Two Stroke Motocross
Two Stroke Motocross Forum => General Two Stroke Talk => Topic started by: Maico International on September 17, 2010, 11:54:04 AM
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As a new era dawns in the life of Maico, rigorous testing has been carried out on a wide selection of hand made products already hotly tipped to make it onto the spec sheet for the 2011 M.M.X.
The new frame has been kept at close quarters for some time and the results have proved to be better than initially expected with a superb balance which far exceeds its dated predecessor and provides a substantial weight saving.
Made exclusively for the new generation of bikes the rear shock absorber works in harmony with the new frame and has been a revelation in testing sessions. Maico Internationals Dunlop Maxima rider Neil Berry commented, ā??Even with a 320 motor slotted into the chassis, the weight and balance make it feel like a 125, itā??s just so manoeuvrable and positive. The new shock is a top draw product; itā??s lighter and far more functional than the previous one, and works so well, essentially itā??s a factory shock fitted on a bike as standard which I would gladly put up against any other brand on the market.ā?
With an F.1. Factory engine expected make it onto the options list for 2011 featuring some very interesting internals which will all be available as individual options to customers who purchase the standard bike and wish to upgrade various parts at a later date, the whole concept of the new M.M.X has been focused on engineering a high level quality product.
Maico Internationals Vincent Page said: ā??Sure, other manufacturers have released their new bikes and many people are getting frustrated at waiting for the new M.M.X. but we have a clear and defined ethos with this bike and it will be worth waiting for.ā?
http://dirtywheelsmedia.co.uk/interactive/index.php?topic=131.0 (http://dirtywheelsmedia.co.uk/interactive/index.php?topic=131.0)
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F1 factory engine, eh? I hope that doesn't mean the new Maico will have a 24,000 RPM four-stroke in it. :P
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F1 factory engine, eh? I hope that doesn't mean the new Maico will have a 24,000 RPM four-stroke in it. :P
Most definetly not.All we can say at the moment is that the factory engines will produce more horsepower and be lighter than the production motor.All the parts used in the factroy engine will fit the production model and be a permanantly available aftermarket purchase.
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Sounds good to me. Any idea what the F1 engine option would cost, or is that classified at this time?
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Sounds good to me. Any idea what the F1 engine option would cost, or is that classified at this time?
Sorry jetz cannot release that information at this time, rest assured when we can, we will.
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Hope you guys get on the Direct Injection someday soon.
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Hope you guys get on the Direct Injection someday soon.
Hi,
This is something we are keeping a close eye on,and we would certainly not exclude it from the future plans.
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How soon before we see them at a dealer's location? I know there is a lot of hoops to jump through, and red tape to unwind, but inquiring minds would like to know when they will be available...
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How soon before we see them at a dealer's location? I know there is a lot of hoops to jump through, and red tape to unwind, but inquiring minds would like to know when they will be available...
Thanks for the interest,it has been a very long and drawn out process and their is nobody dragging their heels on this one, it simply takes the time it takes for the American Government to do what they have to do.Its a three part process which has already been apporoved, we have official confirmation from the U.S.A. department that our distributor has been accepted but their are still two more parts to the process which are proceding.
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Thanks for the reply. I'm sure it a long complicated process for import into the US. Please keep us informed as to the status.
Again, thanks for the update.
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Yep, I think everyone is anticipating any info on these bikes, especially photos and race tests.
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I'm so stoked!
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As I am sure you can appreciate we are as enthusiastic to get the 2011 M.M.X. out into the public domain as you guys are.We have a verbal arrangement with the U.K.'s leading off road publictaion to provide them with excluisve pictures of the new bikes and we are planning our timing of the release of these pictures very carefully.
There are quite a few things we can mention but some we cannot, more news will be published very soon.
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So what are the special bits and pieces I can buy? Cyinders? Ignition? Pipe? Crank? A tall first gear?
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A tall first gear?
They have a tall first gear and primary ratio, at least the Open Class bikes have since 1985.
Check out the bottom, the 1986 gear ratio and 2010 are high for the 500. The 250s are generally same gearing but with different primary ratio.
http://www.vmxmag.com.au/03_news_events/vmx_Maico_490.html (http://www.vmxmag.com.au/03_news_events/vmx_Maico_490.html)
I would like an option for enduro to lower primary ratio and 1st gear (mostly just lower 1st and 2nd ratios and keep the upper ratios higher for enduro)! since even they are still quite tall, at least from what I know of the 1986.
(i.e., Sand Spider is 2.36 1st gear ratio, but now the 1st gar ratio is 2.28 and with the sand spider the primary drive ratio was lower (2.13) than it is now, which is at 1.96 now.)
