Based on an article by Motorcycling
In the wake of the Dakar rally many collectors have ventured into creating real prototypes that the great houses of hobbies they didn't put in the catalogue. This XTZ 740 was born from the desire to play and revive scaled-down challenge to large areas of sand that have shaped the history of motorcycling.
This time we wanted to make the bike the runner of the year, Spanish Carlos Mas. The bike is a Yamaha YZE 750, in red the sponsor Spanish Camper. After being documented with photos taken from various newspapers, We began work-ing the starting point was the Yamaha 660 The Chesterfield Protar in scale 1:9, favorite sister Yamaha 660 Ténéré, because they are already equipped with rear disc brake. The main change to be made and it required several hours of work was performed on the engine and chassis.
While the starting model is a single cylinder with Central frame cradle, one to achieve is a twin cylinder with double cradle frame open. We kept the same engine base, by modifying the mating plan with forward-inclined cylinders so that the latter are more; These were obtained from two-cylinder heads complete with mono, filed for 1/3, one on the right side, the other on the left side; pasting them together so we got a wide body 4/3 than the original mono, maintaining the existing lights intake and exhaust. After removing the cradle frame Central, We positioned the motor and proceeded, with the square tubes of plastic, to rebuild the two cradles, starting from the Steering triangolatura.
Mounting of radiators, water and oil with their respective handgrip, carbs with associated fittings, petrol pump, intake pipes and painting of all details, including the nuts and bolts of the engine, have completed the part relating to the motor. Side of the triangle of reinforcement we positioned the two coils, one for each candle. For head-engine we used aileron drive media adapted to the original profile. Fork, swingarm and shock does not have undergone changes other than those related to the painting of each particular.
The tank under the seat has changed your listing in the back, completed with the addition of fender taken from Cagiva Elefant, in the same scale and Protar's at this point we realized discharges. For the silencer was used a water bottle that belongs to model BMW 1000, always Protar, adding the clamp ring for fastening to the frame, obtained by cutting and folding a strip of thin plate of a tube of mayonnaise. Double entry of the silencer has parlayed a piece of stock exhaust, While remaining manifolds were made by inserting lead wire inside a rubber tube diameter required and folded.
The tank and the fairing underwent a general enlargement to accommodate new engine and we realized the outbursts for air at the sides of the fairing itself. The front fender was shortened at the rear. The modified engine shield comes from Cagiva Elefant, While the saddle was covered with leather and suede, both red. The Assembly of the various details, additional marker lights, tank caps with vents, road book on the handlebars and a tool bag in the area behind the saddle they completed assembling. Manufacture and fixing of the various written, inevitable glossy protective hand and here our special is ready to face the dangers of the desert.
That the Gilera RC 600 It was a good bike Nobody doubted. The victory in the previous edition and eighth place overall (only sophisticated prototypes in front of him), constituted an excellent calling card for the Thumper Arcore. The Gilera and Medardo have gone beyond expectations with a performance very similar to that of the prototypes. With only 560 cubic centimetres, the RC has been successful on many occasions to keep keep strong rhythm imposed by two cylinders and Medardo has also won the stage of 5 January from Tumu Ghat, the “Special” longer than the Paris-Dakar.
Not all was well for Gilera: tears of the rear tank fuel overflow and poorly secured, broken starter post on the bike Mandelli who requested the change of engine (automatic change of category) and an experimental power that made a tantrum when starting engines, Apart from a shock absorber destroyed by Medardo. The Gilera are satisfied also because they feel that the Dakar is a great help for series production.
Ing. Maden, Technical Manager, is absolutely convinced of the validity of the formula Silhouette of Dakar. The fact that pushed us to compete in the marathon in Africa and particularly in this category, is the specific regulation. Run the entire Dakar without changing engine and chassis is a highly reliable message to the audience. An engine that can withstand more than 10,000 kilometers of continuous torture without problems, is a guarantee for a series.
In category Silhouette engine and chassis are standard while the rest can be changed. To improve cooling we used larger radiators with upper heat exchange 30%. The control unit until halfway through the race was different from that fitted to the RC 600; an ignition that gave very few advantages in terms of power but that was useful to decrease harmful emissions. Sounds strange to mount a similar trigger without essentially cut out some advantages but also this choice is made in anticipation of using the RC standard if ignition resists Dakar means that will fit into any other conditions.
We replaced by half-way onwards once reliability data. Electrical problems have come from an incorrect choice of batteries and an electrical system that during the tests was perfect, While in Africa it was not such a. This particular unit determines the ignition timing according to the speed and diversity of pressure within intake pipes. downstream vacuum carburetor throttle. — Where you changed the bike than the previous Dakar? Last year's race had given us important information: We were in place as engine and chassis, While the handling had to be improved. Since we were unsure in terms of engine reliability, We went to increase performance. We resumed the changes introduced on the RC series propeller 91.
