In America, the scrambles model sold better because the longish wheelbase (55.9 inches), 31-degree head angle, and ample power were better suited to smooth scrambles tracks. The machine also used a Femsatronic electric ignition that would prove to be unreliable.Īs with the 250cc Pursang, the Bandido was available in both motocross and scrambles models. Spanish metal was often blamed for the poor reliability of Spanish brands, such as Bultaco, Ossa and Montesa, and that problem was only exacerbated by the big-bore El Bandido.
Therein lies the problem! Weighing in at 251 pounds, some 20 pounds heavier than a 250 Pursang, and with almost 10 more horsepower, the Bandit could be tamed by very few riders. The Spanish-made El Bandido first appeared in 1967 as a 350cc model, but in 1968 the bore was increased from 83.2mm to 85mm to up the displacement to 362cc (with 43.5 horsepower). The Bandit never gained the popularity of the Maicos, Huskys and CZs of the period. The monster power made the El Bandido difficult to control. It was designed to be light and handle well, but that proved not to be the case. The Spanish Bultaco factory was best known for its 125cc and 250cc bikes, but Paco Bulto decided to build an Open-class machine. Factory CZ rider Paul Friedrichs rewarded CZ with the 500cc World Motocross Championships in 1966, ’67 and ’68. The British four-stroke machines were no longer omnipotent in motocross, and the Czechoslovakian CZ brand had been first to capitalize on the booming two-stroke market with the twin-port CZ360. By the late 1960s, many of the European motocross manufacturers had started building large-bore two-stroke machines to compete in the premier 500cc class.
0 kommentar(er)
