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YAMAHA TT600 Wild Team – Dakar 1990

For three bikes which have concluded the Paris Dakar were taken, as a starting point, the engines of the XT 600 1989 and the TT frame 600. Interventions on the engine were not radicals. No additional cilindrrata, but only a particular tuning.

The decision not to proceed with the preventive replacement halfway through the race the engine (that would have implied automatic disqualification from the category silhouettes) obliged to maintain normal stresses and sizing. A slight crimping of pipes, an oil cooler (the Yamaha 750 Mono five valves), the kit camshaft BYRD to process the TT 600, intake filter box redone to accommodate the paper element of Renault 12(the only one to be in every corner of Africa) and an accurate fuel tuning, are the few interventions carried out on the engine. The exhaust system was built from scratch on the BYRD, competition exhaust system with a megaphone and end friction Cone, It's sheet 0,8 mm thick. The collectors into the cylinder were kept in two pieces (one for valve) It was connected to a silencer for European transfers.

The ignition was the original of the former as well as the cylinder piston valves and cylinder head; the latter equal in engine engine XT 1989. The choice of layered cylinder rather than with TT galanico 600 was made to enjoy greater reliability towards the inevitable intrusion of sand. The Carters were sandblasted and painted external transparent but only for aesthetic reasons. Carburation was then retouched with a decent minimum and maximum jets enrichment.

The original Crown was replaced with a steel combined with an RK chain Chiaravalli self-lubricating o-rings, leaving only the original pinion. Also noteworthy is a reinforcement for post transmission control, with a lock washer against the bumps and scratches. The lubrication of the engine and gearbox was reliability at a good grade as the Shell Helix.

During the race the maintenance of each bike to required three candles, four oil filters and three complete sets of chain sprocket Crown, countless air filters and gasoline and a complete carburetor for motorcycle by Marcaccini (paid well 4000 FR. the Yamaha Sonauto).

One mounted he inexplicably began to crank the engine regularly nor thorough cleaning has managed to bring it back in starting conditions.

Electrical system
Also this important component has been completely redone, depriving him of any links superfluous and doubling it in full. Then: two coils and two units.

Headlights, two halogen lamps of the Fiat Ritmo were included in a fairing bracket that provides a separate regulation for the inclination of the beam, so you always get an adequate lighting in long discussions of the suspension. Sealed battery adopted, He provided the energy to pump gasoline from a Yamaha Tenere 600: universally recognized as the most reliable by the people motociclistista of Dakar. For navigation were mounted electrically operated Road Book of MD, the original wave trip master XT 600 R and a compass Aeronautics .

Frame
The base and the Yamaha TT 600 the front was obviously reinforced with welded handkerchiefs in the Steering area, but also to increase you search 1 liter engine oil capacity that circulates inside the tubes. The bow steering profit was diminished with the usual placchetina by welded tube, measured the outer corners has a width of 50 mm instead of the normal 20 mm. This is to prevent, in case of a fall, the fork tank backgrounds. The back instead was redesigned is built completely.

Swingarm attacks. However, more work was required by the design and construction of the swingarm. Longer and well 150 mm compared to the original, It was built in Carpental, the outdoor unit is 80 × 35 mm.

The attack to the chassis is done through two plates billet and combined with two arms for welding. As you can judge from the photos the swingarm denotes a truly fine finish. It should be remembered that all the workings of chassis that have been carried out with the help of specially constructed masks. Jack stands, particularly important, lateral type and placed on both sides of the bike. If lowered simultaneously, the rear wheel stays off the ground, allowing for easy replacement in the same. On the left keeps the original crutch enriched with a wide base of nylon to prevent better the Foundation on sand. On the other side we find the type container gantry mounted by the official Yamaha. In fact was created on the basis of some photographs.

