Brenno Brignardi and his “troubles” the Dakar 1991

Penultimate stage: Kiffa-Kayes – Tambacounda.
I'm tired and like everyone else, I am consumed by the fatigue and stress of this race. I strongly wanted it, I felt I had to give myself this adventure. I lived it as a way to close a circle opened many years before, in 1976.
A circle linked to a wonderful sport made of nature, engines, friends. A sport that was a world. In this African adventure I was in the company of a dear friend, friend since this sport was called regularity.

His presence gave me strength and serenity. On the eve of the penultimate stage I was happy, after weeks of km, sand and difficulty only one stage is missing. I had almost managed to complete the toughest race in the world. Obviously, like all outsiders, I was sailing in the back of the standings but the Dakar at that time was not only ranking, for some it was certainly important to get to the front but for many it was very important and challenging to get to the pink lake, at the finish line.
Up to that point I had managed to complete all the days of the race without incurring penalties due to excessive delay at the finish line of the stage. This is also thanks to the help of Aldo, great expert dakariano.

In life, as in races, never take anything for granted, all the more so at the Dakar. The stage included 572 total km, 283 km of special stage. At the end of the special stage, the transfer included a route on a very dusty laterite road. We decide to travel separately to Tambacounda to avoid filling up with dust. Each of us leaves alone and we meet on arrival. I remember that I am traveling quietly when 180km from the destination the mono shock absorber breaks. In the midst of such a selective race there can be many types of breakages. Unfortunately my mono broke in such a way that I could not bypass it by connecting the linkages directly to the swingarm.

It would have allowed me to have a bike with a normal set-up, even without the shock absorbing function. Instead, is made: the bike is completely lying down, so I decide to continue my journey in this way hoping that the rear tire will hold up. But in the desert every problem recalls others, the wheel touches the fender and wears out. While traveling I often turned to look back but saw only dust and black pieces of tire. Even today I don't know why, there were not many holds but the same I hoped for a miracle, that of course, it didn't happen.
At some point, as normal happens, I remain without a tire.

Unique feeling difficult to misunderstand. I stop, I get off the bike. I observe what remains, two large metal rings that formed the shoulder of the tire. I have to remove them but among my tools I do not have the right one. At least I was not in the desert dunes but along a road, the Dakar caravan was about to pass by here. I start thinking, to try to find solutions. I'm too close to the end not to try everything. I think I can wait for my assistance, for sure they have a wheel and a shock absorber on the truck that would solve the situation. This means waiting who knows how long. Until that moment I had managed to avoid it, so I decided to make do on my own. I borrowed a tool to shear the two metal rings from a crew in the car who had kindly stopped to help me. Eventually, Somehow, I'm back.

I did the last 60 kilometers on the rim and without shock absorber, trying to drive as much as possible standing with the weight forward, jumping and bouncing at every little hole, trying to sit only when I couldn't take it anymore. The bike was difficult to direct going slowly because it was the side of the rim that controlled the direction and so I had to try to keep a sustained pace. I don't remember the times I fell. At some point I also lost the saddle. I went ahead, supported by I don't know what willpower. When I arrived just fifteen kilometers from the time control, it was dark by now but I felt I had made it.

I arrived, like a comet, to the time control. A comet formed by the sparks caused by the crawling of the muffler on the asphalt, as the astonished eyewitnesses told me: an unexpected fireworks show in Tambacounda. Commissioners, they too have fun from my scenic arrival, they assured me that for a few minutes I did not take the flat penalty for arriving late at the check. I had arrived. I was the happiest man in the world. At the bivouac, where my assistance was waiting for me, not even the time to greet them that I find myself with a cold beer in my hand and I am baptized immediately by the Assomoto Team "le motard de l'impossible".

