rahier-1986-5

DAKAR 1986 | Sparks in BMW!

Cao – The link between the Belgian Gaston Rahier and the BMW. who scored two wins (bike) in the last two editions of the Paris-Dakar, you're

Rahier's bike had to be started by a companion

Rahier's bike had to be started by a companion

to dissolve. And not without controversy. The spark was sparked on Wednesday 15 January. while the rally was moving from Niamey to Gao.

During a long and tormented special trial. Rahier punctured the front wheel. He waited for his teammate Hau and beckoned him to stop for him to give the wheel to his foreman. But Hau, which in the overall standings was at that time well placed. you are well watched from obeying.

At the end of the p.s. the angry Rahier shot zero on Hau and the BMW sports director. Beinhauer, New They're two incompetents – said Rahier – and Hau will never win a Paris-Dakar because he's naive as a child, all he can do is follow who's more experienced than him in navigation, that is, to take advantage of the fatigue of others. This is my last race with the BMW.

The story tastes a little’ ironic because Rahier's accusations against Hau are almost the same as the former BMW driver. Hubert Auriol Cagiva has now expressed its own attitude towards Rahier. Who makes the wait, In short. But Rahier also found a subtler way to take revenge: the next day during the special he slowed down until he was reached by his teammate, then at a crossroads he deliberately took the German out of the way for about seventy kilometers causing himself and Hau to lose about forty minutes.

IMG_6832

So he stopped, rested his right hand on his left forearm and with this typically Neapolitan gesture (umbrella gesture ndr.) addressed to the companion officially opened the war within the team. Then he immediately made contact with the Suzuki interested in joining forces in the Paris- Dakar in 1987.

Red-03

DAKAR 1986 | Graziano Rossi's moto guzzi test 750

Ed: dutiful thought for those who provided us with this article, Pietro Manganoni is the true soul of Moto Guzzi at Dakar, as well as Bergamasco doc in the trenches at this hard time for his city and we all. Thank you.

Graziano Rossi test
Although the photos of this test will not be exceptional, fault of the gloomy and dark day, the opportunity to try the Guzzi today 750 Paris-Dakar is too gluttonous to send her back to who knows when. After more than 30 years the Guzzi re-enacts an "official" racing bike: this is a historic event and the just going up there has me a little’ Excited, how I should try it out for a Grand Prix. Instead I just have to go for a ride to the sea, to guide it on a bottom that looks like the desert, which will be the field of action, next January, of this all terrain that we hope will be the first step towards a great commitment, a great return to the sport of the house of Mandello Lario. For the next Paris-Dakar la Guzzi has prepared three mo-tos that will be led by two French. Drobeck and Rigon, and from the Italian Torri. The entire organization of the race is entrusted to the team of the importer French.

Red-01

IN SELLA – I go up to try the trim and I have a surprise: the saddle is exaggeratedly high and I can't touch it on the ground except leaning on one side; I go down to set in motion: the starter is pedal and fortunately the position of the lever is low and easily accessible. In fact, he leaves now; I leave the clutch slowly with the first and I run him a little’ behind, then, when he took some’ speed, I jump over him! It's the most comfortable way to go! Later, when it was disassembled, I found that the saddle has 10-15 cm of padding and I think you could leave it alone 5 to be able to climb more comfortably and not have to ask for help whenever you have to stop. Once you've left, Guzzi discovers his cards and they are truly remarkable. Red-02I start pulling more and running even on the soft sand, curve-back flat, strong and sideways, pulling the gears, to brake hard, to start again with a low gear, to jump on an artificial bump prepared for the occasion with an axle stolen from a hibernation boat near them.

FULL-TEST MANEUVER – Two features seem exceptional to me, and they're very important: handling and couple. This bike, although at first glance it is of "immense" size, surprises by the ease with which it bends and straightens, also going very slowly, thanks to a really low center of gravity and a low weight: 165 kg dry weight. In the sudden jump Guzzi performs decidedly well proving to be very well balanced as weights. I didn't really think, with a mo-to of this aspect, to drive as with a normal Enduro. Then the couple: it's true that the engine doesn't have much stretch, but with any gear, in any condition, the strength of the first 3-4000 laps is exciting! Even the narrow drift, you should do in the second, it doesn't even create problems to do it in the third or fourth. Also the engine I'm testing already has a lot of miles of testing and is quite spoofed, when it's time to leave for Dakar he'll be much fitter!

SO MUCH MORE COUPLE It doesn't turn very high because the compression ratio was brought by 10:1 in 9:1 to have a lot of torque and especially because the engine does not suffer from gasoline with octane po-chi that you can find along the way. The maximum achievable speed is 170 km/h and the two ohlins shocks with 130 mm stroke, allowing a hike of 270 mm and the Fork Marzocchi to be 42 mm with external adjustment 280 mm travel, they manage to give the bike precision and stability even when in the fourth or fifth full we come across endorses or bumps that we had not seen.

