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DAKAR 1983 | Le Morini Camel 500 three specimens were at the start of the Paris-Dakar.

Source: Messaggero Veneto and Desert Pistons

The tormented path of Transafrica 80 (the race of six thousand kilometers through the African savannas and deserts) was the best development for a prototype of the Morini motorcycle from which the Carne model was obtained! 500, today offered on the market. The preparation of that prototype for the African test was carried out by Antonio Valentini, the same preparer as the three Camels 500 sponsored by Za nussi and participating in the Paris-Dakar. The machine is the result of the competitive experience of Valentini and his team and the technological evolution of the Bolognese company (founded in 1937 by Alfonso Morini) and the collaboration of Zanussi Elettromeccanica which provided the electronic ignition system.

TESTED IN TRANSAFRICA 80 IN COLLABORATION WITH ZANUSSI ELETTROMECCANICA

Faced with the difficulties of a route such as that of the Paris-Dakar, that puts a strain on all parts of the vehicle and some specific needs imposed by the characteristics of the race, the twin-cylinder from 500 CC. has undergone some modifications and has been subjected to careful checks on the. First of all the engine organs were controlled at the metalloscope, after a thorough examination of the size. The compression ratio has been adapted to the quality of the petrols available in Africa, poor octane.

The tank has been increased and has a capacity to 34 liters: it is also equipped with an anti-slip sponge. The air filter has been completely moved and is in a dust-sheltered position, sand. stones raised by wheels The saddle, Car. has been equipped with double padding and the lighting system of a double front light. But the most interesting novelty is the elimination of the battery with the adoption of a transistorized system for ignition. A system produced by Zanussi Elettromeccanica of Bologna, company belonging to the Zanussi group of Pordenone.

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There are two functions that the plant is called to perform: electronic ignition and power supply of light loads. The system provides electronic adjustment of the most effective value in the alternating voltage provided by the flywheel-magnet-alternator. In electron-ca ignition. the procedure is structured as follows:: the flywheel-magnet-alternator produces alternating voltage, which is partially straightened to charge capacitors placed on high voltage electronic transducers. An electrical signal, which originates from the collector, controls the discharge of the capacitor on the primary of the transducer's high voltage coil.

In this way,. on the secondary connected to the candle, the voltage necessary to make the spark necessary for ignition is obtained. With regard to the supply of light loads. The flywheel-magnet-alternator generates an alternating voltage whose effective value is controlled by the electronic regulator in alternating current on which the light loads are inserted. On these it is established, starting from a minimum number of engine revolutions. an almost constant voltage that is not affected by changes in the number of the engine.

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motomorini-1985-1

Dakar 1985 | Used Morini motorcycle makes good rally

Typically when it comes to twin-cylinders for African rallies until recently you could only refer to BMW, and after the Rally d'Algeria in November also at the Ligier-Cagiva with Ducati engine. But there's another one of twin-cylinder, italianissima moreover since it is the Morini, which also maintains the compatriots suspensions Marzocchi where they generally focus on the Swedes Ohlins.

Three years earlier the trainer Valentini of Prato he worked hard with a well-prepared team, but he was mocked by a distribution strap that left all the pilots on foot. In 1985 they tried again Cecccherelli - Wikipedia — but unfortunately for him the race lasted only one week (Fracture) — and Gagliotti - Wikipedia that went all the way to the mythical beach, of Dakar with a bike more than used: "Morini went well, helped us a little bit’ luck, and we did it. The assistance was what it was (Valentini and Deganello in the Fiat Campagnola already prepared for 1'83) and he did too much. Motorcycles are just the same as two years ago: chassis and advance as standard, of course tank increased by 38 liters, different shock absorbers. They are certainly outdated compared to the others but overall they have been able to get here. In addition to being 17th until the last stage I am always second in the class up to 500».

Deganello: "This year morini's commitment has not been, the participation was in private form of the Valentini dealer mostly for Gagliotti's determination to make the race. Despite the release of camel's new model with single shock absorber and a certainly better bike we did not have time to prepare it and we preferred the same bike as two years ago. Marzocchi has revised our suspensions (they're not even new so, n.d.r.) and morini the engines. Valentini made available everything that was already there: motorcycle and Campagnola, Spare parts, equipment and himself..

1994_1 Kawasaki

Dakar 1994 | Il KLX-R di Alvaro Best and Xavi Riba

In 1994 Dakar changed ownership and the event became the property of the ASO Group, which by the way had and continues to have sporting events such as dakar itself or the Tour de France.
The course was an experiment that hasn't worked since the race left Paris to reach Dakar and then return to Paris. That is, a Paris-Dakar-Paris with 13.379 kilometers of route to which they have signed up 96 Motorcycles.

 

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Among them the Kawasaki of the unforgettable Alvaro Bultó, sympathetic and sporty uncle who made his debut at dakar after going through various modes and fire retardant Xavi Riba. Riba had a lot of experience in the test as he had participated six times before making his Kawasaki debut.

Son of Bultaco FX founder Bultó and originally a motocross rider, Alvaro was the best debutant at theIMG_7156-e1548414682787-225x300 Dakar of that distant 1994. The charming Bultó who became famous among other stories for his tve shows, was a regular in asphalt rallies, a specialty that disappeared and where he came second in Spain with his brother Ignacio.