Taken from the memories of Aldo Winkler on fb


DAKAR 1991 Private and public pilots ashamed

Article by Nico Cereghini

Two images to focus the spirit of the private drivers at the Dakar The German Brunner pushing his Suzuki up under the finish line of The Pink Lake his face reduced to a blood mask. the foreman of his destroyed bike in the last fall. And still Brenno Bignardi in Tambacounda after the last 50 kilometers traveled on a Gilera without shock absorber, without tire and without saddle: then sitting on the rest of what had been a frame and running on the rear rim. The important thing is to get there, the last page of the road-book says “the sweep: good!” but it only applies if you have a place in the rankings. Twenty-one Italian motorcyclists took the departure to Paris from private individuals: you're the official pilots, if we consider that even Roberto Boano, registered by Honda

Bonacini and Cabins

Ermanno Bonacini and Antonio Cabini

Europe on the most advanced Africa Twin 750 well. of those twenty-one only eight have concluded, ranked among the twentieth place of Max Malik and the thirty-sixth of Antonio Cabini.

But there is private and private. The drivers of the Assomoto team are, for example,, of the privileged. “Yes — confirmation Aldo Winkler — because we can count on the excellent organization set up by Bruno Birbes: a truck and a car on the slopes, airborne mechanics. however. the private who does everything himself and runs with spare parts in his backpack no longer exists”. Not a chance: This year, with just over a hundred bikers enrolled in the race, paris-dakar hit an all-time low.

What are the reasons for the crisis?? The costs. Of course: those private individuals who aimed to have the bare minimum (that is, a mechanic. maybe in consortium. transported on Transair's planes and a spare parts case entrusted to a competing truck) they had to deal with prohibitive figures. So much so that Sabine, to stem the bleeding. promised that next year TSO will set up a couple of trucks to transport the spare parts of private motorcyclists.

The '91 quotation for the transport of a simple cash register had reached twelve million lire Bruno Birbes, bresciano - Wikipedia. forty-year-old, three Dakars played on motorcycles, however, it is of the opinion that the promises of the organizer will have little effect Because the natural evolution of the race – analyzes Birbes – rewards those teams. even small ones who have advanced towards professionalism. We have the pride of taking our pilots to Dakar, so I have the crunch of having lost too soon Marx.

But I also have the satisfaction of having seen right in matching this year my organization with the Gilera. No need to run to the limit. but focus on good mechanics and reliability of follow-up assistance. Winkler then Walter Surini and Brenno Bignardi were thus able to run a relatively serene race. And like them Giampaolo Quaglino, that at Assomoto he leaned in to keep his private Gilera in order.

Brenno Bignardi

Brenno Bignardi

But it's all pilots who can have a big budget, staff or collected through sponsors such that they can set up an almost guaranteed program. Harder still, then, and it was the brazilian's beautiful feat De Azevedo. who brought his Yamaha XT 600 to victory in the Marathons (strictly standard motion) and in 21st place overall: asking for assistance a little’ from all sides and begging a rear tire (at Byrd) when he noticed in Kiffa, to ride a motorcycle with the slicks.

Massimo Montebelli explains and Fabio Marcaccini, with Yamaha 600 formed in the Wild team – year after year we have grown: from pure amateurs to individuals with a minimum organization. The Dakar is always the toughest race in the world, but this year it has become acceptable to us. The placements prove it. Mario Pegoraro, only survivor of a trio, finished in 33rd place with the Honda Dominator. Thirty-nine-year-old, was cared for on sight by TSO after the disqualification of his partner Domenico Magri for pirate assistance. He concluded with a change that he knew no other relations besides the first and second.

Pecoraro - Wikipedia

Mario Pegoraro

Among those who didn't make it, the most unfortunate are Paolo Paladini and Giampaolo Aluigi, stopped two days after the conclusion by as many falls into the dust. “I also had to abandon the bike — the first regretted it — because the dislocation of the shoulder forced me to get into the doctors' car. Now my Africa Twin will make the joy of some black people in Mauritania”.

Paladini's Adventure, including the bike, registration and assistance offered by Honda France, had cost just over thirty million lire. Much more had invested the veteran Beppe Gauri (also had a unimog service personnel), stopped by a fall before facing the Ténéré. In short, the Paris-Dakar costs dearly: it will be unthinkable next year to register for the race without providing for an expenditure of at least forty million lire.

