Winkler_1998

DAKAR 1998 | Aldo Winkler's Latest Effort

Dakar is like a disease gets into your blood and you don't get rid of it anymore. The work had become very demanding and the time available was scarce. But the Dakar was changing, you could buy a motorcycle KTM ready for Africa, almost equal to the official ones, a dream! Beautiful! You could do the assistance kit where you can get what you need (paid). You could also buy and have your tires fitted with mousse!!! (Exaggerated! This, before, it was a drama). All these facilities could not help but make me feel tempted. With Alberto Morelli, now become super friends, let's make the decision. We sign up and bring the airborne mechanic Adriano Micozzi in common. The Dakar experience is one of a kind, you have to focus and just think about one thing, with a very strong intensity, Winkler_1998_1 living intensely nature and competitiveness! This total immersion in running makes you feel full of life and disappears all the existential anxieties that afflict us in everyday life. That's why I relapsed! Knowing that there would be many moments when I would curse the moment when I had decided to go back.

Departure from Paris, always a great emotion, the weather is bad, very ugly, Fog, Cold. Halfway through France they make us do a special. We are equipped to make 1.000 winter km, cado in the special. How hot so dressed and with the helmet wobbling! And after washing the bike away, you start again completely sweaty. In Narbonne there are shower and hotel, but a few hours of sleep. Micozzi arrives with the van with all our things.

Winkler_1998_2Breakfast and transfer to the park closed. Before the special they have to give us the race table but there are many of us and it is difficult to listen to everyone. I'm late on the table because of the queue, I thought it was fast and smooth so I left the bike on, but when I go back the clutch doesn't come off. Worried, I do the special very slowly, and right after that there are the washes. Luckily they let us board the bikes in the van and I sleep behind under the bikes. We arrive in Granada at 2 in the morning.

GRANADA ALMERIA
Wake up at dawn, planned two specials: the first on a muddy fettucciato, the second very beautiful with beautiful landscapes to cheer the competitors. Then we embark. In the harbour the first scare. The bike, which was beautiful and super driveable and stable, had only one flaw: the start-up was on the left, and not only was I not used to, but having his left ankle blocked and sore, it was really hard to get it going. Because of this, my physical problem and the fact that in Austria they had, I don't know why I decided to make my life so difficult, fact is that the bike didn't want to know about starting anymore. I've spent well 20 minutes to get it back on track.

ER RACHIDA – OUARZAZADE
Difficult special with a lot of navigation. Several competitors in search of the “Cp”, I browse without tracks for GPS, I understand though that I'm Winkler_1998_3Back, I've probably done less miles but slower. The bike is fantastic, being so stable you can go very strong. Refueling. That's nice, Give 15 minutes available, whereas before you queued in special and everyone fought to pass in front. Probably, in a very fast straight in waves, I find a sequence that bounces me by squeecing me forward. I remember seeing everything cracked like I had in front of a broken windshield. I'm totally “unsoched”, luckily comes Alberto who takes matters into his own hands. First thing I repair the visor of the helmet because whoever beats the head with marks on the helmet is made to withdraw d’ Office. In fact, organization car passes, looks at us, sees that it's all ok and goes away. The bike is destroyed, I no longer had the cucolino and the rear frame was all bent, the crooked handlebar, and when I turn it on, the oil comes out of the oil radiator tube that is cut off. Alberto does the miracle: does a “by pass” and so it makes me start again. I've been behind him for a while, but I wasn't in me, in obvious shock. I see the dust of a’ car and I leave to handcuff it, Alberto can't keep up with me, so I lose it. Unfortunately, the car was lost, together we look for the right way and only then I realize that Alberto was no longer behind me! In the collision I lose my “Balise”, recovery and I keep it between my legs. I notice my nose is bleeding. I'll let the car go missing and I'll continue with the GPS, so I get to the end of the special. I find who gives me some motor oil to top up the leak. I do the transfer and I start to feel pain everywhere, knee and right thumb especially. On arrival I go directly to the infirmary. Hadrian sees the bike and puts his hands in his hair, goes to KTM and starts a long night. Spend 6.000.000 lire of spare parts.

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OUARZAZADE – SMARA, New
A little’ hesitant allotment in the morning, I wouldn't have dared not to leave out of respect for Adriano who worked all night making me find a bike better than new, perfect as I had bought it! It starts very early, still in the dark for the transfer, with a crazy cold and then make us wait a lot at the start waiting for the dawn, because you only start with light. Cautious birth almost a type of tour guide, both because of the pain I was feeling, that for "the squeeze" taken. I break my mousse, mount the inner tube and arrive in Smara in the dark. Damn, I needed rest. I struggle to bend my knee, it's very swollen. My thumb hurts and I struggle to hold the knob, and even more annoying, my coccige hurts, pain that conditions me in driving. Even the jaw is all achilosed, I suffer so much.

 

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ZOUERATE – EL MREITI
Very difficult stage, very slow with passes worthy of a trial race. Lots of difficult sand dunes. A truly exhausting stop. The beatings taken in the days before I hear them all. I'm in a lot of times. Refueling arrival, reach Quaglino stationary a few hundred meters before without gasoline. I'm about to come back to help him but I notice that I had opened a rear tank that was leaking profusely, and in the meantime someone had stopped to help him. Allotment, but now I'm going to handcuff without consuming gasoline. Are Winkler_1998_6very tired. The terrible darkness is coming and I still have to do 60 km. Going in the dark is really hard and risky. Exhausted arrival, but in El Mreiti there is no assistance, no airborne. Disassembling the tank, kind gentlemen of a Dutch car help me, with a red-hot knife I melt the plastic of the tank and balance the crack that had opened. I sleep little and I'm all broken, now the pain is really strong. I cursed myself several times to be back running.

