IMG018 copy-X2

Dakar 1996 | Winkler's Call to Dakar

Were 4 years that I no longer did the Dakar, i missed it, i finally get better organized and fix the work commitments. In 1991 Nikon decided to assign the distribution to our group, and you had to make a new company the nital in the footsteps of the swa, have been years of fire where obviously you couldn't do anything but put all the effort into this project. But I was missing something. I missed the adrenaline of dakar adventure. After 4 years practically just work i deserved it, and so I decide: i'm going to do it.

I get in touch with Bruno Birbes and Pollini of the Assomoto team with whom I had attended last time. In addition to feelings of strong friendship for them, with Bruno we met at Dakar 1988, he was racing in a BMW and we were pretty much together for half the race, dividing anxieties and happiness, thing that bound us deeply even after the race. Their team was perfect: assistance, a logistics, and Struggling, Bruno's father-in-law, great mechanic who immediately put himself into operation setting up for me a kawasaki 650. The choice of the bike was easily dictated by the fact that Bruno was a Kawasaki dealer.

Free from organizational and motorcycle preparation commitments, I dedicate to physical and motorcycle training, making a great preparation. In December I was in splendid shape!

I don't even try the bike, but I have to say it was beautiful: simple, small and handy.

I take the plane to Granada where everyone is waiting for me and where the technical and administrative checks must be carried out. Small engraved: the taxi that from the airport took me to the hotel hole a tire, in a torrential rain and as a true gentleman I offer to help the female driver. Wet start, lucky start. In the morning we start for two tests, the first is immediately cancelled due to bad weather. The torrential rain of the night before did not seem to fall even for a moment. Not even time to get acquainted with the new bike that has become a block of mud.

 

aldo winkler 1996-7

 

After a transfer we arrive at the port for boarding. Everything is going well, there are bunks and you sleep. Non-secondary factor, since in the past you slept on the ground and there were no bunks for the ship crossing from Sete to Algiers. What a convenience! First bedtime I take the Ariam, the medicine for malaria. This time I decide for this drug because you take it once a week, and not every day. Clearly the dosage is higher and I get a terrible headache and scary nausea. When he wakes up he seems to have passed under a truck. It will be the last time I take an antimalarial.

Finally in Africa, it is always an emotion to land on this continent full of charm and adventure.

Let's go for the special, and it is important to become familiar with the bike in the first stages. It's a very technical special in the mountains, i'm not fit and i get so tired, I certainly still wear the effect of antimalaria mixed with tension. I don't start too well because both trips fail, i find out it's the magnet attachment on the wheel. Not so bad so much there was no navigation. Half special I'm without rear brake. Probably not yet used to the bike, I kept my foot too resting on the pedal and saw the repetition of many curves the oil came into boiling.

This is my first experience with GPS. Apart from the need to understand it well, by security, tells you the right direction and it's very reassuring. Without the anxiety that assaults you when you're not sure about the right breakup, (before they told you the tracks of the other pilots). But I immediately regret, following the tracks obviously straight for the waypoint, everyone follows the direct route, but i'm in the middle of a climb worthy of a world trial. I always wondered where those tracks were going.

 

aldo winkler 1996-17

 

GPS gives you the direction, but using it on the street and one thing, using it in the desert takes you in directions that lead you to encounter extreme difficulties. There are still tracks marked by other motorcycles, but this time I decide to go back and follow the roadbook literally. Beautiful old navigation methods are a safety, following the directions I find a beautiful and easy track. Unfortunately in the evening checking the ranking I realize that I am way behind and with many drivers in front of me very slow pleasure. Mannaggia to me that I followed the road book. Learning to use this infernal GPS many drivers had navigation facilities by overshooting me in the rankings. I'm starting to curse these new devilry a little bit..

The next day I leave for the stage. I feel good, shooting a lot and everything goes well, i'm going to remount many positions.

At some point the track has a bottleneck, tightens, slows down slightly, i reach another driver but there's a lot of dust and there's no way to get over it. I've been after him for a long time., but I get spaced and risk it all for everything, i want to pass it at all costs, but some dust i'll take a big peterne. At times I coat but I stand by miracle, i get ants on my feet for fright. I stop to check the damage, i see that the front rim is all branded and crooked. I give a pull to the rays and with the tail between the legs I finish the special flat plane. I arrive at the bivouac and only here remind me that the stage was "marathon" that is without assistance. I can't replace the rim and I'm forced to leave the next day in the same condition I arrived in.

