Maico GS 250 Better late than never

A brilliant engine. Reed valve cylinder and Bing carby.

transfers and an altered booster port system. The piston is the same as last year but with 20mm shaved off the rear of the skirt.”

They were even keen on the Bing - “It’s such a good enduro motor, there’s nothing it doesn’t do well. Don’t let anyone tell you that Bing carbs don’t work well because the 38mm Bing on this motor works spot-on. The bike started first kick every time. Hot or cold. In gear or out.” Indeed, ADB couldn’t stop raving about the new engine - “One thing’s for sure, the reed-equipped motor is simple to set up, it will idle up boulder-strewn, dust-laden cliffs, it will effortlessly growl through mid-range tree-to-tree stuff all day long with a minimum of gear changing, or it will hit a rush of power right up the top that will send you through an acceleration test with a time as good as anything in the class. We repeatedly put the bike up a climb so bad that it was by-passed during a recent event. We eventually resorted to stopping in the nastiest spot and then trying to get moving again. Let the clutch out and simply climb away! Other engine changes included a new expansion chamber (and massive muffler) and two single row primary chains instead of the duplex primary chain on the earlier model. I can tell you’re asking yourself why two single row chains are stronger than a duplex chain, so, here’s the explanation. Here’s what Cycle World magazine wrote in the Maico 250 Mega 2 MC test in their August ‘81 issue - “The chain has the same size rollers and pins but the pins are less than half the length the double row chain used. Shorter pins the same diameter mean substantial strength is gained. It’s much harder to bend a short pin. If the pins don’t bend, the side plates don’t break, and the chain life is extended.”

Subscribe and never miss an issue of VMX Magazine.

Nothing beats the joy of taking your new copy of VMX Magazine out of your letterbox, opening up the padded satchel and poring over the contents of the latest issue. Bikes, people and places that will entertain and astound you - all on beautiful, glossy quality paper. The best bikes, the best photos, the best writing - it all keeps VMX Magazine the very best vintage and classic dirt bike magazine in the world.

Of course, you can get your copy as a digital issue as well, or get both print + digital for even more enjoyment - it is a very economical, convenient and practical option. See all the details below (and yes, the subscription price has risen slightly recently, for the first time in TEN YEARS due to the ever-escalating cost of postage).

Two year subscription options now available!

Print Only Print + Digital Bundle 1 Year 2 Years 1 Year 2 Years AUSTRALIA $80.00 $160.00 $100.00 $195.00 NZ $90.00 $180.00 $110.00 $215.00 USA / CANADA $100.00 $200.00 $120.00 $235.00 ASIA / PACIFIC $100.00 $200.00 $120.00 $235.00 UK $100.00 $200.00 $120.00 $235.00 EUROPE $100.00 $200.00 $120.00 $235.00

Note: All prices in Australian currency (AUD$) and include airmail postage to your door. Also, due to the high associated bank charges for international cheque processing, payment is only available by credit card (eway) or PayPal transactions. All Enquiries: From within Australia, call (03) 9509 2993 From outside Australia, call +61 3 9509 2993 or Email: sales@vmxmag.com.au

You can purchase digital subcriptions of VMX Magazine directly from Pocketmags @ www.pocketmags.com, the Apple App Store or Google Play.

2

3

Main: Dave’s showroom. Insets: 1. Coming along nicely. 2. A muffler that actually muffled. 3. Zero miles.

There were significant changes to the chassis as well. For example, the frame is completely different. Some thought the frame on the 1980 model was too high so the 1981 model had a steering head that was 42mm lower with the forks shortened to match (without any loss of wheel travel). As well, the fork sliders were highly modified, being shorter at the top and beefier around the seals and axle clamps. Other changes include the lengthening of the rear frame loop (to provide better support for the rear mudguard), the fitting of a plastic tank (previously steel) and the strengthening of the centrestand (previously easy to bend). As ADB summised - “Yes sir. These Maicos are a lot better than the last model.”