EL MREITI – TAOUDENNI
Another difficult stage, many dunes and very steep, luckily the sand is relatively hard. Even though I'm in "cruise-mode" now, I try to be regular without taking risks and especially not hurt me further. I did a large part of the stage without any attempt, I've passed many pilots, but at some point I slip into a sand hole and I get in the way. Damn! To get out of there I spent all my remaining energy taking a long time, more than 30 minutes to get back in the saddle. I'm back but not more polished, I couldn't go the way I used to. I notice that it loses the tank again, and breaks the oil seal. Gasoline and oil end up on me, I'm all stained and dirty. Arrival at the end, checking the oil and the scoop is inexorably dry! Combination, when something wrong happens, it's always when there's no Hadrian's assistance, I'm just kinda unlucky. I work many hours on the tank and shelter it permanently. Meanwhile, robbers rob a truck near me and shoot some competitors, I personally saw cars with bullet holes.

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TAOUDENNI – Gao
I start with the broken oil seal. I find who gives me 2 kg. oil and I take them with me. Thankfully they cancel the stage for the stage episode (usually the stage before the day off is nice tough) let's leave without time, all together. Aid Salvador who had turned upsideth I find him unconscious, but he recovers, gets up and starts again. To “Pc”, checking the oil and refilling, but I finish it too soon. They're still missing 400 km!! GPS gives you confidence even if I hate to put all those numbers to program it, I follow him, heedless to follow the tracks. At some point it loses its signal, I turn it off, I'm turning it back on, nothing!! I decide to go in the same direction, I get anxious and after quite a while now desperate to get lost, I find the tracks and I take a big breath of relief.
At the gas station I get given more oil and refreshed, starting up doing the last 100 km.al Dark. I'm so tired, All Winkler_1998_9 dirt of oil and I do the last 112 km of transfer. Gao seems to me a place of robbers, people have aggressive attitudes. We sleep in a fetid hotel and it's scary just going out. They steal my balise and the irons of the bike (for the irons I almost cry, I had chosen them with great care and they are fundamental to stay in the race). In the infirmary, my knee and thumb are looking at me, they're going to welcome me, luckily I had nothing to the ligaments but I had fluid pouring, I was very cold the first two hours in the morning before they got hot. The evil to the jaw had passed almost entirely (home at the dentist they'll take me off 2 teeth that had cracked, while the most annoying thing was the pain in the coccige. In any case never as in this Dakar I enjoyed the day off. Adriano has struggled a lot, since the KTM spare parts truck had not arrived, but thanks to Roberto Boasso, official KTM mechanic, solved the problem of sealing.

Gao – TOMBOUCTU, NEW
Beautiful stage, the first one I really enjoy driving it. I only run a risk taking a pampa because I was going really strong. Early arrival, everything ok. To my surprise, I see that the KTM service trucks are also coming.

TOMBOUCTU, NEW – Nema
We were told that the stage was easy, instead they're all very slow, meeting so much camel grass, Gait is very slow, I'll have made the most of the third. Arrival with light, but at sunset.

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Nema – TIDJIKJA
They say it's the hardest stage of the race, And it's true! I've done it in previous editions, but in two days. It's very slow, with the typical landscape of Mauritania (soft sand with many stones). I'm always alone. At the famous elephant pass you have to get off a plateau between huge rocks, it seems to be in a Ligurian mule. I fall several times. At the second gas station, it is already five o'clock and still missing 250 km. I had gone too slowly to spare my strength. Taken by the fear of the dark, I'm going to handcuff to make less way in the dark. I think that was the moment when I went strongest in the whole rally. At 18,30 it's dark and 150km away!! And’ terrible go in the dark, you don't see the height of the dunes and without reference it's not easy to pass them. Falls and cover-ups not to end. Arrival at the special end at 23,30 just in time not to take the lump. I'm exhausted. Since the arrival of the special bivouian I still have a’ now. After the tension of the special, I fall every 100 meters more I get 60 and more I can't find the bivou ac. Another day without assistance, control alone the whole bike, the air filter, I top up the oil and put it too. My knee hurts a lot again and I sleep badly.

TIDJIKJA – Atar
Winkler_1998_11It's only a few kilometers, but all of stone to overcome in the first gear. Sometimes I even have to push the bike on foot. I find Hall Desperate, tells me that you have to withdraw, knows that the KTM truck does not pass, has already checked the whole bike and is sure that it is the rotor/fly that has abandoned it. I tell him: “what problem c is?” I look through my things and give him my spare rotor. And he asks me how the hell I'm ever wearing a rotor/fly with me? Actually, I had a little bit of everything, memoir of the old Dakars. Towards the end of the stage, I get 100, GPS doesn't work, doesn't take, I follow tracks that end up. Traffic on THE GPS and finally start to pick up the signal again, I do the last 80 km in the middle of trucks, everything to GPS. I arrive and I'm so tired, obviously there's no assistance. I have to change the tires. On the hard they ended up. I see the “camion balai” and I steal the front mousse from a retired bike. I also remedy a full rear wheel, used but with good mousse, who lend me by making me promise to give it back the next day. Also because I wouldn't have had the strength to change the rear tyre after disassembling and mounting the front mousse.

Atar – BOUTILIMIT
This is probably going to be the last hard special in this Dakar. 1998, at least I hoped for it. Let's start with Atar, there are beautiful trucks, it's a very stony area. It is understood that guidance will be very important. Surely it will be the most beautiful special from a landscape point of view. Dunes and crazy scenarios!! I travel the whole stage with Quaglino. You cover up, we go the wrong way, let's go back and find the right track, it was a footpath, indeed a very ugly uphill mule, I think it was impossible for cars and even worse trucks to pass by there. Climb the plateau, we're in a sandstorm, do not see anything, and the road book says to follow different mountains, with spike drawings to be circumvented as a reference. The only one is to rely on GPS. We are a group of 6/ 7 bike and we slip into a very ugly erg of dunes with soft sand. It seems impossible to me that we should do more 80 km in those conditions. We see cars from afar and chase them. Hall does not follow us and will be lost. Stop the special refueling due to the weather conditions. We still have to make a long transfer of which 100 difficult km. We arrive in the dark. I'm going to fix the bike. (other day without assistance) and filling up for the next day, I see that the tank still loses! Luckily I find the KTM truck and secretly (it was forbidden to provide assistance because it was a "marathon" stage, give my tank in exchange for a new one. I try to mount it but it doesn't square with the frame. I don't know how to do it, at the end I get fed up and tie it with straps and ties. I find accommodation in a Tuareg tent but when I notice that as night companions I have scorpions, I can get very little sleep.

