Maico 450 Vs. Penton 400

MAICO 450 VS. PENTON 400

CYCLE WORLD COMPARISON TEST

The Purist Emerges Victorious In The Battle Of The Big Guns.

ASK AROUND to find out what experts think it takes to make a great big-bore motocrosser and you will probably come up with a cple of different answers. Invariably everyone will mention handling. That needs no in-depth explanation. Good handling is essential to every motorcycle, no matter what the intended purpose. And naturally power is another prime requisite. But here lies the problem. What kind of power? Does it take rip-snorting horsepower to get around the quickest, or is mind-boggling torque the answer? This comparison test answers that question. . .well, sort of.

We pitted Maico’s 450, an established open-class nemesis, against Penton’s latest entry, a new 400. Both machines, by the way, were provided by Warren Burrell at American Motocross, 7241 Orangethorpe Ave., Buena Park, California. Warren is a very successful race tuner and has had passthrough his stable of sponsored riders, on their way to proS^^onal factory rides, such names as Eierstedt, Gaylon Mosier and Rex Staten.

We know that many of you are going to be wondering why we didn't compare a 400 Maico to the new Penton. With identical displacements, you perhaps feel, the test would have more merit. Before you start writing letters, think of this. If you have a Penton 400 and you go racing, when you line up on the starting gate nothing says that the guy next to you on the Maico has to be sitting on just a 400. If you're going to do business in the 500 class, you'll have to take on whatever fits into that

displacement category. Maico’s 450 does. If Penton had a 450 and Maico only a 400, that’s what we would have compared.

SCORING

As is standard procedure in all CYCLE WORLD comparison tests, lap times were run at various motocross tracks. These lap times were averaged and we awarded the faster bike two points and the slower bike one. We multiplied these points by a factor of three, since lap times are the most important thing in motocross. Second most important is a good start, so we raced each bike against the clock from the starting lines at the various tracks to the first turns. Multiplying the two-forfirst, one-for-second points by a factor of two gave us our second set of scores.

The final test was the water test in which five passes were made with each bike through a small stream. Since both bikes survived unscathed, we awarded them two points each.

We did not run our usual 200-yd. whoop-de-doo test, because the whoopers on Indian Dunes’ sandwash were particularly brutal the day we tested there and we didn’t want to annihilate the Maico’s downpipe. Besides, we have never seen whoopers that bad on any motocross course. If the course you favor has some particularly bad ones, you should figure the cost of occasionally replacing the Maico’s bazooka pipe into your racing budget.

Bonus points were awarded for items exceptional in their presence, penalty points for those necessary but absent.

MAICO 450 GP

The radially-finned 450 from Ger many is stark in appearance. So stark as to be attractive, in fact. Utter simplicity pervades its design. It is designed for one thing and one thing only: To win motocross. The only item that might even be considered a frill is the in-thebarrel compression release to aid the rider in starting the mighty beast.

The suffix “GP” after the Maico’s displacement denotes that this machine is a works bike replica. Maico races pretty much what they sell, so this year, in keeping with that tradition, they produced GP versions of their established motocrossers. These bikes sport forward-mounted shock absorbers that allow six-and-one-half inches of travel at the rear axle. Maico uses specially-fabricated alloy shock absorbers on their works bikes. Production GP bikes are fitted with 13.4-in. Konis. Some sacrifices have to be made. Nevertheless, many items have been improved over last year’s.

Alloy is used more, especially in the chain guide (essential on long-travel rear end set-ups), and in the front brake anchor arm, which eliminates previous flex and improves braking efficiency. A Twin Air filter is now standard inside the plastic airbox. Maico hopes to soon have plastic fenders as well, but until then we’ll have to put up with fiberglass.

The studs that hold the cylinder to the cases are 10mm in diameter—an increase of two mm. Porting has been cleaned up at the factory in an effort to improve quality control. Engine mounts have been beefed up, as have the front fork springs, which are now single units instead of the dual springs utilized before. This last change should cure the sacking tendency that Maico fork springs have had. We certainly had no trouble with them during our test.

The Single delivers its power through a triplex primary chain to a four-spoÄk gearbox. The smallish clutch did not at all, but it did drag noticeably when the engine was warm. When the clutch did drag, neutral was impossible to locate unless you engaged it as you rolled to a stop. But use of the clutch was minimal at best, and totally unnecessary once underway.

Transmission operation was perfect. Shift throw is extremely short and ratios are well spaced, considering the engine’s broad spread of power. Downshifts were rarely a problem. Upshifts even less so. The best way to shift the Maico is to keep your toe hooked under the shift lever. Once the engine is about half to two-thirds through its rev range, apply pressure. The instant that the pressure on the two engaged gears lessens, due to a minute change in the degree of traction at the rear wheel, the next two gears hook up. Even if y^fc accidentally short shift it, you’ll nera notice. At times the gear changes are so rapid and so smooth that just listening to the sound of the Maico could convince you that there is no gearbox—that it’s automatic—Rokon style.

