Penton 250 Hare Scrambler Enduro
PENTON 250 HARE SCRAMBLER ENDURO
Proof Positive That The Cost Of Winning Is Never Cheap.
Cycle World Road Test
JOHN PENTON has got to be one of those rare individuals who is never satisfied, no matter how good his creations may be. We tested a 250cc Hare Scrambler in January, and now, a mere eight months later. Hare Scramblers are considerably different.
Because improvements almost always make a bike better and because we felt in January that the bike was the best all-around machine available, we couldn’t resist getting another one. But this time we ordered one with the optional enduro kit installed.
The enduro kit is a fairly well-thought-out bolt on affair that sells for $120, give or take a buck. With it you get a headlight and taillight, a rear brake light switch, all the necessary wiring, a different rear fender, a front wheel drive VDO speedometer, a front number plate, and a leather tool pouch with a rack to support it. Our Penton came with a 2.5-gal. fuel tank as well, but it is not included in the price of the kit.
The intent of the kit is to add versatility without sacrificing performance. This the kit does, but it does something else too. It transforms a motocross machine suitable for the novice rider into a woods machine suitable for experts only!
The best way to illustrate this is to compare the Hare Scrambler’s characteristics to those of other motocross and enduro bikes. The majority of motocross-only 250s are pipey. Really pipey. The Penton leans in this direction, but not nearly as far, so it is easier than most to ride. Add to this excellent steering characteristics and the ability to slide, and you’ve got a natural for anyone, except the rank beginner.
In the woods, things are different. Hills are steeper, corners sharper, and the terrain rougher. Consequently, bikes with a broad powerband, lots of torque, and not much horsepower are easiest to ride because they don’t require subtle judgments or actions on the part of the rider. The Penton engine, because of its narrow powerband and considerable output, demands just the right amount of throttle at exactly the right rpm. Misjudge and the result is either a wheelie or a blubbering engine that won’t pull its way out of a paper bag.
So the Hare Scrambler isn’t everyman’s enduro bike and novices won’t like it. But for those who like to get it on, this bike is definitely not a disappointment.
Swing a leg over. John Penton doesn’t know the meaning of the word frills. There is no ignition key, no turn signals, no excess wiring, no chrome, no.... But experts don’t need frills, and what’s there—the bars, the magura power levers, the VDO speedometer, and the handgrips—are all first rate.
Both standing and seating positions are just about perfect for a six-foot-tall rider, and nothing gets in the way. The gear change lever is on the left, as before, but both the brake pedal and kickstart lever have been modified. The brake pedal on earlier Pentons was too high and required lifting the left foot a couple of inches off the peg to reach it.
Now there’s a height adjustment so riders can position the pedal exactly where they want it. The kickstart lever tucks in the same way, but is longer for more leverage and pivots from a more convenient point.
To start the bike, it’s best to get off and use the right foot while standing beside the machine. A couple of kicks will do it, hot or cold, but the 36mm Bing must be flooded by depressing a plunger atop the float bowl until fuel runs out on the ground. A choke is fitted for cold weather starting, but it usually isn’t necessary.
Pentons don’t idle very well due to their radical port timing, but they are one of the quietest competition machines around; especially the red-tankers, like our test bike, which have a redesigned exhaust system. The new pipe is basically an expansion chamber with fiberglass packing between it and the outer wall of the system. In addition, a single reversed outer cone with a touch of chrome replaces the dual outlet box used before. The unit is still a little loud for street use, but it is getting close to the 86 dba limit.
Warm-up is quick, so after a minute or so, it’s possible to head out into the woods. As we mentioned earlier, for hills or anything that requires power, the revs have to be kept up. First cog allows this, but you’ve got to be careful because too much throttle in this gear will produce some disastrous wheelies.
Tight turns and rock uphills without a decent approach are also difficult, but with proper gear selection and the like, they are possible. Long climbs are a breeze and on these the Penton will simply pull away from its competition.
The Penton is also unsurpassed for lofting the front end over ruts. The front end stays light through third gear. Just sit back and feed in a little more throttle, that’s all there is to it.
At really high speeds (80 mph is possible), on either fireroads or pavement, the Hare Scrambler wobbles a bit. It’s not enough to throw you off, but it does keep your eyes open. Changing fork rake from 20 degrees to something over 30 would cure this, but then the Penton would push in turns. We prefer the wobble, since enduros have more bermless turns in them than anything else.