Though, despite everything, this raid remains the African race coveted by every private: because his fame is great (and that's why it's a little less difficult to raise capital between sponsors), because seeing The Pink Lake is equivalent to a degree. Even a rookie has a fair chance of succeeding: however, it must rely on the organization of those teams that now boast considerable Dakar experience. “Adventurers of the 2000 Follow!” Said Thierry Sabine.

And to those who responded to the appeal of that First January 1979, laid down the rules. That they sounded 20th like this. I would take you to where you would never get there on your own, he said.; me and only I know those African countries, governments and people. So I'm the one who sets the rules, those studied at the table and also those that, necessarily, they're going to be improvised day by day. But there's a watchword to keep in mind: “demerdez-vous”; and that is — translated with an improvement effect — “hurry up on your own.'.

Paolo Paladini

Paolo Paladini


It was probably the only way to rule that hundred “adventurers”, largely careless; Thierry Sabine knew he had to take on the role of “Master” of the race, but he also knew he couldn't get everywhere. Nor did he like to become even the “father” of the participants: would be swamped by individual problems, from the complaints, from the protests of those who had not found the fuel at the established point, or criticized that note of the road-book, or still despised the daily ration of cockerels and fruit juices.

Demerdez-vous Municipality: out of poop on your own. And Thierry was able to carry on his race without much trouble: had a strong personality, gratify the good ones and laughed in the faces of others throwing there two famous judgments: “c'est l'Afrique, c'est la Dakar". But today, for his father Gilbert, the knots are coming to the comb. He has two problems, the ex-dentist: first, doesn't have the personality of his son; second, fisa and fim sewed a number of limits on him, taking away from him in fact the authorship of the race.

And so, while his Paris-Dakar has gradually moved away from adventure to look more and more like a race, Vera, Gilbert can no longer get away with the famous demerdez-vous ruling. Because there's no one left willing to get by on their own when there are three race directors, four jury members, regulations as big as a book, five helicopters, fifteen cars of the organization, two hundred TSO employees, twenty girls with theoretical assignments and a lot of time to devote to tanning. And when, especially, competitors have the impression of paying for it all of their own, this pharaonic bandwagon.


Once upon a time there was only Thierry, to walkway with his beautiful white jumpsuit as if he were reciting a movie. Now there are ten, Thierry winds with the same prosopopea and the same dreamy air from dune heroes; and you don't even know what they're called or what they're going to do with it. But the most irritating thing is another: TSO is undoubtedly more efficient, but it is nowhere nearer to the participants and their problems. If a team manager is alarmed that one of his drivers has not arrived, you will have to contact a journalist friend to be benevolently welcomed by the research manager; if a photographer wants to know exactly where the special test is coming from, to go to work there, will get romantic answers like that “follow the wind” and no precise indication.

And so on: those of the organization seem to live suspended in mid-air between the African countryside and the pure lyric. A mindset that infects. The French doctors themselves, collected by the two associations AMS and SOS Assistance, suffer from it in alarming terms. When the body of the hapless Charles Cabane was transferred to the plane of repatriation, removed the doctors' tent remained a large pool of blood on the concrete of the huge hangar of Gao airport, there in the middle in general disbelief.

To those who did not want to believe that it was the blood of the poor truck driver, a doctor confirmed by shruging his shoulders with indifference and casting a distracted glance. A doctor who certainly, in his hospital in Nantes or Lyon, conscientiously carries out his work from February to December; but when the Paris-Dakar arrives, part for the adventure falling into the part of the desert warrior: forgetting respect for the living and the dead, the most elementary hygiene and civil coexistence standards.

Al Hamad 1991

Dakar 1991 | One more 2×2 to the starting tapes

This time motorcycles 2×2 (two-wheel drive) on duty are those of the brothers Al Hamad (Philippe and Erik) who have modified Yamaha XT 600. Additional transmision takes strength outside the chain pinion where a conical pair is placed; there is also a cardan joint with an extensible rigid shaft (to allow you to steer) connex to the joint on the fork and the second conical pair.