New camshafts more motivated, revised piston design, oversized valves and larger diameter Carburetors (30 mm). We work a lot on intake and exhaust systems rato to extract from the engine to its full potential. Despite the compression ratio was lowered to use low-octane gasoline, We found seven horses more than the previous motion. Now we are about sixty horses to the tree with a consumption that varies greatly according to the conditions of the competition site. They range from a maximum of 6,5 liters on soft sand up to 9 the hard ground. Does not consume little, It's true! A single cylinder must always be squeezed at most to stay close to the performance of two cylinders and then throttle always wide open; extreme conditions also for consumption. In total, the fuel capacity was increased to almost 60 litres, ten less two cylinders.
Not a great advantage. Is a little’ the legend say that mono is easier and lighter of the two cylinders. The weight difference is a maximum of ten pounds in favor of mono and so it's not outstanding. To improve handling and ease of driving we revised weight distribution and placement of fuel tanks. The suspension is new, the Kayaba Japanese, also mounted on the RC-series. The shock is just what standards changed only three internal lamellas to match the increased weight of the bike dakariana, to ease that we used some lightweight material” but nothing special. Kevlar and carbon fabrics for the cowl – rear tank and to the fairing, titanium for engine and rear suspension hardware platforms. For the hubs machined from “full ".
We also broke, and even this drawback we expected, the forward beam where you fix the engine. Between expected and now we solved, because to increase ground clearance we removed the retaining frame which passes under the engine. In this way the engine actually works as element stressed lifting quoting frame. That is why we have strengthened the bolts of the engine by increasing-the diameter up to 10 mm, attack fins simultaneously beefing up on engine. We broke more rods and crankcase, meat instead happened last year; by contrast has almond wafer with a small crack in the frame. This made us realize that the engine can work as an element of stress and probably will use the same solution even in series, Front chassis beam and properly structuring that is another effective information appearing on the series production.
More tears were those of posterior composite tanks. They were all new parts, ended up at practice the day before leaving the tanks have had mechanical problems. The rear suspension dabbed a little’ Too much, so as to touch the disc brake caliper with the inside of the tanks. In the design phase we predicted a game 20 mm between the clamp and tank at full travel of the rear wheel. In bolder touched caliper infill; with inevitable breakups. This means that both the swingarm is the retaining frame that sustains them yielded, sagged slightly. Modified suspension settings, the problem is gone. Conversely decreased comfort of riders and motorbikes squirted a little’ too much on holes.
You are marked for small cracks on the front aluminum tanks because of the numerous welds, the bodywork is broken is broken only for falls, While we can't explain the reason of the break up tree M., why this particular had been thoroughly analyse it. It was also changed the engine in Sotelo, because he was burned out the clutch lever play for lack of. All material of friction discs has spread in the engine and a piece went to lock the pressure relief valve of the oil system. Result: Cotto bearing on fro di bella. For the rest no other mechanical problem except the cushion Pan hastily fastened on the bike by Medardo. —
Your bike aesthetically was the most reused. among all those who have raced, and maybe even more aerodynamic.
"We treated very aesthetics but also the protectiveness of the pilot. We left date filter box dimensions, and we built around the whole bike. We tried to protect the pilot to give him greater comfort. Less tired, stronger you go and commit fewer mistakes. The bike had to be the smallest possible depending on the size of the pilot. The height of the windshield and the de: plexiglass has had the sole purpose of protecting air pressure the pilot We instead chose the headlights omofocali to lower the whole area of the dashboard and Instrumentation, and ensure greater visibility. Also these headlights made even better brightness and then more security to those who remained at night in the desert. The latter form is due to the tradeoff between greater capacity as possible and require less space for the rider's legs. In codon had set the compass, and a back up battery. The shape of the entire casing is designed without the comfort of a wind tunnel. Now we will try the bike in these conditions; We want to be ready on time.
Can you quantify the cost delta operation Dakar?
Only pure material exceeding one hundred million for motorcycles, but the entire organization has quite different and higher costs. We are considering whether it is possible to build a small number of replicas of the RC Dakar. The figure is expected to be around 60 million and it would still be a political price. The difference in costs will be absorbed by the factory»
You will be also present in the next Dakar? "Definitely Yes. The conditions encountered in the Paris-Dakar is practically unrepeatable, both instrumentally both under normal measurement conditions of motorcycle. With the African race we can verify many parts of production motorcycle» though next Gilera RC doesn't compete more in Silhouette. We will build a prototype with a capacity close to 650 CC though probably the reliability cannot be guaranteed one hundred percent».
Source Motorcycle Racing April 1991
A cold morning on the outskirts of Paris, a small cross off the beaten path, a pilot with the gaudy colors Sonauto, that warms the muscles ahead of Dakar, caracollando riding his Yamaha “XT 600 Ténéré”: all normal, You'll say. So it seems: But beneath the huge reservoir of “Ténéré” beats a heart that in common with single-cylinder engine of the Queen of the desert did not own anything. It is a four cylinder water cooled, derived from the motor 20 valve “FZ 750”.
