The 2019-22 350 XCF / SXF / FX / FC Bike Build
These new 2019-2022’s are a game changer folks.
They made a few, but very important changes in the right direction, radically changing the bike for the better (over the 2016-18 models).
When we bought the bike, the reason it was most appealing to us, was the fact that for 2019 it got the DDS clutch. And that changed it all.
You see, from this side of things, one of the most asked questions of 2018 was, “do you make a clutch weight for the 2016-2018’s?"
And the answer was always no, or we’d have one listed for it. It just couldn’t be done for that style clutch.
Well, now it can be done, and that's exciting news because owners of this bike will be that much more satisfied.
We’ll get back to the clutch weights in a moment, but for now, let’s get started with our 2019-22 350 XCF / SXF / FX / FC Bike Build.
So how much juice does this 2019 350 XCF pump out?
54 horsepower. Which is the same as last year, and the year before.
This is map 1 vs. map 2 below. Map 2 is the blue line, which is the more powerful acceleration, vs the more linear acceleration of map 1. This run is in 3rd gear.
So here is the thing about the 350 xcf, which is really the same thing with the 17-18 350 xcf, and that is, It has enough mid - top end power to do almost anything. Our main focus is shooting for not only more bottom end, but making it more rideable.
In this case, more rideable means lowering the chance of flameouts and stalling, and getting a smooth, strong bottom pull. This will make offroading that much more enjoyable.
It's important to keep in mind, that this engine is the motocross engine, with just another gear added. The rotating assemblies in the engine are light, so that the bike accelerates quick.
The bottom end power is a bit weak, as a trade off for having all that top end. For something like WORCS racing, or faster desert racing, this engine is totally acceptable.
For things like single track, tighter stuff and racing like GNCC stuff, we can definitely make some improvements.
Ok, now let’s start with fixing the biggest problem we hear about from riders and race teams alike…
In-Tank Fuel Filter
One of the biggest frustrations we hear from riders and professional race teams is the inadequacy of “stock” in-tank fuel filters.
In case you don’t know what they are, they are like the first line of defense for the fuel entering your bike.
Not only are the stock in-tank fuel filters a small size and low filtration level for these bikes - sooner or later they will split from the fuel injection pressure and break inside your tank - which means you’re going bike is going to be running poorly or not at all!
Above is our newest in tank filter. You can see that the shell is aluminum, so it can't split and leave you stranded. Also, the filter is made from cleanable stainless and is 35 microns. It's a lifelong filter, as you clean the element rom the inside out
There’s a few other filters on the market that may seem like they would work, but be careful because they most likely can’t handle the 50 psi pressure the fuel injection system uses.
So unless you want to possibly take a long walk home because your stock filter blew apart for no reason, then we suggest just getting our tried-and-true filter replacement.
Fuel Pump
The stock fuel pumps that come on the new bikes are made in China and don’t work very well. Our fuel pumps are much better in quality, performance, and reliability.
And it’s almost impossible to find a better solution anywhere, so we sourced our In-Tank Fuel Filters from Taiwan, because the ones from China are no good.
Also - we test each fuel pump before shipping it out to you, just for quality assurance.
The "In-Tank Fuel Filter / Fuel Pump" Bundle
You can get the In-Tank Fuel Filter and the the Fuel Pump separately, or together in our bundle.
You can pick it up below for only $139.95
Now that we’ve covered everything inside the fuel tank, let’s go over the fuel system outside the bike.
Fuel Line Bundle
Next is this fuel bundle kit we offer, and explain each of the parts and why they can help you.
First is the High Flow 90-Degree Fuel Fitting we make. It's important because the stock 90 degree fitting, just can't keep up with fuel flow, when needed. If the stock 90 is causing a 350 FE model to lean out at only 9,000 rpms, you can bet it's holding this thing back at it's 13,000 rpm top end. It only starts to back up after about 3 seconds of being held wide open.
Second thing in line is the Large Area Quick Disconnect Fuel Filter you see. It's much more free flowing than the stock part, and also has a 10 micron screen in it thats 6 times larger than the stock filter, so it won't get the dreaded "clog and bog" out on the trail.
Last is our now famous Fuel Rail. It gives you a straight shot of fuel to the injector, instead of a restricted flow of fuel, which helps everything from starting, to response, to get up and and go, to lowering stalling and flameouts.
You can pick it up below for only $124.95
Grunt Exhaust Manifold
The Grunt Exhaust Manifold is made from 7075 aircraft grade aluminum, and has a high temperature O-Ring to help seal the head pipe - which creates even more power, and lowers the chances of back firing.
Below, you can see the inner diameter and shape of the Grunt (left) is smaller and different than the stock manifold. Getting it as small as you can before you start losing top end power is the goal.
This increases exhaust velocity and helps with off idle to mid range response and acceleration.
The dyno chart below is a 3rd gear run with the throttle fixed at 1/4 throttle. You can see the nice gain the Grunt Exhaust Manifold gives. And this is really the area most people ride in.
The Grunt Exhaust Manifold bolts to the cylinder, and the exhaust head pipe fits over it, and it’s easy to install - especially considering the gain that it gives you.
Also, there is no re-programming required for this change.
You can pick it up below for only $89.95
Clutch Weights
As we mentioned earlier on this page, one of the biggest reasons we were excited about the new 2019 bikes is the ability to use our clutch weights.
The first one is our 9 oz Clutch Weight.
It fits with the stock clutch cover, and adds traction and higher rotating engine mass to significantly help minimize stalling and flameouts.
If you want to see them in action, check out this video on our YouTube channel: Ride Your KTM or Husqvarna Up Hills at Low RPM's Without Stalling
To install them, you just lean the bike on its side, remove the cultch cover and remove the stock clutch bots.
You don't remove any clutch components. The weight just gets added to the top of the assembly and the stock bolts get re-used.
You can get the 9 oz Clutch Weight below for only $49.95
Then there is our bigger 11.2 oz Clutch Weight.
This is the one that really helps keep the motor spinning and avoid stalling / flameouts. It has to be used with our billet clutch cover so that it fits.
It has not been reported of any loss of acceleration on the 350. Maybe on the 250 but no reports of it.
One of our local fast guys easily pulled the holeshot and won his class the other week, on a GP style course, on a 2019 FX 350 with all of our mods installed on his bike (including the 11.2 ounce clutch weight).
So the power and performance is still there, and it's all real-world tested.
You can get the 11.2 oz Clutch Weight below for only $49.95
*The Billet Clutch Cover below is required to fit the 11.2 oz Clutch Weight. You can bundle and save below as well.