BOUTILIMIT -SAINT LOUIS
The first special of the day is beautiful and sinuous. I had Quaglino in front of me in the rankings of 10 minutes, The goal was to take them back. I'll take it, I pass him and shoot like crazy, everything is fine but in the end I mistake and I lose 2/3 minutes but I always get in front of him. Second special, I have to start with my schedule but the bike does not start, they're in a frenzy, Lose 3/4 minutes, finally I give birth and afterWinkler_1998_13 a few km I sned in a climb among the vegetation almost reached the sea. The bike no longer starts again I lose others 5 minutes, I feel that I'm in a hurry and unpolished. Luckily the special is easy along the beach. Shooting Quaglino, I pass him and give him 2 minutes. Too bad without all these problems I probably would have surpassed him in the rankings.

ST. LOUIS – DAKAR
Pink Lake Special: now the left hand is unusable, I have the carpal tunnel that makes me very bad. Even in the dakars I have suffered from this problem, especially on the right hand.. In the early hours I had to go slowly and then slowly passed me, but those who had passed me no longer wanted to get over it so as not to take the dust again. I had surgery on the right but on the left I have the problem. In any case I stand in front of Quaglino in the PS. even if it's not enough to get past it in the general. This was the most difficult Dakar I've ever run. What a satisfaction to bring it to the end! Instead of being euphoric I feel melancholy, probably because I feel that this happiness I feel, so intense, I won't try it anymore because I understand that this will be my last Dakar.

Ndr: Aldo Winkler will finish the Dakar 1998 30th place on 55 riders at the finish line, fifth Italian at the finish line.

Winkler_1998_14

 

Arrivo_1998

DAKAR 1998 | YAMAHA dominates, but Austria Korps are pressing

PeterhanselAnd’ was the victory race – the number 6 and a record – announced and discounted Stéphane Peterhansel and his Yamaha 850 twin-cylinder. If for the driver French there is the satisfaction of having overtaken Cyril Neveu, standing at 5, for the Japanese company is the number 9. And it will probably be the last since Yamaha has announced its retirement from the “toughest race in the world”.

Leave space for single-cylinder, KTM and BMW, Probably, Honda's return. In fact, the supremacy of this fantastic duo has been very evident since the beginning of the race. Let your spirits in Europe, stages in France and Spain where the approach to Africa was a routine fact rather than a real race, “Peter” has quickly accumulated a considerable advantage, a detachment that he was able to administer with the usual intelligence in the second week.

Only small uncertainties in a triumphant path: some fall, slight technical problems with the fast-moving twin-cylinder Yamaha XTZ 850 Trx; In short, nothing that really could worry this great champion who could, though, no longer lining up at the Dakar with a motorcycle: "If Yamaha leaves – so he said on arrival – abandonment too. I'm too tied to this House to accept another offer. I could only go back to Africa by driving a car.".

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He tried to undermine this overpowering KTM squadron.: a kind of motorized army run by the former pilot Heinz Kinigadner, made up of ten official pilots and a large number of private. The KTM LC4 660 they couldn't withstand the same pace as the Japanese twin-cylinder but they defended themselves very well by winning most of the special tests (12 on 19). On 55 pilots arrived on the beaches of Dakar well 31 they were riding a KTM.

Although Peterhansel was unapproachable – the same men of the Austrian House say so – having placed Fabrizio Meoni behind him, with a not-so-impossible detachment on 18 race days, it was a great performance. The Italian driver was the real opponent of the French: careful in navigation despite the continuous malfunctions of its GPS, a real hard man in enduring his 40 years and then the injury to the left shoulder, able to find the right way in a sandstorm and to be able to get to third and fourth place in the Dakars of '94 and '95.

And even he may no longer be kicking off next year since, despite being a “Official” to all intents and purposes, doesn't have a contract with KTM that protects him for the future. Returning to Italy he found his everyday life and a motorcycle dealership to run. Behind him, always with KTM 660, Andy Haydon, New York an Australian driver definitely used to the big spaces and already at ease at the first Paris-Dakar. And then a South African, Alfie Cox, already a valuable pilot in the enduro. These two pilots, beyond their very good ranking, demonstrate how even novices of the African marathon can assert their skills in off-road driving.

Haydon-1998

The lack of real tra traps in navigation has therefore brought out those who really go strong outside the asphalt, that is, enduro pilots. Let us not forget that Peterhansel himself is a protagonist of the World Enduro. Even our “Giò” Hall, several times iridescent in the category, went very strong, turning the race into a very long mule track. He placed 17th due to some road-book reading errors and some Ignition problems in his KTM. He also risked not finishing the race alone 2 km from the arrival in Dakar for a fall that left him unconscious for a few moments and with the bike almost destroyed.

OTHER ITALIANS Honour also to the other Italians who finished the very hard race: 24th Guido Maletti (Ben 11 Investments) With the Maletti 1998-1its Kawasaki KLX 650R, but he could have been higher in the rankings if he hadn't taken the nine-hour flat penalty for the electronic ignition malfunction. He did not lose heart and continued to rise in the positions. Gian Paolo Quaglino and his Honda XR400R ranked 29th. Quaglino is at Dakar Number 5 and it's the third that ends. Right behind, Aldo Winkler with the KTM 660. And’ one of the veterans with his eight holdings. The Turiner wins the fair-play award because, like a gregarious old, he generously gave to Giò Hall, blocked by electrical troubles and “Official” KTM, the spare electronic control unit of his Kappa.