It's too early to say whether this fantastic “750” It will be the first January ' 86 at via delta legendary African Marathon, Although the meticulous care of details (apparent as well in the photos of our top secret) clearly demonstrate that this is not
a simple experiment the French importer, but something more which cannot but have had the approval of the parent company. Let us not forget that the same “Ténéré” was born from a “idea” Jean Claude Olivier, General manager of the Yamaha Sonauto and seeded riders for Paris-Dakar.
Therefore, the new franco-Japanese beast, that TUTTOMOTO presents here exclusively, could be the winning weapon in Japanese, determined this year to snatch the BMW Crown of Queen of Africa. Power is not discussed, to test the reliability in the desert.
the motor of the “FZ 750” It was significantly lightened and he worked on the camshafts to reduce power, while increasing elasticity at low and mid. The rear suspension is monocross.
No secret: made for the Paris Dakar, the “Tènéré” 4 cylinders offers many interesting solutions, some guessed by looking at the pictures of our “scoop”. The frame, For example, is that of the FZ, However, reduced in length.
Carburetors, in an elevated position and well protected, receive the gasoline through a mechanical pump. The mammoth tank is basically double and acts well as lateral protection for the liquid cooling radiator. The collection is extremely compact and functional, suitable for off-road.
Text TuttoMoto Enzo Caniatti
In 1994 Yamaha decided not to participate in with the official team as opposed to the amendment to regulation that sanctioned the end of prototype category and not having time to prepare a bike to conquer decided not to participate in, first time since he started Paris-Dakar. Yamaha 1994 presents the new bike XTZ 850 R.
With production costs limited to 140.000 Francs for at least fifteen motorcycles produced identically.
And together with the XTZ 850 R was also presented the XTZ 660 Super Production. The price wanted to encourage private pilots and crews who could purchase motorcycles ready to officially fixed price.
However, experts have secretly assessed the production price of the XTZ 850 R much higher! The patron Yamaha Motor France not denied this assertion, indeed confirmed that the bike was a bike race in every respect and that was worth more than its price. A bargain for the private buyer.
Peterhansel had prepared perfectly his motorcycle and had made an identical series and was almost unbeatable.
Of 15 bikes prepared ten were sold to private individuals, as Tais Sport and the team Les Copains, the bikes were presented and sold in white livery and front aluminum tanks. The XTZ 850 R were very few riders were able to fully exploit these performance, nEl 1996 Orioli won with the White Lady, While nEl 1995, 1997 and 1998 Peterhansel won the XTZ 850 R to derivation TDM passed to the engine TRX, in fact the bikes were homologated for road use with the initials 3VD, as TDM.
A special feature, the bikes were sold to customers with the white frame, While the internal team had the blue frame as the bike. The bike In addition to those at the home of Perterhansel (Dakar 1998) one is on display at the Museum in Japan that is not 1997 (is a disguised clients) one pair at Yamaha Motor France, one or two in Italy the others are one in Spain and a couple between France and Germany.
Almost all XTZ 850 R are still in very good shape and fully functional.
Text Giovanni Mug Fantazzini
For three bikes which have concluded the Paris Dakar were taken, as a starting point, the engines of the XT 600 1989 and the TT frame 600. Interventions on the engine were not radicals. No additional cilindrrata, but only a particular tuning.
The decision not to proceed with the preventive replacement halfway through the race the engine (that would have implied automatic disqualification from the category silhouettes) obliged to maintain normal stresses and sizing. A slight crimping of pipes, an oil cooler (the Yamaha 750 Mono five valves), the kit camshaft BYRD to process the TT 600, intake filter box redone to accommodate the paper element of Renault 12(the only one to be in every corner of Africa) and an accurate fuel tuning, are the few interventions carried out on the engine. The exhaust system was built from scratch on the BYRD, competition exhaust system with a megaphone and end friction Cone, It's sheet 0,8 mm thick. The collectors into the cylinder were kept in two pieces (one for valve) It was connected to a silencer for European transfers.
The ignition was the original of the former as well as the cylinder piston valves and cylinder head; the latter equal in engine engine XT 1989. The choice of layered cylinder rather than with TT galanico 600 was made to enjoy greater reliability towards the inevitable intrusion of sand. The Carters were sandblasted and painted external transparent but only for aesthetic reasons. Carburation was then retouched with a decent minimum and maximum jets enrichment.
The original Crown was replaced with a steel combined with an RK chain Chiaravalli self-lubricating o-rings, leaving only the original pinion. Also noteworthy is a reinforcement for post transmission control, with a lock washer against the bumps and scratches. The lubrication of the engine and gearbox was reliability at a good grade as the Shell Helix.
During the race the maintenance of each bike to required three candles, four oil filters and three complete sets of chain sprocket Crown, countless air filters and gasoline and a complete carburetor for motorcycle by Marcaccini (paid well 4000 FR. the Yamaha Sonauto).