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The ward is served by a traditional Kayaba fork suspension, official backgrounds with 43 mm and from Mont Ohlins devoid of external hydraulic adjustment in compression, with leverage of progression of TT 600

Wildbike23The beautiful fork is fully invoked by full regarding pictures and pumping elements and is equipped with quick release wheel (Although, its usefulness now that the mousse have taken over over traditional). Within the pumping elements is mounted a cavitation system for hydraulic oil. Longer final calibration tests instead mono shock, which has been called a few days before departure for Paris. The Reed inside works set in specific Ohilins oil and in tune with a spring from 9,5 kg (slightly more closed to the weight). The internal pressure is 15 atmospheres and we must specify that during the race he never made it necessary to replace the damper unit in any of the three motorcycle,

Billet fork plates that if working 2 Avional blocks 24, unchanged steering geometry, but increased the height of the same: 38 mm for the upper and 40 mm for the lower wheels were assembled in the workshop of Wild Team with hubs and spokes from officer, and normal production circles Takasago. For the latter, however, it had to buy non-perforated for RADIUS, that was done after the specific drilling required from the hub, designed for rings DID.

And caps wheels and swingarm Marcaccini's Malik went to the specialist Poggipolini, that takes them in steel, Wildbike4While the nuts and bolts, we tried to keep the original, judged excellent. The brakes were supplied by BYRD and stand before a nice cast iron Brembo disk from 300 mm floating flange mount widely breached and made of light alloy. Later comes to help to curb the over 160 kg dry weight of this special steel disk 230 mm coupled even it has a two-piston Nissin.

The handlebars are the original controls of the XT with electric ones modified functions. Only the handlebars, one Zachariah sets our have chosen for its exceptional strength, It is mounted with a particular bridge, always fold connecting the two fixture brackets to the top plate. Thanks to this particular Marcaccini in 1988 could conclude 1000 km of a leg broken in half despite the upper triple clamp, with only the aid of a nylon strap provided by Clay regazzoni.

Finally we left those who are perhaps the most important pieces to have functional and at the same time a motorcycle ride: receptacles for the location of 60 l of fuel which you must carry during the African Marathon. Build tanks for an enduro is not an impossible task, but do it for the Dakar, and then in the most robust possible is another deal.

We wouldn't want to expire in rumors from shopkeepers, but the same official complained the last Gilera blazoned Paris Dakar, leaks from the tanks that the poor mechanics have had to repair often. All superstructures for their special are their most successful details. Made of folded aluminium sheet, shaped and welded as few but plumber can do. Please note that the bike protagonist of the service, though restored is still the bike that led Mabuya from Paris to Dakar. Coming to the point we find the two front tanks, for a total capacity about 45 Lt. easily removable with a link to communicating vessels for an immediate reading, while driving, gasoline still available.

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The draught of the precious liquid takes place thanks to the electric pump already mentioned, assisted by a trigger hand pump type rubber speedboat. Under the seat, covered in faux suede, for better grip on the backside, There are others 15 Lt. of fuel. The rear locks the rear cradle and comes with two handles very useful in cover-ups.

Within these enclosures was introduced a special foam to avoid violent rinses, otherwise dangerous in driving, and especially when cornering. The water tank is placed under the engine (required for regulation) with its 6 Lt. about capacity, the battery compartment and a large closet for any spare parts and tools. With the bottom plate, the latter also serves as a protective shield for the crankcase.

Finally the windshield and the wings were made out of Wild Design Team even though it clearly inspired by those of the official Yamaha. In their design was curated especially repairability in case of accident. And we must recognize, After seeing Marcaccini at work, that all the trappings dismantled in minutes. A great job then, especially considering the excellent overall result that did not fail to impress various representatives of foreign press and I same opponents.
Ed: all 3 Yamaha's Wild Team reached the finish line in Dakar, Montebelli 17°, Abbasi 28° and 30° Marcaccini.

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Dakar 1990: the first twin-cylinder Yamaha

The rally of the Pharaohs was approaching. Would leave in early October and represented an important test bench into sight of the next Paris-Dakar, l & #8217; most important event of the season in Africa. The Egyptian race took on a major importance for Yamaha, After an unsuccessful pursuit of victory with its Thumper, always protagonist, but always defeat in recent editions, He decided to comply with the plan chosen by Honda and Cagiva (but not by Suzuki) building a twin-cylinder marked with the initials YZE 750 T.

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Was setting so the abbreviation OW that the official bike rally had divided along with the 500 from the Grand Prix. Before the official premiere to the Pharaohs baby girl Yamaha took his first steps in Japan with Franco Picco and Stephan Peterhansel who had the opportunity to try that again in France, amended accordingly on the basis of information provided by them on the occasion of the first test. Peak and Peterhansel came back riding just off the beaches of Le Touquet where former home of the famous enduro race, and both were pleased how it improved the bike, giving up a few kilometers in top speed in Exchange for a larger shooting at low to medium schemes.YZE1990-1

The new YZE 750 T were available only two specimens for peak and Peterhansel, but two other bikes will be completed on time for the Paris-Dakar, one for the Italian team and the other for the French #8217 &;. These are the first images of the official bi-cylindrical accompanied by technical data not too thorough for the traditional secrecy of the Japanese, rather reluctant to reveal the "secrets" of their creatures.

