Metralla Restorations

12 Май 2015 | Author: | Комментарии к записи Metralla Restorations отключены

In about 1974 in Atlanta I was into my second year of — as transportation sure, but as a way of joining the ritual weekend to the north Georgia mountains. join the dozen or so devotees got me hooked on two wheeled machines, Sunday morning at John Esso and charge off with and fury on John McAdam’s black gift to young on two wheels.

The motorcycle aesthetic for crowd was that in spite of the that Japanese machinery the paved track at the time, the essence of motorcycling was only in European bikes, with as it was to, Cob Appeal. Even without an definition ever being of what constituted an essential of true motorcycling, they all nod in knowing fraternity when the was made about what had it and what ones didn’t.

British had it of course. With an BMW, the handlebar fairing be a little sissy, but in a Teutonic way it had it. had it with a Latin, desmodronicly flourish.

My 350 Yamaha R5 decidedly didn’t it and so could not propel me to a true of the Cob Appeal gestalt. I would to ride it to understand it. My first that undisputedly embodied CA was a 1970 Trident.

While it had visceral appeal, after a few of love-hate (replacing broken springs, stripped cogs, clutches, etc. etc.), it was totaled with me left (rear-ended at a stop light by a to the soccer mom). Suddenly I asked the guy that got me started on decent into two-wheeled what he figured the insurance from the Trident would be spent on. I recall that he by providing a wallet-burning description of a Metralla that he had owned a few before.

I can’t recall I found one, but soon I was the proud owner of a black model, stock as a stove and now my transportation. The standard test for any of our for fair comparisons when at Pizza was near-by Clifton Suitably fortified with courage, we’d charge off to the Twisties riding at a pace only immortal youth reasonable.

The R5 had speed, was nimble in Clifton’s or so miles of tight corners in a not connected way while the Triumph was and willing but with a distracting rather like a 33 record of a smasher played at 78. The Metralla the experience was all together of a different Even in the mid-70’s a Metralla was for its utter lack of the superfluous certainly no electric start, no no engine oil pump, not even an switch.

It expressed single-minded and utility with Latin-sensibility that made even a 250 Mk. III Desmo look over-dressed, and at 225 it had numbers to prove it. On tight of the 35-45 MPH corner variety, it was in its home.

With utterly neutral ample brakes, perfectly cogs and not a hint of frame it was easy to believe you were a bike not that far removed the Bultaco TSS race bikes read about in the European press (considerably more as it turned out from a close

The Metralla’s drawbacks were to discount, being suitably by its best points. Anyplace in the handbook that referred to should have been in marks. The its 6 volt electrical featured a headlight that had a comparable to a Bic lighter. The 2-… vibration broke headlight and light filaments every few of operation.

The speedometer should been placarded MPH; +/- 20% really a problem since failed rather soon). vibrated off with regularity and the finish was of wretchedly poor But never mind.


Bultaco Metralla 250

My Metralla came to an abrupt halt only a few months of ownership Parked at the Watering Hole enough to get some grub and a was greeted at my table by a fellow who noted that he was surprised to se me with my helmet, but no Metralla I think that my fork was in mid-air as the door swung and was. no Metralla. Gone, evaporated.

I suspect that the feature had something to do with its but otherwise it was gone forever. But not.

Fast forward to the of 2003. In a fit of serious lily-guilding on my Guzzi. I came across Brodie, proprietor of Aermacchi NW. had done some welding, and other metal tweaking on my adulterated Guzzi 850T and in the helping out with that at his we started with a bit of horse-trading.

A request came in to him for a restoration on a Floorboard T-3 and we struck a deal for me to do the / transmission work and parts on account against future on my Guzzi (do these projects really end?) while he did all the related tasks. There hours spent in his shop down fixing, ordering and

And of course there was the usual about bikes once wish had owned, wouldn’t with a barge pole and all the stories about the characters the way. The T-3 finally fired up, was by its owner and about that another call came in Paul whether he might be in a bit of trading for a heap of Metrallas and

A fellow in N Vancouver had apparently collecting Metrallas as whole and any parts that came his way the course of some years to do a restoration on one or some. Other had overtaken the Bultacos and he proposed he would trade Paul the whack in exchange for one restored in one year. During the T-3 project I nostalgic about my former so Paul kept the horse-trading going.

Pretty quick, my on account for the T-3 had been traded for a rolling case Metralla along picking rights through the parts heap.

Three van later the projects (and heap) were in the shop. and the began.

Bultaco Metralla 250
Bultaco Metralla 250
Bultaco Metralla 250
Bultaco Metralla 250
Bultaco Metralla 250

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