One mounted he inexplicably began to crank the engine regularly nor thorough cleaning has managed to bring it back in starting conditions.
Also this important component has been completely redone, depriving him of any links superfluous and doubling it in full. Then: two coils and two units.
Headlights, two halogen lamps of the Fiat Ritmo were included in a fairing bracket that provides a separate regulation for the inclination of the beam, so you always get an adequate lighting in long discussions of the suspension. Sealed battery adopted, He provided the energy to pump gasoline from a Yamaha Tenere 600: universally recognized as the most reliable by the people motociclistista of Dakar. For navigation were mounted electrically operated Road Book of MD, the original wave trip master XT 600 R and a compass Aeronautics .
The base and the Yamaha TT 600 the front was obviously reinforced with welded handkerchiefs in the Steering area, but also to increase you search 1 liter engine oil capacity that circulates inside the tubes. The bow steering profit was diminished with the usual placchetina by welded tube, measured the outer corners has a width of 50 mm instead of the normal 20 mm. This is to prevent, in case of a fall, the fork tank backgrounds. The back instead was redesigned is built completely.
Swingarm attacks. However, more work was required by the design and construction of the swingarm. Longer and well 150 mm compared to the original, It was built in Carpental, the outdoor unit is 80 × 35 mm.
The attack to the chassis is done through two plates billet and combined with two arms for welding. As you can judge from the photos the swingarm denotes a truly fine finish. It should be remembered that all the workings of chassis that have been carried out with the help of specially constructed masks. Jack stands, particularly important, lateral type and placed on both sides of the bike. If lowered simultaneously, the rear wheel stays off the ground, allowing for easy replacement in the same. On the left keeps the original crutch enriched with a wide base of nylon to prevent better the Foundation on sand. On the other side we find the type container gantry mounted by the official Yamaha. In fact was created on the basis of some photographs.
The ward is served by a traditional Kayaba fork suspension, official backgrounds with 43 mm and from Mont Ohlins devoid of external hydraulic adjustment in compression, with leverage of progression of TT 600
The beautiful fork is fully invoked by full regarding pictures and pumping elements and is equipped with quick release wheel (Although, its usefulness now that the mousse have taken over over traditional). Within the pumping elements is mounted a cavitation system for hydraulic oil. Longer final calibration tests instead mono shock, which has been called a few days before departure for Paris. The Reed inside works set in specific Ohilins oil and in tune with a spring from 9,5 kg (slightly more closed to the weight). The internal pressure is 15 atmospheres and we must specify that during the race he never made it necessary to replace the damper unit in any of the three motorcycle,
Billet fork plates that if working 2 Avional blocks 24, unchanged steering geometry, but increased the height of the same: 38 mm for the upper and 40 mm for the lower wheels were assembled in the workshop of Wild Team with hubs and spokes from officer, and normal production circles Takasago. For the latter, however, it had to buy non-perforated for RADIUS, that was done after the specific drilling required from the hub, designed for rings DID.
And caps wheels and swingarm Marcaccini's Malik went to the specialist Poggipolini, that takes them in steel, While the nuts and bolts, we tried to keep the original, judged excellent. The brakes were supplied by BYRD and stand before a nice cast iron Brembo disk from 300 mm floating flange mount widely breached and made of light alloy. Later comes to help to curb the over 160 kg dry weight of this special steel disk 230 mm coupled even it has a two-piston Nissin.
The handlebars are the original controls of the XT with electric ones modified functions. Only the handlebars, one Zachariah sets our have chosen for its exceptional strength, It is mounted with a particular bridge, always fold connecting the two fixture brackets to the top plate. Thanks to this particular Marcaccini in 1988 could conclude 1000 km of a leg broken in half despite the upper triple clamp, with only the aid of a nylon strap provided by Clay regazzoni.
Finally we left those who are perhaps the most important pieces to have functional and at the same time a motorcycle ride: receptacles for the location of 60 l of fuel which you must carry during the African Marathon. Build tanks for an enduro is not an impossible task, but do it for the Dakar, and then in the most robust possible is another deal.
We wouldn't want to expire in rumors from shopkeepers, but the same official complained the last Gilera blazoned Paris Dakar, leaks from the tanks that the poor mechanics have had to repair often. All superstructures for their special are their most successful details. Made of folded aluminium sheet, shaped and welded as few but plumber can do. Please note that the bike protagonist of the service, though restored is still the bike that led Mabuya from Paris to Dakar. Coming to the point we find the two front tanks, for a total capacity about 45 Lt. easily removable with a link to communicating vessels for an immediate reading, while driving, gasoline still available.
The draught of the precious liquid takes place thanks to the electric pump already mentioned, assisted by a trigger hand pump type rubber speedboat. Under the seat, covered in faux suede, for better grip on the backside, There are others 15 Lt. of fuel. The rear locks the rear cradle and comes with two handles very useful in cover-ups.