THE ENGINE – Of 750 cc is a four valve that develops 60 CV to 7100 RPM, is equipped with a radiator for oil cooling and the carburetors are Dell'Orto 30 mm with shooting pumps; full tanks, 38 liters the normal plus an extra one under the saddle from 12 liters, Autonomy is of 600 km. The gearbox 5 gears is very accurate and well-related and the cardano transmission does not give any problem for driving, no tears even in the most exasperated changes. It is to be of great advantage not to have the chain, who in constant contact with the sand needs a lot of maintenance and is still in danger of breaking. The brakes are Brembo: a floating disc 270 front and one pierced by 250 at the rear. The tires are Michelin Desert, 17 thumbs behind and 21 Before, with the "bib-mousse", instead of normal inner tubes, which are full rubber sausages mounted inside the tires to avoid punctures. The instrumentation com-takes the counter – Odometer, The Oil Light, the "trip-master" and the equipment to slide the "road-book". Instead the compass is not on the bike but it is the riders who bring it. Well, I'll make one last tirad, one last jump and it's already almost dark. I think this Guzzi has a lot of potential, can be among the protagonists of the African adventure and give great satisfaction to those who wanted it! Mr. Davison, responsible for Moto Guzzi, said he hopes for an honorable debut, maybe to end up in the first 10 and maybe, but he didn't say that, to rediscover what the name Guzzi meant in racing 30 years ago! G.r.

Peak5-1986

Dakar 1986 | Franco Picco, two hours for bullshit

The stage is Agadez-Dirkou. It crosses the Desert of Ténéré on a fairly flat bottom and all of sand. It's a fortune, because the day before I dislocated my shoulder and I have a small fracture in my hand. I can drive with one hand, for some traits. I have overcome the moment of greatest despondency, 150 miles on the “tole ondulée”, with a shoulder out of place, that at the camp a doctor French managed to get back on the move with a masterstroke, a tight bandage and a “swallowed up” of pain pills.

Peak 1986 Copy

The bottom today is very tender, because of a sandstorm that hit the track. Last year was much harder and faster. Our replenishment plans, based on past experience, plan to fill up the Ténéré tree, After 200 kilometers, and then to do a whole pull to the finish line. I'm about 400 kilometers. But because of the soft sand the speed is much lower than last year, you can't get over the 110, 115 Km/h, consumption is higher than expected.

Initially I think it's a problem with the engine…

We travel together, Me and Andrea Marinoni, my teammate. When we are in sight of the oase of Bilma, well distinguishable even in the distance by the presence of a lighthouse that, just like those of the ports, serves to point the way to caravans crossing the desert, my Yamaha stops. Devil, I broke – I think – and instead I just ran out of gasoline.

Luckily Marinoni still has a litre, so we start to beam from his tank to my, with a funnel that we brought with us to fill up. We just think we're going to get to the oase, where we can refuel before we start again. From there to Dirkou, end of the stage and the special test, there are twenty more, twenty-five kilometers. As we tinker with funnel and tank come the first competitors with the cars.

Peak POWER1 1986

Porsches outperform us fast. We sign a Mitsubishi Pajero to stop and the driver, Strangely, because they don't usually dignirate us with a look, stops in a cloud of dust. Is Zaniroli… who like me ran out of gas right there. We just have to finish our transfusions.

Let's leave to stop, with my Yamaha back dry, right at 100 meters from the lighthouse. We are waiting for only soldiers with jeeps, but all diesel. I'm standing still, It's up to Andrea Marinoni to slip into the village in search of the sifirst gasoline. Go back in no time: In anticipation of the rally' passage, locals have prepared canisters; he bought one and retraced the track driving with the tin on the tank that slipped on all sides.

Peak3 1986

I start to empty. It's a nice clear liquid, Transparent, even if a little’ Oily. I immediately come to mind the words of our sporting director: “don't do gasoline in Dirkou because it's not good”. While Marinoni fills up his bike, who left with the engine running, I try to start my, but without success. Andrea tries to help me, but you don't need to, so we stop Gauri and Spanish MAS who have reached us, to help us out.

Nothing to do. The only result is to lose quite a bit’ time and Marinoni, who in the ranking is put better than me, decides to go ahead so as not to accumulate further delay. But when he rides, he also turns off his bike, and history repeats itself. Gualini tries to pull it with a rope, but once he falls and once Andrea, with no results. So that as they move away that way I begin to disassemble the candle and the filter, thinking there's some problem with the gas pump.

Peak 4 1986

I just approach the fuel to smell strange. I also make a military man around me smell and I have confirmation of my doubts : it's diesel! There's nothing else to do but look for gasoline. A soldier helps me and with his jeep we go looking for her. Of course Marinoni is still a little further ahead : I tell him to disassemble the tank and wait for me.

I wander empty until right down the village I find an old man who outside the house has a bin with gasoline in it.. The price is a friend: to give me a can she wants 500 Franks. From that moment it's a race in the race. We clean the tank, let's change the candle, let's throw a little bit’ gasoline in the carburetor and once all over with three pedals the Yamahas go into motion. I'm in a sweat bath, and after drying out hastily Allotment. Two hours late for bullshit! This, too,, though, is the Dakar.