And then it comes Roberto Boano (38but with 47 years behind), once a well-known crosser and now known as jarno and Ivan's father, much more than young hopes of the enduro. Made the Dakar with the trusted Honda Africa Twin, which is still a twin-cylinder but is light years away from the performance of the Yamaha that won; were nothing more than for the greater weight, the lower power and the different, and less sophisticated, suspensions. In 50th place Lorenzo Larry with his Suzuki DR 350. He did it all by himself, without a mechanic-co to help him, coming sometime late to the bivoiacks, but always spin-to from the solidarity of the other pilots.

edi photos

Edi Orioli, the strategist

The curiosity of the unknown has blood running in Rivulets, given the choices made in his long racing career. But Orioli-1998-1What emerges from the list, long, He has participated in competitions and achievements, is the strategic capability. Without whose talent may not even succeed. Of experience it has to sell: in total she traveled in Africa, in the race, duecentoventimila km. And it is perhaps the only one to have participated in the first eleven editions of the Dakar without ever retiring and closing almost always in the top ten. Inevitable then talk about most known rally, especially considering that dark period of 1998, When he turned up at the start with the colors of the brand with a German team Schalber Thumper. But the story of Edi Orioli is made of choices against the tide, of rationality and passion. Because the DNA is written also a fondness for cars, for perfection. As thirty years ago prepared minutely every detail of his bike, checking that the style, Today she wants to beauty around him.

Edi Orioli, from pilot to entrepreneur. How did this step?
“My story is not that there are steps. My story is made up of many things. As a child I had the passion of bike and then the bike. Went to my bike to the fields and the evolution was taking the Hi my uncle and use it off road. I came back every night with some broken piece. Then my dad took me a Gori 50, the only bike that gave me. From here onwards I started racing in regional competitions and my motorcycle escalation occurred so: I taught myself without following courses and special techniques. You see that I had it in my blood. In addition to racing, over the years I have always remained within the family business, the Pratic, a reality that in recent years has become a leader in its field. See, in 1995 My dad died, the head of the company. I couldn't finish the Dakar anyway, was the issue of 1996, winning it, and then I riavvicinai to the company in which I have always been. In 2007 then I stopped all competitions, Although the bike is always part of my life. But in a different way. The world of events and spotlight doesn't interest me much anymore. I prefer living my passions and my private moments and use the bikes for leisure”.

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What are the highlights of your life?
“Certainly the choice to participate in the African raid. That was the change of direction in my career as a sports instructor. I decided to go to Africa even though I had a gig and I had to run with a team Puch Honda Rally Sardinia. I left the gig and went to do a race in Africa: I fell immediately in that way fuoristrada. I had a gig with Honda and from there went my career. Then I'd tell the switch to auto: my other hidden passion were the rally cars. With whom I raced and won. When I ran the Dakar, in the evening I put down the bike and went into the tent of team auto. I've always been fascinated by the car. And then the last editions of the Dakar I did drive”.

In Africa I have walked 220.000 km race!

Face and win the Dakar has marked you?
“I am not one who tease. I always going for the pleasure of running. To let you know what I think of the victories of the Dakar I tell you what I told a friend a long time ago: “EDI, do you understand how do you win”. In these few words in fact it seemed clear my situation. Understand how do you win is something subtle, You can't tell. They are moments that follow a long preparation. Are moments of decision. Is strategy. And once you try it you know how to present it again. Just so you get the results. And I have to say that I miss the adrenaline rush of an event like the Dakar and today I often go looking for emotions like. For example I've just been to the Isle of Man Tourist Trophy where I finally breathed real adrenaline. There it all makes sense: It is not an event, is a rite”.

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What is the toughest challenge you've faced?
“For me the challenging time was switching from Honda to Cagiva. I was crushed three vertebrae at the Rally of the Pharaohs and the doctors had given me a six month prognosis. But I had to run the Dakar! Dr. Costa came up to me and started therapies and training. I spent three months hard, where I never resigned to not being able to participate in. Every day I used magnetic therapy and then I was lying on a bench in order not to load your back. Eventually I starting, its not in place. I couldn't really think of not being there to Dakar, I had won the year before. I left and I finished the race in the top ten. But it was really a hard moment”.

Car or motorcycle?
“Watch, I just bought the car: an Audi RS6, and I enjoy every time I light it up. How do I answer that “bike”? Despite everything I did on two wheels I love cars. And then I like the Nice: as in my preparation technique. When I had to leave I was accurate: everything had to be in order, from aesthetics to mechanics. For me this was the basis for a good race. And even now I like to be in place. I have my beautiful bike and my lovely car. And I go looking for adrenaline: the RS gives you adrenaline. If you're not using it you miss and you can't assuefarti. I don't like show me but I like nice things, and sports”.

Well, you said what's your car, now tell me what is your current Bike Park.
“In box I have a BMW R 1200 Gs Adventure, a BMW HP2, a Husqvama 300 enduro, a trial Honda Montesa Honda RC30- Vfr750r. And Gori 50 with that I started”.

And what do you think of motorcycle special, customized ones that are going crazy for a while?
“At first I could tell you that I'm happy in this fashion because so bikes that were abandoned in the stairs come to life. Although customized. And then I appreciate those who customize because it is a little’ an artist regardless of whether one if the face or the face do to other. Conversely maybe sometimes the result doesn't mean just use the bike, but only create an image. Anyway I don't mind this fashion, She's nice. Basically everyone tries the uniqueness of the piece, sometimes with obsessive attention”.

Today in which reports are under the brands with which you took?
“I'm one of the few who has endeared him to all my sponsors. I had my philosophy: If someone gave me I had to return at least as. I have also maintained excellent relationships with journalists”.

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And your story with BMW?
“With BMW I have a strange relationship. I have been more hondista, for the beginning of my career. But I had a strong liking for BMW. I did the development of their single cylinder for a year, In addition to race to Dakar. After this came a youngest, Richard Sainct and Monaco I was offered terms unacceptable. I left then. Today, however, I continue to love and appreciate this brand. The rest I could never do without a motorcycle BMW in box. And my philosophy I believe in line with that of BMW: I like things minimal, but well done, solid. I believe in this motto: the desert brings out the most solid things. He told me a tuareg when I stopped after a long layover. Seeing me in motion asked me where and when I had started: I described to him the path, that day I had six hundred kilometers route. He asked me: “How is it possible? I put in two and a half weeks, with camel!” The tuareg made me much thinking. But as former BMW I've never had a relationship like I had with other brands. For example with Cagiva and Honda Italy I had direct relations and engaging: I spoke directly with whoever had decision-making power. With BMW the relationship was cold, I have been dealing only with executives who often changed and so it never created a relationship, all very impersonal. I must admit that the Organization was impeccable: from pilot had everything I could possibly need and I was treated very well. The human connection was a little’ less satisfactory. Thinking about it I'm sorry I didn't try to be part of the myth of Gaston Rahier and Hubert Auriol, and you can even write my name in albi d'Oro di Monaco. I would have loved to try the boxer”.

