This system was soon to become widespread and made a significant contribution to the reliability of the two-stroke system. It should be noted, in the technical chapter, that Bultaco innovated, as early as 1962, on its factory bikes and then on the competition-customer bikes, using an electronic ignition (developed in Spain by Femsa). The TSS, unfortunately quite fragile (primary chain, tightening) and above all with a delicate setting, will be produced with little evolution until 1968. The liquid-cooled TSS 250 was second only to Phil Read and Mike Duff in the 1965 Spanish Grand Prix, both on the Yamaha twin RD 56, reputed to be the fastest bike of the day. The TSS 250 appeared in 1964, but it wasn't until 1965 that these two models benefited from liquid cooling, which was adopted at the same time as a new double cradle frame. After the factory motorcycles have proved their worth, the first TSS 125 customer motorcycles are marketed in 1961. Some of the biggest names also made their mark on their handlebars, including, in France, Jean-Pierre Beltoise who, in 125, finished fifth in the 1964 French and American Grand Prix.īultaco's racing debut was fast and brilliant with the Tralla 125 cc which later became the TSS 125, puis which evolved into the Tralla 176, 196 and finally 250 cc. He partially succeeded, because the fast and affordable TSS would become the machines of many private racers all over Europe. I think one will be hard pressed to find a more correct and meticulously restored 121 as this.The dream of Francisco Bulto, who created his brand in 1958, was to build 125 and 250 cc racing machines that would earn the same reputation as the Norton Manx in the 500's.
And yes the tires are correct NOS Pirelli’s from the 70’s in perfect condition. Engine was fitted with new Wiseco piston and rings. The pistons were rechromed, and then reassembled with all new seals and cosmetically restored. The original Telesco rear shocks were disassembled.
Original side covers were also stripped, refinished and repainted. Original fiberglass tank was stripped, repaired, re gel coated, primed and painted along with painted stripes. All original fasteners were sent out for replating, as well as all chrome. Almost 100 hours went into buffing and polishing all aluminum. A new expansion chamber had to be fabricated to replace the rusted out and smashed in original.
This bike had been sitting a long time in the Southwest, and needed everything, but was pretty complete. This was the last year for the right side shifter.
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