One more instance where we prefer the wobble to pushing in turns is on fireroads. On the Penton you can dive under the competition, screw it on, and pass them with a controlled slide that is guaranteed to impress just about anyone.
Come up on a hairpin turn fast though, and all that confidence gained in turns is going to disappear, because the front brake won’t cut it right out of the crate. The brake, housed in a magnesium hub, requires some break-in time and/or some sanding on the lining. And the front brake cable is definitely not up to it. The outer housing compresses too much, giving a spongy feel. Replace the cable, sand the linings, and the brake will work fine wet or dry!
Unlike the front unit, the rear brake requires no modifications whatsoever. It’s rod actuated and has exceptionally good feel, so it’s easy to avoid skidding the tire on downhills. The hub, incidentally, is also made from magnesium.
Suspension is both good and bad, depending on which end you’re looking at. The good components are bolted on the front. Made by Ceriani, the forks are sturdy enough to resist flexing, have 7.1 in. of travel, and have proper damping characteristics.
The best thing you can do for the Girling rear suspension components is to unbolt them and fit something else. Springs have been changed since January. The ride is now soft instead of harsh; too soft if you weigh much over 160 lb. Damping is fine for the first couple of events. Then wear sets in, damping goes away, and the Hare Scrambler begins wobbling through turns.
To cure this rear end problem, Penton has devised two solutions. The first is substituting Koni shocks for the Girlings. Damping is adjustable on Konis and the shock is inherently a lot tougher. But merely swapping shocks is a stop gap measure. Next year’s 250 and 400cc models will have Konis mounted at a rather severe forward angle. And there will be more than one mounting position, guaranteeing the owner a rear suspension system that will meet his needs!
In spite of its one major flaw at present—rear suspension the Penton must be rated as a well-behaved machine. After all, it is capable of easily outpacing the majority of its competition any time, any place (in the hands of an expert). Most of the ^Uit for this must go to the sturdy chrome moly chassis. Wsign is full cradle with an unusual pressed-steel backbone that doubles as the air intake. Numerous gussets eliminate any possibility of flexing.
So far it sounds a lot like everybody else’s frame doesn’t it? Well it isn’t. Check these items out. The swinging arm pivots on needle bearings, not bushings, and the housing that contains them is sealed and filled with 90 weight gear oil. Steering head bearings are sealed with O-rings to keep out grit. And a thick plastic boot clamps over the frame tubes to protect the high tension coil and electrical wiring!
Reliability is the reason for all the extra gussets and seals, and Penton didn’t alter that goal one bit when the engine itself was designed. Both cylinder barrel and head are aluminum alloy. The barrel sports a pressed-in liner with four transfer ports instead of the normal two. The piston is slotted in the rear, as well, to allow additional breathing through a pair of booster ports. Completing the system are conventional intake and exhaust ports.
The piston is forged aluminum, not cast, and there are two £gs. The top ring is a Dykes-type and both are surfaced with cast iron for long wear.
Three ball-type main bearings support the crankshaft. The left end bearing is standard. The remaining two are conical race ball bearings that differ in that they separate into two pieces; the outer race and the inner race, balls, and retainers.
Straight-cut primary gears transmit a claimed 35 bhp (optimistic) to a clutch with steel and sintered bronze plates. Shifting is accomplished via a rotating drum mechanism that is flawless through every change except the one from first to second. It is advisable, however, to use the clutch on this machine.
The crank, six-speed transmission and related components are housed in magnesium alloy cases. The right case is unchanged from the original design, but the left one has been narrowed considerably.
Normally, we would stop our discussion here, but on the ^nton, one more attribute is worth talking about. All the major components are easy to get to, and that aids both emergency repair and routine maintenance.
For example, the gas tank can be removed in less than two minutes by removing the seat (two bolts), and one leather strap. Removal of the exhaust is a five-minute job. The cylinder head and barrel may be removed without pulling the engine from the frame.
The front axle has a wing-nut-like device on one end so that a single wrench will remove the wheel. For rear wheel removal, both the backing plate and chain can remain in place. The carburetor can be removed with a screwdriver or it can be rotated for either a slide or float repair.
All of these features are products of considerable engineering, and therein lies the Hare Scrambler’s major drawback. Considerable engineering and high cost go hand in hand.
Suggested retail on this one is $1595. The enduro kit is $120 more. And that equals $1715, plus tax. ga
PENTON 250
$1595
