THE '73 SEASON ALSO SAW THE FIRST OUTING OF THE BRAND NEW 125cc CLASS AND THE BABY SCREAMERS WERE A KNOCKOUT FROM THE GET GO . . . .
AMONG THE LIKES OF TOUR VETERANS DE COSTER, ROBERT, JONSON AND ANDERSSON, THE YOUNG AMERICAN, BRAD LACKEY AND BULTACO LEGEND, JIM POMEROY . . . . SOME GREAT FOOTAGE OF CARLSBAD AS WELL . . . . OLD SCHOOL, BLOOD PISSING MOTOCROSS ACTION !!!!
In regards to the Monoshock caper, it could well have ended up being Suzuki's only the head honchos from the factory saw no merit in it, despite De Coster having given it a right rave up after being turned onto it courtesy of it's Swedish [?] inventor . . . . a curious irony is that the engineer dude at Yamaha who realised this new fangled bouncy thing might be worth a squirt or two of the proverbial billy goat's piss was named . . . . of course . . . . Suzuki !!!!
Andersson, who dominated the 250cc class that year and smashed the title, wasn't initially convinced either . . . . his first two or three races were done using the traditional set up, then he switched to the mono version . . . . in the upshot of it all by seasons end, the reality was that the suspension itself likely only played a third string role behind Andersson's insane talent and the utterly superior power and performance of the Triple Tuning Fork Factory's donk . . . .
Even though it still took until the early eighties for most manufacturers to get their own one springer bikes on the track, the paradigm shifted never to return . . . . rear shocks started canting further forward, suspension travel distance became the primary pursuit, traditional frame geometries were now part of the past . . . . motocross was entering a new age . . . .
AMONG THE LIKES OF TOUR VETERANS DE COSTER, ROBERT, JONSON AND ANDERSSON, THE YOUNG AMERICAN, BRAD LACKEY AND BULTACO LEGEND, JIM POMEROY . . . . SOME GREAT FOOTAGE OF CARLSBAD AS WELL . . . . OLD SCHOOL, BLOOD PISSING MOTOCROSS ACTION !!!!
In regards to the Monoshock caper, it could well have ended up being Suzuki's only the head honchos from the factory saw no merit in it, despite De Coster having given it a right rave up after being turned onto it courtesy of it's Swedish [?] inventor . . . . a curious irony is that the engineer dude at Yamaha who realised this new fangled bouncy thing might be worth a squirt or two of the proverbial billy goat's piss was named . . . . of course . . . . Suzuki !!!!
Andersson, who dominated the 250cc class that year and smashed the title, wasn't initially convinced either . . . . his first two or three races were done using the traditional set up, then he switched to the mono version . . . . in the upshot of it all by seasons end, the reality was that the suspension itself likely only played a third string role behind Andersson's insane talent and the utterly superior power and performance of the Triple Tuning Fork Factory's donk . . . .
Even though it still took until the early eighties for most manufacturers to get their own one springer bikes on the track, the paradigm shifted never to return . . . . rear shocks started canting further forward, suspension travel distance became the primary pursuit, traditional frame geometries were now part of the past . . . . motocross was entering a new age . . . .
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