carb out to 39mm and equipped it with his Quad Flow
Torque wing. We had expected him to use the innovative
Intelajet supercharger mod that works so well on the
250SX, but Dick said that the 300 already had abundant
power and only needed a bigger carb. Plus, taper-bor-
ing the carb was a lot cheaper than taper-boring it and
installing the Intelajet system ($295 compared to $425).
During testing, Chuck Sun decided that he wanted to
add a 9-ounce Steahly flywheel weight to broaden the
powerband and put the power to the ground at low-to-
mid rpm. The exhaust system of choice was an FMF
300XC Fatty pipe. Dick cut his teeth back in the dark
days of KTM history, fine-tuning the old PDS, single-
shock, no-link system, so he is very happy to be working
today with the more socially acceptable rising-rate linkage
system. Dick re-valved the shock, changed the spring rate
and added a longer shock linkage. Up front, he reworked
the WP forks by adding all-new valving.
Our test protocol was to have one of our Pro test riders
hammer the bike hard for a couple hours and fill out a
test report. It was all positive. Not only did the Pro think
the bike had strong and usable power, he felt that it
filled in both ends of the curve to make a seamless style
of power that was always Johnny-on-the-spot.
The next step was to race our relatively stock KTM
300SX kit bike against Dick’s Racing’s fully modded KTM
300SX. To make the test more authentic, we had the
MXA test riders race the bike in two motos and then
switch to Dick’s bike for two motos. We also made Chuck
Sun do the exact same musical-chairs race test—because
only by racing will you fully push hard enough to test
the parts under extreme stress.
The end result, after we discounted everything that
Chuck Sun had to say about his own race bike, was that
the Dick’s engine was faster, smoother, more manageable
and easier to use than our stock 300 kit. It gained two
more horses over the power we had already gained with
just the big-bore kit. The engine was a winner.
As for Chuck’s suspension settings, MXA’s Pro loved
them, as did Chuck, but our Vet and Novice test riders
thought they were too stiff, which Dick said he could
easily fix—but on this bike he was catering to Chuck’s
KTM can’t keep 300XCs or PowerParts 300cc kits in
stock. More and more people are enamored by the
concept of building a bike so special that not everyone
has one. However, only a handful have the wherewithal
to build exactly what they want. Dick Wilk is the man
with a plan—to help a man with a dream.
For more info on Dick’s Racing, call (916) 705-3193
or go to www.dicksracing.com. ❑
The Tusk wheelset retails for $499 for both front and rear
wheels. MXA has tested these wheels before and found that
they hold up well.
Feeding fuel into the KTM 300SX was a taper-bored 36/39mm
carb mod that flowed more fuel from mid to top. The bigger
carb required a much larger main jet (from 158 to 175), while
the pilot jet was reduced to a 40. Dick also added a Quad Flow
Torque wing on the front side of the carb to eliminate intake
The Ride Engineering top triple clamp featured rubber-mounted
bar mounts and a Honda HPSD steering damper behind the
front number plate.