which drops the rpm below 10,000 rpm. This
drop in rpm disables the rev limiter and starts a timer that
Jamie programs in.
Timer? What timer? In the Vortex ECU (the brain of the
bike), a timer can be set to 999 seconds when the 10,000-
rpm trigger is hit. This 16 minutes and change allows
Jamie to put whatever custom map he wants in before it
switches over to the next map of his or the rider’s choosing. To implement his strategy, Jamie installs a map that
pumps out full power without all the rough edges we experienced earlier when the power was in its raw form. This
full-power tactic will out-power the other bikes, allowing
We have absolutely fallen in love with the WP Cone Valve
forks and shock. This is what real suspension is all about.