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/125800
t ... N .... (l) ~ ~ g. U) U) ;: W Z W ..J U >U It's a naiuraT;iider. whiCh makes it attr~ctive to the similarity. The down pipe is a work of art. It is expected that this seamless wonder will not develop' the fatigue cracks associated with the less expensive methods of manufacturing. This year Skyway silencers are fitted before sale to fight noise pollution. The noise level appears to be within the 92 db level and no power loss was detected. The rear brake is made of the same materials that the unbreakable Magura levers are fabricated from. The simple one piece construction appears to be as light as the steel lever it replaces, but this one looks like it will last forever. The standard starting valve makes kicking the 400 over easy. Situated low in the barrel, it cannot be used as a compression release. More foam has been added to the seat, m1lking it almost possible to sit down over rough stuff. It is much more comfortable than ever before. As with last year, Magura contr",ls and grips, Metzeler tires and 36mrn Bing carburetion are provided as standard. I could fmd no fault with any of these, but some say that the rubber Magura grips are too hard, causing blisters. Whatever. The Girling shocks needed no· adjustment or replacement. No matter . what was demanded of them, they never bottomed or hopped. They made it possible to have full 'control of the machine under the most severe conditions: One bad note. The Germans still have to learn how to manufacture quality fiberglass tanks. The one we had was a leaker. It is possible that an adjacent bolt was over-tightened to cause unusual stress, but there is a history of problems. The quality of the rest of the 'glass was mixed. Some similar places looked good; some didn't. The comment of all testers was unanimous. The fmest stock machine they have ridden. The power to weigh t ratio makes this machine a natural for motocross and IT. It is capable of outracing a 650 Triumph in a drag, and is equalled only by trick prototype and custom frames in handling. None of the testers had any trouble with the handling and most of us rode over our heads. Whenever we got into trouble, it got us out. None of us crashed once. It got to the pain t that we tried to get out of shape to see what it would do. Results were not surprising. The Maico's superb frame geometry and engine power characteristics pulled .us through. Speaking of power characteristics, this power band seemed to be the widest of any tested. There was plenty of power to about 4,000 RPM, then it came on the pipe very predictably. Subsequent to the initial test period, the carburetor started falling off, and kept coming off. The Bing is rubber-mounted at both ends and it was fmally determined that there wasn't enough ducling at the air cleaner end to allow the hose clamps to ge t good purchase on the intake manifold at the barrel end. A little longer piece of hose migh t well have prevented this aggravation: A plug lead also pulled out coming off the Lions' jump but the eN duct tape and vise grips rep air crew soon had the Maisch Bros. finest back in working order. The very complete Maico Shop Manual provides a list of items that have to be cheCKed and the frequency that they must be checked. You really have to do the regular maintenance. After break-in, we changed the transmission oil, fork oil, cleaned the air cleaner (The stock one had been replaced by a Filtron.) and then went over each nut, bolt and spoke. There was not one loose part on the machine. We double-checked everything but still nothing was loose. After running 5 gallons of fuel through the motor, we noticed a sligh t head gasket leak but a 15 minute re-torquing job took care of that. IT guys. If you are not in the market for a new motorcycle, or you are happy with the one you own, please do not ride the new 400 Maico. The superior qualities of this radial·finned racing package will never Ie t you be happy un til you own one. • I NGK's are preferred go-power in all kindsof two-wheelers from 50cc mini's to 750cc supers. Good riders know their set-up is no better than their plug. And that it they've only got one, it'd better fire on time,every time. They also know what bad plugs can do to a day of great sport The same kind of sure-fire performance and protection works in any internal combu'stion engine. Two or four cycle, one, two or twelve cylinders-it's all the same to NGK's tough "Heart of Copper". This copper core dissipates heat Quicker than old-time iron cores. Cools the electrode tip and insulator tip. Prevents plugdamaging hot spots that could cause pre· ignition. And to cut fouling, there's a longer, heat-holding insulator nose. All the NGK features - high alumina ceramics, extra internal gaskets and nickel alloy tip - add up to a wider heat range. So NGK's run hot and cold. Easy and hard. Idling or on the pipe. They just run clean and efficient for more miles than you're used to. You know how they work in your bike. Try a set in your car, your buggy or outboard. NGK's don't cost more. They just do more. NGK. the long life, hi-performance plug. NGK SPARK PLUGS (U.S.A.). INC.. 12511 ao.lrico 51.• Lo. Angelo •. Comorni. 90066