You enter Mauritania, i knew those leads, I had already traveled them in previous editions, but due to the unrest in the area because of the belisarius front you run in a kind of corridor transened by balize, where the organization has strongly recommended not to go out so as not to run the risk of entering a minefield.

At the edge of the track are many UN pickup trucks.

The stage is very long and demanding with many difficult dunes, the sun starts to fall. I've done several stops at night in the past and I'm terrified of it., shot as much as I can, at some point the GPS loses the signal, I follow the tracks as long as I can and then I just follow the same direction. What anxiety. I continuously curse GPS, that finally picks up the signal and signals me that they're alone 3 km to go.

 

 

The next morning I have a hard stage ahead of me. You have to cross an erg of dunes very long, i get insabbio several times and I consume a lot of gasoline. I do two calculations, and the results tell me I'll never get to the end. I go slowly not to consume and luckily the track becomes smoother and I arrive with a drop only of gasoline in the tank. The race is starting to get really tough. I'm leaving for a very difficult stage, practically a huge floor of big stones that put me to the test. I get very tired, you can never proceed sitting down to rest your legs. I proceed standing on the bike, i'm so tired that sometimes i sit going to step duomo, arrival in the dark.

 

IMG 042 copy-XL

 

The next day the stage planned to travel the track in the opposite direction of the previous day. The traces are still evident and without any problem of navigation shooting like crazy, i reach several pilots. Everything was fabulous, i was really put well in the rankings, a single minor drawback comes from gps marking the route slightly to the left. Taken by the wetting and comforted by the fact that several other pilots were proceeding in that direction, you go on. What a beginner's mistake. We notice after several kilometers that by not following the GPS we had moved away from the track. So let's go back to Zouerat. There are seven of us, let's take stock, the track forked to V, and we followed in the footsteps of the previous day. One decides to cut straight, follow him in four, me and another we decide to go back, I don't trust GPS. No more. Let's go back to the famous crossroads, we realize that with the more miles made we would never get to the refueling of gasoline.

 

 

But the machines arrive, and mannaggia to them if only one stopped. Finally two Japanese stop, we ask him about gasoline, but it's really hard to get it out of the tank and we waste a lot of time. I'm on the right track, how long did I waste, i'll start pulling as much as I can, knowing that every mile made more with light are hours less given in the dark. Traveling at night is really a bad thing you don't see anything, the track is ruined by the passage of the whole rally and it's very easy to fall. In addition, the dunes, already difficult by day, at night they don't forgive you and you got so many times not having the reference of the end of the dune. I am deeply angry with myself for such a stupid mistake.

I do several kilometers with Alberto Morelli maybe and there we know each other better by laying the foundations for a deep friendship and we will run together many future rallies. Of course the night comes, as a result I fall several times, luckily there are few dunes but lots of camel grass,(are mountains of hard sand with tufts of grass on them the you have to zigzag, me if you take one the flight is inevitable). I get to one and of course as a good law murphy finds out it's a marathon stage. I clean the filter and check the oil, i was dry, i'll borrow it and collapse in morpheus's arms.

For the record, the 5 motorcyclists who cut straight didn't arrive and retired all.

In the morning we start again, the bike starts in a cloud of smoke. The night before in the dark I had put too much oil, I'm going to take some off and leave. The path is really hard, soft sand alternating with large stony. You make the Pass of Nega (a hellish place, i'd already done it backwards uphill, a hellish slope and remained famous because the cars almost stopped all so steep). But downhill the music has changed.

 

aldo winkler 1996-16

 

In 30 km from the stage arrival i'll take a pretty strong hole, nothing special but i hear a metallic noise. Slow down to see what happened: no brake. I stop and look better, I see the oil pipe cut out of the net and the swingarm on the right has detached sharply from the attachment turning backwards.

Floor of departure and arrival.

Charles Edson my friend and companion of many adventures welcomes me on arrival, i was desperate for my swingarm. We decide to go to the neighboring country to see if by chance there was a mechanic. Let's find a "saldor" as they call them around there. This immediately takes the torch, The Block! It's aluminum, you can't weld it like that! Bruno tries to get in his way, sees a chair and realizes that the legs are perfect to solve the problem, fit perfectly inside the swingarm, having rectangular shape and we stick them in and then we go back to the bivouac. All night we wait for the service trucks, it absolutely takes the a tig welding machine for aluminum.

