GileraRA_1990_4

DAKAR 1990 | Gilera, the greatest adventure

by Giuseppe Dell'Olio

Paris and Dakar: names identifying two cities on paper Between them a thin tormented line drawn with ink: it's the line of adventure today, a line that in a handful of centimeters encloses thousands of kilometers of competition La Paris-Dakar is a tough race, a race of men and exasperated mechanical means, super organized teams, but that still leaves room for adventure, sacrifices, hopes and hopes 16836378_326020857794549_5051747352723917819_oillusions of so many who launch themselves head-on into the desert, towards that sea of sand and rocks that hides inscrutable secrets and a thousand pitfalls Gilera wants to prove it by deploying at the start two “RC 600” series entrusted to Luigino Medardo and the very young Roberto Mandelli

The 12th edition of the Paris-Dakar will kick off next 23 December. The great African marathon has now reached levels of competitive exasperation that have fantastic: official teams from the incredibly complex organization, motorcycles that are real prototypes costing hundreds of millions, designed and built with a single lens: win the terrible African desert. But it is still possible to participate and possibly well figure in the classic Christmas with a standard bike and a team that does not look like an army?

The question of whether the Gilera managers have asked it and they have also found an answer. Of course it's still possible. Just make a GileraRA_1990simple cocktails where the main ingredients are a good enduro at 4 sustained displacement times, a couple of riders who don't just look at the possibility of an absolute record, a small but efficient team, a truly sporting sponsor. At Arcore there were the “RC 600”, bike that won the Italian Raid Marathon Championship and that with a couple of additional tanks and a road-book seems born for the Ténéré, Luigino Medardo, who was waiting for nothing but to take her to Africa, by his side the very young Roberto Mandelli who, just to show his disbelief at the possibility that he was being offered, thought well about winning, on his debut in Africa, marathon standings for standard bikes at the Pharaohs Rally.

ready-to-goAs for the sponsor at the Henninger, New10 have well thought that with the African heat who better than them could think of proposing a fresh and restorative drink to the men engaged in the deserts? And so the glorious House of Arcore decided to re-enter the eventful world of world-class competitions by enrolling two “RC 600” the Dakar. A highly anticipated return: many were nostalgic for the red-run Gilera. Maden, technical director and Gianni Perini, sporting director, enthusiastically welcomed the initiative and in a very short time the Gilera-Henninger team was born, in addition to the pilots of five other people including logistics and mechanics. The Gilera RC 600 that will start for Dakar have been prepared on the basis of the indications sca-turite by the victorious participations in the Italian Rally Marathon Championship and the Rally of Tunisia and the Pharaohs.

“They're standard bikes – confirms us Ing. Martiniand as such they don't want to aim for absolute primacy. We at Gilera just want to show that it is still possible to be at the Dakar even without super sophisticated prototypes that have nothing to do with the bikes we use every day.” “We are convinced – continues the d.t. Gilera – that a hard and exasperated race like the African rally can give very useful indications on the technical solutions and materials used in the production of series. And’ with this goal that we stand at the start of Paris: extreme testing of our production to offer customers an increasingly reliable and secure product. We set out to get to the bottom and well figure, but above all to know how far the bikes coming out of our factory can go.” To the expert Luigino Medardo, to roberto Mandelli's very young promise and to the “RC 600” the task of confirming these expectations at the Dakar finish line.

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It's called “RC 600″ the Gilera that will be the protagonist of the 12” Paris-Dakar among the standard bikes of the class “Marathon Amelioré”. And’ was developed by the technicians of the Arcore House to show that, despite the exasperation now achieved by the prototypes that run in the desert, it is still possible to participate in the great Dakarian adventure by simple and inexpensive means, directly derived from normal-production motorcycles.GileraRA_1990_2 Starting from the bike that everyone can find from the dealer, Arcore have made some, however very limited, technical changes to strengthen some details that during a grueling race such as the Dakar, are exasperatedly urged. Other improvements relate to the accessory equipment, integrated for the special needs of the race. The Gilera RC 600 It's a decidedly sporty enduro but not exasperated, designed to give the user real multi-functionality features.

