Claudio Terruzzi on Honda NXR 750 the Dakar 1988 where he finished 5°
Italians in Dakar, standing from the left Fatemian, Charles Edson, Orioli, Terruzzi and Gates. Kneeling Spike, Gauri and Winkler.
The excellent results achieved by Italian riders in marathons in Africa and in particular in the Paris-Dakar, begin to have proper recognition on the part of Japanese houses. For the first time this year Honda Italy will take the field with the same bike entrusted by the parent company to the French sister company.
One of the drivers of the team Italian, place under the technical guidance of Massimo Ormeni, will be Vinod B that the Dakar will lead the version ' 88 of NXR 750, winner 1987 with Cyril Neveu African Marathon. The same “Crossbow” pointed out at the Bologna Motor Show the weapon with which he will attempt to become the first Italian winner of the Paris-Dakar. B has already tried the NXR 750 in Tunisia and is excited.
«Respect to Thumper that drove last year, the NXR 750 It is another thing. And a particularly balanced bike, sfruttabilissima even at low rpm. You can resume in quinta da 2000 rounds without the engine betray the slightest problem. The top speed on the straights dirt tracks is fantastic, In addition 190 km/hour, against the 160 scarce of Thumper. Despite being heavier and bulky, handles just as well and the riding position is more comfortable and less tiring. In addition, than the Thumper the engine is less “pulled”, all to the advantage of the reliability, determinant in-and marathons like the Paris-Dakar. The only sealing problems may arise in close and mixed on the rocks, where weight and space are felt, but on the vast expanses of sand the superiority of twins you can't put into question.
It will rather be able to maintain for over twenty days the frantic pace that bike like the NXR can allow».
«Technically speaking», ' 88 version of the Crossbowmen continues «NXR 750 did not undergo substantial changes than the bike that won the Dakar last year. The HRC (the Honda Racing Division) worked primarily on deployment diagrams to make smooth and constant power delivery to each scheme. Were subsequently adopted a number of solutions that simplify the work of mechanics in maintenance operations.
For instance has been obtained on the cylinder a wide window for the control and adjustment of the cam.
In a race like the Dakar is important to evaluate every detail, in this connection an element which may appear unimportant as the crutch was the result of a careful study, not only in the obvious strength of material, but also the shape and inclination necessary to offer the best anchor in the sand.
«Ormeni staff», explains the Crossbowmen ' has further improved in Japan and was preoccupied with the motorcycle with all accessories required for tackling a tough and unpredictable Marathon which is the Paris-Dakar.
Like you know, one of the most difficult problems to solve is the orientation.
To help me this year I even a compass by helicopter and two sophisticated electronic tripmaster. The stages of the Dakar also provide night transfers and in poor visibility, indispensable therefore a more than efficient lighting system. Double front unit has the power of a halogen headlight from car from gran turismo much we had problems to find a protective cage can withstand considerable heat generated.
Powerful even the taillight that for safety reasons it is double the capacity of the tank has remained of 55 liters (of which 20 in a second tank located in the rear and 17,5 broken down into the two side accommodation). The bike weighs when empty 180 Chili, but at full load exceeds 230, better not to think what might happen if it falls to Earth!»
Special tks Enrico Bondi
There are few pictures of Claudio Towers and its prototype of Moto Guzzi to Dakar 1988.
Already from the prologue of Paris had emerged the first difficulties caused by bad weather conditions that made the path a hellish trap of mud and rain.
Unfortunately Claudio's race will end during the second stage (the first on African soil). A curiosity that has been confided, the Tropicana, this by the name of the main sponsor, She is named for T.A. P. the acronym (but obviously in Bergamo) “Tutto a posto”, reassurance that faced the same Towers when he happened to fall.
Advertising page Nolan N43 helmet worn by Edi Orioli and Claudio Terruzzi to Dakar 1988
Advertising of the Banque Caisse d'Epargne – Team sponsors Ecureuil to Paris-Dakar 1988
The Frenchman Michel Assis in 1988 He managed to assemble on his KTM 125 two engines. Under the gas tank it was housed in the space to House a spare propeller, a solution that will allow Assis to emergency replacement if necessary.