When discussing the bike’s handling, ADB mentioned that some people (those familiar with Japanese enduro models) thought that the Maico handled a bit peculiar but argued that the GS 250 needed some time in the saddle to get the full effect - “At first, we had been too used to Japanese machines. They’re good, for sure, and they handle lightly and well. But after a while on a Maico you are BETTER. First up, Maico handles heavily, it isn’t heavy, but it handles heavily. It seems to be glued to the ground: it doesn’t float over bumps, it stays on the ground and goes through them. As a rider, you don’t feel them. We’d rate the Maico suspension thus: Front - the best in the world. Rear - equal second best of anything on the market, behind a Husqvarna with its Ohlins. Overall? Tops.”

Sure, it had a lot of head shake (or as ADB said - “It is one of the worst bikes in the UNIVERSE for shaking its head.”) and it bucked a bit when trying to slow down through a corner filled with braking bumps but those negatives were neither here nor there in the scheme of things. Nor for that matter was the gap in the gearbox between third and fourth gears - just forget about it and enjoy the ride. You could keep on enjoying the ride too, given its reliability, as they also mentioned - “For years, Maicos have had the reputation of reliability and strength, this model is no different. They may have been questionable in 1974, but in 1981 a Maico is as strong and reliable as they come.”

The praise continued throughout a test in Trail and Track (T&T) magazine in their September ‘81 issue - “Just when I was beginning to think the Japanese bikes were gaining ground on the European ones, I again rode a Maico: the latest 250 Enduro; and I found to my pleasure, so much that was missing from the Japanese machines. It’s like getting into a Mercedes after driving a Mini Minor. There is that much difference.” They also detailed the changes and liked the updates from the previous models, noting in particular the stronger wheels due to stronger spokes, a new lacing pattern and wider hubs (cast from aluminium not magnesium). Other notable updates they detailed were far superior control cables and the change in the fixture of the rear brake plate (now locating in a lug on the swingarm instead of the torque arm used previously).

But, like ADB, it was the new engine that really impressed, with T&T test rider saying - “I was so impressed with the low down grunt that unconsciously I began to compare it to some 400s I had recently ridden.” They also agreed that it took a while to ‘settle in’ to the way the Maico delivered its charms - “Like most European bikes the Maico has a personality that takes a while to get used to before all the magic things begin to fall into place.”

The GS 250 example you see in this feature was restored by Dave Coupe for a collector’s museum. That figures, because if you want a museum-quality bike then Dave is just the person! He didn’t have anything to share on racing a GS 250 as his racing career has been on other models of Maico but he did have some feedback on the restoration - “First off, I don’t think they made many of the GS250s - I believe everyone wanted the GS490s. I did make this bike as OEM as possible and I think the shocks were the toughest part of the build. I did though find a brand new speed odometer with no miles on it, which was incredible. I even have the correct key for the steering lock and I don’t know how that happened on a 41 year old motorcycle! Overall, this restore was pretty easy and pretty straight forward. I have to say that it does help that I have a ton of NOS and used Maico parts.”

Yes, that would have been a huge help Dave and you did an incredible job on the GS. Perhaps you should have raced this model back in the day, or now, as it seems like it really was a star. Wrapping up their review, ADB broke it down into two main points - “There are two main details on this model: the all-new frame, and the reed valve. These two features absolutely transform the Maico, and it becomes a bike which is easy to get right, easy to ride in the most impossible sections, and easy to reach the ground from.”

Surprisingly, given Maico’s reputation for making bikes that were mainly only appreciated by hard-core racers, it was ADB’s parting words that really threw a whole new light on the brand, and this GS 250 in particular - “More to the point for most of you readers, we found the Maico would be the perfect bike for either a novice/beginner/play rider, or a serious racer like Chris Cater (Aussie enduro champ). Fool around and it makes you smile a lot, race it hard, and at the end your smile is just as wide.” Happy days, if you own one!