From Dakar Dakar 2
Text Paolo Scalera
Photo Dune Motor

ALPINESTARS-NEWS

Advertising Alpinestars 1986

Balise_1

Dakar | Survival in a briefcase

In the two briefings that institutionally opened the Dakar, Paris and the one on the ship that took him to Algiers, Thierry Sabine never tired of repeating it if you get lost never abandon your vehicle. Never. Man's instincts, In fact, in these unusual cases it betrays : pushes you to seek help, but the first help a Paris-Dakar runner knows, Instead, who owes dice to his rescuers.

That is, it must make it easier for him to find. The first commandment, Therefore, is don't abandon the car. The corollary of Balise_2this doesn't paint it preferably yellow, color that makes it invisible in the desert by a helicopter. The second rule prepare to wait. A wait, it's clear, of a rescue that will not be immediate. Only after 12 hours, and anyway never at night, you can start with the first operation, the simplest, but also the most important. The ignition of the radio-balise.

In the equipment of each runner, In fact, there is a Samsonite briefcase that contains what is needed to facilitate the sighting. The heart of the equipment is a radio that operates on a single frequency band. His charge lasts 48 hours and signal, Continuous, it's a thread of Arianna for rescuers. But at night the desert is an immense unreferenced blanket and boundaries. It's time to fire the colorful rockets that with the vivid light of day would be invisible, while a smoke bomb can be launched when an aircraft, Maybe, crosses out of our reach.

A trickle of smoke, In fact, it's visible from afar, and it was thanks to the realisation that he had burned the tires of his car one by one, Simonin, Mauritania in the 1984 was found after three days of searching. The rubber in fact makes a lot of smoke and burns slowly. So the last resort, as it was at the dawn of man, it's the fire. For this reason, among the many recommendations for new members is to always have with them at least the matches, a knife and survival cover.

What is the latter? simply a very light aluminum foil that on the one hand reflects the rays of the sun, repairing from heat, while wrapping it on it island from the cold. Folded, it's in a pocket. But it's very easy to get lost? Sounds like a foregone question, instead, with small measures it is possible to reduce this risk to a minimum. The first, Of course, is that as soon as you realize you've gone the wrong way it's more prudent to retrace your tracks. Even if this takes away time.

Schott HardenIn the desert, any zip code, that is, compass course, you're following, will make a backward 180 degrees. It is imperative to resume the main track. And one of the tricks, simple but vital, is that when circumstances require constant deviations to avoid, Maybe, traits of track too ruined, you always know which way you leave it. If left or right. It's not hard, Intact, that by intersecting it in search of the strongest ground you can no longer remember which side it was on the last time. The “Track” African is not a paved road, it's just the route of custom from village to village.

It can get ruined and become impractical, at one point. A new custom will trace, then, a new track, Parallel, that will go back to the main one. And so dozens, hundreds of times. So much so that in the savannah more than in the desert the ground will sometimes appear as an inextricable maze of paths. We always talk, the Dakar, of competitors who have gone the wrong way by taking, for that, penalty hours. Well, that is, it almost always happens when the rally leaves the desert for the savannahs.

In the boundless expanses of the Ténéré, in fact, to help us there is the compass, and then the position of the sun. They mainly serve strong nerves. When vegetation forms impractical screens, there's no compass or sun that holds. Cards can be useful at most, possibly the military ones, very detailed, to realize your position. Your scant best crews have, and they're not just useful in times of emergency, Indeed, it's not uncommon to see pilots study them before the start. Make a note of the bivi, villages. As always, also in Africa, the best safety comes from prevention.

Source Dakar Dakar2

Text Paolo Scalera

765d70c8 bb75ab37dac5 c7ca 8bab 4d0f----

Claudio Towers “Pink Panter”, from Dakar 1986 all & #8217; Australia

Returning from the ill-fated Dakar 1986, finished with a retired due to a problem with the swingarm of his Moto Guzzi, Claudio Towers do not lose d & #8217; soul and arranges for a new adventure.

The bike is updated with a headlight fairing aerodynamically, as tendency in those years, fully painted and entered in the following year's Australia Safari. Unfortunately l & #8217; Southern experience did not have much luck, culminated with a retreat because traffic accident with a pickup that caused the fracture of the pelvis of the poor Towers.

 

NXR03

HONDA NXR 750 Tamiya model François Charliat

After several articles devoted to road bikes or racing, This time we're back speaking of offroad extreme, because the protagonist is the Queen of this kind of races, i.e. the Paris-Dakar. The model under consideration is the Honda NXR 750, African Marathon winner 1986 with Frenchman Cyril Neveu. The bike, a liquid-cooled twin-cylinder, specially made for this type of racing from the HRC, the Racing Division of the House of the rising sun, developed more than 70 HP liquid-cooled and was the first motorcycle to win the tough African competition. The scale model 1:12 is made by Tamiya Japanese.

