Maico Cross-Country 400wr

MAICO CROSS-COUNTRY 400WR

CYCLE WORLD TEST

Open class Maicos have been the choice of many semi-pro and pro motocrossers for years. Why? Partly because of their legendary handling and smooth power. Partly because a production Maico with minor modifications is competitive against most other companies’ prototype racers.

Take a look at the sponsored Maico riders’ bikes and you’ll be looking at production bikes with personal preference changes like shocks and grips. Same holds true with the factory team; mostly production bikes that have been personalized.

Maico enduro bikes of the past were mostly motocrossers with wide ratio transmissions, lights, big tanks and sometimes high pipes. They weren’t especially bad, but neither were they refined. The high pipe models were a complete afterthought and made standing on the left peg almost impossible and being burned very probable.

Enter the new, red Maico Cross Country 400WR. It’s developed from Maico’s fine motocrosser—the latest model, too, unlike some of the enduro bikes on the market— and it has all the appropriate equipment.

First thing noticed must be the color. Red. Bright red. Red almost everywhere; frame, tank, engine, number plates, airbox, even the cable housings. What Maico doesn’t make is bought from the best places, like Falk plastic fenders and airbox and headlight/number plate, Girling shocks, Metzeler tires, VDO speedometer/ odometer and Magura levers.

There’s also an American touch. The 400WRs will be sold all over the world, but because we in the U.S. have our own conditions and requirements, bikes coming to America are shipped without exhaust pipes. When a dealer receives a bike, he also receives a Wheelsmith high pipe and Skyway spark arrester and muffler. Wheelsmith has worked with the factory on this design and it shows. The pipe loops down in front of the skid plate before going up and over the motor. It’s nicely formed and completely out of the rider’s

way.

The engine cases are protected by an aluminum wrap-around skid plate. Because hardcore 1SDT riders prefer a center stand for tire changes, Maico WRs come with center stand only. When up, the center stand also serves to protect the cases from rocks and other hazards.

Considerable thought and care have been given to this model. At the same time, the Maico WR is a curious blend of attention to detail and occasional oversights.

The fuel tank, for one. The 2.9-gal. tank is hand formed from sheet aluminum, bent into shape and then beautifully welded together. The single petcock incorporates a reserve and the paint is perfect. Then to top it off, Maico supplies a cap that leaks. Not much, but enough to make a mess and detract from the workmanship.

The pipe is carefully formed and designed to clear the rider. But ours rubbed against the bottom of the fuel tank. We made some clearance with the aid of a softheaded hammer, so the pipe wouldn’t rub through the tank at an inopportune moment.

The airbox, although completely waterproof as will be proven shortly, also made contact with the pipe. And for all the extras provided, the 400WR had no cable guides. All this can be fixed, but is out of place on a machine of this price and with so much else in its favor.

The kick starter is on the left (standard European practice) and easily turned the big 400 over when used in conjunction with the compression release. It lets your foot clear the peg and first or second kick starts are the rule. In colder weather it will be necessary to tickle the 36mm Bing 54 carburetor prior to starting. When the weather is warm it isn’t necessary; just give the starter lever a healthy kick or two and you’re ready to go.

The first time out the bike was something of a disappointment. It started second kick. After warming up we jabbed the shift lever down into first and were off. Jetting in the mid-range was slightly rich but rideable. Now, what happened to the power? Maico 400s are known for their smooth power, but this one wasn’t doing much. It wasn’t pulling our arms out of their sockets or pawing wildly at the ground with its 450-18 Metzeler rear tire. Quite the opposite. To wheelie was out of the question. The front wheel felt like it was nailed to the ground.

Puzzling. The Maico WR comes as a 250, a 400 or a 450. The only difference is displacement. We’d ordered a 400 for test because we felt the 450 would be almost more power than even a Six-Day rider could use. So here we were with what felt like a 250. We knew it wasn’t only because we measured.

No big thing, though, because everything else about the 400WR was first class. The 5-speed gearbox shifts smoothly and positively and shifting can be done at full power, if necessary. Fever throw is about right; not too long, not so short that it is knocked out of gear accidentally. The shift lever is aluminum and can be bent back into shape if it’s damaged on a rock or stump. Primary kick starting is incorporated and is very handy should you kill the motor in an awkward place. The rider position is comfortable with a good pegto-seat, seat-to-bar relationship.

