Issue #242 In The Woods, Is Bigger Really Better | Her, Riding, Have, Heather, She

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Issue #242 In The Woods, Is Bigger Really Better

Written by John Fuller
Friday, 15 August 2008
In the woods, is bigger really better? Over the past few years, I have owned and ridden a number of new generation dirt bikes, and all have helped shape my opinion as to which bike or engine displacement is the ultimate for roosting with my friends. Having recently sold my Yamaha WR450F, and after riding and racing a WR250F for several years prior to that, I am now convinced the 250F offers a size and power combination that works best for me. Let’s face it, a top rider can win on any make—as we have seen repeatedly on the pro circuits—but when it comes to riding for recreation, having a good time is the key. So many factors play a role in your choice of a suitable dirt bike, including your size, energy level, the type of rides you go on, the terrain you regularly cover, price, ease of maintenance and dealer accessibility. Here in the Victoria area of Vancouver Island we ride tight single-track with lots of trees, deadfall, stream crossings, and steep rock step hill climbs—all littered with enough broken rubble to supply a quarry and give any dirt bike rider a rapid heartbeat. With all that in mind, let’s discuss some of the factors that separate 250 from 450 four-strokes, or at the very least the differences as I’ve perceived them The scenario is a spring ride in the bush, and the ground is water-saturated as your knobby fights for traction, rolling between slick rock and moist “traction giving soil.” Your drive is barely enough to carry you and your motorcycle over strewn boulders. The 450 puts out 50 hp and the line between spin and chug on the throttle becomes very narrow compared to a 35-hp 250 that has a much mellower and more gradual power delivery that allows you to twist further and make more distance on slick surfaces. Throw in some greasy roots for good measure and your bike will invariably want to fall because of lack of momentum. That’s when you will notice that on a lighter bike, such as the 250, it will be much easier to maintain your balance. Once the trail opens up and second, or maybe third gear, is available for use the 450 suddenly seems much friendlier. There’s plenty of oomph for power slides and wheelies and you can usually pass at will because the extra horsepower allows for a wider array of line choices. The 250 in the same situation would be going as fast but the actual planning of correct cornering lines would be more critical to the general flow of your ride—very likely you’re also making more shifts too, especially if your plan includes making a few passes here and there. When jumping logs with the 450, a straight trajectory is crucial for controlling deflection compared with a 250 that somehow I manage to keep straight until over and on the other side of the fallen timber. Weight differences between the two four-strokes, although seemingly minimal, plays a large role in handling and directional changes—a 250F will turn faster and snake between the forest quicker than its bigger sibling. And if you stick a 450F in the mud I hope you had a good breakfast because it burns some energy lifting it out. Downhills and hard braking are other areas the two sized machines will react differently. The 250F is able to stay composed under extreme drops while the 450F shakes its head and chatters the rear end and is more likely to tuck under the machine’s girth. The 450F forces caution through the braking chop, while being aggressive in the whoops needs more calculation and more room is needed to stop. The strangest part is that the Yamaha 250F and the 450F share the same chassis and suspension—aside from valving. So, the powerplant is the big dividing line, and what a difference it makes. DIRT BIKING IS STILL A PREDOMINANTLY MALE SPORT. During my 30-plus years of riding I’ve blazed trails with many different types of individuals, but seldom a female. Yet every so often I am bedazzled. Lately I’ve been riding with Heather Dunn and now find that I am the one reaching to match my riding partner’s enthusiasm, as opposed to the other way around. Heather comes from Fort St. John in northern BC where she fills her summer days working as a smoke-jumper, a firefighter, who dives from airplanes to fight forest fires. A mere three years ago Miss Dunn decided to take up the sport of dirt biking—more specifically cross country riding. After her first bike, a new KTM 250SX, was stolen, it was all she could do to scrape together enough money to buy a 2001 EXC250 with a few hours on the clock. Being of average stature and a new rider Heather’s learning curve was steep with her share of wipeouts. But she persisted on her two-stroke, driven to tame what she calls her “Iron Horse.” After a few day-outs with this woman it was plain she wanted nothing more than to conquer her dirtbike and the sport. She exhibited focus, drive and determination even during winter months where at times we were riding in more than two feet of snow. So it should have been no surprise to me when Heather announced she would be doing the Pacific North West Motorcycle Association’s Bent Spoke, a hare scrambles which is the association’s first race of the year. It’s staged on a river island between Hope and Chilliwack that is basically under water during the winter months. At the end of her work week Heather loaded up her car and trailer, left Vancouver Island and and headed for Hope, BC. Arriving late and sleeping in her car at the race location, then eating snack food, left Heather feeling hazy come race morning. But her enthusiasm was undampened, even when her Iron Horse refused to start with the clock ticking toward start time. A little fettling, a new sparkplug and a lot of hope had the ailing two-stroke pinging and clanking on warm-up, then it off was to the start line with Heather ready to do battle in a field comprised mainly of men but also 13 other female riders. When it was all over, Heather Dunn had captured second place! SIDEBAR Ten Tips for better trail riding 1. Always bring your water, preferably a system that allows drinking while riding. 2. Go prepared: my small Camelback Mule pack includes various small tools including mini Vice-Grip brand locking pliers, gloves, snacks, zapstraps, a compass, mini air pump, a tire patch kit, air gauge, Band-aids and a flashlight. 3. Try to visualize your ride beforehand; focus on flowing over the terrain. 4. Please wear your goggles. Believe me, I have seen the repercussions of not wearing them. 5. With heavy-duty-tubes, lower tire pressures can be run, vastly improving performance. Ask around your area and see what others inflate to. 6. If you have one, bring a cellphone. 7. Don’t forget the animal-variable when riding: stay aware and allow for a margin of error. 8. If you want to learn wheelies or stoppies do so on soft, grassy ground. There’ll be less damage both to your body and your machine. 9. When slaloming through closely spaced trees in first gear, try using second gear and pulling in the clutch around the apex of slower corners. Engaging the tranny on the exit will keep more momentum and make for less shifting. 10. To conserve your energy, use your legs to squeeze the seat and stand when possible with most of your body’s weight on the footpegs. This will save your arms and shoulders from abuse. Comments (0) Subscribe to this comment's feed Write comment You must be logged in to a comment. Please register if you do not have an account yet.