Inside the fairing is the digital dashboard with the compass road book placed on the handlebar. The chassis allows for perfectly the engine block with the muffler and various sleeves.

Inside the fairing is the digital dashboard with the compass road book placed on the handlebar. The chassis allows for perfectly the engine block with the muffler and various sleeves.

We start the installation after studying the various pieces that make up the Kit. As always the quality is high, with printed well finished and free from processing burrs, and with metal parts, as the rear shock absorber spring and the protective Grill of the etched plate headlights. Following the directions on the painting of various engine parts, We begin the Assembly with the inclusion of the various cables and hoses supplied. The frame, in two pieces, welcomes the engine block to which are added the potholes and the latest accessories that complement.

Useful directions to cut perfectly tailored various pipes made of two different diameters to differentiate that way cables from handgrip. At this point let the chassis Assembly starting from the swingarm. The chain is made in one piece and also includes the Crown. As for the wheels, you have to make sure that the two halves of the circles are securely glued and the glue has dried before mounting the tyre, in order to prevent the rim to unfold. The rear shock, Despite being fixed, consists of several pieces which make it very true to the original. Starting the Assembly of superstructures must arrange for coloring of some details.

Even for Honda NXR 750, reproduced in scale 1.12 from Tamiya, the quality of the various components is high. The prints are in fact well turned out. Several metal details, including the rear shock absorber spring.

Since the Golden band of the Division is accomplished by simply color the decal blue zone extending it a few millimetres beyond the decal for the latter to overcome the colour and then give a line of perfect Union. A Council: make sure that the color is completely dry before placing the extra tank decal with the pigtail is the first piece of bodywork to fit. We then move on to the mounting of radiators with the support frame and is completed by the inclusion of various sleeves.

The tank split in half is the other component of car body which tackles before moving on to the fork mounting, with its front wheel seat and door plates side number complete the mounting of the rear area. Inside the fairing place, placed in a special support frame, the headlight headlamp and the digital dashboard with compass. The road-book is placed on the handlebar and should be completed with the printed instructions faithfully reproducing some notes of course. Mounting the fairing is the final step to complete our model. The protective Polish for decals (making them uniform with painted areas) is the final touch for this Honda NXR 750 reminiscent of the wide expanses of sand, the dunes and the charm of the great African raid.

15823066_ 10210413034716376_2428240932499382587_n

Dakar 86 – The diary of Aldo Winkler

After long preparations and emotions, a heck of a time stolen at work but it was not enough especially to work out the details on the bike. Departure for Paris arrival in Rouen and handling in the same city red tape of the race, momentum transfer at Versailles (that cold) a little episode when we departed we forgot the fact that it was cold and we had to make these gloves with the cross 60 kilometers to frost.

Three kilometres of ice, Unable to stand. Prologue won by Poles who mounted the studded tyres.

Three kilometres of ice, Unable to stand. Prologue won by Poles who mounted the studded tyres.

In Paris a few days allows the rolls, incidentally the rolls are a road book that is given in book form to put them inside the box of a laptop you have to shorten one sheet after another to do so they can be rolled and unrolled. You try to rest despite a big thrill and also tension that continues to rise. The prologue in 60 kilometers (under the snow) one beastly thing, the bike is very high without letting the slightest hand proves undriveable. the prologue takes (3 km) It shows an amazing thing was a sheet of ice with mud Rails under harsh, There are countless flights wasn't standing that grind the new bike already looks old destroyed by flights.

Aldo Winkler left, and beat Grassotti the protagonists of this adventure

Aldo Winkler left, and beat Grassotti the protagonists of this adventure

After a new year's not great because it's a little’ the tension a little’ the company, hovered the anxiety of departure. The first of January a severe cold on departure, I'm very excited, almost frightened when giving birth I didn't even dare to turn to greet Paoletta, I had the fear of not being able more starting. The first kilometers I make with Beat (Grassotti his Team-mates Ed), under bitterly cold that explains how anyone can go in motion. The departure from Paris is a very exciting thing seems to follow a human cordon from Paris to Thirst, all that say hello and celebrate, Unfortunately, the rush to get hurt this chance to get in touch with this enthusiasm. The first problems the cold and rain are preventing the engine to function well. Turns off constantly, crackles and not okay. This fact gives me incredible anxiety and I expect to stop at any time. At some point the engine stops and beat unaware of my stop. I try to get there traveling alone until Thirst (He also had problems and in the dark never saw him). It takes me a nostalgia as ever I was taken, wants Paoletta and emotion I cry under the helmet. I'm looking for something to write her and tell her that I love her but I don't find it. Meanwhile a Japanese on the bike number 2 (Yasuo Kaneko ndr) is hit by a car and dies instantly, see the incident and think that it could happen to me I held further, but now you have to erase this idea otherwise we leave more.

aldo7Arrival in Sete at 2 in the morning (We started at 8 the day before) embark the bike after many difficulties. We don't find Grisoglio (our assistance ndr) with our stuff and finally at 3 We go to sleep. Of course in Algiers after endless bureaucratic queues we start at 6 in the evening and it's almost dark, We expect 700 kilometers of transfer. It's raining and it's cold, We soaked, on a road made entirely of mountain curves with black asphalt without streaks where nothing could be seen. Beat was better than me and I'm stepping stone to him even if I couldn't anyway nothing. Luckily the road improves with the mileage and not raining anymore, We arrive at 2 am and we sleep on the ground. The anxiety of the bike that isn't working properly continues.

