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/126441
0) ~ $.4 Q) ,.0 S Q) u IAbove) With fuel tank removed, the new torqu.box backbone is reveeled. IBelow) Corte CoAo shocks, new airbox and a &0 hp 438cc motor. Q) Cl • alco clutch assembly for easier disengagem~t, but the Maico clutch lever seemed just as difficult to pull in as ever. Thankfully, once you get the 440cc bike rolling off the starting line you never have to worry about using the clutch again. The 250cc class Maico riders probably won't be as lucky. When it came to riding the new Maico, as mentioned at the beginning of this article, I found it to be a very neutral and predictable motorcycle. Maico riderS have not lost the control and precision of the front end of the bike they have been use to for so many years, though. It is just that now the rear end of the bike has become just as predictable and responsive as the front resulting in a very balanced machine. You can work the front end of the bike when you want ... like in a quielr. pivot to percisely square off a berm or a turn. Or you can work the baelr. end ... charging up a gnarly uphill with just the rear wheel doing the steering ... or lofting the front end across a bad set of whoops without the rear end getting squirrelly. The new Maico wants to accelerate and track better thanks to the new rear end geometry. With the throttle dialed on the rear end really squats down and digs in. And because shock input force to the chassis is now lower and further forward than before, there is less rotational torque leverage trying to lift the front end off the ground during acceleration. This means the new Maico can get off the line easier with more throttle and speed, and less fear of looping it. Maicos have always had a problem in the past getting good starts because their powerbands are just too tractable for their own good. Keeping the front end down was difficult. Now the rear end squats down under power, but the chassis staY' down too and the front wheel keeps traclting the ground unless you malr.e a conscious effort to sit back and try to bring the front wheel up. The 440cc motor seemed like the perfect weapon for modem berm warfare. All the torque you could want, right when you need it to pull you up, through, or around any situation. Enough horsepower to scare you if you dielr. it into fifth gear, but not so much that it gets away from you in the lower cogs, either. Matter of fact it was a very easy bike to ride at full throttle and many times I found myself revving it out like a 250cc engine as I bashed by way from one berm to the next, rather than step up a gear and let the torque pull me like I should have. In fact the entire bike felt so light, responsive and easy control I shouldn't think I would even want to try the smaller 400cc Open class Maico. Helping to add to the responsiveness of the 440cc engine is a new lightened Mahle piston. Just think: Five more of those pistons and you could build yourself a 2. 7 litre Porsche Carrera. The only thing marginal about the new Maicos remain the brakes. They still require two hands and two feet to stop. while Maico only provides one hand lever and one foot lever to get the job done. Some Pro riders modify and install the excellent Yamaha YZ front brake which is smaller, lighter and works better. But I can't help thinking a round Maico brake drum and the right shoe lining material would also get the job done. So there you have it. One of the best privateer motocross weapons is now even better. But it is now a bike anyone can ride fast despite their riding style and the different types of bikes they learned to ride on. It performs well on any kind of track and in any situation. You might want to replace the standard Cone Cosso shocks when they wear out with other shocks that are tunable and rebuildable, as well as try to improve the brakes. Other than that the new 440cc Mega-Form Maico can hardly be faulted and will once again be probably the top weapon choice for privateer Pro riders everywhere. • Specifications Suggested list price ..............•..•...................•..• $2469 Max. length 2150mm 184.6") Max. height ...•.......•....... : ..........•..••.•.. 1290rnm 1&0.8") Max. width 860rnm 133.5") Wheelbase ........................• 1446mm - 1482mm 156.9-68.3") seat height•....•................••..•..•..•........ 960mm 137.8") Ground clearance 360mm 114.2") Dry weight ' 102 kg 1224Ibs.) Engine.......•...•...... Air-cooled two stroke with loop scavenging Bore & stroke.......•................•.........•....... 82 x 83mm Displacement .................•...........•...•............ 438cc 12:1 Compression ratio Carburetor. . . . . . . . . . . • • . . . . . . . . . . . . . . . . .. Bing Type V541II. 040mm Horsepower lOIN) ..•............................... 50 @ 7200 rpm Ignition Pointless Thyristor - Motoplet Ignition timing IBTDC) 2.1 + 0.1 mm Spark plug Champion N2 or N84G, NGK B9ES Clutch Multiplete. oil bath clutch with six sintel plates and six steel plates Primary ratio .....................................•... 39121 = 1.86 Final drive ratio ..........................•............. 56114 = 4.0 Optional sprockets 12T. 13T, 1ST. Optional rear wheel sprocket 52t. Transmission .•.................................•..•... Ftv.speed Gear ratios: 1st gear ....•...................................... 2.71120.15) 2nd gear 1.97114.68) 3rdgear ...........................•............... 1.50111.17) 4th geer .......•................................... 1.20 I 8.94) 5th gear ........•.....•..•...................••.... 1.00 I 7.43) loverall ratios with 56114 sprockets) Primary chain \ x '~". Duplex chain 52 links. Triplex chain %". 108 links. Including master link Drive chain. . . . . . . . . . . . . . . . .. Chassis Oouble loop chrome - Moly tubing Front suspension .. Hydraulic telescopic forks with 042mm fork tubes. Aluminum fork sliders. progressive operating dampers, linear wound spring, and compressed air. Front wheel travel. ...................•.............. 310mm 112.2") Swingarm with needle bearings sealed by o-rings. Rear suspension Pressurized reservoir gas shocks with seperating Rear shocks piston in reservoir. Length 386mm 115.15") Spring. . . . . . . . . . . . . . . . . . .. Progressive dual rate spring, two springs. 306rnm 112") Rear wheel travel Front tire .......••............•................... 3.00 x 21 - 4 ply Rear tire ......•......................•............ 4.50 x 18 - 4 ply Tank Centrifugal molding plastic tank. 9.6112.5 gal.l Color. . . . . . . . . . . . . . .• Magnum red (frame, tank. fenders, side penals) "X 13