Well Done,
I caught that bug as well, and did my training in a SW300CB. It was a very rewarding choice. An added bonus was that when I was offered a Hughes 500D to fly, it fit like a glove. I did my type endorsement with no difficulty, and had extra flight time left over for advanced training.
You will finish with the very valuable skill of precise throttle management, which other types are not as good for training. This may not seem important, but the added skill will make stuck pedal flying easier to master. I found that my ability to use the throttle with some precision made the stuck pedal work in the 500D easy, and I was able to fly right into a presentable landing, where the instructor was only really looking for an overshoot.
One piece of hard learned advice: depending upon how the throttle is set up, it may be extremely sensative during start to being opened too much, and overspeeding the engine. Going into the details here would be redundant, as you will be trained appropriately, just be alert to what you are trained, and take it seriously. I have thousands of hours following Lycomings with propellers around, but really did not realize how quickly that engine will accelerate without the rotor engaged, and no flywheel. Note that the tachometer cable seems to whip a little during start, and the result can be a jumpy tach pointer. Pay attention to your instructor when they explain this, during start, just because the pointer jumps around does not mean the engine is. Chasing it with the throttle will probably not make matters better - ask me how I know....
Engine overspeed (though not over the engine's red line, just the 1600RPM mark) results in a required inspection of a drive shaft. I know, because I spent a few hours helping to take the poor helicopter apart after I did it!
Other than that, have a blast! The 269/300 will soon feel like an extension of your hands and feet - you think, it will do!
Pilot DAR