First stop hours 6.00 the departure. We start in reverse order, and this occurs across Algeria. Who is at mid-table Snatcher, Why must pass the first that are slow and overtaken by the latest that are fast, result travels constantly in the dust. All well and good until I break the trip master. Of course I get lost on a plain of small sand dunes filled with thousands of tracks in all directions. I reach Gilles Picard, I follow him, then I see Peak but I keep getting lost more and more. I am consoled by the fact that after a short time we form a group of thirty including the strongest in search of the right track. The first contact with the road book is disagreeable too many notes with text and drawings and a few kilometres in French. The first contact with Africa Tour is not bad, the food is good and it does too much tail but do not give the water!

aldo8

Second stage: fire damper and many bottoming weaken the frame. Catch up with you anyway lnsah and here I wash in a hotel room by Boano. The track with many potholes and stones with fast sections, lnsalah-two special quick, I reach the machines, do not see anything. It's really dangerous because in the dust when you've passed have those 200 meters that run into thin air, an anguish. See pass next to you huge boulders, chasms and think "enough 1 Metro in there and now I wonder where I was "? Second special made with Beat, I wait because it breaks the joint is we end the special with rattano engines and are not nearly as.

The relationship of established with their bike becomes almost mystical, talk to him, beg, the fai confidences. Become a partner with whom you share the nature and all its expressions.

In the transfer to Tam splittin' mousse, we stop at a bar, Let's proceed to melt further the mousse. The asphalt is bad, interspersed with a runway full of ugly fesh fesh (impalpable sand) with big trucks under Rails caused by passage. At some point I no longer see Beat and although the mousse into pieces, I'm going back for about ten kilometers to her research, thinking it was dropped. I don't see it. I go back in the direction of Tam. Having always regret that Beat, knowing I had drilled, I would abandon. Looking back on those ten kilometers turned down looking for her, the fact that I had not found. Change the rubber and even as inflated air bladder, Luckily the assistance arrives and wheel change allotment manetta, still missing 150 km. It gets dark and break the headlights, and go in the dark with the light of the stars, and late night arrival in time not to take the deal in Tamarasset.

At the hotel I find Batti, and there's no time to wash. Stage I feel good in the stones on Assecrèm Tam Tam. Do I get a fright unbelievable to go in the dust an opponent, I leave the racetrack and step into a period with large stones to handcuff and I do a flight. In the air off the bike and helmet standing. Divine grace! I broke the nut that holds the shock to the frame, the brake Rod broke through the muffler. I finish the stage slowly continuing to not exploit engine, I suffer a lot of danger in overtaking after that fright.

"Ero talmente disperato che l'avventura fosse finita, I prayed that the assistance came. Armando replaced the engine and I left for the remaining 600 km, the night was waiting for me..

“I was so desperate that the adventure was over, I prayed that the assistance came. Armando replaced the engine and I left for the remaining 600 km, the night was waiting for me…”

Tam Agades, departure in a large river dried up full of Sand Springs, the engine Cove and hardens, continuous up to a piece of tough track where mollo a moment. The ignition is turned off. I'm stuck, and I begin to disassemble to replace to get it started, sudo all the water in the body, I can only remove the motor hoping it gets assistance. She comes to the 5.30 After waiting for six hours in a mixture of despair, resignation and pissed off. Hours of fire. engine and gearbox allotment scared of finding myself in the desert at night, not knowing where to go, step on the border with Niger, do I fill up from a truck in the desert. Continuous and I get lost. I no longer see traces and off piste between rocks stones and sand springs. I take the Monocle and I can see some lights I headed in that direction and I find the machines swept under the carpet. Gathering confidence and with this also the track, I reboot but I still missing 600 km upon arrival. I don't care to stay on the trail not to Miss. The track was a mixture of fech fech, soft sand and hard Rails due to the fact that all rally was already past including truck. Of course I'm reducing speed, the lack of visibility into the height of the bike, the track is an impressive set of difficulties. The falls are countless more, every fall you always enjoy effort to raise, Falla restart then, that effort!

"Ero stanchissimo, but still enjoyed the legendary Ténéré ..."

“I was so tired, but still enjoyed the legendary Ténéré…”

Fatigue assails me and I stop the truck Belgarda in need of repair and I sleep a to recover energies. Arrive back support, We share and I am heartened also by standing behind, make me light and when I fall it helps me get up. I can't stand it anymore, for a while’ of km driving Ciaudano (of care Ed) but I take the bike in time for the last 150 kilometers of asphalt to handcuff to arrive on time at eight and didn't take the penalty. At 8.30 allotment for the Special, I care only for a minute, I'm shocked and I don't take anything. Unfortunately it will be the last time that I see her. The stage of the Ténéré is going to be impressive but beautiful, you are in awe before the great desert, but the stage I find it easy. But the engine will harden again. I stop and let it cool down, shooting air and allotment going easy on the anguish that splitting and let me walk. At the slightest noise I am terrified, I speak to the bike, Please continue, clicking the last 150 kilometers in the dark until thankfully I see the lights of some cars that I show the way.

