Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/125732
'& . Consumer Report 0.. RICKMAN 250 MI .... en c ": ::l .., ~ w Z W ..J C,) >C,) ByTom Culp The latest addition to the ever.expanding Rickman Melisse line, the 250 Moto·Cross, offers more to a motocrosser than th.e name implies. It instills a feeling of prestige as the machine draws "ooh's" and uah's" from curious passers-by. The gleaming nickle-plated frame sets off the all-fiberglass components, distinguished from other models in the line by its brigh t red coloring. Highly polished engine cases glisten in the sunlight. ThiS is all great for show-stoppers and the inevitable pit clowns. However, it will do more. Designers and manufacturers Don and Derek Rickman know motocross. With the able assistance of Jack Beyers, product development manager for familiarize myself with the machine. At this point, I noted some possible di s Iikes: Very noisy exhaust, non-waterproofed spark plug cap, foot pegs, while folding, are not spring-loaded, and paper air filters. For the first two days out, I was quite pleased with the machine overall. The power is th ere instantly when needed. Handling was fine. More tests end after two days at the same park but it takes far more time to get the feel of a machine that's a full·bore racer. With each hour on the machine found more likes and dislikes. SaddIeback Park: Third day out, still getting used to handling chara,cteristics and power. Trying my hand at the TT course, I discovered the first real fault and one that I had overlooked earlier - •• AfTER" MONTHS .r:::---l From the top: Large tank is actually no wider at the knees than the smaller one. ;.t • " #. " J! J·_:a-..c·.. .__ The new Rickman 250 Moto-Cross looms ready for action. Steens, Inc., the stateside distributor, and noted racers everywhere, they have created a machine that will gather stares during actual competition at motocrosses, scrambles and desert events. Rickman has another winner. The solution to you becoming an instant winner is located on the right-1lide hand grip. Even if the owner doesn't obtain instant success, he'll feel like :I. champ owning such a flOe piece of equipment. My evaluation of the 250 started out like any other in the past. I expected to have the machine for, at the most, two weeks since you just about have to steal it fro;" all the other publications that demand it for road tests. As it turned out, though, this is a four·month evaluation. I was able to enter the Rickman in such events as the Elsinore Grand Prix, Chapparel Enduro, Victor's Hare & Hound, as well as a couple of motocross events. The following sums up my likes and dislikes, by event: Osteen's Park: Two days out, to take pictures while its shiny and new, and to The 241.69-cubic-centimeter powerplant built by Montasa to Rickman's spacifications and offers plenty of torqua throughout tha range. the low front fender is secured hy two hose clamps that, when set up, were not tigh tened fully. This allowed the fender to drop, rubhing the front tire. When I noticed smoke coming up from underneath me, I shut off quickly and began looking for the cause. This low fender, although eye-appealing, is hardly functional in muddy going. You simply can't just raise the fender or it will be above the bottom end· slider. The 6~" fork travel will cause the fender to strike the bottom of the fork crown. Thus, the first mar in the nearly flawless design. Having fixed this, I headed for the motocross course and found myself caught in a showoff-ish state. Four other riders were practicing starts, blasting towards the first comer. This was more fun that beating myself to pieces riding the MX course, and I beat 'em every time. Again, more riders were staring and asking question. The frrst real competition came in the Elsinore Grand Prix, a true test of overall performance. Starting in the 12th row, my wave blasted into tum one in to traffic. The open streets and fire roads found equality only in the rider's ability. However, the sandwash was a place where I could pass. The light front end allowed easy, fast tracking through deep sand. The machine shot up the steep hill with no stress. I found the street sections very fast and the handling plus superior brakes allowed me to go farther into the comers. The brakes began to fade on the seventh or eighth lap. With the large tank 1 went five laps before gassing, although I could have gone at least two more. My finish doesn't show the real potential of the machine. It lost a carburetor jet cover, which came off the first lap, and fatigue set in on lap eight and ninee Both no fault of the machine. The only probems I did have were the low pipe which took a beating from rocks, and the shUt lever which bent against the case in a fall. And the brakes. One little frill that would be nice is a flip-up gas cap to speed up pit stops. The Chapparal's Enduro was the next event. Like ail western Enduros, it's just a desert race with places to rest; if you're on time. Ron Schneiders talked me in to this after I had sworn off enduros for good. (At the Jackass, I wound up pushing from five miles out.) About four miles out Ron did a number, putting us behind. He was our timekeeper since the Rickman had no speedo. The problems encountered here will be of interest to any desert rider interested in buying this machine. Attempting to get back on time, the lightness and handling of the machine gave me an edgee Through thick rocky sections, just stand up and take them at moderately fast speed. The sandwashes present no problem as power is there in all gears. You can,go just as fast as you want thanks to the 21" wheel and light front end. The low pipe and lack of skid plate were of prime concern. Losing a bout with a large rock tore my foot off the peg and bent the foot brake straight up. I had to stop and fold the peg back down and make a vain attempt to straighten the lever. Since the rigging of spring-loaded pegs is a must and not very difficult to do, I am sure Rickman has added this to a list of things to up grade this machine. A little rock-bouncing stretch was to give me problems later. The noon break revealed considerable damage to the low pipe. I bent the brake lever straight and left on section two. Soon a not-too-difficult rocky hill left me huffmg and puffmg as I made a mistake taking it straight up and over; while the bike has the power, I didn't have the skill. This section had plenty of fast sections with quick turns off into the desert. Blasting down a trail and trying to brake hard caused the engine to load up and die. The usual one-kick start turned into eight or ten kicks plus laying the bike over to clean it out. I tired fast, pu tting me v~ry late. .. ..... Cable brakes works well, though a floating backing plate would be better. Brake lever bends quite easily. Pegs are not spring loaded. , Next, the Victors Hare and Hound, my first and only DNF: As I said earlier, the rock would haunt me. Od impact, the case received what looked to be a slight scratch. It turned out to be a crack which caused the clutch depressor to slightly disengage the clutch constantly. This points out another inconvenience: the only external clutch adjustment is at the control lever, so the case must be removed to make further adjustments. While having this repaired I was told the all-metal clutch must have .... The au.thor/owner at Indian Dunes. Nota the B...ni silencer jutting out of c:ut_v side cover.