The rear suspension units, adjustable to five different positions, work equally well. During a very rough session over treacherous terrain, the front fork could not be made to bottom. The front end, in particular, is astounding in the way it floats over all kinds of barriers, gullies, and potholes without deflection or jarring. The suspension has not been changed from the previous model, for one very good reason-the fork and rear swinging arm already perform faultlessly. Carburetion is remarkably clean at all engine speeds, and the bike surges doggedly onward at times when the rider expects it to choke and die. In fact, it’s almost impossible to believe that the bike is only a 250. The factory equips the bike with a 32-mm Spanish-built Amal concentric carburetor, in place of the previous 24-mm 1RZ unit, and this modification alone is said to provide much of the additional low-speed power. While Bultaco still claims 22 bhp from the Matador’s improved engine, the 1969 version boasts much greater zest in the lower rpm range. Everything else remains the same-even the carburetor jets need not be altered. Two nuts and bolts, two screws, a spring, a rubber band, and the exhaust pipe flange nut are the only parts that must be tampered with to make the change. And who else offers a gain of around 8 bhp for as little as $25? Moreover, the bike can be switched from the street to the “hot” exhaust setup in less than 10 min.
Thus, the customer gets these parts virtually free, and needs only the special pipe to enable the Pursang head to prove its value. Fortunately, the factory chiefs amended their decision, and incorporated the Pursang components as standard equipment on the Matador, and made only a minimal increase in the price of the machine. Bultaco at first decided to offer a more extensive speed package, comprised of the head and other parts from the Pursang motocross racer, at a price of $150. Drag strip performances normally offer little of interest to dirt riders, but in this case, the times and speeds form an indication of the Matador’s improved breathing qualities when the Stage III exhaust system is used.Īlthough the enduro pipe is an extra, at a price of $25, it forms the greatest bargain ever in bolt-on goodies, for it provides a claimed increase of 8 bhp over the street setup. Moreover, terminal speed rose from 66.2 mph, using the street setup, to 71.8 mph, with the enduro pipe. On the drag strip, the use of this expansion chamber cut the Matador’s quarter-mile time to a best of 17.01 sec., which is as close to the 16-sec. Bultaco says that this pipe brings engine output up to 30 bhp, compared to 22 bhp in street trim. This consists of an enduro-type expansion chamber that allows the engine to breathe freely without the clogging burden of silencers. The bike is transformed into a really wild charger, however, In this form, the Bultaco becomes a fine general-purpose trail bike, or a remarkably effective light hearted trialer. For dirt riding, the box-type unit can be removed, which allows the engine to develop one or two more horsepower, at the expense of a little more noise. In this guise, the Matador could be ridden to a Chicago police convention without earning a ticket for excessive noise.
The standard package consists of not one, but two silencer units, one located conventionally on the right below the seat and tank, the other a box-like structure that nestles behind the rear frame leg. The key to the bike's versatility lies in the already-men tioned exhaust system. Instead, it boasts an uncompromising set of fiercely knobby Pirelli motocross covers, that inhibit cornering and braking on pavement, but grip like tractor tires in the rough. For example, the Matador doesn't ride on innocuous tires that don't know whether they should be used on dirt or road.
In the Matador's case, Bultaco has started out with a basically sound off-road machine, and added a few refinements to make it suitable for limited use on pavement. Along with the Matador, the factory also offers a new version of the Sherpa T trials mount that incorporates modifications per fected by the trials maestro, Sammy Miller-but more of the Sherpa T later. The Matador's fantastic performance proves that Bultaco hasn't lost the lead in development of trail machinery that it built up in the early days of the exodus to the hills. The role of this 250 Single depends only on the mood of its owner, and the correct use of a neat, interchangeable exhaust system newly developed by the Spanish factory. The 1969 Matador possesses an uncanny ability to change its character from that of gentle trail plodder, to hard-charging racer, to graceful trials mount, to occasional ride-to-work tool.
IF SUCH an unlikely device as a schizophrenic motorcycle exists, Bultaco builds it. The Everything Trailer, and the Absolute Trialer
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