Anyone with knowledge of any other news about the Auribault brothers' adventure can email them to

Dune Motor's Lalay tribute

“We wanted to write a long description of how this bike came about and what it represented, but in the end rereading we realized that just a few words. This very long work is a tribute to the never-forgotten Gilles Lalay, and all those people who directly or indirectly helped to imagine, realize and bring to the race one of the most incredible and fascinating bikes that have ever crossed the African tracks.”

Thank you to all of them.
Philip and Angelo Dune Motor.


Gilera RC 600 Dakar 1991

That the Gilera RC 600 It was a good bike Nobody doubted. The victory in the previous edition and eighth place overall (only sophisticated prototypes in front of him), constituted an excellent calling card for the Thumper Arcore. The Gilera and Medardo have gone beyond expectations with a performance very similar to that of the prototypes. With only 560 cubic centimetres, the RC has been successful on many occasions to keep keep strong rhythm imposed by two cylinders and Medardo has also won the stage of 5 January from Tumu Ghat, the “Special” longer than the Paris-Dakar.

Not all was well for Gilera: tears of the rear tank fuel overflow and poorly secured, broken starter post on the bike Mandelli who requested the change of engine (automatic change of category) and an experimental power that made a tantrum when starting engines, Apart from a shock absorber destroyed by Medardo. The Gilera are satisfied also because they feel that the Dakar is a great help for series production.


Ing. Maden
, Technical Manager, is absolutely convinced of the validity of the formula Silhouette of Dakar. The fact that pushed us to compete in the marathon in Africa and particularly in this category, is the specific regulation. Run the entire Dakar without changing engine and chassis is a highly reliable message to the audience. An engine that can withstand more than 10,000 kilometers of continuous torture without problems, is a guarantee for a series.

In category Silhouette engine and chassis are standard while the rest can be changed. To improve cooling we used larger radiators with upper heat exchange 30%. The control unit until halfway through the race was different from that fitted to the RC 600; an ignition that gave very few advantages in terms of power but that was useful to decrease harmful emissions. Sounds strange to mount a similar trigger without essentially cut out some advantages but also this choice is made in anticipation of using the RC standard if ignition resists Dakar means that will fit into any other conditions.


We replaced by half-way onwards once reliability data. Electrical problems have come from an incorrect choice of batteries and an electrical system that during the tests was perfect, While in Africa it was not such a. This particular unit determines the ignition timing according to the speed and diversity of pressure within intake pipes. downstream vacuum carburetor throttle. — Where you changed the bike than the previous Dakar? Last year's race had given us important information: We were in place as engine and chassis, While the handling had to be improved. Since we were unsure in terms of engine reliability, We went to increase performance. We resumed the changes introduced on the RC series propeller 91.

New camshafts more motivated, revised piston design, oversized valves and larger diameter Carburetors (30 mm). We work a lot on intake and exhaust systems rato to extract from the engine to its full potential. Despite the compression ratio was lowered to use low-octane gasoline, We found seven horses more than the previous motion. Now we are about sixty horses to the tree with a consumption that varies greatly according to the conditions of the competition site. They range from a maximum of 6,5 liters on soft sand up to 9 the hard ground. Does not consume little, It's true! A single cylinder must always be squeezed at most to stay close to the performance of two cylinders and then throttle always wide open; extreme conditions also for consumption. In total, the fuel capacity was increased to almost 60 litres, ten less two cylinders.


Not a great advantage. Is a little’ the legend say that mono is easier and lighter of the two cylinders. The weight difference is a maximum of ten pounds in favor of mono and so it's not outstanding. To improve handling and ease of driving we revised weight distribution and placement of fuel tanks. The suspension is new, the Kayaba Japanese, also mounted on the RC-series. The shock is just what standards changed only three internal lamellas to match the increased weight of the bike dakariana, to ease that we used some lightweight material” but nothing special. Kevlar and carbon fabrics for the cowl – Rc17rear tank and to the fairing, titanium for engine and rear suspension hardware platforms. For the hubs machined from “full ".

