Continental Report
Continental Report
B.R. NICHOLLS
POMEROY WINS INT'L MX
"Columbus discovered America; Bul taco discovered Americans," is a quote ascribed to Oriol Bulto that could well end up in the prestigious Oxford Dictionary of Quotations. And this is particularly true if another American Bultaco rider hits the headlines as motocross star Jim Pomeroy and to a lesser degree trials man Lane Leavitt have done recently. Both ride the Spanish two-stroke and have made their mark at a time when the British were finding out just how good Yankee road racers are during the John Player Transatlantic Trophy Races.
The first round of the 1973 world 250 motocross title was fought out in Spain. Before the meeting started, chances are that anyone would have given odds of at least 100-1 against American loner Jim Pomeroy finishing on the leaderboard. But when practice times were announced, Pomeroy was credited with second fastest, fraction ally slower than Hakan Andersson (Yamaha). "They must be using egg timers," said one disbeliever, to which Jim gave the perfect answer at the start of the first race by leading the field into the first bend and letting the rest of the championship aspirants fight for 2nd place.
The Stars and Stripes bib led at the end of the first lap, with Andersson 2nd and Hans Maisch (Maico) 3rd. Everyone except Pomeroy was certain that Jim would blow it long before the end of the race, scheduled for three quarters of an hour plus one lap.
Toward the end, Maisch started to cut into Jim's 10-sec. lead when the Yank started to get a little ragged. The crowd, of course, was going absolutely mad with excitement to see a Spanish bike leading the world and urged him on to even greater effort. Signals from the Bultaco pit told Jim that his lead had been cut back to five seconds and at that point he got to grips with things again, determined that nobody, but nobody, was going to destroy his fairytale debut in world championship motocross.
Pomeroy went on to win by virtue of his fearless riding on steep descents of the course. In so doing, he created an unparalleled record by being the first man to win a world championship grand prix race at the first attempt, the first American to win such a race and the first toward the world title.
He took things a stage farther with 4th place in the second race to become the first Yank to ever lead a world championship table, though by a quirk of the rules was not declared the winner of the meeting. That happened because scoring for the title is based on 15 for a win, 12 for 2nd, 10 for 3rd, 8 for 4th, 6 for 5th, down to 1 for 10th place.
Riders score in both races so with a 1st and 4th Jim got 23, whereas Maisch, with a 2nd and 3rd, got 22. But for some unknown reason the organizers scored on the basis of one for a win, two for second, etc., and on that basis both Pomeroy and Maisch scored five and Maisch then won on total time. Ole, that’s Spain for you!
There was no doubt who the hero was from the crowd’s point of view, and everyone wanted to know more about the 20-year-old American, who at 6 ft. 2 in. must be the second tallest man in world motocross—the tallest is Jaak van Velthoven.
Jim comes from Yakima, Wash., and bought his first bike at the age of 16. It was a 250 Yamaha, complete with lighting, and that was how it went to its first meet. A year later he switched to Bultaco and in only his second season of racing took the North West Canadian Championship, a point that did not go unnoticed back in Barcelona.
Assistance from a dealer in Seattle meant widening horizons, tougher opposition and less to write home about as far as wins were concerned. He was making haste slowly and Bultaco was watching. (Continued on page 144)
Continued from page 139
The Trans-Am series brought the world’s best to the States, but in the series Jim was a supporting rider so did not meet them in competition until the fall of 1972, when he was chosen for the American Motocross des Nations team after John DeSoto dropped out.
Just when it seemed he was getting recognition the gremlins arrived. Machine troubles kept him out of the team race results and there were more problems when he returned home and raced with the aces in the Trans-Am series. But despite all the bad luck, Bultaco importer John Grace and Francesco Bulto knew that Pomeroy had what it takes to make a motocross star, so he was given a 400cc prototype for Carlsbad. Once again trouble beset him, but not before he had shown the obvious potential of the bike.
But to reach the top in motocross one has to travel to Europe, so an invitation to visit the Bultaco factory at Barcelona was accepted. After his arrival in January 1973, agreement was quickly reached for Jim to become the first American to be fully supported in a world championship series.
