Maico Magnum 250e
MAICO MAGNUM 250E
CYCLE WORLD TEST
A Magnum Motocrosser Wrapped in Enduro Clothes
Last year Maico introduced a completely new Magnum motocrosser while the enduro line remained mostly the same with old style engine cases and frame. For 1979 all that’s changed. The E model has a late Magnum frame and small engine cases. Actually, the new E is a Magnum motocrosser with a wide ratio transmission, enduro lighting, speedo, large rear fender and a spark arrester/silencer.
Using an MX model as a base for an enduro machine is common practice for European firms, unlike the Japanese firms which start from scratch and design completely different bikes as enduro models. Both approaches have proven successful, but utilizing an already proven motocross chassis is a sure way to produce a winner in the least amount of time.
A winner is what the `79 250 Magnum E
The small-case Magnum MX engine with rear-set countershaft sprocket is used. but has been properly tuned for enduro use. Transmission ratios, primary drive,
and ignition were changed. The small rotor MotoPlat on the MX was replaced with a 2 lb. outside flywheel Bosch CDI with highoutput lighting coils. This change also slows rev speed, making the engine more tractable when negotiating muddy creek banks. Gear ratios were changed internally to better match enduro use; the first four gears were given lower (higher numerically) ratios, fifth remained the same. After much experimenting, Maico found the power needed for enduro use could be further enhanced by using the primary drive ratios from the 400/450. This change raised the primary drive ratio and changed> tJie~~ ratjo~ (w~e$~ 1~,zooth re~ft and~~ot1T rear sprockets) so lo~ jo1~cer nd the rest of the 1ttos~v~re ctua1}~~ higher ahd spaced wider than hose on the motocrossér~ These changes producçd nearlvperfect~nduro ra?ios. a~ lowing a low that viIl plunk like a trials bike and a fift~i that is goo~for a speed ometer indicated 80 mph. Otherwise the motor is the same as the MXer. Bore is 67mm. stroke is 70mm. Cylinder porting~ c~irburetion. piston. rod. and clutch are the same as the Magnuth motocrosser.
M'aico owners bv now niav be saving "Wait miqtlte. the 250 has a two-row primary chain and the big bore uses a thre~-row chain." Right. but this didn't re~1v pose a problem. Maic~imp1v used the,,tr~ lex crani~haft sprocket and triplex dutc housing with a duplex chain on th~ enduro. The 12 plate (6 sintel. 6 steel) clutch from the MX is retained and ers a lig~ter pull this year. Primary kick st~rtiqg and a kick lever thaIciears e~r~hing'takes the hassle out ot r~irtin~ a stalled motor
4th a countershaft sprocket that almost touches the swing arm. a chain tensioner isn't needed. Chain tension changes so little that a double roller chain guide (to keep the~ chain from fatling off the rear sprocket when cornering) is all that is needed. Replaceable plastic blocks protect the s~in~ arm from chain damage. Front' sprocket changes are quick; a snap ring is all that holds it on.
The wind-around, up-and-over die formed snake pipe is mounted to the frame in two places. Rubber blocks insulate vibration and the pipe mounts are strongly built. A restrictive Skyway spark arrester/ silencer keeps the exhaust noise down but kills some horsepower.
The beautiful chrome-moly frame used for the motocrossers is also employed on the '19 E. It has two large tubes forming a triangle under the tank with a gusset between them, double downtubes in front that wrap around the 30° steering stem, heavy triangulation under the seat/tank junction, rear frame loop, and a curved swing arm that pivots in needle bearings.
Maico's awful cast footpegs have finally been replaced with pegs made from chrome-moly steel. They have a good sawtooth top and fold at a 45° angle. The perch for them has been moved slightly to the rear and is now a part of the frame. The metal used for the perch and peg is very thin and gives a fragile appearance. We gave them some good torture testing, but couldn’t damage them. No doubt someone will be able to destroy them, but they are stronger than they appear.
Air/oil Maico-built forks with 10 in. of travel grace the front of the machine. They have 38mm stanchion tubes, leading axle lower castings, and internally have a brass stanchion bearing, double oil seals, and nylon tipped damper rods. Their lower leg castings incorporate a screw-on bottom cap that makes servicing easier. To drain the oil or disassemble for seal replacement, simply remove the large screw' cap; the #@C* Allen screw need not be bothered. Built as they are, they should last forever and be ultra smooth, only the double oil seals cause so much friction a long breakin is required before they comply well to small irregularities. There’s a simple fix though; drive the scraper seal caps off and remove the lower part of the built-in seal with an X-acto knife, leaving the top scraper and the separate lower seal intact. Add a ring of oiled foam to the cavity to catch dust that gets past the scraper, and seal friction is cut in half, allowing movement on the smallest of irregularities and fork action that is unsurpassed. While you’re working on the forks, replace the fork oil w ith 370cc of 5w fork oil.
