Editor's Note: The year was 1975 and suspension travel was just at the start of the long travel revolution. In 1974, the longest travel any production bike had was about four inches. Yamaha came out with their monoshock design ( a single shock under the saddle ) and several other manufacturers started moving shocks forward and angling them all over the place.

A word about Vic Krause, the man who wrote this piece. Vic (at that time) owned a dealership in Chicago and was The Maico Man in the Midwest. He was also a good friend and even wrote the legendary Mister Know-It-All column for me in Modern Cycle and Dirt Bike.

So, sit back and enjoy the crusty writing style and learn some interesting facts about the bike that Maico never built ... but certainly should have!

With the saddle, rear fender and side panels removed, you can get a clean look at the fabrication and construction techniques involved.

It was a dreary, uneventful winter afternoon on the outskirts of Chicago, as I sat in my shop pondering the meaning of nine straight days in mid-February without seeing the sun. It seemed as if Mother Nature had taken a two-week vacation and left Illinois to fend for itself.

I was desperately trying to find a convenient dealer trade show I could attend, but nothing was happening in either Jamaica, or Acapulco.

Just when I thought the hinges on the showroom door might begin to rust closed, a van pulled into the parking lot and into the showroom walked my first customer of the month. He was wearing an army jacket and some old fatigues.

Swingarm is heavily gusseted for extra strength. The Kramer kit called for square tubing, but the owner/builder changed it to the same tubing used in the rest of the Maico chassis.

I promptly hopped to my feet and forced a cheerful salutation. He mumbled a reply that sounded like "you too" and started browsing around. I began doubting his candidacy for the "first customer of the month" award.

Eventually, he sauntered up to the counter. Expectantly, I awaited his order. "A pair of boots or leathers today?" I asked optimistically.

"No thanks man," he replied. "Just give me a twin air filter for my mono-shock".

Enraged, I threw him out of the shop and told him to go to Bob Nevin's Yamaha down the street for his monoshock stuff. Everyone around here knows that we are into the European bikes and wage war every Sunday against the imports from Nipponland. This stranger just needed a little educating.

Air box restriction posed no problem for the 250, but on the open class bike might be a bit restrictive.

I no sooner resumed my position, seated below the magnificent Barstow-to-Vegas Horny Owl trophy, when this character reentered the showroom protesting that he did not own a Yamaha.

My patience was at an end, and just before I was about to eject him permanently, my wife arrived with lunch. As I relented to my steaming bowl of chicken soup, this fellow began explaining that he owned a mono-shock-style Maico; in fact, two of them-a 250 and a 400.

As I listened to this madness, it occurred to me that this was the sixth kook that had come in this week; I made a note to look for a better shop location. Surely this broken man must have been captured during the war and tortured until his mind snapped.

A monoshock Maico, indeed!

Stock rear shock mounts were used as support for the top tubes on the swingarm, making for a genuinely strong structure.

I slurped down the last spoonful of chicken soup and decided to comfort the poor lost soul. Before I could calm him down, he darted out to his van and reappeared with a photograph.

I gasped audibly, when he showed it to me. My irritation immediately changed to fascination. Sure enough, it was a Maico with a monoshock suspension.

However, it sported two Bilstein gas shocks, side-by-side in a monoshock configuration.

Before you could say "Kalevi Vehkonen," I bombarded him with a thousand and one questions. The chap's name was Ed Remis, and he had just been discharged from the Army in December. He had served 25 months stationed in Offenbach, West Germany, as a communication electronics technician.

Twin-Air foam filter is held in place by simple rubber bands. Small area under the saddle restricts the size that can be used.

His home was West Seneca, New York, but he was in Chicago attending the American Motorcycle Mechanics School, intending to make a career of bikes.

He built and raced the monoshock-action Maicos in Germany, and they were shipped over to the states after his discharge.

This was too good to be true. A lousy, dismal, overcast, crummy day and in walks this Ed Remis,having just spent over two years living a few hundred kilometers from the Maico factory.

Support tubes apply proper stress angularity to the frame and swingarm. Extra tubing and gusseting added 3.3 pounds to the bike.

I used every bit of leverage at my disposal: two six-packs of Schlitz and the promise of 9 percent parts discount; to try and persuade Ed to journey back to New York and return with one of these rare Maicos so we could photograph, test, and add another chapter to the book of unusual suspension systems.

Ed agreed. As I walked Ed to the parking lot, I turned green with terminal envy. His Sano van sat there-a bright red with yellow lettering with the German words "Weltmeister Rennmachinen" translating to "World Master Race Machine," and the name Maico in two-foot letters above. First class!

I didn't sleep a wink for two weeks thinking that the ships transporting the bikes might have sunk, or a dock worker might have dropped the crate into the harbor, et cetera, et cetera.

