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  Article from Trail and Track, 1974
Trail & Track Supertest
Pomeroy Works Replica

Motocross Grand Prix events on the World Championship circuit have been dominated for many years by Suzuki, Maico, CZ, Husqvarna and lately Yamaha who arrived on the scene last year to take out the 250cc title with Haken Anderson on board, Roger De Coster took out the 500cc title on his Suzuki.
There have been other Factories with entries at these events but they have had to take second fiddle. In this category, we would have to include KTM, PUCH, BSA, AJS, Kawasaki, Montesa, Ossa and Bultaco. Honda has not fielded an official team but it cannot be long before they do.

That these latter machines are no good could not be further from the truth - the main reason for lack of success could probably be attributed to the fact that the winning factories have been able to spend greater amounts of money to secure the services of the world's best riders and to spend countless thousands of dollars on prototype development.
However, the 1973 season opened with an almost fairy tale result when the Spanish 250cc Grand Prix was won by a virtually unknown 20 year old American by the name of Jim Pomeroy on a Spanish Bultaco. This shock win threw the pundits into confusion, but they quickly wrote Pomeroy off as a mere "flash in the pan"; after all, it was the first event of the year and the established stars were not yet in stride.

Tall dark and handsome in the Hollywood vein, 6' 2" Jim Pomeroy showed them to be wrong as he proved that it was no fluke, for in subsequent events he was always there, always travelling very quickly. Always picking up a few points to add to his tally until at the end of the year he was ranked 7th best in the world.
In the United States, Pomeroy was well known in West Coast events hut seemed to be overshadowed by such names as Brad Lacky, Jim Weineit, Gary and De Wayne Jones and others, but as events show he has proven greater than them all.

Pomeroy tells of his debut into the realms of G.P. Winners, "We got to Spain about a week and a half before the event, the bikes weren't even finished. With the help of English riders, Vie Allen and Malcolm Davis, we got the bikes completed at one o'clock on the Friday with practice due to start at 4 o'clock, We went to the track, no-one expected anything of me, I was about 15th fastest, For the second practice we sorted out suspension and tyres and I was 2nd fastest. Other riders thought that the clocks must have been wrong as Americans are not supposed to be that quick."
In the 1st leg, Pomeroy came from third to take Mikkola and Andersson for 'a win. During the 2nd leg, Pomeroy was in third place when he dropped it, but was able to work his way up through the field to take out the overall winner quite a controversy. Firstly everyone thought the Bultaco man had won 'the event on points when the loud speakers announced that Maico rider, Hans Maisch, had won by corrected time over the two legs, About a week later Jim Pomeroy was given the Grand Prix by the Federation which reversed the results.









1974 sees Jim signed up again with Bultaco after approaches from Kawasaki, Jim likes the personal touch which is evident from Senior Bulto all the way down to the newest worker in the Bultaco Factory, Senior Bulto has honoured his No. 1 rider by bringing out - for 1974 his 'Jim Pomeroy Replica" which is now available here in Australia. Finished in an attractive blue and white paint job (America's racing colours) this Bultaco is a pretty machine. In the past, I've not been a really keen Bultaco fan but this particular machine really appeals.

Bultaco have incorporated quite a few changes over last year's model with the main emphasis being on weight saving. This machine weighs in at 195 lb dry. Casting one's eye over the machine, we see that Italian Akront mudless alloy rims are used which saves picking up about 5lb of mud on the old style rims. No security bolts are used, (more weight saving) the tyre is stopped from moving by Phillips headed metal panel screws through the side of the rim into the tyre bead. Pirelli Motocross rubber is used, with a 3.00"x 21" on the front and a 4.00" x 18" on the rear. Redesigned brake hubs are used which saves approximately 13 lb over the old hubs. These new hubs are all-alloy with hard chromed brake drums without liners as has been used in the Sherpa T models for some time.

The saddle is much thicker than previously and gives a much better ride; the old saddle was so thin a rider felt every bump and in a long race became quite saddle sore.

The 1.8 gallon fibreglass fuel tank retains the familiar Bultaco shape but instead of the red and silver paint motif, the tank is sky blue with a white stripe each side to match Pomeroy's helmet colours. Fibreglass guards are used, but in the past have shown that they can break easily.
The frame follows the same configuration as of old, with a single front down tube splitting into two lower rails and looping around behind the engine gearbox unit to meet the top rail at the saddle nose. The frame is painted silver.

Front suspension is taken care of by Betor forks while the rear units are Telesco shockers with 5 position adjustments for the springs. The front forks are mounted in beautifully polished alloy crowns. The handlebars are very slim and feature a cross bar, levers are alloy. There is no ignition cut out button.
The Bultaco engine has always been a very clean looking unit with highly polished crankcases enclosing the flywheels and gearbox. The cylinder is matt black with interruptions cut into each fin. The cylinder head finning is not as large as used on the barrel, being of a smaller circumference. The fins are unpainted and look as though they have been sandblasted.