PENTON 400

Not only is the displacement of this motocrosser a new step for Penton, but so are the canted Ceriani gas/oil shock absorbers. This shock arrangement is stock on all KTM-powered Pentons. The engine is basically a 250 lower half mated to a new 400 upper end. Primary gear ratios and all transmission ratios in the six-speed gearbox are identical to the 250's. Of the six speeds housed inside the KTM engine, only four are of real use in motocross. First gear is for very short trench digging and sixth gear peaks in the area of some 80-plus mph. Second through fifth are what you wil|Ä|nd yourself using 99 percent of the nme.

The Penton features a strong chrome moly frame and magnesium outer cases for lightness. There are also interchangeable flywheels available. Our test bike had the heavier enduro flywheel, which we heartily recommend. The other wheel comes from the 250 and makes an already snappy powerband even more so. Too much so. In fact, if you could find a Motoplat flywheel that weighed about a pound more than the enduro wheel you’d be even better off.

The Penton is fast. And while it does have adequately strong pull at lower rpm, it is pipey. It wants to be kept singing in order to perform at its best. The transmission ratios help out here. The four usable ratios are close together and prevent the engine from slipping off the nipe if utilized properly.

^■fting the Penton required the occasional use of the clutch, particularly when going from third to fourth, where you would otherwise find yourself in a false neutral. Shift throw was traditionally long and became uncomfortable after awhile. Also, the up-routed exhaust pipe forces the right side panel out in a manner that gets it in your way the moment you stand up. Long-time Husky riders and ex-cowboys who have mastered the art of bow-legged motocross won’t have any problems, but everyone else will.

The Penton pipe has a minimal silencer that emits enough bark to be bothersome if you are standing close. At a distance, however, the Penton's crisp, revvy braa-a-at sound is much more confidence-inspiring than the Maico's torquey, yet deceivingly silenced wuuhrp-wuuhrp.

HANDLING

Both the Penton and the Maico are superb-handling motocrossers. But each has its own share of characteristics that do, in the end, make a difference.

Maico has always been known for its line-holding capabilities. On a Maico, you pass the competition on the inside while they are driving out towards the nearest berm. Because of the steering geometry, Maico has a tendency to shake its head in the loose stuff. The problem, which was until now consid ered only minor, has been aggravated by the rear shock arrangement, which has worked to lift the tail end of the bike; and decrease the fork rake. It isn’t difficult to control, but it can cost tin^H

Along with the change in front-enu geometry caused by the new rear-end alterations, there has also been a transfer of weight. More of it is forward. While it isn’t enough to cause the front end to nose-dive off jumps, it does make the machine steer more heavily —a factor that will cause you to tire sooner than you might otherwise.

But it isn’t difficult to overcome these characteristics. In the rough, the front wheel of the Maico doesn’t touch down that often if you are riding the bike right. With 450cc of power at your command, it’s easy to keep the front end light and aviated over nearly any section of track.

The Penton steered as well as the Maico when track conditions were ideal. Anything one bike did, the other could do. But as the tracks we rode on dried ^t (motocross tracks have a nasty habit of doing that), the sticking power of the Penton’s front end dried out with them. Both bikes come with Metzeler tires as standard equipment so we can’t fault the rubber. Metzelers are some of the finest dry-track knobbies around. And they aren’t too bad when it’s loamy either.

Sliding your body forward on the 400 (a la pre-1974 Bultaco style), helped quite a bit, but that took a lot of weight off the rear end and it began dancing around and hopping during braking before the turns and during acceleration out of the turns. Also, the constant heaving about of your body, to keep the Penton where it belonged, was> much more tiring than the simple sit-inone-position attitude necessary to ride the Maico.

In the rough, both bikes are great. Long-travel rear ends and excellent front fork action make them both a joy. The Penton will skip and prance slightly, but you are always in control. You may even find that you are skipping over some of the irregularities of the terrain. On the Maico, you know that you aren’t going to be able to do that. The rear wheel is going to fall into just about everything that the front end rolls over. The shocks absorb it all, and, in the meantime, you are in touch with the ground more often than on the Penton. This means that power delivery is a bit more constant and time is made up on the competition.

We were able to bottom the shocks on the Penton right away. Eventually, we were able to bottom the shocks on both test bikes regardless of the spring setting. And, by the time we finished testing the machines, both sets of shocks were pretty well kaput.

Fork action, as mentioned, was unfaultable. If there was a difference at all, it was in the amount of travel. The Penton's 6.5 in. being a half inch shorter than the Maico's seven. Yet you couldn't tell the difference on the track. By the end of the test, the forks on the 400 were weeping slightly, while the Maico forks stayed dry. Ceriani seals have never been noted for their longev ity. One of the various sets of Honda fork seals should do the trick.

