1974 Bultaco Matador Mark V - 5-Page Vintage Motorcycle Test Article

Description

1974 Bultaco Matador Mark V - 5-Page Vintage Motorcycle Test Article
Original, vintage magazine article
Page Size: Approx. 8" x 11" (21 cm x 28 cm) each page
Condition: Good
HIGHLY SPECIALIZED equip-
ment. That's what one needs to
compete with a minimum of fuss
and a maximum chance of doing
well in an enduro. Ordinary
machinery usually is a hazy propo-
sition at best, even for the casual
enduro rider. That’s precisely why
we see such a high number of
“enduro only” motorcycles in this
type of event. Sure, there are a few
dual-purpose bikes that can do beautifully in these long grinds,
but all of them require certain changes and modifications. Run
them “as is” and you’re likely to have your tongue caught in
the spokes after a few hard miles.
So what about these 1SDT type machines? Can they
actually be taken off the dealer's floor and run in competition
without any modifications? In the case of the new Bultaco
Matador Mark V, we’d have to say yes and no. It’s got all the
goodies, including an enclosed chain, but a few areas need
some attention before a rider can run an enduro with ease and
peace of mind.
The new Mark V is the most refined Matador to date, the
only resemblance to the original 1965 model being in concept;
mechanically the machines differ tremendously. Of course,
that’s expected after a model has continued in production for
almost ten years. Bultaco says it has planned a number of
times to discontinue the Matador, bin the dealers will not hear
of such a proposal. As a result, the refinements and updates
keep on cornin’ and the Matador lives on.
Those familiar with last year’s version, the Mark IV. may
recognize several new and important changes in the Mark V
Series. Styling, of course, is the tipoff, but on the Mark V the
beauty is more than superficial.
Remember the Akront rims with the deep recesses that
collected all the muddy junk and added lots of unsprung
weight? No more. The Mark V uses something new. Akront
has seen the light and is now producing a wheel as strong as
the old design, but without the dreaded lip. In addition, the
rims are drilled on the sides and fitted with small screws which
protrude into the tire casing, to prevent it from spinning on
the rim. In 1SDT or enduro competition rim locks are not used
because they slow down a tire change considerably. The screws
do the same job. but can be removed much faster.
Looking at the opposite ends of the spokes we >lnd a new
set of aluminum hubs. The aft unit is smaller iu diameter than
ones used on past models, for a 5.5-lb. weight reduction. In
addition. Bultaco has installed a front hub almost like I he one
used on the Pursang motocrosser; again, more weight saved.
And even though the hubs are small in size, they contain
brakes that do a more than adequate job. As we said, the hubs
are aluminum, but the brake drum material is a sprayed-on
steel layer.
Front brake lever pressure is moderate, but control is
excellent and the “feel" just right. Rear brake pedal pressure is
also a bit on the high side, but let’s face it, no one wants
overly sensitive brakes in the dirt. And yet, when you need to
stop the Mark V in a hurry, it’s no problem. Give a cute
chickie a ride across the pits, get on the brakes hard, and we
guarantee you'll smile.
The only negative aspect of stopping the Matador happens
on downhills. The rear unit hops and chatters, sometimes
creating control difficulties for the rider, but it’s not as bad as
some. Older models have had the same problem, so some of
Bultaco’s attention should be turned in this direction.
Early Matadors used a cable operated rear brake; then,
starting last year, Bultaco gave the model a rod activated unit.
The rod passes from the left of the machine to the right via a
transfer shaft, continuing to the rear brake arm itself. The
entire mechanism is well protected and mounted high to help
prevent damage that could be caused by debris along the trail.
Designing a machine for ISDT type use must be a difficult
job; such a motorcycle must do so many things well. Of
course, the heart of the whole matter is the basic frame
geometry and here is where Bultaco has always excelled. The
Mark V, happily, follows tradition. The present frame is
unchanged from last year, a single toptube, single downtube
arrangement. Smaller diameter tubes branch out under the
engine to form a cradle, which has a perforated steel bashplate
welded between for engine protection. We would advise
serious riders who often ride enduros to install one of the
readily available accessory skid pans. These protect the
engine’s side cases, which are expensive to replace when
damaged. The stock unit is not adequate enough.
Suspension is again provided by Betor, both front and rear.
Forks have about 614 in. of travel, but contain two aluminum
alloy spacers atop each fork spring. Unless the rider is a fairly
weighty individual, which none of our staff members are, the
forks are far too stiff. We had our eyeballs jiggled out of their
sockets until we removed one of the spacers, then fork action
improved noticably. Damping is good, but prepare for a
lengthy break-in period, as the forks are tightly set up. And
too, don’t be surprised when the forks start burping oil out
from around the seals. They’re Betors, remember? If you think
for one minute that Honda dealers sell all those Honda fork
seals for Hondas you’re kidding yourself.
Rear suspension also proved to be on the stiff side, but
some of the stiffness went away as the units got hot, another
indication that break-in will take quite a few trail miles. The
units should suit many owners once broken in, but one of our
staffers said that he would probably experiment with a couple
different brands were the machine his own. Our test bike had
actually been run in one enduro'and had many additional test
miles, adding credence to our “lengthy break-in” statement.
Being very familiar with Matadors in general, we immedi-
ately noticed something different once perched on the seat of...
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