In the meantime I broke the chain joint, but I can get everything right surprise well with maximum

"JCO responsabile di Sonauto, great rider and Great Lord. I once helped him disinsabbiare his bike, Since then, even though it was a special stop to ask if everything was ok"

“JCO responsible for Sonauto, great rider and Great Lord. I once helped him disinsabbiare his bike, Since then, even though it was a special stop to ask if everything was ok”

calm. I sleep on the ground but the cold still remains persistent. I know I have bad teeth and hands with deep cuts for cold weather. Dirku-Agadem is the infamous stage, transverse dunes reported by some fallen bookends. The Wind clears the tracks, This is a very dangerous stage, the wave-shaped dunes at the Summit break sharply with sometimes perpendicular slopes. Not knowing the first dune I jump, making impressive jumps. In fact this stage causes many accidents, Mercandelli injures his shoulder, the Anquetil falls gashes shoulder trauma, the jaw, the teeth and the cheek bones. And dramatic look at a bloodbath. Beppe Gauri falls and breaks the ligaments of the knee. A Tatra trucks you Hood forward, and one of the drivers will remain paralyzed. Arrival in Agadem, that only proves a strong military in ruins in the middle of the desert. Don't get nothing to eat, talking the sleeping bag because of a mixup. With Beat I go to a well in 5 km and despair of the thirsty I drink not caring about anything.

Agadem – Zinder, this infamous stage, very long in a zig-zag of sliding bar of Sand Springs, the desert landscape slowly turns into Sahel 400 km facts in a few hours. Over the special we expect others 600 km of transfer. Here we see Baron just tumbled out of a nasty stretch of asphalt, Unfortunately remains irreversible coma for years because of this accident. With Beat I stop to eat at a shithole though we eat well in spite the place and we arrive late at night. My bike starts to consume oil.

"Giornata di riposo a Naimei, in albergo con tutti i privati italiani per sistemare le moto".

“Rest day in Naimei, in hotel with all private Italian to fix bikes”.

Zinder – Niamei: long transfer all of cross- 600 km eating the dust of machines that surpass us. I leave for the special but at the start I breaks the change. The bike remains in third on a track very sandy. Beat goes on and I don't like it, I'd be behind him to help him. Delivery very agitated and naturally fall continuously. You pit the tank and I lose gas like a fountain from the tap. I get up as quickly as possible in an attempt to repair the tank kicking better. I finish the special and transfer to Niamei of 200 km arrival late at night. Niamei closed, I find it to be welded on the frame and I lose the last hope to get through because we hoped that the assistance would come. One would expect a night of fire, I couldn't sleep all night because of the mosquitoes that we were eaten alive. In the morning we had the hands and face were swollen from mosquito bites. The Dakar has no mercy: departure at 4 in the morning.

Some moments immortalized in Dakar 1986. In the photo above the great Veronique Anquetil.

Some moments immortalized in Dakar 1986. In the photo above the great Veronique Anquetil.

Away by the previous night we got a special 450 km. I lose myself almost immediately and I completely just clueless in a terrible landscape shrubs, hillocks and Fords, with huge rifts. Luckily I find a car with a Japanese motorcycle racer and in their company don't despair takes over. Following Zaniroli we find the track but the orientation is very difficult. Find cars in the opposite direction to your, feeding your doubts. Bush must follow the tracks, but sometimes you cannot even trucks leave tracks, bend the shrubs and they straighten out like nothing ever. I no longer have the road book from Agades because were were on the truck assistance that never came. Arrival in late stage that it is night and the last kilometers full throttle for fear of the dark, but I fall several times. I ask all the water.

See the special Beat him too destroyed to such an extent that I have to start the bike. We are still waiting for 120 km of transfer and 160 Special that we do side by side, almost afraid. We walk almost a kilometer at a time, and falling in turn we all do 120 kilometers. We arrive at Gourmararus at 2 in the morning, everyone here is upset. Sabine helicopter crashed and died with four others. We are all overwhelmed. We start in the morning at 10 to make 1100 km to Bamako referred 160 of track. Here I see the chopper, was reduced to a cubic metre of metal! We arrive in Bamako at 3 At night, messed around and rush to get makes us pull on the asphalt.

Infinity pool a cow in the road that I hit to smear with shoulder. I saw the Horn in my throat. After this fright I slow down and put off Beat, My headlight is insufficient because the second lamp I gave it to him.