Not much chance of bending this swingarm.

However, Ed arrived with a 250 Maico right on schedule. As he nervously watched, we stripped the bike down to essentials to study the layout of this unique system. The design is far less complicated than you would initially assume.

The bridge work on the swingarm is not elaborate-just short struts for the lower shock mount. A portion of the original lower shock mount on the swing arm was used as gussetting in the new configuration. The frame was in a forward mount model before Ed modified it.

Top shock mounts are not in the way when riding. Mounts ride on bronze bushings.

The steel tubing used was the same gauge, diameter, and composition as the rest of the frame. Additional weight of the swing arm is about 1 ? kilograms-3.3 pounds; however, the weight does not appreciably raise the center of gravity.

The shocks used were 11.9 inch Bilsteins and the best spring rate was a 80/125 progressive. Girling size springs are used to minimize the clearance problems.

The only complexity in the entire system is the air box. The majority of space occupied by the shock occurs where the air usually comes in. This necessitated a complex set of bends to clear the shocks and still reside under the seat, and not get in the way of the rear wheel under full compression.

The air box is a work of art. It clears everything and provides for an adequate size twin air filter made especially for the air box, which is held in place by a rubber strap. Air is transferred through the bottom of the air box in a square duct.

When the shocks bottom out, the line of thrust runs straight through the backbone of the frame directly to the steering head. With this setup, a strengthening strap is welded around the steering head.

It then passes through a rubber coupling boot, a joint at the splashplate, and then a second rubber boot to the carb inlet mouth. The splashplate keeps debris off the engine. The air boot joint at the splashplate could not have been eliminated, but it does lend rigidity to the air induction system.

How Ed Remis obtained the design for this system, is a trip in itself. This geometry for the Maico was conceived by a man well respected in Germany as a top tuner and builder-Mr. Adolph Kramer.

The Kramer Maico has been on the European scene for a year or more in top national competition. One afternoon, Ed took a ride down to Volgenbach, south of Frankfurt, to the home of old man Kramer to obtain the necessary components to convert his Maico to the Kramer design.

Twin Bilsteins run right under the air box. They run virtually dirt-free with the splash guard right in front of them. Springs are 80/125 pound Girlings.

A huge German Shepherd eyed him as he approached the iron gate of the Kramer house. Hearing the dog snarl, Kramer came out of his workshop and chained the dog up to the gun turret of a partially restored Panzer tank that rests in the front yard. The dog's name was Bing-what else?

Up-swept tube on the chain side had to be notched out to allow for proper chain clearance. If done correctly, it won't weaken the tube.

They retired to his Work-shop, each with a bottle or two of Hiedelhiem Beer. On the back of a dirty placement advertising Kaiserslauten Aisle, Kramer roughly scrawled out technical specifications for making the conversion.

He then gave Remis a kit consisting of the Bilstein stiocks, special alloy, an airbox, air boots and connectors, a special twin air filter, and the side panel number plates. Ed gave Kramer 440 marks (200 U.S. dollars), and then they proceeded to down another four beers apiece.

Air box is hand-built by Kramer; work is sano.

Mrs. Kramer appeared, chewed out the old man for not fixing the family VW and threatened Remis with a spot reserved for intruders in her new microwave oven.

Ed grabbed his goodies and split with a belch.

For 4,500 marks, Kramer will take a brand new machine and convert it for you that night-getting there and back is the problem.

Ed made a few improvements on the Kramer design. The original specifications called out for square mild steel tubing. Weight was saved by using Maico frame tubing and strength was also assured. The upright struts for the lower shock were also canted slightly backward to provide a more direct load to the shocks under full compression.

Instead of the angle iron for the top mount, Ed opted to use round stock and put bronze bushings on the end for the shock eyes. The package is very clean looking. That splashplate was also another one of Ed's innovations.

The rear wheel travel is about 6 ? inches-pretty close to what you get with forward mounted shocks. Seat height is the same. The Bilsteins are mounted right side up, so dirt doesn't get a direct shot at the seals.

Riding the Kramer Maico is really neat. The Bilstein shocks have very good damping characteristics and are probably the best proven gas shocks on the market. Coupling them with Progressive springs in the monoshock configuration, yields a ride that is gentle in the small stutter bumps and firm over hard impact, with the smoothest transition we have experienced in between.

There is no tendency to buck up on bumpy downhill sections-a characteristic other mono-systems have exhibited. The center of gravity feels unchanged, yet one can still feel the additional unsprung weight of the swing arm.

Muddy conditions, here in the Midwest (monsoon season), prevented a really good workout of the machine on dry terrain. However, if you race around Illinois, or go up around West Seneca, New York, Ed will probably give you a good first-hand exhibition.

P.S. Dear Ed:

Your twin air filter is still on backorder.