BULTACO METRALLA
There ain’t no substitute for cubes, goes the saying, describing America’s love affair with massive motors. But then a titchy Spanish 250 was clocked at 100mph and that turned even American heads, as Nolan Woodbury explains…
Some stereotypes are hard to shake. Rhinestone cowboys flying low in 240 inches of Caddy convertible might be a cult symbol, on a vast continent where the endless horizons and tumbleweed trails of the wild west lend themselves easily to such extravagance. Still, bigger wasn’t always better to US riders and the machine featured here proves it. History, no matter how cruel, shows a dramatic change in the road bike market well before Honda’s immortal four, sealing the fate of those few manufactures of small machines still in existence. Given that timeline, it seems the pint-sized two-strokes of Spanish engineer/entrepreneur Francisco ‘Paco’ Bulto arrived when a customer base still thrived, but Bultaco’s offerings turned out to be far more than most expected.
There’s a common theme inside Pete Phillips’ workshop, and the heavy odour of premix should give a clue what that is. As his Metralla cools from the camera work, son Alex and I accept Pete’s invitation to view his collection and projects.
‘I like to modify my bikes,’ Pete says in a soft Texan drawl, but that almost goes without saying. Looking the part, a Kawasaki S2 triple and Yamaha RD400 are both backed-in for the quick getaway, each extensively tuned and modernised by their owner. Further back we’re in a trailer full of racing kit; more Bultacos and a brace of special frame dirthammers that include a barrel-chested BSA Victor. ‘Put your boot on before you kick it,’ jokes Pete as he moves down the row with the familiar gait of a veteran hot shoe.
‘I had a long affliction for Yamaha RDs and Kawasaki triples, but before that I raced MX and flat-track on Bultaco, Yamaha and CZs locally and professionally in AFM and WERA. The Metralla was a return to my roots.’ On the lift a 100cc Yammie Twin Jet waits for its custom expansion chamber, and I spot some Bultaco TSS racing goodies in the rafters. ‘I’ve got plans for that,’ Pete smiles.
‘I purchased this Metralla in 2014,’ remembers Pete and, as this feature was being written, he travelled to the west coast for another Mk2 which gives us some clues as to where those TSS spares might land. ‘ The owner had Lynn Mobley do the restoration around 1997 and some nice work was done. Good enough to win best of show in the Euro class at the AMA Vintage Motorcycle Days West that year. Lynn is a former Bultaco dealer from Los Angeles who now runs a parts and service resource part-time. I’d previously bought race parts and bits for restoring my Sherpa T from Lynn, and often mentioned I’d like to find a Metralla to take me back to my pre-Japanese days.’
Bultaco earned its popularity the old fashioned way, so it seems right to touch
on Bulto’s 1958 exit (as co-founder) from Montesa after disagreements related to racing. A good number of the workforce followed and soon after arranged a meeting to introduce their old boss to a new idea. Despite making other plans Bulto agreed, then followed his commitment by pressing together a workshop on an old farm near Barcelona. Bultaco fans will stop here to point out it took less than a year for Sr Bulto and his crew to introduce the 125cc Tralla 101, which the press rode and loved. Simple but effective like the factory it came from, the Model 1 established not just the brand, but an engineering platform. The choices went on to include roadsters up to 200cc, along with works builds for MX, trials, enduros and the TTS track racers that brought much fame. This resounding entry advanced the program rapidly, leading to the Model 23 250cc Metralla Mk2 completed in 1966. Many advancements were made, but the original concept remained intact.
If you’ve pegged the Mk2’s all-alloy 244cc unit as an unremarkable looking lump, that isn’t an original thought. Period testers echoed the same when the Mk2 made its rounds during 1967’s summer of love, all flatly amazed by the 250’s ability to humble its larger, more refined rivals. The Metralla shared its engine with the Sherpa T and Pursang scrambler, and the firm’s long dominance in the dirt left few unbelievers, but even Bultaco’s biggest fans were shocked when a pair of Metrallas grabbed the top two spots at 1967’s IOM 250cc proddy race. Averaging close to 90mph, the 250 Mk2 would have landed a podium spot with the 500s and given the 750s a run for their money, too.
Nested inside a vertically-split case the crankshaft is surrounded by bearings; balls for the ends (double-row on the drive side) the connecting rod with caged rollers, and needles for the small end. The 72mm skirted piston fit a flush-type Dykes ring for extra zing, and experience taught Bultaco exactly where the over-square (60mm stroke) piston port single liked its intake opening.