And’ equipped with a single-cylinder powertrain 4 times of 569 CC. with two-sided distribution in the head controlled by tooth belt and four valves. The power supply provides two carburetors. The cooling is liquid with pump and three-way thermostatic circuit with electrowind and mixer. The ignition is electronic with capacitive discharge with variable automatic advance device. The cycling setting of this enduro spinner did not require substantial changes to the exasperated use in the race: a confirmation of the basic goodness of the Gilera project. The frame is a single-wheeled chrome-molybdenum steel with sheet metal reinforcements. The back is disassembled. The rear suspension adopts a lightweight alloy fork and a single-depreciation supported by the progressive cinematisms of the exclusive Gilera system “Power Drive”.

Few changes to deal with the terrible Ténéré.
One of the most difficult problems to solve in the preparation of a motorcycle for the Paris-Dakar is the arrangement of fuel. Add a lot of gasoline to the bike load – Gilera technicians reveal – creates many weight-sharing problems, especially in relation to the progressive emptying of the tanks. The Gilera RC 600 Paris-Dakar adopts three tanks: the main one in the classical position is doubled and con-holds GileraRC_1990anti-debate bulkts. With the two sides positioned behind the sides, the overall capacity reaches 56 liters of fuel. Of course, the tanks power the carburetors with the help of a membrane gasoline pump. The driver follows in the race a particular criterion for the use of the tanks: the first to be exploited so-no the two sides.

These are partially emptied and stored in each of about four liters of gasoline. Then the power passes on the main tank while the eight advanced litres in the side ones come to form an emergency reserve. Another aspect of African raid bikes that completely differs from the large series models is found in the instrumentation.

“Navigate” in the desert it's a little bit’ how to navigate the ocean and in fact the Gilera has equipped its bikes with special electronic compasses similar to those adopted by the boats that are facing the regatta around the world. These special compasses are able to signal any deviations from the route set by the pilot and also take into account the possible variations of indication induced by the magnetic tilt of the place where the measurement is made. Eliminating this margin of error, which is called magnetic declination, makes orientation much safer.

The compass is flanked by two professional trip masters and a road-book door that help to make the handlebars of these bikes a real cluster of indicators and tools that in the eyes of the non-experts appear a little’ strange and bizarre. Desert means an incredible variety of funds: from sharp rocks to softer sand. Tire hoops are therefore among the most stressed organs of the bike. The Gilera RC 600 adopts special alloy wheels with Michelin tyres equipped with the special “mousse” anti-drilling. Other minor changes were necessary to adapt the Gilera RC 600 extremely harsh features of African tracks. In particular, the calibration of the suspension has been retouched, have been adopting more durable pads for brakes, the exhaust marmist has been replaced with two freer trombones, the filter has been adapted to mitigate the major problems due to the dust. The engine shield, Finally, has been replaced and supplemented with an emergency drinking water tank. In define-va changes made to the Gilera RC 600 have been extremely limited. A wonderful confirmation of the goodness and reliability of the standard bike.

GileraRC_1990_1

Luigino Medardo reveals all the secrets to driving in the desert
Getting to the bottom is the biggest challenge in the Dakar. And’ a terrible and beautiful race, decidedly unique. It is not easy to describe the sensations and emotions of a rider during this incredible race, Where – forgive me the rhetoric – the unexpected is the daily bread. The typical day of the Dakar starts with the alarm clock at 4,45. In a quarter of an hour you'll be (but this term when it comes to Paris-Dakar has a vaguely euphemistic sound), you dress up and devour breakfast. There are teas, Milk, Chocolate, Jam, Cookies. At 5 at this point the briefing of the race director who makes aware of any changes in the track and quickly summarizes the road-book of the stage. Then immediately to check the bike.

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Every African racer has a very special relationship with his mechanical vehicle. I am not ashamed to say that during the race I speak with the (my bike, I have followed its birth and development and I think I know it even in the most hidden. For twenty days the bike is the most 1 Important. You may depend on the result of the race, but even more may depend on the pilot's very survival. I care about her very much, I take care of it personally, I always want it in the best shape, also from an aesthetic point of view. I think my wife is a little bit’ jealous of this red Gilera… But back to the day we're living in the desert. Contrary to what you might think of one of the problems of the Dakar is represented by the cold. In the first stages, up to Niger, the temperature is definitely low. In the morning in front of the tent the ground is frozen.

We leave for the first transfer with padded suits and undercoound, some are funny, look like the Michelin man… The transfer takes place in a group, without forcing. Departure of the special test: alignment and then every minute the commissioner sets off to a competitor. And’ the GileraRA_1990_3moment when the pilot forgets everything and everyone. Now there's only the bike, sand, the desert, the tracks of those in front of you and the road-book. The roar of the engine is like the throbbing of your heart. Concentration is very important: don't be fooled by the thousand pitfalls of the desert. The orientation is very challenging. You help each other by all means. You have to recognize the different types of background, the fresh traces from those of past years that remain imprinted on the sand as happens on the lunar soil. You have to dose your strength sparingly, resist hunger and thirst.