He set up base in Belgium with the local Bultaco importer, Marcel Wiertz, one of the most experienced Belgian motocross riders. From him Jim learned all that could be learned in three months from a man with 20 years in motocross. The first concrete results came when Jim won an international 125cc race and took 6th in a heat at Lummen in atrocious conditions against top class riders. That was at the start of the international season.
ITALIAN MOTOCROSS G.P.
His win in Spain meant that in less than four months in Europe he had beaten the best in the world and that at the age of 20 the world seemed his oyster. There was no time to sit back and reflect, though, for the next race was only seven days away and that was in Italy.
There was to be no repeat of the Spanish fairytale magic for the “Flying Finn,” Heikki Mikkola (Husqvarva), won the first race from Russian Gennedy Moiseiev (Austrian KTM). They were followed by Hakan Andersson (Yamaha), Adolf Weil (Maico) and then Pomeroy on his Bultaco to make it five different makes of machines in the first five home. Rulev won the second race from Weil with Jaroslav Falta (CZ) 3rd and Kawasaki mounted Torleif Hansen 4th ahead of Pomeroy. Andersson was 6th to make it six different makes in the second race.
Pomeroy lost his title lead, but stayed in 2nd place with an additional 12 points added to his score.
BELGIAN MOTOCROSS G.P.
Two weeks later the championship moved to Belgium where Bultaco flew in a special engine for Pomeroy. Practice showed it to be a flier, but it did not live up to its early promise. Jim made a good start in the first race, but after five laps he was sidelined while in 4th place. He went back to his standard engine for the second race but could finish no higher than 9th, adding a mere two points to his championship score.
The meeting was bedeviled by the appearance of several riders contesting the 500 title who, although allowed to race, are not allowed to score points in the world championship. This effectively prevents one man from achieving both world titles in one season.
Roger DeCoster (Suzuki) won the first race from Mikkola and Andersson, but in the second Andersson relegated DeCoster to 2nd and Mikkola 3rd. The best that Weil could do was 4th in the second race, so he surrendered the title lead to Andersson.
The win by DeCoster only underlined the failure of six time world champion Joel Robert to score in any of the three rounds. Robert has been troubled by machine problems and a recurring knee injury that has prevented him from showing the ability that has made him the most successful motocross rider of all time.
And what of Pomeroy? Will he burn himself out before getting the chance to realize his full potential?
The so-called experts have always said that it takes two or three years in Europe, getting experience, before a serious attempt can be made on the world championship. There seems, however, no valid reason why a rider with the ability should not shortcut the accepted route. That he has the ability to make the grade is unquestionable. But I think the danger lies in being the box office attraction that everyone will want to cash in on, not least the Stateside organizers. Jim’s title chasing will prevent him from returning to the States until the 500cc event at Saddleback Park. After that it is back to Europe for the rest of the championship series.
Provided he maintains form and the States enter teams, then there should be the Motocross and Trophee des Nations team events, after which Jim will return to the States for the 1973 Trans-Am series. Racing's a hard life, with the travel part just as exhausting as racing. But even world champions have found that cashing in on their success and racing in effect for 12 months of the year, though remunerative in the short term sense, is detrimental in the long run.
(Continued on page 148)
Continued from page 145
With a Bultaco contract under his belt things are a bit easier for Pomeroy than for the privateer. He has made a Bultaco go as never before and is racing as no American has ever done in world class motocross competition. With careful planning he could be the first ever American world motocross champion, not in ’73, probably not in 1974, but Jim is only 20 and time is on his side. He has the qualities. All he needs now is careful planning and luck.
YAMAHA MINDBLOWER!
It is difficult to imagine how present motocross bike design can be altered, but Yamaha is experimenting with a radical change in rear suspension of its motocross machine. At the Belgian round, Hakan Andersson was riding a Yamaha that at first sight appeared to have no rear suspension units fitted at all. Closer examination of his machine revealed that rear springing was controlled by a single unit located under the saddle.
The machine handled well over the typically Belgian sandy circuit, but Andersson is not convinced that the system is better than the conventional layout; which is fair comment, as such a radical change needs the fullest possible testing before a proper evaluation can be made.
Torsten Hallman, however, who is probably more technical minded, raced such a Yamaha at the Swiss round and his appraisal was that the system has a distinct advantage over a fast bumpy circuit but that in the mud it is no different. The great advantage is that each machine can be set up for reach individual riding it—a personalized suspension for all intents and purposes.