Within these enclosures was introduced a special foam to avoid violent rinses, otherwise dangerous in driving, and especially when cornering. The water tank is placed under the engine (required for regulation) with its 6 Lt. about capacity, the battery compartment and a large closet for any spare parts and tools. With the bottom plate, the latter also serves as a protective shield for the crankcase.
Finally the windshield and the wings were made out of Wild Design Team even though it clearly inspired by those of the official Yamaha. In their design was curated especially repairability in case of accident. And we must recognize, After seeing Marcaccini at work, that all the trappings dismantled in minutes. A great job then, especially considering the excellent overall result that did not fail to impress various representatives of foreign press and I same opponents.
Ed: all 3 Yamaha's Wild Team reached the finish line in Dakar, Montebelli 17°, Abbasi 28° and 30° Marcaccini.
To try to avoid the excessive power of prototypes to Dakar, race direction towards the end of 1993 will changing the rules, and introduce the category sports prototypes, motion of derived from the series. The Yamaha having little time to prepare and divergences with the race direction, no sign up no team to Dakar 1994.
During the 1995 the Yamaha Motor France could no longer count on prototypes from Japan, in his own Studio prepares two small motorcycle series, 15 two cylinders and 15 single cylinder. The twin cylinder directly derived from the prototype in 1993, Barigo frame and TDM motor, as featured on the registration certificates of motorcycle, bike suitable for professional pilots and experts.
The single cylinder engine derived from the XTZ 660 with chassis modifications, suspensions, the airbox and abutments, adapted and prepared for amateurs who were in the sphere of Yamaha France.
The important changes were been tested by Stéphan Peterhansel at Nevada Rally.
The fuel capacity was increased to 37 litres with two aluminium front tanks (an optional rear 5 liters), The Paramotor receives a water reservoir in aluminium, the removable rear subframe is steel, the fork is a Kayaba from 43 mm the range YZ prepared in hydraulics and the springs, the shock is an Ohlins dedicated measures and in the tank, the box section aluminium swingarm is made to measure with a chance for quick removal of the rear wheel, the silencer is a First Racing, the airbox is original but amended (with a wider aperture and a second filter, Some were equipped with dedicated aluminium filter case).
The windshield and side covers are in polyester reinforced with carbon fiber, front and rear fenders come from WR 250, the saddle is specific polyester. The navigation equipment is required and includes electric Trip MD and triple ICO.
The sale price included the bike, But even a kit of parts provided, assistance and transportation of meals during the event. The 15 motorcycle will quickly find buyers, including the Team "Les Copains” composed by Christian Sarron , Pierre Landereau, Philippe Alliot and Raphael de Montrémy. Jacques Laffite will race on a TT 350 and Thierry Magnaldi on XTZ850R.
Among the other drivers even the pilot famosl/sailor/journalist Thierry Rannou, Egfried Depoorter and others.
About half of 14 Moto also raced in the Dakar 1996 with Marc Troussard, Michel Servet and others.
Saw the request, and the high price of Super Production, the Yamaha Motor France, prepared in 1995 two sets of bike for racing raid, the Marathon and the Marathon Rally, both made to base XTZ 660 but with few and targeted changes. The Marathon: tanks and suspension. The Marathon Rally: suspension tanks and filter box. For both no changes to the chassis.
Special Tks Giovanni Mug Fantazzini
The rally of the Pharaohs was approaching. Would leave in early October and represented an important test bench into sight of the next Paris-Dakar, l & #8217; most important event of the season in Africa. The Egyptian race took on a major importance for Yamaha, After an unsuccessful pursuit of victory with its Thumper, always protagonist, but always defeat in recent editions, He decided to comply with the plan chosen by Honda and Cagiva (but not by Suzuki) building a twin-cylinder marked with the initials YZE 750 T.
Was setting so the abbreviation OW that the official bike rally had divided along with the 500 from the Grand Prix. Before the official premiere to the Pharaohs baby girl Yamaha took his first steps in Japan with Franco Picco and Stephan Peterhansel who had the opportunity to try that again in France, amended accordingly on the basis of information provided by them on the occasion of the first test. Peak and Peterhansel came back riding just off the beaches of Le Touquet where former home of the famous enduro race, and both were pleased how it improved the bike, giving up a few kilometers in top speed in Exchange for a larger shooting at low to medium schemes.
The new YZE 750 T were available only two specimens for peak and Peterhansel, but two other bikes will be completed on time for the Paris-Dakar, one for the Italian team and the other for the French #8217 &;. These are the first images of the official bi-cylindrical accompanied by technical data not too thorough for the traditional secrecy of the Japanese, rather reluctant to reveal the "secrets" of their creatures.