The frame of his beautiful and excellently finished and KTM is made of aluminum. Solution certainly imaginative but unfortunately not served to Dakar…
I'll Go Malherbe, pilot class 1956 born in Huy in Belgium, as a young man begins to feel the passion of motorcycle transmitted from father motorcycle dealer. At the beginning of their careers ran with the French license because in those days in Belgium you couldn't run in races with age less than 18 years. FORTISSIMO already as a young man, in 17 He was already a European champion 125 with Zundapp, repeating the following year in 1974.
In 1977 World debut cross 250 finishing third. In 1979 change category, arrives in the premier class that turns congenial to his riding style. Debuting is third in the Championship. Subsequently won 3 class World Championships 500 in 1980-81-84 still riding the Honda, and 3 MX of Nations with the Belgian team in the 1977/79/80. Crystal class and driving technique Superfine won 41 GP, 4° in the ranking of all time (in the age of 3 classes).
Unfortunately will stay paralyzed because of a terrible accident during the sixth stage in Algeria to Dakar 1988. He fell while he was running to 150 Km/h on his Yamaha Sonauto. Fate, rumors claim that he was persuaded by friends to race to Dakar.
In my opinion it was one of the strongest crossisiti ever.
Was the 19 December 1987: two French boys, Gilles Valade and Christian Grelaude, They presented themselves to the entrance gates of the factory Gilera Arcore asking for help in preparing the engine: you were enrolled at 10° Paris Dakar, that would match the 30 December following from Paris, with two Peugeot 125 and together formed the Team Defì 125.
This endurino was equipped with an engine built by Gilera on specific Peugeot but was basically the same that equipped the Gilera RX Arizona.
Evidently what must have been a lucky day for the two boys: not only they were shown the door and picked up bad words because of their request to limit of the absurd,
but thanks to the good offices of the volcanic Gianni Perini, Gilera welcomed them willingly and provided them with even two flaming R1 (just presented on the market), that would have been set up in record time in the ten days remaining, blasting Christmas holidays at a good number of technicians in the testing Department!
But the unexpected good fortune had not exhausted. The boys were followed up in Paris from truck Racing Division, and from there until boarding for Africa, to the port of Sete. In addition, If they were able to get up to Agadez, for the day of rest expected in the middle of the race, a technician Gilera (probably the ubiquitous Silvano Galbusera) He'd achieved with fresh pieces, to help the one mechanic that the two boys had predicted in tow.
Despite the almost insane program, the bikes were suddenly ready for pre-departure of Milan Flowers: Needless to say the bikes were indeed very nice, the codon/serbatoio, single piece that was saved from the Peugeot of boys, painted in livery R1, integrated very well and made this enduro, one of the most elegant ever seen at Dakar.
In a timed Prologue Cergy-Pontoise, usually little more than a parade on a small muddy circuit our two boys behaved just fine: Grelaude He made 39° time and Valade the 98° (on 187 registered drivers!) The test was not completely trivial, in many they had problems because of the mud and even some prominent pilot took the minutes of delay, especially those who had departed with tyres and low at the front mudguard.
Once in Africa, our heroes made little headway, during the second stage, El Oued-Hassi Messoud, a stage remembered as one of the most difficult of all Dakar despite being relatively short (250Km, for the timed), because of the many areas with high sand dunes and spongy withdrew failing to reach the end stage in time to start the next day!
A very tough stage, so much so that even other 6 Motocross bike 125 CC. matches from Paris to retire (two Peugeot, 3 Yamaha and KTM famous because his pilot had mounted a whole engine spare tire underneath the mega tank).
Those who came farther were the Brothers Auribault that came just after the middle of the race! Incidentally, the tenth edition was remembered as one of the most exhausting, If not the most grueling ever.
Text taken from: www.desertpistons.com