The legendary 38mm Maico leading axle front forks soak up bumps and gullies with ease, never seeming to top or bottom. Fork seals are excellent and didn’t leak a drop.

Gas Girlings are mounted mid-swing arm and cantilevered. They work smoothly and bottom slightly on deep square holes, as they should. For enduro use and low speeds they are adequate but fade if ridden hard for an extended time at high speed. Springing is well balanced and forks and shocks work in harmony.

Steering is phenomenal. Maico has long had a reputation for the best steering machine there is. The reputation is valid. No magic, though. All it takes is a welldesigned and rigid frame, strong and flexfree forks, a good tire and some unusual geometry.

In the WR’ s case, the geometry is 28-> degree rake, more like a road machine or a trials bike compared with the 29-31 degrees used by other makers. The steep rake gives quick steering and the stiffness elsewhere means the wheel is pointed exactly where the rider intends.

A Serious Enduro Bike that Thkes to the Water Like a Labrador Retriever

The WR steers as if by thought waves. A 180-degree turn is done so quickly and neatly that the rider has to look back and see if the turn he just made really happened. The 300 x 21 Metzeler didn’t skate or wash, on hardpack or in the sand. Terrific. Dodging rocks and trees becomes a blast. To put the bars almost on the ground in a corner is easy. The flex-free, double braced swing arm allows the rear wheel and tire to lean with the bike without twisting and trying to steer it.

Power still didn’t feel right after several rider changes and 86 miles had been logged on the front-wheel-driven VDO speedometer. The seat, tank and flywheel cover were taken off. One spark plug was removed, (a dual plug head is stock) and a dial gauge inserted. Timing was checked and found to be slow. We reset it. The carburetor was removed and disassembled. Needle position and jetting were checked. We decided to lean the pilot jet one size and leave the others alone for the present, because retarded timing usually causes carburetor richness.

Wiring was checked and showed no problems. Wiring looms are neat and held in place with black plastic ties. Waterproof plastic covered connectors are used and rubber plugs seal the case where wires enter. The side cover is cast and covers the sprocket and Bosch electronic ignition. A flat gasket is used to keep out water and goop. Three screws are used to hold the cover in place and removal is fast and easy. The engine was then started and a timing light used to double check the timing.

The scoot was reassembled and nuts and bolts checked. Hardened bolts and self locking nuts abound. The large spokes were checked and tightened. The brass spoke nipples must have been starting to bed into the lipless green lable Akront rims. The front one had a ding in it. Must have hit a rock too hard.

The rear tire had been hitting the airbox and plastic seat base, hard enough to mark them on full compression. A discussion followed: “If it was going to rub through anything it probably would have already happened,” babbled our tech editor. Point well made. We start the 400 on the first kick and give it the parking lot test. Much better. Now it wheelies and has much better response. Still felt a little fat in the mid-range so we dropped the needle. This proved to be almost impossible without removing the carburetor because of the tubular head stays. Doesn’t matter, the carb is removed by loosening two hose clamps. The needle was dropped one notch and reassembled. A note of caution here; don’t over-tighten the hose clamps tnat connect the carb to the barrel. To do so cuts the rubber manifold and makes replacement a must.

When we were rolling the WR around the shop we noticed something unusual. For a tall bike weighing 256 lb. it rolls easily and feels like it’s balanced perfectly. No top heaviness is noticed and it almost stands up by itself.

Back in the wilderness, one healthy jab at the kick starter gets the WR running again. Power was much better and the engine felt like an electric motor. Nothing happens suddenly. Very deceiving. Opinions about the power varied from rider to rider. Some felt it was down on power, others marveled at the speed and abundance of power. Strange how a smooth power flow with little vibration and no suddenness can give false impressions concerning horsepower output. Maico claims 43 hp. All the test riders felt this to be an optimistic figure.

The excellent balance we noted while pushing the WR can also be felt while riding. Top heaviness isn’t present and bike and rider are fluid.

The chrome-moly bars are higher and more narrow than the MX racers. They seemed to be a good choice and fit a wide range of riding styles.

