of pre-mix, is the highlight area of the bikeР Р†Р вЂљРІвЂћСћs styling scheme. Even the new fuel tank.Р вЂќР’Вecked out in red with yellow striping, the tank, carrying 3.0 gal. The machine does sit tall, but the feeling disappears once underway. Handlebars, seating comfort and position, and the great footpegs are the same as on all Pursangs. It was out of the way when you didn't need it but always just a flick of the toe away when you did. The left side shifter, which snakes from the shift shaft under the lower edge of the drive chain and then out along the side case, was well positioned. Operation of and gear spacing in the transmission were ideal. Only once was the machine hard to start, and then all it took was a few extra kicks. Carburetion on our test bike proved to us that the switch to the new Amal was worth it. And you can ride off immediately, with the choke depressed if necessary, to avoid penalty points in a qualifier. With the enrichener deployed, the engine springs to life after just a few prods on the kickstarter.

There is an enrichening lever to eliminate the need to tickle the carb until gas flows all over your hand. The carb has some very M.ikuni-like features and characteristics. To alleviate the possibility of the occasional difficult start-since the machine was designed for two-day trials where points are deducted for failure to start within a given time period-a new Amal carburetor has been put to use on the Frontera. Once running, the Amal carb would work well, but getting the engine to fire was a chore at times. If there was a shortcoming in the old Pursang engine, it had to be carburetion. Compression ratio is 10.5:1 (uncorrected), which allows the mill to deliver good power without the high heat buildup caused by smaller squish volumes. Port area is abundant, but not radically timed. The stock motor pulls strongly from the word go.

The Frontera is one of the few machines that can get away with having its engine unchanged. The Matador still lives but for something that gets on with the gettinР Р†Р вЂљРІвЂћСћ on, the Frontera does it best. But the important parts of the motorcycle, the frame, suspension components and the engineР Р†Р вЂљРІвЂћСћs power, remain unchanged from the Pursang. The pointless Motoplat ignition has been replaced with a conventional magneto/coil system because it is easier to operate a lighting system off the latter. Other changes include a larger fuel tank, different type carburetor and a speedometer. The new bike sports a set of wider ratios in the transmission, as well as some additional silencing that includes a built-in spark arrester. At first glance, it appears as though all theyР Р†Р вЂљРІвЂћСћve done is installed lights on the MXer, but lights are not the only thing that make the Pursang and the new 350 Frontera different. So Bultaco took on the task of incorporating the best features of the Matador with the strongest features of the Pursang. Also, their close-ratio transmissions would not work well in the wide-open spaces. But Pursangs have no lights and therefore are not enduro legal. And high-speed handling suffers, as well. The Matadors have remained sluggish because of their weight. The bikes are no longer horsepower kings, but the tractable grunt they produce makes them slingshots out of corners and very acceptable play bikes. Recently, Bultaco has reversed its high-horsepower philosophy regarding MXers and has produced what amounts to the torquiest Pursangs ever. For enduros, the Matadors had many of the better features of the best off-roaders and they handled better than just about any other enduro machine. In those days, everyone was clamoring for high-horsepower racers that did not lend themselves at all to plugging along through a thicket of trees or muddy streams. Pursangs for MX and Matadors for enduros. Р Р†РІР‚вЂњР’В BULTACO HAS, like most manufacturers, made two different motorcycles for motocross and enduros. The Pursang Gets Lights And A Lust For Medals Made Of Gold.

Bultaco pursang reviews