Here comes the truck Honda France, they have the tig but the proverbial transalpine sympathy never denies, despite our insistence they do not lend us the welding machine. At three in the morning the Yamaha arrives and they are kind and promise me that they will help us. But I was very tired and I'm going to sleep, Bruno reassures me he will take care of the repair. Actually in the morning I find the swingarm welded and with an aluminum handkerchief closing the broken part.

Greeting Bruno, that was airborne, childbirth and at a pace of confidence i arrive in kaies.

This was also a Marathon stage so motorcycles take you to the closed park and it is forbidden to touch them. As I go to get my passport stamped because we entered Mali, i see pass a truck and i see that on has a green bike. I look at it better and it's a KLR like mine! I get the idea of changing the swingarm, I disassemble it all happy knowing that maybe so I could finish the race, and I'm getting ready for replacement, but i get caught right away. Commissioners misdeed me, I decide to eat a little in the dark and wait for them to walk away to try again later.

 

aldo winkler 1996-19

 

I am not a good mechanic but with patience and logic you do everything, it just takes me a long time to get things done. Also because in the dark and very difficult and you don't see anything, but of course I couldn't turn on the pile otherwise the commissioners would have found me. I can mount it, I was very tired but I can't mount the brake caliper and I realize it was different and there were different attacks. Back to the retired bike and I also take the pliers, all by taking a very long ride so i don't show up. I can mount it just to mount the wheel, it's up to the perno and I find that he too was different from my. I notice that my bike was from the previous year, while that retreat was from the last year and who knows why Kawasaki had changed so many particulars. I was very tired and I probably had a nervous breakdown., i started crying like a baby.

 

 

i'm discovered by the commissioner and probably seeing me in those conditions he felt sorry for me, and getting hold of it helped me finish the job that I wouldn't be able to finish anymore. The first light of dawn begins to be seen. As soon as I finished I hugged him and kissed him to show him my gratitude. A quick breakfast and we start again, tired but happy to be on my perfect bike as new.
(Nb: in Dakar I then reconstituted the piece with my broken, I discovered that the retired bike was of an Italian and now the Kawasaki is in my garage among the bikes I care about the most and inside the swingarm there are always the legs of the chair.

I had already made this special and I remembered it as a very long and very difficult stage. The landscape has changed and we run through a forest, after so much sand it's nice to see some greenery. You see animals, many monkeys. You also have to wade through a very deep stream, Auriol helps me and pushes the bike that had turned off. Along the riverbank there was a hecatomb of motorcycles, all with problems, weasted filters, water-filled mings. For once I'm lucky on my side, the kawa starts again almost immediately, after drying the filter.

 

 

You cross many villages, people you see at the edges, they all smile, express joy at seeing you. What a contrast to the big city, here we are practically armored in the field. The next day I leave for a mountain stage, the accumulated tiredness was so much, but you start to smell a certain scent of arrival. Arrive at a fesh fesh point (borotalco sand that you don't see the soil). Fall. The track was narrow, a car comes along, was definitely at the top of the leaderboard (but in the hustle and bustle I can identify her). He stops and starts playing like a lunatic, for me to free the passage. I try to do it as fast as I can, but I was really tired, very tired. Up the bike, that doesn't start, and out of care I push it to the side.

The Driver of the Car, spaced pushes me and throws me to the ground at the side of the road. His luck was that he managed to pass quickly. I was so angry That I told him so many of those swear words and curses that I was ashamed. In the fall broke the lighthouse and the water tank of the recovery radiator. Struggling to get back on track at a very steep spot. That pilot was lucky, because if I recognized him at the bivouac I don't know what I would have done.

 

aldo winkler 1996-33

 

On the last day there are two specials to go through and a lot of tension. The goal is to get there. The bike is at a state of exhausting, can't take it anymore. The last stage which leads to pink Lake there is a sand chestnut, and hearing the agonizing motor scream my heart. Anxiety rises. I have in mind poor Angel Cavandoli who broke his bike at 3 km to go.

 

 

The arrival is a liberation! Arrived! It was becoming an obsession, Compete 20 days with this unique purpose fills with joy but at the same time there is also an inner emptiness. For me, the Dakar post is a situation to metabolize. You have to recover a deadly fatigue that remains for some time, but I also get a little bit of existential crisis. The Dakar da. The Dakar takes away. All the time.