The bars are clamped to the nicely finished triple trees with rubber mounted aluminum pedestals. This rubber mounting is firm enough that movement isn’t noticed while riding but soft enough to isolate vibrations and harshness.

Straight-leg Magura levers are used for the clutch and front brake. Although high quality, they require the user to have large hands. Power levers like the motocrosser uses are easier to reach and allow more leverage. Both units need more leverage to keep rider fatigue down. Clutch pull is extremely heavy, and we couldn’t find a rider strong enough to be happy with the front brake.

The rear brake pedal is steel and requires heavy pressure to bring the machine to a stop. It is somewhat tiring but it does work. Brake pedal height is adjustable but travel is limited by the skid plate. If a low height is preferred, part of the skid plate will have to be cut away.

Both brakes were inspected and most of the problem traced to brake shoes that weren’t arced to the drums correctly. As more miles rolled by they started to wear in and work better.

A first class engine-mounted chain tensioner is employed and applies pressure at the swing arm pivot. A replaceable plastic rub block is used on top of the swing arm and the combination keeps the long 520 chain from sawing into the frame members.

Gas mileage is poor and the 2.9-gal. tank is only good for about 50 miles.

The front brake cable and speedo cables don’t have guides, but should.

The enduro-legal headlight is mounted on cast aluminum brackets that look indestructible. The light is small and intended for emergency use, not high speed night racing. The taillight is large and old-fashioned looking, but didn’t get in the way or fall off.

An electric horn is mounted below the headlight. It discharges a pitiful low vibrating noise that can be heard over the quiet exhaust if a lot of imagination is used. Again, designed for enduro legality, not function>

The third test day served three purposes: 1) to allow a Maico rep a chance to check on engine power firsthand, 2) for photography, and 3) to see how the Maico took to water, always an important test for a true enduro bike.

The Maico man is something of an enthusiast. He said first, the power is fine. That’s the way they’re supposed to run. And because the 400WR has no trouble keeping up with other big machines in the vicinity, we decide he’s right. Like the Suzuki RM250C tested last month, a quiet motorcycle can have more power than the noise leads one to expect.

Asked about the rear tire bouncing against the airbox and seat base, the Maico guy says, “Ya, dot’s goooot, shows you are using fool travel.”

The rest of the day was spent running in sand and water. The thing must be part submarine. Wide open runs in third gear down creeks and hours spent playing in the water failed to make even one misfire! Steering control in the water is as good as on dry land, allowing quick high speed turns under full control. No wallowing, floating, or high siding effects are present. Water running becomes something to look forward to—not dreaded.

The brakes became saturated after several hours but would still stop, while requiring even more pressure. A short burst on dry ground with the levers applied readily dried them.

The large rear fender keeps water and mud from being thrown on the rider, but the front is on the short side. A mud flap should be attached or a longer fender utilized.

Spring loaded pegs with raised dots on them didn’t get slippery but the spring on the right one failed and began to stick in the up position. A rubber band made from an old intertube made a field fix possible and the fun continued.

New style Magura grips (red, of course) are supplied. These are much better than the old style; being fatter in the middle and much easier on the hands. After prolonged water running, the left one came loose and pulled off while riding. Glue yours on before it happens.

High speed runs in soft sand causes the front end to search but is an acceptable trade-off for steering control in the corners. Novice riders will be horrified by the front end wiggle at high speeds in the sand but experts probably won’t even notice it.

This is a serious motorcycle and designed with the expert or “A” rider in mind.

The heavily finned barrel and head allows hard running in even the hottest weather without overheating and is easy on the eyes.

The end of another day and field testing is completed. Many hard miles have been covered and the bike has been ridden by a number of people. Only two things have broken: the footpeg spring and an Adel clamp used to support the muffler. The WR should be too waterlogged to run but still starts first kick.

Maico has taken a giant step in the right direction with this new model. Quality items like Metzeler tires, Magura controls, Mahle piston, Falk plastics, Girling shocks, a chrome-moly frame, and Maico forks are hard to overlook. Handmade items like the tank seem incredible in this day of automation. It is even more incredible to learn the Maico factory only employs 240 people including office staff.

The bike is expensive and requires the owner to furnish some small things like cable guides, but the WR has so many excellent qualities many will be willing to do so. n

MAICO

400WR

$1999