What was the single driving?
“When I raced with BMW was official but unofficial: my contract was with Monaco but I strongly supported Orioli 1998at the start of the Dakar team Schalber. BMW did not want to appear because it was the first edition and did not want to risk a fool. I retired for a break just incredible: He had slipped a rock between the sump and the paramo-tore. And I noticed that the engine was already melted. All singles were nonetheless moto more fragile compared to twins. Slower even though it had no however reached a good level. But we were forced to use the Thumper for regulation, for-because in those years had been forbidden to bicilindrica. And with the mono were always hang-to instead with twin you had margin of power and speed”.

Bicilindrica, then?
“Twin life. Although it weighs more the pleasure of a twin-cylinder configuration has an unmatched delivery. The single cylinder at the call “vibrators”. Speaking of GS off-road, I have to say that the main limitation is the cardano”.

And what were the greatest difficulties for a motorcycle racer at the turn of the years 80 and 90? And now what do you think are the greatest difficulties?
"Then they could not know Africa. It was organized ,in bullfighting as regards the territory: they put wheels on ignore and constantly changing. Dune, fesh fesh, rocks, Africa is unpredictable. And then you face fatigue less prepared: for example, we knew we had to drink a lot more than we. There was the difficulty of saving the head and the Middle: who didn't came with the air ambulance. And you had to learn navigation and strategy. For the drivers of today's difficulties are not these. There is navigation, There is the saving of the medium: the evening l bike is redone from scratch if it requires shorter milestones and it becomes hard to get lost. Now the fix is take all the trait in focus; the race is tighter. Here's, I could say that today is a real race, So instead it was an adventure: It was only by your own car. Today there are many people who support ".

You traced routes, crossed uncharted lands, organized raid around the world. Today what is the travel for Edi Orioli?
"The journey for me should be interactive. When I leave I have to enjoy the country from traveler and not as a tourist. I face a trip last year. More can't I miss the time. You think that if it were up to me, After this interview, I'd put a shirt and a pack of Tan in a bag and I would start in motion. But I also like to play it safe: having little time I want my outputs are certain to enjoy myself. When childbirth so plan well the trip because I also want to have fun. Motorbike trip fully charged on the dunes wouldn't: This would wipe out the driving fun”.

Of Dakar yesterday and today's developments have broadened quite a bit in the interview appeared on volume of February 2018 Motocross. I wonder: If I could arrange it your way, what would be the key points of competition?
“Definitely would go back to basics. Of course you can't return to Africa, today for various reasons will not be able to organize the race there. But speaking of regulation I ispirerei to adventure and navigation, the nature of the place and safety. For security today we come to very advanced levels. I'd then geolocation systems. But stay here as much as possible to the roots, with camps far from the villages, stretching, and then decreasing, the stages. I would reduce the comfort, leaving more room for adventure. Of course we must reckon with the budget, with sponsors and visibility. I should think about this. At the bottom of the race gave rise to, so I think it might be appreciated by many. It would be a real challenge, I think. Because those who tried, just look at the Africa Race, struggling to take off because the official teams go into making the new Dakar. With respect to Africa Race should be able to invoke multiple teams that differentiate a little’ the set of drivers, results and solutions. Even for journalists today I think it's hard to tell the Dakar. The technology then has a little’ distorted this competition”.

Difficult, however, to imagine a race out of time: banish the technology can?
“Difficult Yes, but maybe it might work. I wonder if the pilots would agree to leave home on cell phone?”

Taken from: About BMW
interview by Lisa Bailey
Photos of Orazio Truglio & Web

ccmbeach

Irish adventure to Dakar 1998

There will always be those who argue that the real Dakar rally took place on the African continent. They are right, Since this was, after all, the original concept – the love of founder Thierry Sabine for the Saharan region and motorsport, gathered together in one spectacular event. And while African rallies have never been days of innocence, those were the days when the organization focused more on competitor in the media. It was not possible to finish at 15:00, then all the end-of-day interviews could be conducted in the light of the Sun, in comfort. The first priority was to help the competitors and the media had to simply do their best to adapt to this. And those were the days when a bivouac was exactly that, only a handful of tents in the desert, not an expanse of camper, Suite for media and VIP Hospitlity.

 

“There was a spell in African events” Remember Nick Craigie. “The loneliness.”

 

Craigie, an avid enduro (then and now), He had decided that he would run for the 20th anniversary of the event. He had run the 19th Edition, in 1997, but it had been forced to retreat after eight days with engine problems.

"We thought would work best with Rotax engine Castrol CCM-R40, a vegetable oil. This was probably true for short-term events [These engines were used extensively in American flat track racing] but with the prolonged hot operation in Africa has led to the accumulation of carbon in the engine, especially on small terminals. This has stopped my bike, and those of Adrian Lappin and Vinny Fitzsimmons. A disaster, but the lesson is complete. ”


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With the edition of 1997, always understood as a rally warming 1998, Craigie learned his lesson and returned the following year as a member of a team of four men all Irish on CCM.
Craigie still remembers that the first two days – still in Europe – were hard as none. The departure was a Place d'Armes, Versailles, in France, 937 km on the first day, below zero until the end. On the second day were other 1182 km course in freezing temperatures, before the third day finally competitors arrived in the Mediterranean port of Almeria.

“I made the mistake of thinking that at that point the cold was over. I gave up my cold weather kit, is his cry liberating was "hot Africa, arrival!”