 

aldo winkler 1996-4

 

This Dakar 1996 it's a prize, gave me so much and took so much, without Team Assomoto and Bruno Birbes I would never have made it. I also met a wonderful person, thank you Alberto.

Source photos and texts: Aldo Winkler's facebook page

Orioli-1996-7

DAKAR 1996 | Edi's dedication

A great feat – says Edi Orioli – I convinced everyone, even those who wouldn't bet a dime on me. But unfortunately this success tastes a little’ different from the previous ones. I miss a person who has always been able to share this joy with me, my first fan.

Three months ago Bruno died, my father and during this whole race I couldn't help but think that on my return home there would be no more him to welcome me. And’ my fourth Dakar won, with three bikes of different brand, and my dedication goes absolutely to my father: would have been happy to see me fight against everyone and everything to return to the top step of the fateful podium on the shores of Lake Rosa.

Orioli 1996-5

As for the rest, maybe I don't have the right stimuli to get back to competing with this formula. I won the Dakar of the modern era, but I'm hopelessly tied to the one that ran at the beginning, with road-book in hand delivered only a few hours before the start of the stage.

Today there are the satellite, orientation tools and then the medium allows you crazy performance. At one time we had to study how to overcome a dune, now the bike goes anywhere and on any kind of terrain, just keep the gas open. Do you think I've traveled, with cramps in the hand, 350 miles to 174 kilometers per hour: hallucinating!

And’ it was still a once-in-a-lifetime experience. He gassed me, I'm back to being number one, but it didn't taste like the previous teeth. I owe a big thank you to Nicola Poggio. Without his precious help, this would not have been possible, without taking into account that Belgarda's initiative at Dakar, Yamaha France is his idea, proposed to the top of the House of his own accord. A team manager like him is truly irreplaceable.

 

 

Yamaha 1996

DAKAR 1996 | The Queen is the Yamaha

The XTZ 850 RX won the Dakar 1996; the vehicle available to Edi Orioli was pretty much the same as Stephane Peterhansel. “Ace in the ammortizzatore_1996Sleeve” powerful twin-cylinder 850 cc was a new mono-shock, studied in France in collaboration with a team of US technicians. Traditional type, about aesthetics, can be counted among the new generation of suspensions or those called “Smart”.

A probe within the mechanism, dipped in oil, allows you to anticipate the movement of the same, making the wheel even more tighter, copying and absorbing the harshness of the path. The operation of this shock is mechanical. Actually, if in the first part of the itinerary he did very well his task, then this system went a little bit’ in crisis in the second part of the race (especially on Orioli's bike), when he found particularly rough terrain.

In the last stage Edi even had to finish the race at a very low pace, just because of the head rupture of this shock. The engine is excellent on the contrary, reliable and powerful. And’ an updated and corrected version of the 850 TDM, able to develop about 90 HP. Has liquid cooling, five valves for cylinder and double camshaft on the head commanded by Morse chain. The start-up is electric and the dry-paper lubrication system.

moto-legend-2009-4

The frame is the same as last season, motorbeam boxed; the fork is a Kayaba with stems overturned by 46 mm in diameter. Orioli's bike mounted a kevlar paracup. The power problems recorded by the Peterhansel medium, seem to be entirely due to a fuel supply that is not particularly clean; problem also recorded by other competitors. And’ Yamaha's eighth overall victory at the Dakar. In this edition she has climbed to the first step of the podium eight times.

Taken from Motorcycling | Text: Biagio Shirts

Dakar 1996 | Edi puts the fourth!

And’ been the rally of adventurers, the outburst of the sick of “Mal d'africa”, the expensive showcase of the international jet-set, the impossible race for real professionals and ended up creating a real fashion on which our industry has lived for some time. Following his example, desert competitions have begun to make themselves known and to grow in importance.

Then fashion is a little’ Changed; the cost of participating in these races has become unsustainable for private individuals and it seemed that they should disappear permanently from the international scene. But the African rally par excellence had the strength of “redo the trick” and re-propose itself as a driving example for other raids. Abandoned the frills and the useless, has returned to being concrete, engaging and spectacular and above all at your fingertips for everyone.

The new edition of the African Marathon hailed the fourth success of Edi Orioli, about Yamaha. The new formula is widely supported and brings this race back to discrete levels of interest. The duel between single-cylinder and twin-cylinder continues.