Bultaco buffs will know that all the "Bulty" models share a common crankcase whether it be a 125, 175, 250, or a 325 motor. The only major difference is the piston, head, cylinder and exhaust system. The "Pomeroy Replica" has a bigger crankshaft over last year's model but the external appearance is the same. Moto-Plat electronic pointsless ignition is used; the motor is fired by a centrally mounted spark plug. The motor breathes through a 36mm Amal concentric carburettor that in turn breathes through an oiled foam air filter hidden inside a fibreglass still airbox located under the saddle. The sides of the box are removable fibreglass number plate backgrounds. Three large screws hold the right hand panel in position for ease of servicing for the filter.

The day we first rode the Bultaco it was brand new and we assisted owner, Terry Hosking, to run it in. Bultacos in the past have been very high revvers and on the high speed circuits have more than proven to be the machine to beat. From personal experience on Rally Cross circuits I found that my own machine would get out of the corners quicker but once 6,500rpm was attained the power curve just dropped away. The Bultacos on the other hand just seemed to travel faster and faster as the revs build up. This kind of power for the normal rider was just great on this smoother type of going, but proved a bit of a handful to the less experienced rider when competing on rough going as the revs came in high up on the rev band; subsequently the bike would be going too hard at the wrong place. Riders of the calibre of Gary Flood being the exception.

On that first day, we found that the Bultaco was an easy starter despite the high mounted kick-starter on the left side. The biggest difference we noted was the muted exhaust note that was almost unreal as Bultacos in the past put out such high decibels that a glass in your hand almost broke. The exhaust exits in the normal "Bulty" manner under the frame and out along the right side of the rear wheel. The difference is that the exhaust has a very long and wide tail pipe, which incorporates a silencer. To stand along side the "Pomeroy Replica" is akin to standing alongside a well-silenced trail bike. It could be the quietest motocross machine in the world











Getting underway, the clutch is very light but owing to the gear shift being located on the right side I found that quite often I was braking with the gear shift and shifting with the brake pedal! This, wasn't dangerous as the shift action is one down and four up so all that happened was that a lower gear was engaged and that slowed the bike sufficiently until I could get the brakes on.

The motor felt very fast even though being run in, the front brake was good but at that stage the rear brake was pretty useless. The front forks worked beautifully but the rear suspension was too soft with the result that the rear wheel was jumping off the ground, breaking the tail into a slide as the rear tyre struggled for grip. Over jumps, the wheel kept hopping out to the side to give us a crossed up landing. At this stage, we gave the still brand new machine back to Terry Hosking.

Some few weeks later, we again had the opportunity to meet Terry for another ride on his now run in machine. Since that first day, the bike has competed in a couple of meetings, the jetting has been leaned a couple of sizes and the Telesco rear suspension units have been put on the hardest spring setting.
The motor sounded much crisper but was still very quiet now that the correct mixture has been attained. Clutch action was still delightful; gear shifting was dead easy and smooth. The power of the engine makes it so easy for a rider to concentrate on just steering the bike. The power band is so wide I found that I could negotiate some corners in third gear whereas on other machines I would have been in second gear at least.
On these corners the bike just pulled away without any fuss from the carburettor; naturally if I had used second gear, acceleration would have been a trifle quicker but the point here is that earlier Bultacos were rev machines and one had to work hard to hang on with the great rush of power. This motor is completely the opposite - having obviously been designed for true motocross circuits where torque and not horse power is the criteria. Speaking of horsepower the Bultaco develops a claimed 40.8 at 8,500rpm. It's one of the easiest bikes we've tested; the riding position is likeable enabling us to sit down most of the way. The bike could be flopped over effortlessly for each corner it's so light.

As already mentioned the front forks do their job beautifully. I found that on my second ride the sideways rear wheel hop has gone but the Telesco was a trifle hard on the top setting, one could play around with any of the 5 settings to find a suitable combination to attain a smooth ride. Both brakes were now good having bedded in, a squeal came from the front hub every time the brake was applied, and a sound very similar to that of a disc brake. The power comes in nice and easy and controllable and makes the bike a pleasure to ride; yet, it is very fast.

When asked what he would like to see incorporated in his 1974 Works Bultaco, Jeff Pomeroy's only comment was that he would like better rear suspension and at the last report we had, it looks as though Jim's bike will sport Maico style forward mounted rear units.

Jim and Bultaco can look back with pride to 1973 when an American won a G. P. for the first time and in doing so notched up a 1st G.P. for Bultaco. Jim Pomeroy's ambition now is to be the first Americans World Champion and at 20 years of age he's got about 10 years in which to do it. We wish him the best of luck.

Headlight 6 volt 25-35 watt
Wheelbase 55.3"
Engine Type
2 stroke piston port
Seat Height 35"
Ground Clearance 13"
Bore x Stroke
85mm x 64mm
Handlebar width 34"
Compression Ratio
Dry Weight 240lb
36mm chole Bing
Claimed torque 3.5 at 5,000rpm
Air Filtration
Wet foam
Claimed Power 34bhp at 7,000
Primary Drive duplex chain
32:1 petroil mix
Clutch wet multiplate
left foot in neutral
Suspension front Bultaco with 9 1/4" travel
Gear ratios


Telesco twin units with external res


Tyres front 3.00x21






Brakes front 140mm x 30mm




140mm x 30mm


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