Daryl tried many different FMF pipes to fine-tune the power delivery. He opted for
the pipe that made the TC250 easiest to ride.
It made the bike more friendly to
ride and lessened the number of
shift points. Both of my starts were
inside the top five in a lineup against
500s and 300s. Internally, the engine
was stock, but Charles Jirsa had
employed his secret jetting and a
different slide, and VP MRX02 gas
was running through its veins.
( 2) Suspension. It took some
persuading, but Husky got WP’s Kyle
Guglielmetti to mount top-of-the-line
WP cone-valve forks, along with the
WP Trax shock, on my race bike.
WP sent it off to one of their WP
authorized dealers, PG Suspension, to
have it valved. They valved the components to my weight and skill level.
The owner of the company, Bart
Hayes, came out from North Carolina
to tune the WP suspension for me.
On the first lap at the prison test
track, I was all over the place. The
settings felt very far off from where
they needed to be. Bart informed me
the Trax shock and cone-valve forks
had a much wider range of adjustment than the stock setup. He was
right. Just one or two clicks made
a major difference. The Trax system
was hard to get used to. When the
shock feels the pressure on the rear-wheel decrease, it activates a mechanism that pushes the rear end toward
the ground. It had a notchy feel to it,
but did deliver increased traction to
The big-bore 300 that Factory Services made for Daryl was too fast for mere
mortals. Husky switched out the engine for a 250 to make it more manageable.
the ground. The cone-valve forks had
some stiction through the stroke
compared to the A-Kit forks, but
they had a more fluid motion than
the standard WP 4CS forks. It was
nice to work with someone as
experienced as Bart. He was very
good at turning my feedback into
results with his adjustments.
Since we never got to test at Glen
Helen, race day was a guessing
game for Andy, Charles and myself.
The track was getting rougher with
each passing hour, and I was already
using most of the stroke. The TC250
was perfectly balanced, so it was
just a question of how stiff to go.
Halfway into my motos the suspension was perfect, but it started to
bottom toward the end. It was
hard to find a happy medium as
fatigue set in. As with most factory
suspension, it worked great when
I was fresh, but not as well once I
started to make mistakes. The best
thing about the cone-valve forks
was that they didn’t have a harsh
metal-to-metal feel when they
bottomed. They were very forgiving.