After the dyno runs, Strikwerda and I took the bike back into the shop. There, the T-handles started twirling and didn't stop until 5:45 that evening. Pro Circuit has been on the map forever, and Mitch Payton's reputation and aggressive winning attitude precedes every piece of MX technology emblazoned with the globe logo. I was excited to see what they could do in a day, and they didn't fail to impress.Apart from the suspension, every part replacement, every modification and every setting on our stock-to-sweet bike was completed in front of me that day at the shop. We had an extra set of stock suspension sent in a few days earlier to get a head start. Strikwerda and technician Brian Radovich-who, interestingly, went through at least four cans of contact cleaner-worked like mad. In fact, everyone in the shop had a hand in the bike. Pro Circuit is a big machine with a lot of moving parts. At one point, Strikwerda was on the phone answering an exhaust question from a customer, holding a bike to dyno for one of his amateur racing teams, writing down jetting specs for a Honda and smiling while I took his photo. Meanwhile, Radovich was busy removing our worn piston while Josh Westhoff was in the corner changing tires and applying graphics, and Preston Egan was checking the valve seats and suction inside the torn-apart head. I counted at least seven people working on our bike at one point. This, of course, was while they worked just as hard on their customers' projects. The Pro Circuit shop isn't just on the gas-they're on race gas.As they worked their magic, I was amazed at how much time I had on my hands. So I tried to stay out of the way and observe the condition of all the old parts as they were disgorged out of the bike. The piston came out clean, as did the cylinder. The cross-hatching was still very visible, and there were no scratches on the surface or signs of piston slap. The valves on the motor were also still within spec, though a little tight in spots. The PC guys were set up to do a complete head job if necessary, but our bike was remarkably solid, so we just swapped the piston and rings for the Pro Circuit race piston and buttoned it back up. As we said earlier, we like our bike mods here at DR to be practical, reasonably priced and to have a significant impact on the motor's performance. We weren't looking for a fully built multithousand-dollar race motor with the life span of a gnat. We wanted stock reliability with that little extra push. In accordance with this attitude, Pro Circuit's jetting specs went into the carb, as did a full Ti-4 GP exhaust. As always, we kept it quiet with the company's 99-decibel tip in the muffler, which actually only blew 97.3 when tested at the Dirt Digger Hangtown amateur National. The PC staff assured us that was all we needed to get the power improvements we were looking for.The suspension was set up to be moderate as well. A revalve dialed to my weight and ability is more than adequate since I don't plan on hitting any supercross obstacles, ever.Those were the major modifications. Of course, all the little stuff (graphics, anodized bling, updated controls, a new drive system and a thorough cleaning of every nook and cranny) adds up to a very, very full day. I'm still amazed they got it done. It wasn't, however, without a headache or two.Before I loaded up and headed home with my brand-new bike, we had to do the "after" dyno run to see, on paper, what the improvements had done. Strikwerda did a parking-lot break-in, and we strapped the bike on the horsepower contraption to see what we could make. Then the problems started. The bike sounded great on the stand, but at about 8000 rpm, we developed a bad case of the cutouts and the motor would surge madly. The techs went to work again and deciphered that an electrical problem was definitely to blame.