The PS (special test, Ed) of a rally like the Dakar is one of the most challenging tests ever for a driver. Sometimes you find yourself in two or more competitors running together. In the high rankings the competition is exasperated. Opponents study each other, you constantly check. There is no collaboration when you fight for the record. In the reinforcement positions, on the other hand, solidarity is found, you help each other, consulted to check the direction to be taken. Hours and hours like this, always very close to the physical limit of the rider and mechanic of the bike, without ever risking more than you should, not even in direct comparison (when it happens) near arrival. If this is near the bivou ac is the first person you look for with your eyes as soon as you see the finish line is your D.S.. which is a little bit’ a father and a guide for each driver.

If, after the ps there is still a transfer the friendly face is that of the timekeepers who give you a little’ and often have a word of encouragement. In this case, you'll stop a little’ nearby to control the positions of opponents, to pull a little’ breathless and refuel. Upon arrival at the bivou accom, you immediately look for your team and the first thought is for the maintenance of the bike. Meanwhile comes the sunset, that in the desert is very fast. At 18 it's sunny, After 5 minutes the darkness is absolute. Time to wash (always the particular washing-Dakar, that is, a little bit’ water on the face…) and eat the appetizing (!) Africatours and immediately to prepare the road-book for the next day's stage with the enigmatic (not to say mysterious) content of the box heated to bath-mary that meanwhile. goes crazy in the stomach.

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After the road-book operation that needs to be done very carefully the pilot allows himself a few minutes of relaxation before going to sleep in the tent. You have to sleep as much as you can and, restn certain, in a race like the Dakar no one suffers from insomnia! Here's, this is Paris-Dakar. But it is also the outstretched hand of a local child who greets you in the middle of a desert, giving you that human warmth that's an indescribable push to move forward; it's the beauty of fairytale landscapes that you'd like to frame; it is the friendship that emanates in the evening around the fire. There are no normal things at Dakar. Everything is exasperated: peeing can be a little drama, resist the temptation to stop to eat-king the ration of muesli a sadistic torment. Great, magnificent Dakar, in the heart of the pilot only lacks the magical vision of that beach “damn” on the shores of the Atlantic. At least once in your pilot's life you have to get to the bottom. And then start dreaming again the time to start again for the next magical Dakar.

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CAGIVA Edi Orioli Dakar model 1990

The African racing season offers us an opportunity to deal with scale models of motorcycle made for the great raid and made famous by companies of various Rahier, Neveu, Lara, Peterhansel and Orioli. Were prototypes developed around the concept of enduro bike, but refined to such an extent as to be considered real Formula one wilderness.

Matchless machines that made dream bikers of all ages and that today, disappeared from the scene because of the new regulations, survive in the form of scale models. Figures presented in this service. Some specimens’ particulars because we wanted to process them, creating a prototype according to our wishes. All models are made with great care, composed numerous pieces and given the relative magnitude of scale lend themselves very well to be used as a basis for other versions.

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The Protar has different catalog, all nscala 1:9 the BMW 1000, the Yamaha Ténéré 660 in two versions Belgarda and Chesterfield and the Cagiva of 1987. It is from the latter that we started to make our version, that of 1990 winner of the Paris-Dakar with Edi Orioli. Picking an appropriate photo documentation we started the work. The chassis structurally unchanged was just edited in the Department with the adoption of a suspension upside down fork and a different swingarm.

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The first one was completely rebuilt using, existing ones, the portion of the sheath with attacks for the wheel and the brake caliper, the reinforcement rib on the swingarm was achieved by cutting some plastic strips 1.5 mm pasted at the top with plenty of glue to simulate the welds, Finally shaped with fine sandpaper to get the final form. The engine is the same liquid-cooled twin-cylinder Ducati used by both versions, But what we realized is distinguished by the addition of an oil cooler and water pump of different size and position.

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The oil cooler comes from Yamaha 660 Ténéré in the Protar, the support has been adapted from an existing sump Guard always shaped rib Yamaha. We used a water tank pump shock absorber. The addition of oil pipes, water and general care of the particular, as the painting of screws and other pieces in magnesium, completed engine Assembly.