YZE1990-3The engine capacity was about 800 cm3 and power exceeded 70 CV to 7500 rpm for a top speed of 170 km/h (against the 150 km/h of the «mono»). The frame was lower than the OW 94 (renamed today YZE 750. The fork had stems of 46 mm with a & #8217; excursion 300 mm. The rear shock was instead of 260 mm. The brakes were both to disk and a dry weight of just 190 kg. For his latest creation, the Yamaha had made precisely the complex equipment necessary to address rally.

The trip master the electronic compass everything had been prepared for Iwata and the bike came to Europe already "ready race», only to be painted in the colors of the sponsor. Traditionally were the teams to deal with purchase and mounting of instruments, become increasingly sophisticated over the years and decisive for the outcome of the races #8217 &;.

Special tks to Stefano Magician for article #8217 &;

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Dream, o son desto? Patrick Faure Dakar 1990

I don't know why, but this morning I woke up with this picture in my head: Niamey ' 90, at camp we meet the Dakar bivouac. Gigi Algiers, Fabio Marcaccini, Max Malik, I, a young tourist travelling around Africa with father, and the great lone Luigi Sala (about BMW) serving spaghetti with Italian Dakariani.

Picture taken by my great friend Gianni Lolli (hole of the bells… who can remember?). That mythical journey! Two months of reading total improvising an itinerary day by day between Tunisia, Algeria, Niger and Mali and back. We left in 2, me in motion, On an old Land SWB overloaded with food (that Cook). A couple cannot everyone said, Instead he was one of the most beautiful travel. A leisurely pace, with long stretches alone and he comes along, my track.
Zero gps, map that bought at newsstands, broke the impossible in the Land, but always repaired.

Gathered down the street from the ferry, many tourists loners and small groups of desperate. All fed by the great chef. No a problem in customs, no mention of politics or local with fundamentalism, only nice people, serene and welcoming everywhere… What has changed? That nostalgia… He wants to redo the same path. They tell me: “at least you did these things”… MAh, I don't know if it was a good thing or a bad thing, now who's the lever from the head? I'm going to go back to hidden.

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Gilles Picard Dakar 1990

The “small” but great Gilles Picard brings his big Yamaha Sonauto Team to 6th place of Dakar 1990.

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Team Stalaven Dakar 1990

In 1990 the Team Jean Stalaven He decided to choose an alternative route as far as the motion to be presented at the Dakar: put everything on lightness rather than on the power.
The choice fell on the single-cylinder engine Husqvarna 510, brought to 570 cm3 and softened in the charging curve, as regards the chassis was maintained the stock one.

The shell, designed by Michel Assis, However was revolutionary for a motorbike «African». It was in fact made up of two parts welded together in order to stiffen the whole structure keeping it extremely slim and racy, unusual aesthetics against the mastodons of the era. Result of the whole operation, an engine with around sixty horses for 130 kg dry weight, and 185 kg fully loaded: against the 250 kg of twins. A power-to-weight ratio definitely interesting on paper. Unfortunately none of the three pilots chosen to bring it to the race, Michel Merel, Laurent Charbonnel and rapid assistance Luc Pagnon saw the end of the competition.

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Luigi Algiers and Dakar 1990

The course in Milan had occurred in a setting somewhere between silly and resigned. then in the race showed what we knew then and at the finish line with a motorcycle definitely unkempt.

You were presented with the bike on cart, but then…
«It is true, at that time I had everything with me and I hadn't even partners with none for spare parts.
In Paris I loaded a bag on the truck to Gargate and an engine on a Tatra; This would serve to Agadez, only the truck wasn't there and I wouldn't be able to replace it because I had a fever.

So in the second part of the Dakar I no longer could use the fourth since had become loud and I was afraid to remain on foot: I ran with single shock absorber, practically blown up, I managed to replace just before the finish line.
My bike was a Yamaha TT already employed by Maletti in Dakar ' 87, I disassembled and reassembled as it was originally.