We also broke, and even this drawback we expected, the forward beam where you fix the engine. Between expected and now we solved, because to increase ground clearance we removed the retaining frame which passes under the engine. In this way the engine actually works as element stressed lifting quoting frame. That is why we have strengthened the bolts of the engine by increasing-the diameter up to 10 mm, attack fins simultaneously beefing up on engine. We broke more rods and crankcase, meat instead happened last year; by contrast has almond wafer with a small crack in the frame. This made us realize that the engine can work as an element of stress and probably will use the same solution even in series, Front chassis beam and properly structuring that is another effective information appearing on the series production.

More tears were those of posterior composite tanks. They were all new parts, ended up at practice the day before leaving the tanks have had mechanical problems. The rear suspension dabbed a little’ Too much, so as to touch the disc brake caliper with the inside of the tanks. In the design phase we predicted a game 20 mm between the clamp and tank at full travel of the rear wheel. In bolder touched caliper infill; with inevitable breakups. This means that both the swingarm is the retaining frame that sustains them yielded, sagged slightly. Modified suspension settings, the problem is gone. Conversely decreased comfort of riders and motorbikes squirted a little’ too much on holes.


You are marked for small cracks on the front aluminum tanks because of the numerous welds, the bodywork is broken is broken only for falls, While we can't explain the reason of the break up tree M., why this particular had been thoroughly analyse it. It was also changed the engine in Sotelo, because he was burned out the clutch lever play for lack of. All material of friction discs has spread in the engine and a piece went to lock the pressure relief valve of the oil system. Result: Cotto bearing on fro di bella. For the rest no other mechanical problem except the cushion Pan hastily fastened on the bike by Medardo. —

Your bike aesthetically was the most reused. among all those who have raced, and maybe even more aerodynamic.
"We treated very aesthetics but also the protectiveness of the pilot. We left date filter box dimensions, and we built around the whole bike. We tried to protect the pilot to give him greater comfort. Less tired, stronger you go and commit fewer mistakes. The bike had to be the smallest possible depending on the size of the pilot. The height of the windshield and the de: plexiglass has had the sole purpose of protecting air pressure the pilot We instead chose the headlights omofocali to lower the whole area of the dashboard and Instrumentation, and ensure greater visibility. Also these headlights made even better brightness and then more security to those who remained at night in the desert. The latter form is due to the tradeoff between greater capacity as possible and require less space for the rider's legs. In codon had set the compass, and a back up battery. The shape of the entire casing is designed without the comfort of a wind tunnel. Now we will try the bike in these conditions; We want to be ready on time.

Can you quantify the cost delta operation Dakar?
Only pure material exceeding one hundred million for motorcycles, but the entire organization has quite different and higher costs. We are considering whether it is possible to build a small number of replicas of the RC Dakar. The figure is expected to be around 60 million and it would still be a political price. The difference in costs will be absorbed by the factory»

You will be also present in the next Dakar? "Definitely Yes. The conditions encountered in the Paris-Dakar is practically unrepeatable, both instrumentally both under normal measurement conditions of motorcycle. With the African race we can verify many parts of production motorcycle» though next Gilera RC doesn't compete more in Silhouette. We will build a prototype with a capacity close to 650 CC though probably the reliability cannot be guaranteed one hundred percent».

Source Motorcycle Racing April 1991


Unfortunate Dakar 1991 to Gauri

The previous year was the best by private persons, in 1991 must try now to preserve the Platonic title. A task, not easy for the pilot-old bergamasco, He still has from his participation in the Dakar rally and thirty seven Gauri 1991Africans. Has a & #8217; enviable experience combined with a great skill in public relations.

Switched to Honda after years with Suzuki, race riding a & #8217; Africa Twin in marathon not having had the time to prepare the bike for category proto: l & #8217; agreement with Italian importer #8217; in fact was reached and only all & #8217; last time, so much so that the sympathetic «Gualo» (but his real name is Giusi) He had to skip the Pharaohs. For assistance has a truck #8217; & Mercedes Unimog led by Dell & #8217; Anna Dalvie, from the Camel Trophy, and Claudio Macario, Airborne mechanic.

Source: Motosprint
N.d. r. Beppe Gaulini retired after only 3 stages, working off a broken collarbone.
Many thanks Roberto Pacheco who gave us the images

Dakar 1991, the glorious cavalcade of Edi

Clips from a ’ era never forgotten. Bakul Assomoto Team, EDI and his Cagiva, Ciro grappling with an eraser, MAS making gasoline, Montebelli self service…wonderful!