In the hope of getting Beat riaccellero. Not do I time to get cow scare myself a shooting without lights and reflectors stopped in the middle of the road. Big spaventoma now I got used to it. As usual arrival late at night. A few hours of sleep and awake again to go. 60 km of transfer and 700 km special and new 300 track transfer. Now we are discouraged. Beat no longer wants to leave, the organization is in the balloon, There is little medical care and two helicopters in less. Childbirth and special begins at 10. The track is slow to 40 kmh media, curves, Rails, holes, sand, in the Bush. The place is nice, but I am undecided whether to continue! I stop, I eat and share, Clap arrives but was totally on the ball, was loud crashing. Just, Decides to retire.

Boano con il suo meccanico "Garino".

Boano with his mechanic “Gabriel”.

With Boano and we are the only remaining Italian Germanetti, There we console and move on. We pick ourselves up again when we fall, Now you can't stop. We are in the middle of nowhere. The track is awful, slow and full of stones in the middle of the forest. Almost getting dark hole rear wheel, I try to repair it but I can't. The refit and seeking assistance in a small village. Hundreds of people surround me. It seems incredible that so many people can live in four huts of wood and hay. Help me and I can share. After a short time the mousse before gives way and the bike becomes undriveable besides the fact that meanwhile dropped the dark. Meeting a pilot with a broken leg do I console arrived assistance allotment.

I'm in a forest with dense vegetation, and the track is really ugly, stones, very deep water drains with the ascent with a fine powder that doesn't allow you to see the stones underneath. Characteristic are the bridges with four ACEs, or if you prefer there is deviation and you go into the water with large stones. The darkness and tension does not allow me to enjoy so much wonder. in a Ford I remain trapped because they mistake the ascent. When I see it I can't take this road well because there were deep furrows caused by truck. With the mud to the knees and the bike planted up to the wheels almost soaring the move of strength and finish the last energies. I put it in a vertical position and after endless kick starts and to boost I take off from the grip of the mud. Meanwhile, the chain was stretched to such an extent that it ran on that poor pinion now worn.

Beat Grassotti immortalized in Bamako, After a transfer zany.

Beat Grassotti immortalized in Bamako, After a transfer zany.

Continuation but cross your eyes for fatigue, I fall and remain under the bike without the strength to pull me up, with his foot under the bike. Look at that position a lot’ of time until fortunately passes an assistance of Cagiva and I set up. Allotment but shortly after I stop by now exhausted and I say goodbye to the race, and I'll jump on the floor to sleep. After a while’ of time the cold wakes me up and allotment, always with the front way mousse. Arrival in Labe at 1 p.m., and I can hear the happy news, was closed and the race was stopped, The next day I can share, are still in the race. Departure at 8 waiting for me 250 km of Mule-awesome, worse than Assecrem, stones, water drains Rails and climb steep slopes. If I was in Italy with a trials bike I would have that piece.

Gran Hotel Dakar :D

Gran Hotel Dakar :D

I do almost 600 meters on the edge of the precipice, on a wide strip 20 cm. Thankfully they end even those special kilometers and the next is about to begin. In fact, after the border I expect another of 400 km. Surprised to notice that after 200 km remained without oil! Now the engine goes to oil and a little’ of gasoline, Unable to go even at high rpm. I leave for the second special, but there are no with his head, I'm wrong a lot and do many straight wrong way. After a while I lose my perception of my speed, I seem to go slow instead going strong. I take a hole and then another, flashing forward, I do a flight of six meters and remain in the air for an infinity of time. I pass out. I just recovered the bike destroyed with a tap of the gas ripped through. The lie on the opposite side so you don't lose other gasoline and try to fix the leak. I'm shocked, Haggard, sore and scared. No lights, with still many kilometers to do in the dark.

"Ci sono momenti in cui si procede per inerzia, the isitnto of survival is the feeling that brings you back ..."

“There are times when we proceed by inertia, the isitnto of survival is the feeling that brings forth…”

I get back on my feet and I share in an attempt to get through the stage with light. Do other 20 km other hole, another meeting with the bike but this time I nosed ben 12 meters from the pit. This time I also hurt, Luckily nothing broken, but there are pains you. In retrospect i shudder. Now the bike is destroyed, Crooked, i lose my senses twice and I get a nosebleed. I take your senses after a long time. I recover and the first wish is to get to the end. I do what I can from now on is a challenge with myself and with my willpower. Surplus at a snail's pace to a village, where wonder of gasoline to finish the stage, Pago 10 liters 40 dollars, less and less of 500 Franks who wanted. I'm still 150 km but without lighting proceed is virtually impossible. I put myself in the middle of the road and stopped all asking you to follow me to enlighten the road. After receiving the refusal of nearly a dozen car, I find Peruvian participants that take as long to go fast because they are special and they don't want to lose positions.

"Il deserto ti presenta tante tipologie di difficoltà: from the sand dunes, from rocks to fech fech ..."