The engine capacity was about 800 cm3 and power exceeded 70 CV to 7500 rpm for a top speed of 170 km/h (against the 150 km/h of the «mono»). The frame was lower than the OW 94 (renamed today YZE 750. The fork had stems of 46 mm with a & #8217; excursion 300 mm. The rear shock was instead of 260 mm. The brakes were both to disk and a dry weight of just 190 kg. For his latest creation, the Yamaha had made precisely the complex equipment necessary to address rally.
The trip master the electronic compass everything had been prepared for Iwata and the bike came to Europe already "ready race», only to be painted in the colors of the sponsor. Traditionally were the teams to deal with purchase and mounting of instruments, become increasingly sophisticated over the years and decisive for the outcome of the races #8217 &;.
Special tks to Stefano Magician for article #8217 &;
The XT to Paris-Dakar ' 85 Yamaha attending the Paris-Dakar rally were of two types: those officers, prepared directly from the House and managed by the French team Sonauto, who conquered with Olivier second place, and those prepared by Belgarda, that after dominating the competition with Peak have finished third and fourth with the same peak and with Mad. We have analyzed the version prepared by the Italian team because, approaching closer to mass production, lets make some interesting comparisons.
The motion of Belgarda represents a real collage, because it uses parts of the TT600, the XT 600 Ténéré and 490 by cross. The frame is that of TT 600, braced at the rear to support the weight of the extra fuel tanks and tool bag. In particular it has been soldered a reinforced tube that goes from the attack of the swing arm from under the seat. Compared to the standard chassis then added two skid tubes, one on each side, for increased protection, and the Centre stand for easy servicing.
The fork and the rear swingarm were provided directly from Yamaha and they equal those of motorcycle officers. The fork has the stems from 43 mm such as the TT 600, but has the sliders with the quick release front wheel. Clear springs are reinforced for extra weight that must endure. The swingarm is an experimental model a bit higher than that of series. The rear shock is to set, While the spring again this is reinforced to withstand greater load.
The wheels shall be those of the 490 by cross. The tires were mounted, Depending on the land, with the air Chamber, putting behind a double Te rim to avoid tearing the valve, or the «mousse» solid rubber. The «mousse» in particular has been used on the rocks or on hard surfaces where the risk of puncturing is very high.
The braking system is a cross between what the XT 600 Ténéré and the 490 by cross. On the front there is the hard braking with the Group of Ténéré (pump and caliper) the cross bike which ensures greater reliability. At the rear is the drum brake group are from cross.
The engine is the TT 600, structurally identical to that, the Ténéré but already in the beginning a bit more powerful (about 2 more horses) and above all more generous in low. To earn another shot at low was replaced the camshaft with that preparation kits that Belgarda markets, and has been given special attention in the design of the Terminal part of the free outlet exhaust, which also takes advantage of the OEM manifold. It has also been changed to accommodate the Carburetors calibrated airbox on the tank.
In the race then you used the barrel of the Ténéré with cane in. cast iron instead of TT with the chrome barrel. Are also standard clutch and gearbox, the latter is how all that as scaling relationships. He spoke instead on the final report, adapting gradually to the characteristics of the route with the Crown replacement. The chain is strengthened, of the type used on dirt bikes.
The tank has a capacity of 39 litres and is the same as the preparedness kit, Inside is completely blank; the pilots themselves have renounced sponge inside because the half-empty tank of fuel to annoy not shaking the Guide and earns a liter capacity. The side tanks were made specially by Belgarda. The water, required for regulation, has, a capacity of 6 liters, that of petrol by 10.
The superstructure is completed from the saddle of the Ténéré, from a rear fender Acerbis and windshield, enclosing the radiator of the ollo (the Ténéré is set next to the engine). The fairing protects the instrumentation that includes tachometer, speedometer with trip-master and oil temperature thermometer. Behind the fairing are also the compass and a cassette for the roadbook
Text: Romulus Ciancamerla
Using the term "adventure" in defining participation in Dakar with a 125cc class, It is hardly a stretch: If you already participate in and finish this race with a motorcycle of engine capacity and adequate power is reserved for the chosen few, try doing that with a bike of this displacement is truly something that borders on heroism!
The first problem is that of mechanical reliability: with a bike of this displacement one should always be at the maximum engine capacity, Sandy is hard on those tracks, because otherwise the stages you end up the next day! When you are able to preserve the mechanics and have a proper assistance – with a quantity of spare parts allowing a frequent replacement of pieces that would fail to do the entire race (piston loads, cylinders in quantity. and even some complete engine!) – in each case a rider on a 125, as far as expert and bravo may be, always comes evening, If not overnight, so it must have a physical resistance even more than is necessary to pilots of higher capacity.
And don't think that the lighter weight of a 125 It can be a weapon in favor: due to the fact that it must always be full throttle, the consumption of 125 they are also much higher than those of motorcycles with a cylinder capacity exceeding, then the Challenger with 125 must bring more gasoline and, Eventually, the weight of your bike will be only slightly lower, In addition, at least in Dakar than once, should also provide for more supplies. The 4T only in the very early editions were used (too low the power to stay inside in increasingly pull that Dakar after Dakar organisers were invented), so were complicated by the need of having to make mixture: While it is true that use an automatic mixing system is too risky (you could keep it protected from sand!) It is also true that making mixture in the middle of the desert is not the easiest operazine of this world!
