Cycle News - Archive Issues - 1980's

Two items that weren't changed in the powerplant were the ignition and starting systems. The Sherpa uses points and still must be placed in neutral for starting. The aluminum skidplate was not widened any. Many riders opt to weld on additional aluminum up front to protect the edges of the cases_ Every trials bike built today has been in some way influenced by Bultaco geometry pioneered in the mid-sixties. The Sherpa's wheelbase is 51.7 inches. Seat height is now a lower 31 inches. Footpeg height is 15 inches. Ground clearance was upped to 13.5 inches. Dry weight is 203 pounds. The most noticeable change in the frame. other than the epoxy paint job. is the removal of the rear frame loop. This allows for a lower rear end, making it easier to foot or plant one's buns . to crab walk through a section if necessary. Some might suspect that the deletion of the tubing would reduce frame strength. especially if the bike does a big flip number. However, the factory did beef up the rear of the frame undernea th the sea t. The new swingarm utilizes squareshaped rather than circular tubing to reduce swingarm [lex. This was done to improve straight line stability. a handling trait that Bultacos have never been short on to begin with. The footpegs were moved both up and back. This accomplished two goals. Moving the pegs back makes the front end lighter for skimming over rubble or lifting into a wheelie turn. At the same time, more weight is directed over the rear tire for better traction_ Raising the pegs provides more foot clearance and makes the bike more responsive (and quicker reacting) to body weighting moves. Suspension remains basically unchanged. although the Betor shocks are now rebuildable. Fork travel is 6.5 inches while rear wheel travel is 5 inches. Betor shocks are not noted for their longevity. but they are still considered by many to be the finest trials shocks going until they wear out. Their rebuildability now allows a rider to freshen them regularly. Other changes include an improved chain tensioner and the use of stainless steel control cables. Countershaft/rear sprocket gearing isll/39. So how does the big 340 handle? Superbly. Any Bultaco rider can climb on and feel right at home. Then he'll note that the larger engine seems even smoother on the bottom than a 326 while offering more power when the throttle is snapped on. That's when he' II appreciate the three years that went into the development of the engine. The new swingarm and relocated footpegs conspire to weight the rear tire for better straight line running on level ground or charges up bumpy hillsides. At the same time, the from end lightness can be appreciated for floating turns. Naturally. Bultaco's problems in 1980 cost them sales. Product wasn't being built. Riders were uncertain about the status of the factory. Then. too. a Montesa world championship model and the appearance of Italian machines gave the buyer a wide selection. All these factors had to affect American sales. Until the strike the Sherpa had been the top selling European bike in the nalion for years. However. it seems quite evident thal Bultaco takes great pride in their ability to produce championship quality machinery. They are likely to continue doing so. Whether Bultaco was looking to lure back defecting riders. attract new ones. or reward the faithful for waiting patiently. they've succeeded. The 340 is a super mount. • * -- _.- ....... .. _,.._ -_.... _<1......... _,., llIioInII...,_ .- _. __ l_=<1..,.._....__.... ..,...a...<1 _ t T._....... (*'l&lOyFa. ...... _ _ ... III ....."" iIlI"" .,..., _

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