As for my result, (33° in the absolute n.d.r.) I lost some time because, Besides the engine. even the rear suspension gave serious problems forcing me to makeshift repairs».

Special thanks to Alfredo Margaritelli for collaboration.

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Bennerotte Dakar 1990

Departure Dakar 1990, a fierce Bennerotte presentation on his Suzuki DR750!

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Lalay and Gilera together in 1990?

There was a time when Gilles Lalay, winner of Dakar 1989, and the House of Arcore were very close. In these pictures the French paid a visit to the factory and the Gilera Racing Division, accompanied by d. S. Snow Panda, staunch supporter of African rallies. Come to Italy to provide advice right on the Dakar, Anita during those months was still under contract with HRC.

History unfortunately told a different denouement, as Gilles agreed with Suzuki and ran the Dakar 1990 with DR BIG Thumper.

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Laverda OR600 Fabio Guerrini and at Dakar 1990

Perhaps not everyone knows that: the Dakar 1990 He participated in a Laverda OR 600, driven by the Italian Fabio Guerrini. Not much is known about and would love to see more. Who has some info?

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My Dakar by Ermanno Ban

After 13 motocross years pursuing a dream that even came close several times, I've never been able to make it my profession, I thought I would close at least in beauty this interlude of life.

In those years the Paris Dakar held the world attached to television, to newspapers and magazines. And then I thought it was the right race, a dream very tempting, so it become a pleasant obsession by participating in 3 editions, from 1989 at 1991.

Already, but with what money, by what means!?
I remind you that I've always been a worker and cover the 50 millions need has always been an ordeal ... I had one Yamaha XT Ténéré and it was my first bike that took me to the finish 49° on 60 riders arrived at the finish line.
The prepared in my usual cellar 4×3 Mt (who says you need mega workshops are wrong) and just for the tanks I asked help from VRP. The engine was "fresh" only had 18.000 km so I replaced the piston and cylinder covered by “warranty” my friend's pirate dealer. I remember the day I fell and racked up 2 the trip master, so I drove without notes until the end, I followed the tracks, dust and my gut. Just following the traces left in the sand by pilots as Franco Picco and Edi Orioli, I managed to finish, Therefore they deserve in their merit and my highest consideration, Perhaps the strongest riders I've ever met at Dakar.

All would have ended up there after the first edition, having reached my goal, but when the sponsors come knocking at your door and down the street they stop you and ask you for an autograph you realise you can't stop this beautiful dream.
In Dakar 1990 I already had a sale with Crossbowmen to rent one of his Aprilia, then at the last moment everything fell through and my choice fell on an Africa Twin which gave me Boano. The bike was already prepared by HRC with just the instrumentation, the tires and a few other things.

Unfortunately it was not a lucky, a major accident at 4° or 5° round, I don't really remember, compelled me to finish the race in advance (I was on the border between Libya and Niger and cease them my memories, because I woke up in the recovery room at Maggiore in Bologna after 5 days).

For my last Dakar, that of 1991, USAI always an Africa Twin Honda Italy made available to me. Had already been used at the Rally of the Pharaohs, However was in order. Unfortunately that Edition ended too soon, the fuel pump stopped working on the border with Niger (still there, what luck!) and only thanks to a small group of retired pilots, After 3 days we walked up to Tunis where he embarked for Italy.

The bike that definitely gave me more satisfaction and I remember with most pleasure was definitely my first Yamaha, It was the lightest is the most manageable, but he had some limits. Unlike the twin-cylinder Honda, If you want heavier but significantly more in a competition similar.

At this point, What's left of my Africa? I think I've given so much of myself in this race, though it cannot be eternal, I maintain friendships with a few dakariani.
Unfortunately I think the technology has debased the adventure and the political problems did the rest, of old Dakar remained very little. Though it's part of me and I follow with pleasure every time traveling.

A curious anecdote, is when well aware of the importance of physical recovery, of eating and sleeping, to get used to sleeping at low temperatures, problems I encountered in the North to start race, preparing sleeping outside in sleeping bags throughout December!!

Finished my dream I chose another path in sports "much less challenging" he left time to my private life and without giving importance to the competitive side, now to 55 years, a daughter, a classmate and my new passion is triathlon.

Hello everyone.

Ermanno Ban