ANDERSSON TITLE LEADER
For Hallman, competing in the Swiss round was rather like an annual outing, and should not in any way be construed as a comeback by the ex-champion. Held a week after the Belgian round it gave two fine wins to Hakan Andersson (Yamaha) who now takes a definite lead in the world title. He was chased home in each race by German veteran Adolf Weil (Maico), the pair having a terrific dice, particularly in the second race when they lapped all but the first seven home. Jim Pomeroy took one look at the very muddy conditions brought about by rain and observed, “Back home they’d cancel. We don’t race in the rain.” It showed the mettle of the man that he went out and finished 6th in the first race despite such alien conditions. It was the first time he had raced in the rain. In the second race he was doing even better by lying 2nd to Weil when Andersson had a bad start, but dropped to 3rd when reigning champion Joel Robert (Suzuki) passed him. Jim fell later but remounted, and despite further troubles raced on to the end. He took 12th place, but no further points for the title.
Robert, in utter despair after the Belgian meeting, visited his doctor about his knee and was told rest was the only answer. As a last result he tried acupuncture and maintains that it has given good results. He took 10th place in the first race for his first championship point of 1973 but was not happy with the bike. In the second race he got up to 2nd place but the bike began to fade and he could finish no better than 6th. At least he is back among the scorers after four meetings.
With the championship at one third distance Andersson now has 89 points to the 81 of Weil with Mikkola 3rd on 62. Jim Pomeroy keeps the Stars and Stripes flying in 4th spot with 45.
TRIALS COMPETITION
At the same time that Pomeroy was being noticed by Bultaco in the motocross world the Spanish concern was taking note of another American, Lane Leavitt, who was making a mark for himself in the trials game.
He showed all the keenness necessary to make a top flight trials man, avidly learning all he could from the trials schools run by both Mick Andrews and Rob Edwards during their visits to the States.
In a recent visit to Spain he rode in the three day Santigosa trial and was leading at the end of the first day by five marks, with 29 lost to the 34 of Walter Luft (Puch). But all chance of victory went when somehow he missed a section on the second day and was excluded from the trial, a pretty drastic penalty which usually only means maximum marks lost unless time is also a factor of the trial.
SCOTTISH SIX DAYS TRIAL
In Scotland, Lane created one helluva stir at the end of the first day when he had lost only two marks to put him in joint 4th place in the trial with two other Bultaco men, Malcolm Rathmell and Martin Lampkin; they had all lost two marks to the one of Spaniard Fernando Munoz (Bultaco), Sweden's Thore Evertsson (Ossa) and Mick Andrews (Yamaha). Mick was unhappy at leading the trial at that stage as he had never been in the lead before at the end of the first day. He has always made his mark later in the week when other riders seemed to wilt under the tension.
(Continued on page 152)
Continued from page 149
Weigh-in for the Scottish took place under a clear blue sky and had many old timers muttering under their breath as to what terrible weather that would portend for the rest of the week. The incurable optimists just laughed, but all too soon. The weather went sour.
Almost as soon as riders started to leave Edinburgh, snow began to fall and by the time they had reached the lunch control at Killin, some 80 miles out, the ground was covered with about 3 in. of snow. It was driving wet snow that froze the hands, stung the eyes, numbed the senses, and made those that had failed to gain a ride in the ballot system rather glad of their “bad” luck.
By the lunch check Michigan’s Mike McCabe, riding for the second year in a row, had already given it his best, for his Sammy Miller 325 Bultaco had seized three times. In its final death throes it had skated Mike across the road, hit a tree and severely modified the front wheel, forks and frame. And, for good measure, it detuned the rider. The only consolation is that if one is to retire in the Scottish Six Days, the first day is the day to do it.
Lane Leavitt was unable to maintain his fantastic first day form, but nevertheless rode very well to gain a special first class award with a loss of 146 marks. He finished in 25th place. Bultaco riders Bob Hopkins and Ray Hatfield, from Michigan, both won first class awards, as did Ossa mounted Kirk Mayfield, from Oklahoma, with another Ossa rider, Rodger Bickham, also from Oklahoma, taking a second class award.
