The Motorbike Archives

One of the makes that only sees rare visits to the winners circles these days is Bultaco. This is partly a mixture of lack of numbers, and Bultaco inability to stay in line with modern MX development. Last years Bultaco Pursangs weren't the hottest things around, and it was only after fairly extensive development that the Pursangs were even close to competitive.

Gary Flood, on his much reworked machinery had more success than anyone, but only after altering suspension and engine components.

But in one model Bultaco have gone from one of the worst 250 motocrossers of '77 to one of the best in '78.

They've revised the frame, the suspension and the motor to make the new 250cc Pursang an entirely different proposition. The engine has been stroked for more torque, the front end has altered to make the steering very quick, while the rear units have been mounted and laved forward, in almost exactly the same position that Gary Flood has been putting his for years.

The motor, as always looks exactly the same on the outside with its solid looking appeal. Inside it uses the stroke of the 370. That is the longer 64mm. To keep the capacity down a smaller bore of 70mm is used. So the bore and stroke is 70 x 64 as oppossed to last years 72 x 60. This lengthening of the stroke have given the engine more torque low down, while it still has a good useable top end.

This year the carby size has been increased to 38mm from last years 36mm. As well Bultaco have gone to a Spanish Amal carburettor, as opposed to last years Bing.

A law in Spain says that no imported parts can be used on locally made bikes. Neither can any foreign motorcycle be imported. The idea, of course, is to protect the local industry. So this is why the Amal carburettors are made in Spain, under licence to the British firm. It is also why the Bultaco has Motoplat ignition, Betor rear units and Bultacos own forks. Or at least Bultaco claim that they make the forks themselves, but they look suspiciously Betor in places.

What the Spaniards can't make, they are allowed to import, and Pirelli tyres are found on the Pursang. We've had mixed reaction to these among top riders with some saying they like them and others saying they're not too keen. They're a soft tyre, suited more to mud rather than hard ground where they tend to roll around a bit.

The Pursang looks an improved bike for '78 with its bright blue paint job and restyled lines. The petrol tank is now shaped to accommodate the leading axle forks.

That is the fork legs are set back, with the axle set in front. The triple clamps have the fork legs and steering stem almost in line with each other. The cutaways at the front of the petrol tank are so the fork legs don't clash with it at full lock.

Bultaco say they make the forks themselves, and possibly they do. They've certainly got Bultaco stamped all over them, and a sticker which say "240". Bultaco must like to advertise the amount of travel.

The front end is radically different to last years because it makes the bike a very quick turner. The Bultaco seems to change direction at the slightest touch of the bars. Whether or not you're going to like this will depend a little on your riding style. We've heard some riders say they like it, while others have said it turns too quick.

The suspension itself is all oil and spring and works very well. The forks can easily be fitted with air caps if you wish, although most riders will find it unnecessary. The front brake is a small magnesium unit, which works exceptionally well under all conditions.

At the rear new Betor shock absorbers are used. These have external gas reservoirs mounted below the rear mudguard. The units are layed forward for more travel and so far the 'A' graders who've used the units have left them exactly as they are.

The units feel a little firm, and lighter riders will probably have to think about lighter springs to get the back moving properly.

It takes a fair bit of getting used to the Bultaco on the track with its quick steering front end, firm rear, and new engine characteristics. The motor, although its got more torque, still has to be revved hard. Its power is still up in the higher rev ranges. It might be more forgiving down low, but you can't rely on the torque to pull you out of corners. You still have to keep it boiling. But the power is there up high now. It will rev well, unlike last years model.

Another point on the improvement side of things is that the Pursang, although always a fairly bullet proof sort of bike, did have odd problems. These seemed to be ironed out, an so far, the bikes being raced locally have stood up well. Their only alterations have been jetting changes. The main jet of Rod Sharp's bike, who is being partly sponsored by Bert Flood, was a 430, and is now a 410. The needle jet went from 109 to 108.

In the world championship series, the 250cc class has always been the closest fought of any. The 500cc class seem to be a battle between Suzuki and whichever bike Heikki Mikkola is riding. The 125cc class is usually a battle between Suzuki and no-one. But you can usually expect at least 6 or 7 different makes of bikes in the top ten places of the World 250cc championship. It's hard to say why this is. Perhaps you could argue that Japanese factories pour their big dollars into the 500cc class. All the. Europeans with their not so big dollars give the big one a miss and go for the 250cc class, leaving no-one much to worry about the 125cc class.

Whatever the reason the 250cc class is usually closer fought and more interesting to follow. Last year Bultaco had Harry Everts, who most of the time was on a near standard machine, and he didn't feature in the placings too often. Hopefully this year, the new, vastly improved Pursang will mean Bultaco might once again start winning races both here and overseas.■