 

Only that Craigie had neglected the small matter of the Atlas mountains…

 

“The third stage, for Er Rachidia, was probably my worst day ever on a motorcycle. I had already ridden for hours at temperatures of -4 ° C through France, but now I had the same temperatures while trying to cross the Atlas mountains in Morocco. I no longer had my equipment warm and with high winds the effect of wind chill cold was huge. I spent six or seven hours, riding all by himself, relying solely on myself, trying to ignore my fingers numb and shake your body, trying to move on. I was lucky, We saw a little’ of Sun in the afternoon and this was like heaven. The soft warmth that offered me made me continue. In all it was a stage of 14-15 hours. I would have made a very tough ride in the desert in the days to come, but mentally I would judge that day, as worst by far. “

 

The fifth stage would be the final test. A super long day, 1050 km in length with many sand dunes, competitors resorted to cross the famous Erg Chebbi.

“The deep sand was really hard and forced the bikes to consume as much fuel, on average one litre for 7 km, that supported, would have reduced our effective autonomy from about 450 km only 300 km. The organisers had anticipated this problem and set the point too far from where we were ashore. There was no fuel on loan from another competitor – everyone was trying to conserve every drop that had.ccmrear2
“Our Dakar would have ended there – as has happened to so many – but we found a solution by three of us, team riders CCM. We have combined effectively our fuel, putting it all in one motion (Adrian Lappin) and he went to the supply. There he filled each tank he had and went back, along the route in reverse, to break down the fuel. It was a high-risk strategy – He could easily get lost, collapse, crashing, certainly not us – but it was all we had. Fortunately we found, but it took four hours and other amazing 350 kilometers to Adrian.
“And it is at that point, towards the 17:00, in the late afternoon, that our Dakar changes. Dusk comes fast, and it's pitch black before you know it. This changes everything. A distance that you go in an hour in daylight you will turn four in the dark. You can imagine that browsing is a nightmare. At 18:00We calculated that we still had 450 km from runs until the end of the stage. “

 

When we got to check the Sunrise, We reached the bivouac, even as the first participants were leaving for the sixth stage. For teammates of CCM there was scarcely time to refuel, take a snack to eat and make the line-up to start the next phase.

“We were together after the departure. It wasn't easy we ran all day and we wound up running again at dusk. At some point Fitsimmon Vinny lights came on. We were each on our sand dune at that time. I stopped, I went to him to help him, When I returned to my bike I sat and I immediately fell asleep. I just woke up only when Vinny came in and kicked me, telling me. “If you sleep now not going to wake up ever”.
“The stage ended up towards the 4 or at 5 in the morning ', says Craigie. “Then, an hour or two after it was already time to leave.ccmstat
“We had two precious hours to sleep that time, but were essentially 72 non-stop hours in the saddle – We just get a day of rest.
“So many things happened, during the race. Always happened. On that last stop before the rest day we found You Pavey [He also on a MC], He had crashed very hard. We were with him for a while then we loaded up and we escorted up to a roadblock and we told him to stay there until morning; with the next day which was a rest day, would come back in the morning and participate in the demonstration. It was the day nine with 11 still to do!
“Obviously the rest day was anything but. We spent the day changing the engine of my bike ".

The dangers in rallying come from all directions. A danger particularly unpleasant is what arrives by car drivers. Since every day the bikes start at first, It happens that faster machines that follow will exceed a good portion of these few along the way. Be overtaken by a car on the road is not a big deal, but in a rally in the desert is an experience much uglier …

 

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“If there is a safety regulation that I pleasantly shared was the Sentinel system to warn the bikes for a car that is overtaking. When the cars you pass is definitely the most dangerous time of the event. Roll up so much dust that for so long drive practically blind and that's when you might hit a rock or fall in a hole – I mean to hurt you. You may also slow down, but this only increases the danger that the next car lashes out against you and you will be a target very slow. Mentally the stress of knowing that they were coming, waiting for the sudden explosion of noise and blinding powder, was extreme, very very scary, and a fear that we would have faced every day. The only bike was going out from the track, literally a half a kilometre from the path, until you were gone. Certain, This will slow you down in a clear manner.
“Eventually it happened that I too have been invested! We were in a section of the dunes where you make your way to zig zag. I saw this Schlesser Buggy to get, He saw me, but as I passed on a dune, he literally passed over. Me and the bike were completely under him, I was looking at the cup of his car. Obviously I wasn't very pleased, but he didn't stop, leaving me there. I found it at the bivouac that night and I told him my feelings about!

 

The 1998 was the first year that the GPS has been adopted across the Board for Dakar. The organizers have provided a GPS system ERFT.

"Too bad my never worked. Or better, It worked in the bivouac, until about five minutes then no longer worked for the rest of the day. The technical team of the organizers tried in vain to restore it: eventually they thought it was the frequency of the electrical circuit of the bike to stop him. Never mind, I drove by scrolling notes on roadbook and tracking on the ground or the clouds of dust. I admit that I've never been a great Navigator. “

Even with a GPS running wouldn't go better. One day Craigie recalls that his roadbook had a message that said “Next 358km – Navigate by sight”!

“Another day we were suffering what I imagine was a form of snow blindness. Even with tinted glasses, sand sunshine burned your retinas. I was riding with Adrian and we had to take turns one to lead while the other rested eyes focusing on the rear fender of the rider in front of him. When the pain became unbearable, I exchanged.

And when the camp was finally reached – in the dark – not always we found what we needed.

"We had a mechanical support and even the girls were, but we met with them every three days because we followed by plane and then they needed some form of airstrip. There was no way that i could keep up with the support truck rally and reach every night the bivouac. It was too difficult. So for most of the rally we did our maintenance at our bikes.
“At the bivouac awaited us a big tent with rugs, but when we got all the top riders and drivers were already in their sleeping bags – so no room in the Inn! So did maintenance work, and we would in our sleeping bags next to our bikes with a mosquito net over our heads. However there was never much time to sleep ... "

Craigie was lucky he'd had only one serious accident during rally.