Rear wheel travel also is 10 in. Nonreservoir. gas-charged. Bilstein shocks w ith dual rate springs are used. Shocks mount mid swing arm and are fully cantilevered. Damping and spring rate are perfect.
All of the plastic parts on the E are built in Germany by Falk; the large rear fender, front fender, side plates, and headlight/ number plate combination. They are properly shaped, light weight and tough.
Á beautiful 3 gal. aluminum tank is standard and mounts low on the frame. Very little gas is carried above the top frame tube. This puts the weight of the gas lower on the bike and makes sliding torward on the machine easy. A chrome gas cap with an overflow tube eliminates gas leaking on the rider and a new positiveclick fuel petcock is employed. It has an on. off and reserve position. Its long lever makes selection easy and a click signals proper positioning at each location. Unlike most large gas tanks, the Maico tank looks small as its width blends nicely into the seat and side plates.
The seat is another fine part of the E. Foam density, thickness, and shape are perfect and a good quality cover is securely attached to the aluminum seat base.
Moderate rise chrome-moly bars have Magura dogleg levers and plastic quickturn throttle.
Wheels are straight ofl' the MXer; gold anodized aluminum rims, thick spokes, and conical hubs cast from magnesium.
The rear doesn't have a full-floating brake, but controllable, chatter-free stops are normal anyway.
The first ride on a Magnum will overwhelm the rider with confidence. It doesn't matter how fast corners are taken, it never feels as though speed is up to the machine's ability. Riding style and body position on the bike won’t matter much either, just sit wherever you're comfortable and enjoy. Gymnastics aren't required. Slide a smooth fire road or bounce ofl a berm, the Magnum is a neutral extension of the rider’s desires. Berserking smooth corners with both wheels in a controlled slide is a blast, as falling down never enters the operator's mind. Changing lines part way through a corner won't pose a problem either, just steer w here you want to go. In a corner it w ill easily turn under any production motorcycle made.
Big jumps, endless whoops or miles of cross-grain are taken in stride with the E once the suspension is broken in. Speed through this type ground is limited by rider desire, not the motorcycle. It will cross gnarly terrain faster than most riders want to. Suspension compliance is excellent at all speeds; yet seldom bottoms and never kicks. Perfect. The front wheel may be lifted at will by turning the throttle. Otherwise it stays on the ground. When the front wheel is in the air the bike doesn't try to fall over or loop, allow ing long, fully controlled wheelies.
Engine power is great in the mid-range and on top end. but low end is almost nonexistent. It will idle along at a walking pace without loading up or complaining, but throttle response from low revs is sluggish. Once mid-range is reached, hold on. Midrange and top-end power are equal to any 250cc motocrosser made. Mid-range is wide, comes in fairly low in the powerband. and the rider soon learns how to keep the revs above the flat spot right at the bottom. Lowering the front sprocket size to an 11 or 12 tooth size will help keep the engine in the usable power range and close the ratio jump between gears, so gear selection is less critical. Part of the problem at low rpm is caused by the restrictive Skyway silencer/spark arrester. Low end was improved some by removing the rubber flapper at its end which won't let much exhaust out and ruins low-end power. It will be slightly louder with the flapper removed but the power increase is worth it. This doesn't hurt the spark arrester, which stays forest legal.
We conducted some impromptu drag racing (after the silencer mod) against a '79 Yamaha YZ250E. Surprisingly, the Maico constantly beat the YZ. Many rider swaps were made without any change in the results.
Maico brakes require more muscle than> some but this is intentional. They are almost lock-up proof. Braking is progres sive and chatter free. Should a clumsy rider somehow manage to stall the motor. restarting won't require searching for neu tral as primary-kick is used.
MAICO MAGNUM
250E
$2164
Riding position on the Maico seems right for almost everyone. Seat height is a moderate 35.6 in.. not bad for 10 in. of travel at both ends. The Magura levers and throttle are quality parts that do their jobs smoothly. The shift lever is made from aluminum and uses a rubber cover on its end. It becomes slippery when wet, as does the steel brake pedal. The brake pedal has a large pad for the boot sole to push but it has a smooth top that becomes slippery when wet.
The Magnum E costs a lot but will reward its owner by correcting many of his riding errors (not amplifying them). It will let a novice corner like a seasoned veteran. an expert like a bullet, and still he stable down a deep sand wash. Because most of the Maico parts are first class, accessories wont he needed. The price of the bike ready to compete thus comes into a more accurate perspective.