The brakes before we painted gold-caliper, later we removed the lower anchor guy staring into the caliper support to the swingarm. Caliper painting and its Gold support and the connection for the liquid to the alloy swingarm have completed the work. For the group the two exhaust manifolds are unchanged, the final part was reconstructed using a piece of rubber hose full hot shaped.

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For the silencer we started from a round shaped plastic in its original form and with plastic sheets from 0.5 mm we performed frame anchoring support band with a screw. At this point begins the most challenging part of the transformation, that is, the body. Stucco, sandpaper, patience and many photographs were allowed to shape, on the insides of the bottom of the tank and saddle pigtail. used to have the same attacks on the frame, the shapes of the new version.

Headlights and dome transparent come from Yamaha 660 Ténéré Chesterfield version of Protar. Dashboard, additional instrumentation, fanaliposteriori and gas caps are pieces we recovered from old or broken models (never throw anything away). The saddle was covered in black leather and hand guards we cleaned the lightening holes. Painting green and Red threads, applying the decals and, to finish, a coat of clear protection for prevent the decals be ruined over time, were the necessary finishing touches.

Many Thanks Massimo Moretti, creator of the model, for photos and text.

Arrival 1990 correct

The 16 Italian heroes to Dakar 1990

No one would dream of calling them Blues, Why after twenty days of competition much blues are no longer. They tend rather to light brown, covered with mud and sand far beyond the limits of the imagination. Though they arrived too in Dakar, Maybe with some risk in less of the officers, but a lot of, so much effort in more. Are our private, those who have had to rely almost exclusively on their strengths in order to succeed in the enterprise, leaning to the maximum the complacent friend who was promoted airborne mechanic. High Office for a scary amount of work. Ambitions of a few, However, closed again in the drawer after the first stages, Once found that no official bike is like going hunting for elephants with the Slingshot. Without being David. He also discovered Angelo Signorelli, that officer actually was but could only have a bike derived from number and not the prototype arrived from Japan. So he was concerned only about making quick assistance Franco Picco, not forgetting though to get any satisfaction in the difficult stage of Nema: second behind De Petri, with the wrath of a damper broke out. In the overall standings is 16, right in front of Max Malik, the first Wild men's Team: three of the locals started with home-built bike, with Yamaha and autarkic chassis. Mechanics had not, but their problems are over to Agadez, Since the truck on which they were loaded their auto parts has stopped. A true "blessing" which has finally stopped Montebelli, Fabio Marcaccini and Giampaolo Abbasi to stay awake until morning to replace the bike.

Are sixteen brave Italians who have completed the race.

Yet even so they did, and with very good results: only Gauri snatched the Herculean Montebelli — 17th — the primacy of the best private, and with much higher transport. As for Marcaccini, repeating problems have stopped several times in special, but the former sprinter has gone anything but unnoticed once solved the main trouble:IMM paris dakar even in the stage of Agadez remained in command until mid day. With a Thumper is saying. He finished thirtieth, just two positions behind Abbasi which, for its part, He managed to get to Dakar to first participation: he deserved it, not least because it has managed to build the bike in the last 20 days, working around the clock with David Garcia and Luke Elements. Suffered sleep also Beat Gargate, that of Dakar had already some experience: the only "survivor" of the GR Team (After the forced arrest of Qadri for breakage of the frame) He performed in a 48 hours no stop between Nema and Kayes, jumping on foot par NAP and dinner. Persosi like everyone else in the tremendous stage to Tidjikja, In fact, arrived at its destination only to 7.30 the morning after. The departure time 8.00. How to assign three stages from the end? The poor Grassotti doesn't nor taken off the gloves, He drank coffee and is divided. A real hard, who deserved way down the Pink Lake Beach. Franco Zotti, twenty-third, distinguished for skill and tactics. Now a veteran of these marathons, friulano is party with regular step and kept till the end, minding well to save a bike that — despite some spare parts delivered by Team Rahier – was private for all purposes. It is arranged by only managing to get well in long stages and harsh as Tidjikja who massacred the bulk of competitors. The result also rewards him resigning to cover with the liquidation debts incurred last year to join the race, a practice already experienced in the past. Now remain to cover the holes of the Dakar ' 90, Maybe with the sponsors of that ' 91.

