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Like all aftermarket exhausts these days, the LeoVince X3 pipe has a tough job to do. It has to not only outperform today’s stock exhausts--which are pretty good, for the most part--but it also has to distinguish itself in a market full of four-stroke exhausts of every shape and material. But on my CRF450 it did just that, delivering a highly usable midrange surge that produced competitive power in a uniquely quiet and low-key way.

Function Having just taken a Pro Circuit Ti-4 exhaust off my bike, the LeoVince system initially sounded tame in comparsion to the stout tone of the Pro Circuit. But that polite note mostly dissolved upon the first roll of the throttle. Right from the low end, the LeoVince system picked up with healthy torque and a throaty bass rumble. And that surge carried all the way through to the lower part of the high end, where it asked me politely to shift again. But despite the crisp delivery, the LeoVince's tone is slightly more subdued than some of its competitors--a good thing in this world of increasingly noisy thumpers.

At first, the mid-centric delivery felt strange since I had been riding for months with the Pro Circuit pipe. The Pro Circuit system explodes with a midrange hit that carries fairly high in the powerband--and makes enough noise in the process to let you know that you’re going fast. But the LeoVince system does its best work when it’s in the heart of its upper-midrange rumble--a stretch of the powerband that sounds more like a percolation than a scream. Once I realized this, I learned I could carry the bike a gear tall without losing thrust. Better yet, I could use a high gear to snake through tight sections, relying on the system’s torquey delivery rather than the clutch. I suspect vet riders who prefer to stay away from the rev limiter may also particularly enjoy this linear midrange surge.

Compared to the stock exhaust, the LeoVince system adds considerable power throughout the low and midrange without taking anything from the top. In fact, the top-end power may also be improved (as LeoVince's dyno charts claim,) but it's hard to tell on the track since the midrange is so strong in comparison to that of the stock pipe. That said, a rider who switches his stock pipe to a LeoVince should be prepared to shoot for the midrange sweet spot. You can rev out the LeoVince pipe if you want, but doing so wastes its greatest assets.

Form The fit and finish of the Italian-made LeoVince is top notch, and its titanium construction tips the scales much lighter than the stock system, right on par with the other titanium offerings on the market. It mounts up using a sleek carbon fiber ring mount on the canister and vibration dampening springs at the cylinder.

Another perk is the head pipe’s carbon fiber guard. This trick-looking piece not only protects against damage, but also prevents the head pipe from burning your pants. Were all my pants not already ruined by months of running the guard-free Pro Circuit head pipe, that little piece would be saving me lots of money. I’d really like to see every pipe manufacturer start including a guard like the LeoVince’s.

Verdict While I still can’t bring myself to say anything bad about my Pro Circuit system, the LeoVince pipe offers an enticing alternative to the Pro Circuit’s rev-it-and-hang-on style of power (and provides a very distinct edge in both power and weight over the stock exhaust.) With the LeoVince pipe, you get very competitive thrust without the need to rev to the moon. And for a short-shifter like myself, that’s a beautiful thing.

Rating (out of 10): 9 This is a very good pipe--just remember that you needn’t scream it to get the best from it.

MSRP: $865.00

Tested on: 2006 Honda CRF450R

Contact: Big Valley Honda at 775-322-4311 or www.bigvalleyhonda.com or www.leovince.com