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I'd be curious to know what my 250's first gear and primary look like. I'm not curious enough to split the cases to find out, but I do know that it has trouble pulling ordinary starts in first gear. You can really tell that they wanted the rider to launch the bike with a lot of fanfare and horsepower, rather than pulling out of camp for a ride. I'd like to see how its ratio compares to the new Maicos (although I imagine a new Maico would have much more low-end than the on/off powerband of Big Yellow.)
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You can find out without taking the motor apart. This is typically part of the specs released on bikes, the more detailed specs usually have these numbers, the gear ratios, primary ratios and secondary drive ratios.
I have sometimes been able to search on bikes online and find the information. If not though, it may be in your manual if you have one or get one. You can also call a place like Halls Cycles and ask them if they have that information. Just tell them you want the information to work on what sprockets you need to gear your bike so they may think you will order something later if you think they may not try to help.
The 1983 Sand Spider was setup to race desert so it's very fast and this gearing carried forward for enduro in the following models. They even made it slightly taller in the later years with 2.28 1st gear (from 2.36) and 1.96 Primary Ratio (from 2.13).
Your options for gearing down your bike are only to change the diameter of your rear tire or adjust the secondary drive.
Secondary Drive:
Cons:
1. The range of which you can gear is limited by the sprockets produced.
2. Different size sprockets may wear faster or cause more slack in the chain.
3. Perhaps at your comfortable/usual speed the drive shaft may be spinning faster than it would need to be if internal gearing was different.
Pros:
1. Easy to change.
Changing Rear Tire Diameter:
Cons:
1. Just like Secondary Drive mods this will gear your entire transmission.
2. Limited to available sizes, essentially 17", 18" or 19".
3. Most painful to change, not easily fitted to determine if you like it.
Pros:
1. Able to perform gearing without modifying the sprockets
2. May produce larger effect as opposed to using the equivlent in sprockets.
Primary Drive:
Cons:
1. Required to be performed at manufacturing, can't be done by you unless it's being manufactured.
2. Adjusts the entire transmission, all gears.
Pros:
1. Ability to reduce the speed of the output shaft for a particular speed.
2. Adjusts the range at which the secondary drive needs to be adjusted.
I.E. if this it TOO HIGH, it forces your secondary drive ratio too high in the spectrum. If it's at a comfortable medium, it allows more flexible secondary drive tuning up or down.
1st Gear (Individual Gears):
Cons:
1. Required to be performed at manufacturing, can't be done by you unless you can buy other gears or find gears from a different bike which work.
2. Must be paired smoothly with the next gear, cannot be too spaced or you will not have good pickup when shifting gears.
Pros:
1. Can adjust single gear ratios to allow for a best mix of tall and low gears to your suiting.
Primary: 66 / 31 = 2.13
1st Gear: 33 / 14 = 2.36 (5.03 Output)
2nd Gear: 29 / 17 = 1.71 (3.64 Output)
Changed Rear: 58 / 12 = 4.83
Stock: 48 / 16 = 3.0
Changed Rear Total: 24.29 Ratio
Stock Total: 10.92 Ratio
Stock Top Speed: ~115 MPH
My Top Speed: ~60 MPH (I have a Speedometer, matches my estimates)
1st Gear Top Speed Mine: ~20 MPH (I have a Speedometer, matches myestimates)
1st Gear STock Top Speed: ~35 MPH
My gearing down works out good for 1st gear, but once you get past second the gears are way too close. Even though the bike still does 60MPH, the top end gears need to be spaced out more for this Maico to really stretch. I still never can hit 5th gear wide open where I ride, so it's not too bad, however on the roads I can tell that the higher gears are too close. The lower 1st is OK, second could be a little bit higher and then 3rd to 5th should be the same. With a 58 tooth on the back and 12 ont he front
though, if I ever go to terrian I want to increase my speed I can easily pop out the front sprocket on the spot and put in a 15 or 14, it's just held in by a circlip, makes for easy maintaince.
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In the early 80's I raced a Husqvarna CR250 in both motocross and offroad events. I installed an OR (Husqvarna OR250) 1st gear assembly in place of the original 1st gear assembly and then adjusted my final drive to allow for 2nd gear motocross starts. The idea behind the very low first gear was that I could use it to drag me out of a tight section no matter how beat I was (in a cross country event).With a 6 speed box I still had plenty of speed for the fire roads and with the close middle ratios it worked well both in MX and offroad.
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I've been eying the OR transmission. It sounds just perfect for my needs, because the OR transmission changes the first, second, and third gear ratios only, and leaves the others the same. I'm perfectly satisfied with 4th-6th, but first is simply too high for comfort a lot of the time, and then I usually find myself going from first to third in the space of about fifty feet because they're so damn close. I guess there's a reason they called it, "Optimum Ratio."