To give you an overview of all these "Heroes" who tried to arrive in Dakar (When you arrive there!) or at the bottom, share the story of the Dakar into 5 great periods, they have also formed the evolutionary stages of this great event.
THE BEGINNINGS: THE FIRST PARIS-DAKAR 1979
On New Year's Eve 1979 a heterogeneous group of 200 adventurers, the most unlikely vehicles (in 2,4 or more wheels, then the ranking was not yet separated), He departed from the Trocadero in Paris to reach the capital of Senegal, Dakar, that still was a simple point on a map and whose name was not cloaked in legend.
To lead this caravan there was that Feri Sabine, He had contracted the ill of African adventure by participating, with one of the few motorcycle (disapearing for 3 days in the desert!), two years earlier at the Rally Cote d'Ivoire, organized by Jean Claude Bertrand, that was the reverse path from Abidjan in Nice and it was in effect the precursor of Paris-Dakar.
The first Dakar bikes were about half of the members and there were also four 125, two Suzuki TS 2s and two Honda XLS to 4T; only one of the two Hondine came down, led by Gregoire Verhaeghe, that, with its 19 years, He was also the youngest of the participants.
Looking at his picture, that seems to come from another age, It is clear that many bikes participants had nothing different from everyday motorcycle, with just a few gear loaded on the rack; in fact, Gregoire used his Car which had already shoulders 70,000 Km.
Although the paths of those first editions followed the trails and road book were only to very few pages pointing to little more than place names of early and late stage (even lesser-known names of the Dakar itself, but that will become icons of Africa. How can we forget In Salah,Tamanrasset,Agadez,GAO, Bamako?!), get down with that bike is considered a titanic enterprise and do it coming 65° on 74 arrived (33° in motion, the best result ever achieved by a participant in 125!!) to understand even more than the young Verhaeghe had all the numbers to make it and proved by participating in other 4 Dakar and ending even 3rd overall in ' 82 with a Barigo 600.
THE YEARS OF THE CONSECRATION: from 1980 at 1986
The success of the first edition had an echo so great that Feri Sabine, year after year, made his run one of the most followed by the world's media. Always faithful to his motto "c'est la Dakar" to justify the criticism that came from all over to the growing danger of a race in which the average rate continued to rise and the routes used to divert more and more often from marked pistes, making the increasingly important navigation.
Although the risk of getting lost in the Sahara increased dramatically, a numerro and more characters (sportsmen and not) wanted to attempt that adventure and brands the Dakar became an event that was getting harder to say no.
The vehicles became increasingly specialized and the bike began to take that aspect from "ship of the desert" is derived from the use of increasingly large tanks that will create that category of vehicles also for series production.
Despite this, someone who tried the adventure on a 125 There was always…and these are the numbers:
1 competitor in the ' 80, 3 in ' 83, 2 in ' 84, ' 85 and ' 86.
During this period, only a pilot succeeded to reach Dakar on a 125: in ' 84 Patrick Vallet ended 40th overall in the motorcycle category, on 54 arrived the 116 Parties, a result of absolute respect, considering they were already years of victories of Gaston Rahier on beast BMW (ancestor of many current GS) and that the Japanese and, timidly, even Italian houses
they were committing more and more directly in the preparation of motorcycle, they were still derived from production bike with appropriate adjustments.
THE GOLDEN YEARS: from 1987 at 1992
Even after the death of its founder Feri Sabine, during the Edition 1986 due to an accident the helicopter from where the "leader" now ran the race and, Although many fans tend to coincide this year with the end of the "Dakar Eroica", the structure that the Sabine himself had created, the TSO, He managed to help you manage growth and Dakar became the most-watched ever motorcycle race.
Now both automakers (Citroen/Peugeot pioneered) is the biggest motorcycle manufacturers were developing prototypes that were created just to try to win that race (that, in the case of motorcycle, production vehicles that resembled then generated, reversing the process followed in the initial years) and the race had become in effect a GP in the desert that you won based more on performance means that the ability of pilots to "find" the right track, Because navigation systems had become very close to those used satellite today and they do stray from the road only if they break.
Despite this soaring performance, a few more "hero" which decided to start 125 We find it: in ' 87 two more departures (but none on arrival!) before reaching the explosion of attendance in 1988, with ben 13 bike 125 on departure.
The 1988 was the year attended by the two Gilera R1, along with the two original team Peugeot "125 Challenge"; In addition to these bikes, already described in the previous issue, they left a Kawasaki, 2 Yamaha, 2 Aprilia , 3 Cagiva and KTM.