“The desert gives you many types of difficulties: from the sand dunes, from rocks to fech fech…”

I do what I can, unbeknownst of substantial risks with a motorcycle virtually undriveable. Arrival at 22 and amazingly I didn't even got the deal, but as soon as I stop collapse and suddenly feel the pain. I ask George to shelter the bike and I go to sleep, logically always for Earth. The next morning George tells me not to be able to repair the bike as well as decreased makes no sense continue. I insist, but there is nothing to do, abandon the race, but it still doesn't do I need a reason. I take three rations of Africa Tour and go to the station. Elargisco a tip a guy who tells me what to do. The bureaucracy to carry the bike is a Babel infinite, Finally seems to have solved everything, I just have to wait for the train. Luckily I see two Italians, working for FAO, reassure me and I guarantee you will take home. They feed me and take me back to the station. Strengths we load the bike on a freight train smelly and full of stones. Finally I sleep and even the stones seem to a comfy bed.

aldo9

There I download the bike helped by some fellow travellers, I find a cab and incredibly the roof load. The taxi was fetid, but at least I was put back in motion. Night falls and the taxi stops at the crossroads of the entrance of the city of Dakar. The taxi driver takes me in the square that was also the bus and kindly offers me a latte at a bar frequented by shady characters. Finally the taxi driver decides to start afresh and takes me where I had booked the hotel before leaving, hoping that someone had already arrived.

A small regret, If I had broken down I would arrive at the bottom. In fact the stage which left from Kaies came undone and the Organization decided to avoid Mauritania and go in convoy from Kaies in Sant Luis, before taking the runway on arrival. Damn!

Source: Aldo Winkler's facebook page

FZT06

Ténéré 4 cylinders for Dakar

A cold morning on the outskirts of Paris, a small cross off the beaten path, a pilot with the gaudy colors Sonauto, that warms the muscles ahead of Dakar, caracollando riding his Yamaha “XT 600 Ténéré”: all normal, You'll say. So it seems: But beneath the huge reservoir of “Ténéré” beats a heart that in common with single-cylinder engine of the Queen of the desert did not own anything. It is a four cylinder water cooled, derived from the motor 20 valve “FZ 750”.

It's too early to say whether this fantastic “750” It will be the first January ' 86 at via delta legendary African Marathon, Although the meticulous care of details (apparent as well in the photos of our top secret) clearly demonstrate that this is not

a simple experiment the French importer, but something more which cannot but have had the approval of the parent company. Let us not forget that the same “Ténéré” was born from a “idea” Jean Claude Olivier, General manager of the Yamaha Sonauto and seeded riders for Paris-Dakar.

Therefore, the new franco-Japanese beast, that TUTTOMOTO presents here exclusively, could be the winning weapon in Japanese, determined this year to snatch the BMW Crown of Queen of Africa. Power is not discussed, to test the reliability in the desert.

the motor of the “FZ 750” It was significantly lightened and he worked on the camshafts to reduce power, while increasing elasticity at low and mid. The rear suspension is monocross.

No secret: made for the Paris Dakar, the “Tènéré” 4 cylinders offers many interesting solutions, some guessed by looking at the pictures of our “scoop”. The frame, For example, is that of the FZ, However, reduced in length.
Carburetors, in an elevated position and well protected, receive the gasoline through a mechanical pump. The mammoth tank is basically double and acts well as lateral protection for the liquid cooling radiator. The collection is extremely compact and functional, suitable for off-road.

au-dakar-1986-avec-son-monstre-motorise-par-a-4-cylindres-de-fz-750-archives-mr--70441-8-zoom-article

Text TuttoMoto Enzo Caniatti

picard-1986-1

Dakar 1986, in the desert every promise is a debt

In the desert, every promise is debt and Gilles Picard is the unfortunate and disciplined victim. Here's how they went about facts: the front fork by Gianpaolo Marinoni broke out and with her all the oil. Then his Cagiva collapses on the suspension when it touches the ground after the jumps and goes to "package" so much that the oil filter located under the carter arrives at Earth and breaks in turn. Mad he must stop, and then even Picard, who respects his role as gregarious.

Beppe Gaulini racing with a private Elefant

Beppe Gaulini racing with a private Elefant

But Gilles has oil and Gianpaolo should expect the Landrover quick assistance team Lucky Explorer then set off with the knife between his teeth. A little’ later breaks a wheel and his friend Beppe Gauri, riding a Cagiva Private, stops to give him his, remaining in Cagiva support response that will supply you with spare parts, allowing Gilles to leave and continue his race with ambitions of ranking. Is an expensive gift because the medium of quick service passes without seeing Gauri who is stopped on the track. Beppe is able to spread much later but will be sanctioned with a ten hour penalty for arriving after the closing of the control time of arrival.

Happy goes to complain from the official Cagiva team manager who promises him that if necessary will be identical to that of support riders. And indeed the fate promptly puts it to the test, the 6 January Gauri breaks a wheel and stops Picard who finished well in the standings, twenty-third. The pact must be respected and the gregarious must give up his wheel to Gauri, located at the bottom of the League. The face of the poor Gilles, losing an hour in maneuver, perfectly expresses the torments of the water carrier.

Taken from: The last tree of Paris Dakar by Jean Him Roy – Vertical Sea Edition