All of them really enjoyed themselves, despite the weather and the vast amount of road work which is a feature of the Scottish. The six Yanks really made a big impression on the trial and added character to the international aspect of the event. We hope to see them and others from America in the Highlands next May.
The trial itself developed into an absorbing battle between triple winner Mick Andrews (Yamaha) against Mal colm Rathmell, riding a rather special 325 Bultaco that had been "softened" so that the engine characteristics were more akin to the 250. He took delivery of the bike only a couple of days before the trial. An obvious external difference was the massive amount of drilling cylinder fins that had been done. The second day’s weather could hardly have been worse, and riders started with the 12-section Loch Eild Path climb. Evertsson soared to the top without penalty to begin a day of brilliant riding that was to set the trial alight. He even took the lead that evening with a loss of 14 to the 15 of Rathmell. Andrews and his ex-Ossa teammate Dave Thorpe both lost 17.
(Continued on page 156)
Continued from page 152
On Wednesday Rathmell really fought back and put in the best ride of the day to take a 9-mark lead with 22 lost to the 31 of Thorpe and 33 of Martin Lampkin (Bultaco) and Jon Hemingway ( 125 Montesa).
But on Thursday Rathmell’s riding was as poor as Wednesday’s was brilliant and Andrews came back with a loss of only 2 where Rathmell lost 18. Andrews led with 36 to the 40 of Rathmell and 41 of Evertsson.
Back came Rathmell on Friday to snatch a 1-mark lead from Andrews at 45 to 46, and they had clearly edged away from the rest of the field. Lampkin was 3rd with 57 to the 58 of Thorpe, in 4th.
Evertsson had lost 15 to drop to 5th with 66 but he made a determined fight on the last day, losing only three points. But it was of no avail, as his total of 69 kept him in 4th place, the best ever by a foreign rider at the Scottish. It should have been a 3rd, though, as he was penalized five points for maneuvering his bike with a dead engine at the beginning of a section. Even though there was a rider in the section at the time, his protest was not allowed and it was just about the most expensive “five” lost by anyone the whole week. Without it he would have finished on 64, just two marks behind Andrews, who lost the trial to Rathmell by 10.
The 1973 Scottish will be remembered for the fact that it had such a strong overseas entry. A team of three little 125cc four-stroke Hondas was led by Toshi Nishiyama and finished the week leaving enthusiasts wondering whether it is a taste of things to come.
Personally, on just the point of noise, I would like to see the whole entry riding them, for they were so inoffensive to the ear. In the right hands one could easily finish in the top 10. The news is that Sammy Miller has been approached by Honda, which could mean the return of four-strokes to the trials scene. Perhaps Honda should have called for Peter Gaunt, as he built and rode a 250 Honda powered Dalesman which sounded beautiful.
Another rider bound for Japanese machinery is ex-British champion Gordon Farley, at present with Montesa. His contract will have expired by the time this is read, and the arrival of his machine in England is imminent. Farley has already made two trips to Hamamatsu and is very impressed with the setup there and the way his bike has been prepared. It is a five-speed conventional two-stroke, which is all the more reason Honda should satisfy the wants of four-stroke enthusiasts by building that sort of power unit into a trials bike.
Kawasaki had a team of three riders in Scotland, the best of whom was Richard Sunter, who finished in 20th place with 137 marks lost. The pulling power of the 450 engines was impressive, but they seemed to have carburetion trouble, as did Andrews with his Yamaha, which seemed to get temperamental in the wet.
YEAR OF THE YANKS?
This month certainly does seem to suggest that 1973 could be the “Year of the Yanks,” what with Jim Pomeroy in the motocross field, the half dozen in the Scottish, and now comes news of Scott Autry, a speedway rider who recently won a special award at Hackney Stadium when the promoter put up a prize of $60 for the night’s most exciting rider. Scott won it as a result of beating Ivan Mauger, the world champion. Scott rides for the Exeter team and is popular with the fans down in the west country.
Last but not least, mention must be made of the John Player Transatlantic Trophy Races reported elsewhere in this issue for the 1973 series showed to the British public that America has riders capable of beating the best in the world. You ran the British team very close, too close for comfort with level pegging after five of 'the six races, and with a bit of luck could easily have won the series. Now comes news that negotiations are in hand for a return match in the States later this year—that should be yours for the taking.