But unfortunately also tragic. The toll of human lives sacrificed by the Dakar, also for this year, it's sta-to heavy: two dead. Laurent Gueguen, 27 years, married and father of two children, behind the wheel of the Citroen assistance truck jumped on a mine (in all likelihood), during the fifth stage. Marcel Pilet, riding his KTM, crossing the village of Terambeli, in 30 miles from Labé, invested a little girl, killing her.

A breeze, 3 stages won and second absolute: Jordi Arcarons

A breeze, 3 stages won and second absolute: Jordi Arcarons

It goes on like this, Unfortunately, the long list of nefarious days that indelibly marks this competition, as if she were forced to pay a real toll for violating pristine lands. Always fatality or bad luck are the companions of the Dakar and in some ways have often had the upper hand over show and spirit of adventure, positive rally constants.

Over the years, the organisers have been looking for more suitable formulas for the needs of the pilots and the whole caravan that for a fortnight and beyond 10 thousand kilometers of pistes, faced this experience. Unfortunately, the choices have not always been right and often have the purpose of betraying the expectations, without guaranteeing that spectacle related to the adventure that remains the driving reason for this race.

Today, of that billionaire caravan that crossed the desert until a few years ago there was no trace left. Who would have thought. After hitting rock bottom in the years '93/94, almost forgotten, the Dakar, adventure for a few unstoppable lovers of confrontation with “the impossible”, has returned to arouse some interest among fans. And above all, motorcycle racing and motorcycle competition are the new driving force of this race.

The Spaniard Sotelo, third in the absolute

The Spaniard Sotelo, third in the absolute

Merit? Certainly of Hubert Auriol, ex-dakarian of the first hour, winner of two editions riding a two-wheeler and the last one sitting behind the wheel of a 4×4. The only driver capable of imposing themselves in these two categories. The French, current director of the TSO, seems to have guessed the right formula, referring to the rightful role of the queen of African competitions. He took hold of the sceptre of the Dakar in the 1994, after Gilbert Sabine's failed experience.

And soon he managed to give a new identity to this rally, following the principle of return to basics. The race has always lived on the presence of private individuals and those who were basically attracted by adventure and Africa. The current formula, In fact, allowed with an expense “Modest” compared to the recent past of signing up a little bit’ everyone. The experience gained by Auriol in these years and his own great passion for Africa, allowed the Dakar to return to being spectacular, charming and, as much as possible, Safe.

Especially the new director and his staff were able to identify and solve the problems and errors that in the past have conditioned this race. He needed a man with an iron fist, that he could decide for everyone, with responsibility for the lives of hundreds of people. A commitment that is no small feat, the one auriol hired, the newfound leader of this race. This year, the number of enrolments has increased by 25% compared to the edition 1995, reaching a record-breaking figure of almost 300 pilots, 140 bikers.

Competitors, In addition, they were able to discover an untold journey in the 70%, suitable for both the twin-cylinder and the new “Fashion” monocylinders. Few transfers, which according to Auriol deconcentrate the pilots and are often the cause of accidents and especially a particularly varied route, with 15 stages one different from the other. Particular attention has also covered the part of television coverage and press. with over 80 countries interested in live links with the stages of the raid.

Despite everything, the ineffable organization set up by the French ended up clashing with the fatality, the unexpected and the unavoidable event. But the rallies, as indeed all motor racing, i'm unfortunately also this. It is certain that this Dakar seems to be heading towards a new cycle, as well as all the rallies of this kind. La Desert Cannonball, The Tunisia Rally and the Atlas Rally are proof of this; have renewed their formula, taking into account the needs (also economic) of “Private” and having a fair amount of success.

The Houses have organized to sell in affordable numbers prepared bikes, ensuring adequate assistance in the race. This could be the “Track” right to return to give definitive interest to a spectacular motoring discipline.

FOURTH SUCCESSO: EDI INDOMABILE
Lake Rosa greeted the “Poker” by Edi Orioli. The 33-year-old ceresetto driver from Martignacco hit his fourth Dakar. A success that came a little’ to surprise, but explainable by his long experience in rallies. Edi from these races he inherited everything, Success, Money, professional accolades, as much as even victories in international enduro had assured him.

Orioli 1996-4

The latter was one of the toughest editions of the Dakar. The new route was particularly difficult and although the GPS gave a huge hand to the competitors, navigation and especially tactical and race intelligence have had their decisive weight. The return of the route along the slopes of Mauritania, Iguekkateme's pitch, always in that area, and the hard track of Guinea, were decisive.