POWER

Both bikes are rocket ships. They are competitive in their class in motocross right out of the crate. Yet the types of power they produce are as different as night and day. The Penton is a zippy revver. . .almost Japanese style, but not Équité. It acts much like the 250 Penton (CW, Aug. ’74) did, but it pulls stronger than fhe 250 at lower revs. Naturally it would, it’s a 400.

The Maico is just a monster in the power department. It has it all. Gobs of torque at any throttle opening, and 4.5 horsepower more than the Penton on top end. In fact, there is only one point where the Penton’s powerband overcomes that of the Maico. At 6000 rpm, the Penton is producing more torque and horsepower than the 450. But this occurs only at 6000, and even then the differences are insignificant.

Once the powerband reaches its single moment of glory, it’s all over for the Penton. Things go flat from there on. The Maico, meanwhile, continues upward on the horsepower curve and maintains its flat torque curve. From ¿J250 rpm until past 8000, the 450 Prever drops below 20 ft.-lb. of torque, peaking at 5000 rpm, where it produces 25.95 ft.-lb. This same spread of torque on the Penton covers a range of only 2000 rpm (from five to seven grand), with a 6000 rpm peak of 25.32 ft.-lb. Simply stated, the Maico pulls stronger, longer.

MAICO

450

$1728

DYNAMOMETER TEST: HORSEPOWER AND TORQUE

PENTON

400

$1680

Yet the Penton is quicker than the Maico. It was particularly noticeable during our timed runs to the first turn. Also, we could tell the difference after a short time in the saddle. Since you have to come out of a corner on the pipe with the Penton, you are, for at least the first 40 to 50 feet, going to be quicker than on the Maico, a more sluggish revver. But the advantage on the Penton is short-lived. Once the freight-train power of the Maico gets rolling, it zips past the Penton with ease. And on uphills they don’t even come close.

^Ae only track on which a Penton stands a chance against the Maico is one that is, first, ideally prepared, thus helping to keep the Penton’s front end from skating about, and eliminating the time-wasting wheelspin that its power characteristics produce. And secondly, the track would also have to be one with lots of short straights, where the 400’s quickness would dominate. Without these factors, the Maico will win, every time. Both bikes are rockets, but when the Maico kicks in that final stage, at about 7000 Rs, it’s all over.

PARAPHERNALIA

Even with today’s high cost of living, when you are paying about $1700 for either of these two machines you should get a finely-hewn piece of gear. Stuff lib^the steel rims on the Maico or even tl^Pidged Akronts on the Penton don’t belong. D.I.D.s or their equivalents should be found on both bikes. The skinny seat on the Penton, although well-padded, will get to your rump in short order. The exhaust pipe bulge will bother you as well. The thing really should be tucked in tighter. Levers on the Maico require giant-sized hands to operate them effectively.

Both bikes have excellent brakes that really surprised us. They’ve been selling Pentons equipped with cables on which the housing compressed excessively when the brakes were applied, giving a mushy feel. The newer cables are obviously better. And Maico brakes have always been good for a laugh or two, unless you’re the one who’s riding a Maico. Yet ours were beautiful, stopping progressively front and rear whenever asked to.

The footpegs on the Penton have poor grip, are not spring-loaded and do not fold up as much as we’d like. The Maico’s pegs are at least spring-loaded, but their round, dimpled design is even worse than that of those on the Penton. Both kickstands are adequate. The wild prop on the Maico sure gets a lot comments though. But you never notic^ it while riding. You never notice the one on the Penton either, but when studying some of the leftover photos, we could see that in the rough, the sidestand is at times in a partially-down position. It caused no problems, however.

Neither of the fuel tanks holds enough for more than 45 minutes of racing. While you may never need more than that on the Maico, you will on the Penton because of its dual-purpose design. With an optional lighting kit, the machine is well suited to enduro work, yet you can’t go more than about 40-45 miles on the tank’s skimpy 1.8 gal. If you want to ride enduros, then you’d better be prepared to spring for the larger tank, available as an option. Besides, the cheap stickers on the tank will peel off the first time gasoline h^& them, leaving the tank looking gi^^ after your first day’s ride.

IN THE END

If you want to win at motocross, and you’ve narrowed your choice to the two bikes tested here, the 450 Maico is the better of the two. It will get you around the great majority of tracks quicker than the Penton. There are only two reasons why one might choose a Penton over the Maico. One is the desire for a machine that is suitable for both motocross and enduros. The second reason is fear of Maico parts prices. They are sky high.

We said that this test would answer the torque vs. horsepower questionsort of. The answer is that neither will assure victory by itself. Only through a balance of both of these power tr^^ can a motocross machine emerge as truly great. The Penton is good. The Maico is great. 0