The most vivid image that we have of Luigi Algiers, Instead, you on arrival in Agadez: destroyed, tired and hungry, but at the finish in good location. The mechanic had not, and its parts have disappeared almost immediately, along with the truck which had paid for the carriage of a case, retired. Thus it remained also without sleeping bag and he slept in the cold for 15 days, dress; but he did it, even managing to get the occasional discreet placement. Had a great willpower, and it was really good to get to the bottom only, I just can not. Thirty-third. Antonio Cabini Instead he could rely on a mechanical, but not on auto parts they did end up like those of Algiers. So if you did how could, with much imagination and adaptability, that allowed him to get forty-first in Dakar. He did it for the second time, After six attempts, one of which in car. Close the row Ettore Petrini 42nd and Carlo Alberto Mercandelli forty-fourth. The first, Toscano, It wasn't just a rookie already used to: It is also the first experience off-road after going into speed, and he really had a lot of nerve in throwing in an enterprise like that with such a reduced experience. But with prudence and sense of proportion did it in turn, smoothly. Exactly the opposite of Mercandelli, man-this year's adventure: problems of Agadez and his daring I arrive by camel, trucks and buses have already read in previous numbers. It would have been enough for anyone, but not for him, He replied with 48 hours of non-stop with Gargate, and she then exhibited in the grand final to St. Louis, When has centered in the Middle a mule who had cut the road, in 120 km/h. Results from war report: the Mule died instantly, the bike was destroyed and Mercandelli k.o. 10 minutes, with a fracture to the right pastern. But the indomitable has yielded: He did fix from a machine of your care arrived on site and is remounted on the bike, who had been rearranged to best the mechanic of Villa-Dolphin, on truck Perlini. And with a bandage stiff steered until the next day, arriving in Dakar. More than deservedly.

Source Motosprint

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CARLOS MAS model of Dakar 1990

Based on an article by Motorcycling

In the wake of the Dakar rally many collectors have ventured into creating real prototypes that the great houses of hobbies they didn't put in the catalogue. This XTZ 740 was born from the desire to play and revive scaled-down challenge to large areas of sand that have shaped the history of motorcycling.

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This time we wanted to make the bike the runner of the year, Spanish Carlos Mas. The bike is a Yamaha YZE 750, in red the sponsor Spanish Camper. After being documented with photos taken from various newspapers, We began work-ing the starting point was the Yamaha 660 The Chesterfield Protar in scale 1:9, favorite sister Yamaha 660 Ténéré, because they are already equipped with rear disc brake. The main change to be made and it required several hours of work was performed on the engine and chassis.

Mas05While the starting model is a single cylinder with Central frame cradle, one to achieve is a twin cylinder with double cradle frame open. We kept the same engine base, by modifying the mating plan with forward-inclined cylinders so that the latter are more; These were obtained from two-cylinder heads Mas03complete with mono, filed for 1/3, one on the right side, the other on the left side; pasting them together so we got a wide body 4/3 than the original mono, maintaining the existing lights intake and exhaust. After removing the cradle frame Central, We positioned the motor and proceeded, with the square tubes of plastic, to rebuild the two cradles, starting from the Steering triangolatura.

Mounting of radiators, water and oil with their respective handgrip, carbs with associated fittings, petrol pump, intake pipes and painting of all details, including the nuts and bolts of the engine, have completed the part relating to the motor. Side of the triangle of reinforcement we positioned the two coils, one for each candle. For head-engine we used aileron drive media adapted to the original profile. Fork, swingarm and shock does not have undergone changes other than those related to the painting of each particular.

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The tank under the seat has changed your listing in the back, completed with the addition of fender taken from Cagiva Elefant, in the same scale and Protar's at this point we realized discharges. For the silencer was used a water bottle that belongs to model BMW 1000, always Protar, adding the clamp ring for fastening to the frame, obtained by cutting and folding a strip of thin plate of a tube of mayonnaise. Double entry of the silencer has parlayed a piece of stock exhaust, While remaining manifolds were made by inserting lead wire inside a rubber tube diameter required and folded.

The tank and the fairing underwent a general enlargement to accommodate new engine and we realized the outbursts Mas06for air at the sides of the fairing itself. The front fender was shortened at the rear. The modified engine shield comes from Cagiva Elefant, While the saddle was covered with leather and suede, both red. The Assembly of the various details, additional marker lights, tank caps with vents, road book on the handlebars and a tool bag in the area behind the saddle they completed assembling. Manufacture and fixing of the various written, inevitable glossy protective hand and here our special is ready to face the dangers of the desert.

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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.

YZE1990-4

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.