Only 50 pilots on arrival on 140 motorcyclists who kicked off. The 6.000 miles of special tests have left their mark. To get to the goal it was necessary to save the means and the energies. And then the contestants presented themselves with an unusual scenario, l’“herbe à chameaux” or infernal bushes among the sand and the dunes that broke the rhythm, but above all the arms. In the first and last part of the route, especially, abundant rain has allowed this type of vegetation, literally translated into “camel grass”, to grow lush, creating an additional obstacle.

Many stage covers, it starts with Heinz Kinigadner, the first favorite to leave the stage with his KTM, retired to fifty kilometres from the finish line of stage six. The Austrian had to return home with

Unlucky Heinz Kinigadner, forced to retire

Unlucky Heinz Kinigadner, forced to retire

a success and two second places. Different fate for Jordi Arcarons, KTM Lucky Strike team, the only one able to chase the wild Orioli, even though he finished second in over an hour from the Yamaha rider. Unlucky performance of the Italian team Cagiva CH Racing by Roberto Azzalin. Three official Cagiva Elefant motorcycles under the Kremlyovskaya brand were deployed, rely on David Trolli, Alexander Nifontov and Cyril Esquirol.

Unleashed the Italian Trolli, two specials won, but unfortunately forced to retire

Unleashed the Italian Trolli, two specials won, but unfortunately forced to retire

The Italian was in the race until the third stage, capturing two partial successes, two second places and two thirds. Unfortunately, he had to give up due to engine problems when he was back in the top flight. The turning point of the race took place during the stage leading to Zouerat, when the favorite Stephane Peterhansel had major problems with his twin-cylinder. The complaint

presented by Yamaha Motor France spoke of diesel in the tank instead of gasoline; the findings were not able to fully ascertain the cause and therefore the organisation rejected the complaint. Peterhansel, with almost three hours late on the first, had asked for the trial to be annulled; not satisfied he decided to abandon the race in the form of protest.

At this point began the solitary gallop of Edi Orioli, become the new leader of the general classification. Controlled Trolli and later Arcarons, with a sufficient margin of advantage to drive loosely. A small power problem, probably dirty gasoline for him too, made him lose precious minutes, as a problem with the rear shock forced him to slow down considerably in the last stage.

A win apiece also for Kari Tiainen Husqvarna and Thierry Magnaldi by Yamaha. As for the Italians, In addition to Trolli he has behaved well Fabrizio Meoni riding the KTM with two personal successes and a 39th place finish. There is also good evidence of Guido Maletti Kawasaki, sixth in the absolute, Maximus Church eighth, Emmanuel Christian 13th, Aldo Winkler Nineteenth, Angelo Fumagalli 20th and Alberto Morelli forty-nineth.

 

Taken from Motorcycling
Text: Biagio Shirts
Photo: Gigi Soldano DPPI

Trolli 1996

Dakar 1996, the defeat Cagiva

The Ducati twin-cylinder was pretty much the same as the previous season, that is, the tried-and-tested 90-degree V-cylinder, 904 cc cam mast on the head and two valves for demodrobic-controlled cylinder. The gearbox is five-speed, multiple dry disc clutch. The bike brought into the race by Trolli develops about 80 cv of maximum power. The ignition is inductive discharge electronics with variable advance.

Pictured is the support of the engine built on site with an iron bar.

Pictured is the support of the engine built on site with an iron bar.

The Ohlins moshock with compression and extension braking adjustment is also the same, and the Marzocchi fork is also 45 mm with a & #8217; excursion 290 Mm. The changes relate in part to fairing with a more aerodynamic design, different suspension calibration and a slight forward shift of the guide, resulting in different positioning of the saddle and tank.

The platforms have also been moved to the back of the bike, to make driving easier. The capacity of the front tank is 22 liters, while the back one contains 25 liters. The chassis is virtually the same as that of the standard bike with the addition of some reinforcement handkerchiefs in the rear areas and at the height of the fork attachment. And’ at the top trellis in square-section steel tubes and with the lower cradle in light alloy square tubes.

Cyril Equirol

Cyril Equirol

The vehicles in the race recorded the breakdown of the upper support support of the engine. On the official means, this has been rectified by making a change studied and implemented (even with the help of local artisans) on-site. An iron bar reinforced and supported the thruster by tying the carter to the frame in the area under the tank. In 435 km from arrival to Labè in Guinea, Trolli had to say goodbye to the chase to Orioli because of the rupture of the engine.