Antonio Cabini: There is no 2 without 3!

True to the adage there's no two without three Antonio Cabini, After you have completed the previous two editions of Paris-Dakar, He arrived at the finish line of the marathon in Africa also in 1991. Riding a Yamaha which he himself prepared the 34-year-old Charboneau led to share seven its holdings to the fascinating event as it was presented for the first time in 84, among the first Italians; He tried again with no luck over the next two years, was the game as Navigator drive in 87 and missed only the Edition 88.

It ended with much satisfaction the Dakar motorcycle 1991 Cabini Antonio, «veteran» of the race with seven stakes. From an individual with a Yamaha Thumper.

This time, as already two years before, ranked 38th po-am, an outcome may not end but always comforting for those who Outstand occurs only with a mechanic avio-transported and some cash spare bi on a truck.

It is the third time in a row that reach Dakar. It's always a considerable satisfaction at the first time is unrepeatable?
"Actually the first time gives special emotions. In my case, then, I had pursued that goal four times without success and as a result I really wanted to do it. This year was the uncertainty of the bike, I had prepared myself, After that in the two previous editions had rented a motorbike former officer from Belgarda. There was the fear of not being able to get to the bottom but all in all it always went well and I did it again. The biggest satisfaction was to reach Dakar with a half prepared.»

You met more or less difficulty than before?
«As the Dakar ' 91 I judged more selective, harder. As far as I'm concerned I had problems limited lump and I never was the purpose of the. I was twice out of gas after missing the track due to a limited autonomy, but mostly I slowed a wrong choice of the fil-tro. I aspired not enough air and could not take advantage of all the power. Unfortunately, the drawback was no longer once ri-medibile parties and I resigned… are the typical inconveniences of visitors that come to fit the last pieces in a hurry, maybe even on Christmas day. "

The Organization has increased the stages marathon to promote, According to him, private drivers. Did you think about the right choice?
"The intention was good but the results were not those promised. The factory before the marathon stages have the possibility to review the best means and therefore hardly, less than falls or particular unfortunate events, meet then problems. They can then find the system to be let on the runway a few pieces to be replaced and on arrival, While we have to make do with sleeping bag, they always find someone to provide tents and other amenities. Anyway if I think back to two years ago, When I had the mechanic on plane, This time for me was after all a Dakar bearable. "

Most of all drives you to face this marathon?
«Is its diversity from all other races that attracts. It's a race where not just about ranking but also arri-vare down, overcome any obstacle and prevailing wind, reward you even without the victories. After a certain age you feel like something different, something that goes beyond the sporting result and in this sense the Dakar is one of the few, If not the only, that can give this kind of sensations.»

What are gorgeous and inconsiderate thing of the event?
«Beautiful I find places traversed, the landscapes, all places where hardly a simple tourist can get, I find it too stressful to the European part of the race, especially before the start. Between checks, transfers, gangways and the like do not wait to arrive in Africa, especially for individuals is one unfortunate phase.»

With sponsors can you settle the score or this Dakar gives you expensive?
«I have helped the firm lcas and Top bearings but obviously you need to integrate his own pocket this revenue in order to participate in a Dakar. For an individual of my spending level is around 50-60 millions. We should perhaps try to gang up and thereby limiting common expenses. In this sense I say have played to a good job Combined team.»

Between Dakar and the other attending other races?
«In past years I couldn't. Lately work absorbs me too. I raced in the Rally of Sardinia, Cross country trophy, at Atlas. I come from enduro and before Dakar I indulged in regional and national field.»

In the next edition we will again?
«I haven't decided yet. I might find some new stimulation. The fever of Africa, Anyway, It also affects me and I can't wait to finish in spring I start to feel the nostalgia. Ve-dremo.»

Interview: Danilo Sechi

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Paolo Paladini Dakar 1991

A heroic Paul Paladins do you portray during the Dakar 1991. Behind him the bike with a Honda Marathon she finished 10 Boluda° in absolute!!