![bultaco pursang 360 bultaco pursang 360](https://i0.wp.com/www.bike-urious.com/wp-content/uploads/Bultaco-Pursang-Right-Side.jpg)
However, the wheels now are up to the job, and gave no trouble during some hard hours of testing, though rear wheel spokes had to be taken up late in the game. John Grace, export manager at factory and former road racer, reported the big engine had yanked chunks out of the flanges after prolonged abuse at factory test tracks. The wheels are basically standard 250 units, but have been strengthened at spoke flanges by addition of steel plates riveted onto both flanges of each wheel. However, there's enough clearance for almost any situation. The turn downward at barrel might have been sharper, bringing the pipe closer to the engine and doing away with a water-cooled cant to the exhaust system. The rear is supported by a pair of 6-mm bolts bonded to rubber pieces that bolt in turn to a lug on the frame. It has welded-in notches and slots to clear anything projecting, and is attached at the front with the now common double spring arrangement. The pipe once again goes underneath, taking a path between the downtubes and under front center of engine before angling to right and exiting under the swinging arm.
BULTACO PURSANG 360 PROFESSIONAL
The long gussets that join downtubes to steering head are tied up with a professional half-moon-on-half-moon weld, and the engine mounting points on the frame are equally well done.Īlso gone are the grinding marks that once cut half way through the tube before the assembler went for his goggles. The gray paint didn't like clinging to all that flux. The beads no longer look like the ones from welding class. Bultaco actually is producing some truly neat welds on this one. The new colors do much for El Bandido, and the huskier power unit seems to tie the machine together in a subtle, effective manner.Ī closer look reveals welcome surprises. Somehow this larger unit brings the whole thing off far better. There is no question that many riders found the Pursang not pleasing to the eye. El Bandido decals are a nice identity touch. Paintwork is tastefully done - a black/white effect is nicely split with a trace of red. Fiberglass almost would interchange, and much of the hardware is lifted directly from the successful 250 model. The Pursang look is closely adhered to in many respects. Chunky cases are topped off with a nicely proportioned barrel that doesn't seem any bigger than the 250 unit. The wait was worthwhile.Įl Bandido retains the overall Bultaco profile, and presents an appearance for all the world like a rubber Pursang with a little air pumped in.
![bultaco pursang 360 bultaco pursang 360](https://amsracing.com/__2013-06-25/wp-content/uploads/2013/09/121-010.jpg)
Now, Bultaco has flipped the switch again, this time for real. The first long look revealed meaty chunks showing through the early cutaway display unit, the super-sized bearings and giant clutch, the fat cases, and great squat appearance. For a long time, many thought they'd never actually see or hear this giant perform. The engine cases, triple clamps and hubs were highly polished, while the fiberglass fenders, side panels, airbox and fuel tank were painted.” This beautiful example has been carefully and sensitively restored by the Vintage Moto Factory.IT'S BEEN ALMOST THREE YEARS since the in-crowd was given a sneak preview of the all-new 360 Bultaco prototype engine. “The 1974 360 Pursang was an absolute jewel. The torque advantage was useful, because until 1975, Bultaco used a right-side shifter for its 5-speed transmission, something that confused many riders.īy 1974, the 360cc Bultaco Pursang was nearly identical in design to the production 250 Pomeroy had ridden to victory in the Spanish Grand Prix, with a claimed 39 HP at 7,000 RPM, according to Ultimate Motorcycling. In theory, that gave the piston more mechanical advantage on the power stroke.
![bultaco pursang 360 bultaco pursang 360](https://cdn11.bigcommerce.com/s-8b7e9eowlk/images/stencil/1280x1280/products/180632/581050/apitrst6t__77316.1628613537.jpg)
In corners, their ability to either pivot in soft or hard soil, or to rail berms with equal aplomb, made them extremely accommodating for a range of riding styles … Thankfully Bultacos had great torque that allowed the rider to rely on brute power to get them out of corners a gear high, thus requiring less shifting.” The Bultaco cylinder was slightly offset from the crankshaft. Always having focused on two-strokes, Bultaco was perfectly placed to benefit from the decline of four-stroke machines in motocross.Īs written by Ultimate Motorcycling, “Bultacos had superb handling. Competition among the three main Spanish factories of Montesa, Bultaco and Ossa was fierce, and they mostly fought on the track. At the same time, an American winning a motocross race in Europe was big news, and it instantly boosted the Bultaco brand in the U.S. Pomeroy was riding a privately entered Bultaco, but the victory, especially in front of the “home” crowd, quickly earned him a factory ride.
![bultaco pursang 360 bultaco pursang 360](https://romeromotos.com/images/POURSA.jpg)
can be traced to AMA Hall of Fame inductee Jim Pomeroy’s victory in the Spanish round of the 250cc World Motocross championship in 1973. The popularity of Bultaco motocross machines in the U.S.