The KTM , the famous "double engine", was a motorcycle among the most "absurd", never seen the Dakar: its Builder, Michel Assis, conscious of the mechanical limits of a motor 125, He had not found a better solution that place a second spare engine attached above to the one in use, ready to be replaced in case of damage on the runway!
A special mention should be made to one of two Yamaha, that led by Italian Mercandelli: the veteran of many Dakar was inscribed with an XT 600, but less than 15 days prior to departure was contacted by Belgarda (the Italian team who ran the official Yamaha for peak and Co.) and he was offered a Tenerè 125 "Official". Since the Yamaha team had (and has!) its headquarters less than two kilometers from the historical site of Gilera and because "the country is small and people are talking", nothing more likely the swirling design plan of two Gilera over the walls of the plant in Arcore and that in turn had decided to set up a Belgarda 125 in a hurry; the level of preparedness of the bike and the proposal at the last minute to Mercandelli suggest that the truth is not so distant from my supposition.
In any case, Despite a stake so numerically important, again no 125 He beat half the
race: the majority of the competitors did not pass the deadly first two stages and only the
Cagiva (entered by a French team very well organised) they came close to Agadez… but they could not proceed due to lack of spare parts stop in the desert in their service truck.
The 1989 was the last year of the Dakar rally from the golden years which saw the 125 at the start and two of the three runners, the brothers Auribault (true veterans of this race) they managed to arrive in Dakar, in 52° and 53° position of 60 arrived, remarkable performance considering the level reached by race.
To find other 125 at the start we had to wait another 10 years.
THE YEARS OF CHANGE: FROM 1993 At 2007
In 1993 you reached the minimum number of starters: the turbulent political situation in North Africa had convinced many of the large houses (especially in the area of motorcycles) to reduce the commitment officer and, Consequently, the media coverage was quickly diminished. In this same year the management of the race passes by the TSO to ASO, as if to seal a passing of the baton between the "classic" and the "new" Dakar. In subsequent years, ASO changed many times the path, either by changing the city of beginning and ending, This always in an attempt to find routes that avoid the dangerous "hot" areas that year became more extended, until the edition of 2008 that was cancelled two days prior to departure. The difficulties of the race, though, not diminished and for many years no one found the motivation to try again with the eighth-litre class, until in 1999 He turned up again in France was nicknamed "Monsieur 125", This Gerard Barbezant, He competed in a total of 14 Dakar, all made in 125!
His first participation dates 1985, with a Honda XR 125, that he also used in 1986; in 1987 He joined 2T on a Honda NX125 and then used a Yamaha for the edition of 1988. After a power outage 11 years, returned in 1999, This time riding a KTM EXC 125 He used almost continuously until its last Dakar, that of 2007, race to the ripe old age of 61 years! No longer races the Dakar 2006 because of the pain that brought him the death of the great Fabrizio Meoni, his good friend. Example of passion and perseverance he managed in order to finish the Dakar only in 2003, in an edition which ended in Sharm-el-Sheikh and that was one of the less harsh than ever, to the extent that its winner Sainct, Commenting on the ease said that "had been able to finish even on Barbezant"!
It seems that the dedication of this true sportsman class 125 It wasn't motivated by some form of perverted masochism, but simply because he had never done licences for motorcycles with a cylinder capacity exceeding… And the 125 It was the only bike that could drive!
Although in some Edition was accused of some "trick", namely to cut heavily the path, inning in the vaulting lump of controls… but by staying in the race by taking advantage of the regulation that permits (at the bottom was not a sprovveduto, being holder of 3 engineering degrees!), one cannot but admire the tenacity; However will remain in the annals among the very few to have completed the Dakar 125!
THE DAKAR CHANGE CONTINENT; FROM 2009 TO DATE
The increasingly unstable political situation in the Sahel, that prevents find appropriate locations to build safely race lived up to its reputation, pushes the organizers to cross the Atlantic Ocean and the Dakar remains only the name of something that, In addition to traverse slopes of South America, also lose that aura of "adventure" that had pervaded the history. The race, still grueling, becomes a sort of Enduro "Long Range" with paths that climb the Andes and along the deserts that have more difficulties and the charm of challenge, typical of the Ténéré. The bikes become lighter and easier to handle, but think about using a 125 still has something heroic.
In the latest edition of this year, the Frenchman Sylvain Espinasse, raced and completed the Dakar on a Husqvarna, becoming the sixth rider in history to succeed in the enterprise.
On his bike, equipped with an intelligent mix oil tank carried inside the swingarm, had to replace 5 Pistons to reach upon arrival and had to overcome a difficulty unknown to competitors of old Dakar: overcoming the distance to more than 4.000 meters forced him, sometimes, to fail to reach speeds over 40 Km/h, caused by carburetion heavily greased.
But at the end of his business, Sylvain said that the greatest difficulties he encountered in the overcoming of the dunes; This makes me think that if he tried the old Paris-Dakar might not have entered the history!
Article taken from Enduro nr. 43