In the previous stage the pleasure had been unlucky breaking the gas command and lingering further. Also broken Cyril Equirol and Alexander Nifontov, both forced to retire. The first of the ten Cagiva prepared by Azzalin came in seventh place, led by Spanish Oscar Gallardo.

KTM_1996

DAKAR 1996 – KTM: a squadron in the wake of the winner

Four bikes in the top five positions; first place in the Marathon standings, in veterans and in women's. There is no shadow of a doubt, Dakar for the KTM it was a great test and missed (even if it's not cheap)
only victory.

The favourite was Heinz Kinigadner, but after his exit from the scene Jordi Arcarons held high the colors of the Austrian House and KTM1996meoni performed very well with him, Sainct, Jimink and Sotelo. Two types of bikes deployed at the start; one equipped with a powertrain 653 CC, entrusted to Arcarons, Sotelo and Kinigadner, the other of 609 cc for sale to everyone for the price of lilor 21 millions including support.

The philosophy of the Austrian brand, then, was also to allow at very low cost to participate in the Dakar to anyone who wanted to. And the proof that it's the medium “Official” both the one on sale were competitive as evidenced by the final ranking that saw seven “Kappa” in the top ten places. The engine is practically that of the “Duke, No.”; liquid-cooled monocylinder with balance-shaft (both in the version “Increased” both in the standard one).

The gearbox is five-speed; the oil bath clutch. As for the cycling part, The vehicles adopt White Power front and rear suspension. The rear shock has a 300 mm. The chassis is standard with reinforced rear bars to support the gasoline tank.

kini 96

 

Approximately the monocynderic develops a power of about 65 cv with a maximum speed of 175 km/h. The bike was more comfortable in the second part of the track and especially in Guinea, where treacherous and fast tracks, have enhanced the characteristics of this bike, by 148 kg. The cause of Kinigadner's forced stop, seems to have been similar to Peterhansel's, with a refueling “Dirty”.

Husqvarna_1996

DAKAR 1996 – Husqvarna and Tiainen, experiment almost succeeded

The cagiva Group's monocycling team wanted to compete with KTM. The experiment was entrusted to a dean of enduro competitions, Kari Tiainen. The debut was very happy; third in the dispersed acceleration test in Granada and first in the first real stage of the race. Unfortunately, once in Africa the Husqvarna monocylinder disappeared from the scene collecting, until the fifth stage where he then retired due to engine problems, placements only.

The Husqvarna brought to the race by Tiainen was prepared by the CH Racing Team. The experience was not the best. Kari retired in stage five.

The four-stroke CH Racing Team is closely derived from Jacky Martens' mo-to. Less compressed than the world cross bike, has a five-speed gearbox, a special tree balanced differently and mounts a biella a little’ longer so as to push less and consequently-mind strain less on the bench bearings.

The piston has a slightly higher plug, but a race identical to that of the cross bike. And’ oil pump has been installed, absent on the cross bike and the carter underwent an almost total change, just depending on the pump housing. The clutch is eight discs. The frame is reinforced in the area of the steering can-notth.

The Marzocchi fork is standard with a different calibration. The tank 22 litres has a bearing canvas. The electrical system is equipped with a battery, necessary for only the operation of the road book. The engine has a torque at low revs particularly effective and compared to the standard bike allows you to hold higher gears and for a period of time more much ago. The displacement is 650cc and develops more than 62 cv to the wheel. The weight of the single-cylinder 148 kg.

kini 96

Heinz Kinigadner – Dakar 1996

IMG 042 copy-XL

My Dakar 1996 by Aldo Winkler

“On the last day, two special, so much tension, the goal is to get. The bike poor thing doesn't make it more.

The last stage which leads to pink Lake there is a sand chestnut, and hear you screaming in agony of my Kawasaki engine sucks and anxiety, I will always remember the poor Cavandoli that broke the bike 3 km to go.

The arrival is a liberation. Arrived! It was now an obsession, do 20 days with this sole purpose filled with joy, but at the same time feels a void interiore is lacking something.
The feelings after arrival in Dakar are contrasting: You must retrieve a weariness that stays for a while and I get a little existential crisis.
Thanks to Team Assomoto, Bruno Birbes, and thank you because in this Dakar I met a wonderful person, Alberto.”