Dick did not go whole hog on the engine. He kept it simple
and effective by slightly raising the compression. Most of
the improved power came from increasing the airflow to the
The carburetor is where Dick spent most of his time. He
opened up the bore from 36mm to 39 by taper-boring the
carb throat to match the intake manifold. Dick also installed
a Quad Flow Torque Wing. This led to installing an Intelajet
system to compensate for the changing bore size.
The stock forks on the Husky TC250 are known to be harsh
on the top stroke and blow through with ease. MX1 softened
up the top of the stroke and made it progressively stiffer the
further down it traveled. It was a good setup for Vet riders.
The FMF Fatty pipe and Shorty silencer were just icing on the
cake for Dick’s Husky bike build. The pipe gave the bike some
more pep in its step and a deep, throaty sound.
dial. We had it at four turns out, which allowed more air
into the emulsion tube. Dick suggested that we turn it in
until the pinging went away. We settled on two turns out
for the best performance but with a little ping every now
and then. Increasing the compression increased the midrange hit, but it put the TC250 on the fine line between
pump gas and race gas. No big deal for the MXA
wrecking crew; we are used to running a 50/50 blend of
C12 and pump gas on most of our Pro-level two-strokes,
even those that aren’t modified.
As far as the suspension goes, Dick said that it wasn’t
spec’ed for former AMA National riders, unless they had
retired about 15 years earlier. It was set up for Vet riders
and was plush and supple for that reason. In the end, all
of our test riders thought that the MX1 suspension was
on the soft side, but a few clicks in on the compression
adjusters (front and rear) made them happy (well, it didn’t
make the Pros happy).
Dick’s Racing was up front about this bike being set up
for Vet riders, but we always test the bikes with riders
big and small, fast and slow. Why? More times than can
be counted, the wrecking crew has come across bikes
and products that are designed for one group but work
better for another. Typically, most suspension shops go
too stiff, so for MX1 to go too soft was a breath of fresh
THE END RESULT
True to his plan to stay within a strict budget, Dick
Wilk only touched the head lightly (and we could have
lived without that touch), taper-bored the carb, added
an Intelajet supercharger, bolted on an FMF Fatty and
re-valved the suspension.
The end result was that Dick Wilk focused on the
weaknesses of the Husky TC250 and created a plush bike
that hit hard and kicked like an army mule. It was an
effective Vet machine, and that was exactly what Dick’s
Racing intended it to be.
For more information, visit Dick’s Racing at
www.dicksracing.com or call (916) 705-3193. And,
MX1 Suspension at www.mx1suspension.com or
(916) 714-8767. ❏