“It was late. I was going too fast on some whoops, When all of a sudden I went down and the bike launched by air. While I was flying in the air I thought: “This will hurt, very bad ". But I was lucky. I was raised without nothing broken, I was fine. The bike was a bit bruised and lights pointing in the wrong direction. But I was still in the running, again behind Vinny [Once again in the dark] to reach the finish line. “

 

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Reach the finish line of Lac Rose is the dream of every pilot that kicks off in Dakar. Just getting there was a nightmare …

“Don't you ever from the obstacles of the Dakar. Recover a bit right on closing day. But from there on we became increasingly tired, If you don't sleep you don't get. Are you riding ignoring kilometers, simply counting the days. Often it happens that you're running in a haze, you're not very connected, aware that sooner or later something's going to happen to scare you, so at least the adrenalin would come around and you'd be vigilant for a while.
"At the end I was in a State of total collapse. I had been full two stones and it took me a long, a long time to get back to normal. Over the race for the next eight months I was physically exhausted. My hands and my arms were in tatters. Some might recover quickly but for me it's been a long time before I felt normal again. “

 

ccmstat2


TECHNICAL DATA
Rotax engine 600cc dual start air cooled, single cylinder, with a power of about 50 HP, with a top speed of around 130 km / h.
Standard frame with gussets for extra double welding CCM but resistance. A total fuel capacity of 45 liters. Weighed about 240 kg

Source:
HTTPS://www.rustsports.com/bikes/adventure/ccm-dakar-special_3419.html

Fabrizio Meoni Tribute

We like to remember him so: and true blood!
Hello Fabrizio

Dakar 1998, Hall and Meoni and small gestures that will remain in history

Many people ask me "Pat" on the helmet of Meoni in a video of the Dakar.
Nothing that, just that with Fabrizio had reached a great feeling and then I could "afford" to do something like.
The feeling grew over the years, starting from my first Dakar in 1998, When in a new year's Eve in Paris, a few hours after departure, asked me if we were to stay in the hotel room in front of the TV watching cartoons, When everyone was partying. I laughed and we started talking about Dakar and revealed to me some tricks to better address the race.
Always together in transfers, hours and hours in the saddle, and often in the rain, (do not wait to arrive in Africa), by sharing a few minutes stop at the outlets. "Forbidden" consummation when we stopped to get gas, told me the Dakar doesn't have to waste time and assistance you should arrive as soon as possible, "I remember it well!”.
In companies at the bivouac was a large, greetings and tips for all, Tuscan oil always in "table" in the sand of the bivouac, and some made him shoot the balls, had the cashier the right amount for race days, but then I did offer again. I wondered then an opinion, believer and active as always, We all know of his mission in Dakar.

Speaking of the city of Dakar, When in 2001 won for the first time the race, the dinner/party I forced to "get drunk". I couldn't see Fabrizio toast with Coke all night while KTM staff, on the contrary, make toasts his victory with wine and beer, so he set a goal to drink at least three glasses of wine during the evening, I replied: "and it takes?”. One two three in a row ... in less than half an hour we had a phenomenal fit Meoni, Austrian speaking like the toscano.

Strategic and combative just like a “Wild boar”, and so they called it, He knew Special assault with force and vehemence, but he also knew spending "without a trace".

In fact, It was the strategy that allowed him to win with the twin LC8, in a stage where you had to go on a Wait Point, situated atop a steep cliff, (What Rome tried to climb but then fell and dissolved). Fabrizio with a quick and clever reasoning of CAP (the degrees of the compass), He realized that Rome and I, We were leaving before him, We were on the wrong track, so went out of the track in order not to leave traces and, by cutting off the track for a few hundred metres, turned down the right track that carried on top of the cliff. So it was the only one to find in a short time the direction while we all "we grazed" in search of the track, wondering where it was finished Mahmoodi. The gap gained enabled him to win his second Dakar with a motorbike – believe me I assure you – really challenging, the LC8.

Outside of competition I shared with Fabrizio also many weeks of testing. On these occasions were consuming days and nights sharing room, discovering the various habits, Le manie, tastes, the most loved television programmes, food preferences, In addition to the ride side by side in the odious Chott soft sand for kilometre after kilometre to test the reliability of the engines under extreme conditions. He came to take 1.007 kilometers in one day on a ring of 38 km, (I made her 150 less). Also the development of LC8 was very interesting because it was an all new bike and Fabrizio surprised me with his sensibility when he realized that the position of the platforms was changed so that the bike will not turn.
Did the test, We were sparring in the gym, in the pool and running, but with him it was impossible, too practiced, even the very well-trained Arnaldo Nicoli knows something.
Forwarding remember the laughter at Battle of King, memorable to Ibiza. There was the race with the Jet Ski from Ibiza to Formentera, Fabrizio and I, "Old Sea Dogs", We chose the wrong model of jet skis to the open sea and arrived at the end so exhausted that we looked like two castaways.

I could tell you many stories, but I will not bore you, and so let me explain why the famous "slap" on the helmet.
Was the Dakar 1998 and we were in Mali, in the stage from Gao Taoudeni basin where for safety, saw your mileage, was cancelled the special that became a transfer of more than 1000 kilometers. As I said before, "he in Africa, He wanted to arrive early at the bivouac ", Thus he went to drive almost as if it was a special and I, by good portant d'eau, I had to be with him, but around km 800 I was beginning to have some balls full of keep a pace like that, so I went over and I gave him the famous "tap" to bring to your attention and warn that we could also slow down for a few kilometers, Since it didn't seem like very late, but he dropped that much on pace. He was right because, even though we were the first to arrive to the assistance, It was night by several hours, Since the last 150 kilometers ran among a tangle of slopes in the Fesh Fesh which, faced with the lights of headlights, It was very complicated to drive while striking the right CAP and balance.
Anyone who has tried knows what it's like.

Unfortunately, his favorite race has taken his own life, leaving a deep sadness to Elena, Joel e Chiara, as in all of us, but we will remember him always for his sympathy and helpfulness from Grand Champion and the person who was.

Giovanni Sala

Taken from Enduro rider Magazine nr. 42

Orioli-1998-4

The withdrawal of the Warrior – Edi Orioli Dakar 1998

Many problems as in Dakar 1998, EDI Orioli he never had, and a crack of basement – caused by a stone (!) that has transfixed the carbon protection – He put an end to the race of champion friulano. And the long-awaited return of BMW, that after so many investments and victories with old twins boxer, began developing a single derived from BMW-Rotax of the F650.