Overwhelmingly positive across the board, test data heaped praise for the Mk2’s handsome four-gallon tank, and not just because of demands made by the 27mm Spanish Amal carb at high rpm. Available through dealers, Bultaco’s ‘Kit America’ lists select tuning parts that include high compression heads to replace the Mk2’s standard 9:1 top, plus carb, ignition, exhaust, and gearing options. A larger fuel cell, racing controls and other bodywork were also included. The 250’s flywheel mag is on the left, sending sparks to 12V generator coils. No battery as standard, but Pete’s Metralla hides one inside the glovebox to power an aftermarket ignition. Most testers felt the Metralla’s advertised rating of 27.3 horsepower a bit modest, for even totalling a scant 252lb ready to ride the Mk2’s eagerness to touch the ton was seen as truly remarkable. And still is.
The Metralla frame shows areas of bracing around the steering head, pivot point, and a pair of horizontal tubes welded between the subframe and swinging arm. Betor shocks mount on each side to control the rear, and the Bultaco-made leading axle fork drew more period praise. Walking through the highpoints we stop to discuss the rugged effectiveness of Bultaco’s indented shifting drum, the novel oil injection pump with ratio chart, and the sectioned chain enclosure that remains undisturbed when the rear wheel is removed. No skimping; the full-width brakes are uniform at 6.3-inches, fit a 2LS front and live within shouldered Akront alloys. ‘Most owners don’t trust the oiler,’ says Phillips, adding that some passing admirers can’t seem to leave it alone.
Pete reported the bike’s condition as sound, as only the rebuilt primary drive/clutch made the list of mechanical repairs. ‘I removed some corrosion, repainted the mudguards and touched up the frame. The rearset controls were fabricated as was done ‘in the day’ using the original rear footrest mounts. The rear brake uses the fixed cable / sliding sheath method on an alloy plate to mount the brake switch and cable stay. For the shift linkage, a steel tube with rod-end bearings on both ends is used, and both brake and shift levers were cut from alloy plate. Pieces of steel bar make up the rests then covered with Metralla rubbers.’
The biggest visual variation from stock is Pete’s customised seat section, which shows how the factory should have done it first time around. ‘I found a café racer seat on eBay and used the ‘side-hump’ Mercurio seat pan as a mould for the base. I adapted that base then rounded the junction using polyester resin and cloth. The result is pretty close to the aftermarket pieces I remember from the 1960s. The pad is cut from camping foam, covered in leather with the Metralla-style suede centre section. Nothing is permanent and everything can be bolted back to original.’
Back in 1967, the 250 Mk2 made a strong case for the Bultaco way. There’s no question those IoM highlights played heavily into the coverage, but the road test editors at Cycle, Cycle Guide and Cycle World were all generous in their praise. Top marks were earned in every aspect of street performance, giving thumbs-up to the Metralla’s high speed stability, brakes, build quality and styling. Cycle World focused on Bultaco’s legacy as an engine builder to tout the Mk2’s power characteristics. ‘ The Metralla is acceptably smooth and vibration free throughout its range,’ wrote the editors. ‘ The super-smoothness of the upper rev ranges is so pronounced, it calls attention to the pulses down low that would otherwise go unnoticed.’
Cycle’s editor was a bit more critical, but balanced comments about the faulty injector pump, a grabby clutch and some loose rubber with praise for Bultaco’s engineering foresight, noting the cylinder’s deep spigot as critically important in reducing overall size and weight. I can agree with complaints about the lack of a tachometer, but the test data for the Mk2 was overall by far the most positive I’ve ever read. True greatness had arrived, and unanimously, without hesitation, the Metralla 250 Mk2 was crowned the fastest, best handling two-stroke street bike available for purchase.
That still means something to Pete Phillips, but the impact of Bulto’s racers and street bikes is sure to impress anyone who finds beauty in simplicity. Pete’s plan to build motorcycles in retirement is one I hope becomes a reality; especially valuable to those looking to experience the expert preparation of a wailing two-smoker. Renowned as it is, the Metralla remains vastly underrated. The Bultaco’s performance and value might have greatly expanded had development continued. That didn’t happen, but for those keen on investigating, a reminder of twostroke brilliance is as close as your nearest Bultaco Metralla.