Of course, with the mediocre front brake, you’ll have to work extra hard to beat anyone going into corners, but getting through and smokin’ out is a blast. When the playing around is finished and it’s time to take care of business, the real fun begins. And even if you don’t get completely straightened up from your antics before you land, the Bui lands softly and straightens up immediately. Wheelie forever, slide like Dave Aldana, take the inside line, the outside line, carom off berms, make Saturn V leaps off jumps, play DeCoster in mid-flight, or, even better yet, do some of those patented Rex Staten double cross-ups. Anything you wanted to do you could do on this bike. We’ve never ridden a machine, any machine, that was so totally responsive to body position and movement as the Mk VIII was. The attempt to keep things light did succeed. The finish doesn’t peel or anything like that, it just doesn’t create enough friction. We understand that part of the problem is that in order to keep things light, Bultaco discarded the brake drum lining in its Dural hub and uses a metallic spray finish instead. Little by little it got better as the hours were piled onto the machine, but it never stopped with what we would consider sufficient strength. That’s more than can be said for the front one, though.
No matter which side you choose, the rear brake works> very well. Also, riders who take the time to become proficient shifters with either foot can take advantage of the adjustability of the machine to set it up for a particular track, depending on which way it circles and where the most troublesome corner approaches and exits might be.
It doesn’t alienate long-time Bui riders, while at the same time appealing to those who might otherwise deny themselves the pleasure of owning a Pursang. This arrangement is most noteworthy because it gives the rider a choice. One of the reasons for the change was that some Bultaco people felt that sales were being lost to customers who were graduating from a left-shift Japanese bike and didn’t want to have to relearn shifting reflexes. As you buy it, the machine comes with a left-side shift and right-side brake. This, of course, works in conjunction with the new shift shaft that runs completely through the cases, allowing the rider his choice as to which side to shift on and which side to place the brake pedal on. The brake drum can be placed either on the same side as the sprocket or on the opposite side. The rear hub is new in that it is reversible. The gusset, swinging arm and entire frame are made from chrome moly.
#1969 BULTACO PURSANG FULL#
In order to maintain as much swinging arm rigidity as possible, the full length of the arm has been gusseted along its lower side with a piece of curved steel tubing. While some of the modifications on the Bui make certain components lighter than before (such as the new right side cover that more closely follows the contour of the internals), the FMS conversion, along with a new hub, makes up the difference in weight. The Mk VIII is a little heavier than last year’s Mk VII. In fact, it sort of starts to grow on you. But after a while, you begin to accept the blue But and the color never bothers you again. At first it seemed a bit odd and difficult to get accustomed to, since we've always known Bultacos to have red paint somewhere, even if it's only a touch. The 250 Bul carries the same paint scheme that was introduced on last year's model. Montesa has just released its slant-shock VR, of which CYCLE WORLD will have the first test, but which won’t arrive for another month or so. At least it’s the first to hit our shores. This is Spain’s first attempt at mass-production of a FMS (forward-mounted shocks) motocrosser. They take pride in their accomplishments and, as long as they continue to produce competition machinery as fine as this newest Bultaco, they have every right to. They love motorcycles, not just as a source of income, but simply as motorcycles.
#1969 BULTACO PURSANG TRIAL#
Their machines have come about through many years of trial and error.
#1969 BULTACO PURSANG HOW TO#
No megabucks, electronic thingamawidget telling them how to design motorcycles. They figure things out for themselves, and it works. The technology is of the homemade variety. The latter has been the strength behind their successful motorcycles. They know that their country isn’t the richest one around and that they don’t have as many resources as many other countries do, but they know how to take advantage of what they do have.both in the area of resources and in the area of technology. KNOWING A LITTLE of how Spaniards think is helpful when trying to understand why they do things the way they do. Yet Another Superlight, But This Time With Radical Suspension
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