A motorcycle, that for reasons of image was fielded in unofficial form, Although it is clear that behind the beautiful prototypes used there is the will of the German House of return to be a leader in the African Marathon.

But the Dakar is no longer what it once, When experience and above all sense of direction and navigation made the difference.

"With the introduction of GPS (the satellite receiver for orientation) now there you lose more – confirms Oberoi on his return to Italy – and basically traveling continuously to throttle. I saw riders pull from morning until night as damned, and I am surprised how the various Rome, Haydon, Cox are still in one piece. With the GPS provided by the Organization this year we had ten way-point.
Too many, so do not lose anyone. I asked for the next edition down to three, because otherwise it completely alters the philosophy of this race. I'm not saying delete the GPS, all in all it is an extra security, but you should not reduce the Dakar to a motocross race».

If you hadn't soon retired you could round off?
«For sure. At the end with a little calm and experience I could easily climb on the podium. Unfortunately we at BMW we had problems with GPS (provided by the Organization) Since day one and, After trying all the possible connections, We tried to replace it with the version intended for cars. Nothing to do. On the BMW is triggered electrical interference that we haven't yet included.
Then a stone is passed between tank and engine protection plate and he cracked the carter. I noticed the control stamp, When I saw the boot in dirty oil. I will have at least 80 km at full throttle and oil was up. Stopping the engine, no longer divided».

After this first experience with the single-cylinder BMW, thou wilt ask German technicians for next year?
«A little’ more power, and especially a chassis with better weight distribution centered and a slightly more limber uploaded. Even the setting is to fix because I couldn't move forward as I would have liked. A streamlined tank solves the problem-rebbe. Besides, these were things we already knew before leaving, but you have not had time to develop new superstructures».

But you can win the Dakar with a Thumper?
«No, at least until the twins will be entrusted to riders like Peterhansel. If cylinder prototypes next year will no longer be allowed at the start, things will change. So I think in BMW and in its development programme. And participate already this year was a correct choice, so we already made the field. And only those who have participated in the Dakar can understand how this is important».

With Peterhansel you could still fight, even if everything had worked the best?
"No, Why drive a twin as the Yamaha means you always have a margin to handle. On the sand the BMW does not exceed 150 km/h, and to preserve a little’ the mechanics wanted a small margin, traveling on 140 km/h. With Yamaha, Peterhansel already guada-PLE had traveling on 160; with that bike I tried to touch 197 km/h and, just to give an idea, with the official Cagiva arri-mass early to touch 208 km/h. Today these speeds do not serve almost more, but a little’ more power is always handy. With the single cylinder this margin does not exist, traveling constantly close to the limit of the bike and this is not good even for mechanics. Surely they are the lightest bikes: I guess my BMW weights on 170/175 kg without fuel and the tanks contain only 45 liters. But the weight saving compared to the two cylinders is not enough to make a real difference».

And compared to other singles co-me the KTM?
"We still lack a little something, but it's not a big deal. My BMW its first participation 80% already judging you and I think this is a big result. Unfortunately in Dakar there are arrived, but the bike is valid».

You have raced with the version with progressive linkage to shock absorber?
"Yes and it was the right choice, as for the Showa fork prepared by Parker (those of Suzuki cross forks 50 mm, Ed) and to the shock of the artisan French Donére, that will be even less comfortable but it is definitely superior to traditional ones».

What's this about?
«And’ a cushion that instead of having within the usual range of lamellas has a very original hydraulic system, with valves and floats involved oil passages. The most important difference is in better traction offering. Also use Peterhansel and Mitsubishi officials. And’ complicated to develop but, Once you have found the right calibration, rocks».

What impression do you have of this renewed Paris-Dakar?
«Auriol is a guarantee, He doesn't lack experience and worked fine. But there were no problems with incredible timekeepers; in all my investments were never so approximate. Showed a superficiality disarming. Finally I missed the Algeria; paths such as those we will find more and not Morocco to cross it's not fun».

Text by Giuseppe Gori for motorcycling

 

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Gian Paolo Quaglino – Dakar 1998

We respond willingly to the mail of our friends who ask us for info or photos of drivers who have left traces in the desert and in the history of this competition.
In this case we respond to our friend Katie Darnell asking if we had material on his friend Gian Paolo Qadri in any edition of the Dakar.
Looking for among our archives we found some pictures of Dakae 1998, his fifth participation by Gian Paolo where he finished in 29th place most honourable, (on 55 bike to the finish) astride a small Honda XR400, not exactly a bison from 100 HP!!!

Our congratulations to Gian Paolo, private indomitable!

 

Maletti 1998

Guido Maletti Dakar 1998

Guido Maletti in Dakar has made 11, finendone 7, and for a few years running with a Kawasaki KLX 650 strictly standard in the category Production. Probably would come in the top ten if, on the second day, He hadn't taken a lump sum penalty of nine hours to the time lost because of the disruption of the ignition. You have not given up and step by step went up until the twenty-fourth position.

"It was very hard, but for me it's still a great satisfaction that he arrived in Dakar, especially considering how it started. A race that continues to fascinate and amuse, I am a big fan of Africa, mechanical motion and to. That's why every year I'm here and, If I shall, I will be back again next».

Maletti 1998-1

Source & photo Motosprint

LORENZELLI DAKAR 1998 MOTORCYCLING

My Dakar 1998 by Lorenzo Larry

The only “true” private Italian who came to the finish line to Dakar 1998 is Lorenzo Larry. Others, In fact, had at least one senior waiting for them at the bivouac, While Lorenzo did it all himself. But his Suzuki DR 350, a motorcycle of third hand to him on the occasion by cousin, He betrayed.

"For the first day I took the flat rate for an electrical problem, and was hoping not to finish the race. Here in Dakar is truly magical and forget all the problems of 18 dreadful days. I did sol-because a little’ everyone gave me a hand: the other racers, But even the mechanics at the bivouac. It's great».