He also distinguished himself as a supermotard sprinter and driver, before abandoning the motorcycle competition after the Dakar (he got back in the car) and focus on other challenges like flying or freefall. In 2005 with his wingsuit begins to fly high: crossing the Strait of Gibraltar in free fall and an average horizontal speed … 208 Km h!

Unfortunately, he suffered an accident that cost him his life in August 2013. 1994 Alvaro Bultó and Xavi Riba went to dakar with their Kawasaki, the brand was imported by Derbi Nacional Motor, that gave them two KLX 650-R that were fully prepared for the great African adventure. The Kawasaki KLX 650 in version R produced 48 Hp of power to 6.500 and was equipped with a single cylinder with double camshaft and liquid cooling.

The frame was a double perimeter beam in molybdenum chromium inherited from the motocross version to which they had to Kawasaki_1994_2some changes have been made because the engine of the Klx it was higher. The suspensions were prepared by Felipe Higuera, who was one of the best specialists in our country and, keeping the Kayaba fork as standard, springs and oil have been modified while preserving the 300 mm. Trip.

Behind was mounted an Ohlins shock absorber (280 mm). The most laborious section was the assembly of the additional fuel tanks. Two were placed at the front, trying to place the weight as close as possible to the center of gravity to get handling. Two side tanks were also placed in the rear. It featured an impressive kevlar paramotor plate and there was no lack of escape from the unforgettable Tavi.

The race was an odyssey for both drivers, especially for Alvaro Bultó, who showed great pride and IMG_7154spirit of sacrifice at the finish line despite suffering a painful hand injury, result of a jet ski accident.

They're both done. RIBA 10 ° and Bultó 11 ° after doing the whole race together and showing how other drivers in the history of dakar, that with a practically standard Kawasaki, the dream of finishing the toughest race in the world could be fulfilled.

Italian Maletti repeated his experience in this case on a KLX in the 1998 finishing 24th in the Paris-Granada-Dakar edition. An edition in which the driver "Xicu" Ferrer did not finish the race as he had to abandon his Kawasaki in the Smara-Zouerat stage.

Kawa_team

And in recent times with the Dakar in South America other drivers have fulfilled their dream at the controls of a Kawasaki, among which the Chilean Patricio Carrera stands out.

text: Alex Medina
source: http://kawasakimotos.es/

Al Hamad 1991

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

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

Anyone with knowledge of any other news about the Auribault brothers' adventure can email them to info@parisdakar.it

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DAKAR 2003 | KTM 950 LC8 Factory

I will always bring with me the memory of the day I came across one of the most incredible off-road motorcycles that the motorsport landscape could offer. Was the 3 September 2020 and from there on we would present to the public our book Obiettivo Dakar. Gio Hall would have been our guest of honor and already this was enough to make that day unforgettable. When, with an unparalleled tough face, I asked Gio if by chance it was possible to have his bike on display, his response was immediate and disarming: "if you want to go to Bergamo at Nicoli's and you get it, for me there are no problems, I notice them." And so we did. On the afternoon of the 3 September, this blue beast proudly got out of the van and was settled into its natural environment: on the sand, though not of the desert, but of the shoreline of Marina di Ravenna.

This KTM is an incredible bike: Powerful, high from the ground, Heavy. Imagine a motion of 200 dry kg for over 100 power cv. He demands respect and almost instils fear even just to move it from firm. I dare not imagine what it means to push such a purebred horse to the limit. The project of this bike was born in 2000 and the development of the prototype that you see in action worked hard (Translated: they came to walk even 2.000 km per day!) Fabrizio and Giovanni, followed in every step by the mechanic Bruno Ferrari. The first tests begin in February of 2001 in Tunisia and the definition of the race bike is entrusted to Fabrizio Meoni, always in collaboration with Giovanni Sala. Case more unique than rare, from the indications of the pilots comes the prototype that runs, but not only. Even the road bike, the 950 Adventure, New10, she is the daughter of racing motorcycles and takes advantage of all the directives given by the champions to Austrian engineers.

The 950 Rally in early versions came to develop over 115 horses, but it was preferred to contain its exuberance, to preserve the tires and mousses that did not hold such power over long distances. By regulation the minimum dry weight imposed was of 200 kg, to which should be added the 55 litres of petrol (in addition to mandatory water and various spare parts). So you can imagine how hard it was to drive the LC8 into the desert for hundreds of kilometers every day. Yet both Meoni and Sala with her won numerous stages and Fabrizio led her to success in the Dakar of the 2002.

The top speed was and is stunning: Gio's GPS recorded in the 2003 a tip of 208 km/h in the middle of the desert.

The LC8 engine is a 75° V-twin 942 CC, two-tree with 4 valves for cylinder and carburetor supply. Change to 6 hydraulically controlled clutch gears. The frame is a tingle in steel tubes, while the swingarm is made of aluminium.

Bike: KTM LC8 950 Rally Factory 2003
Engine: 2 75° V-cylinders, 108 horses, 942 CC, 8 Valves, liquid cooling, carburetor power supply
Weight: 200 kg dry weight
Tanks: 55 liters
Saddle height: > 100 cm
Maximum speed: 208 km/h

cagiva-3 property

Dakar 1985 | La Cagiva Elefant, 1st 750 according to Giampaolo Marinoni

The Desert? For a bergamot accustomed to mountains like me it is still wonderful; I like to run there, I like African slopes. i like raids because they're a school of life, a way of feeling free". Yet Giampaolo Marinoni. 26 years, born in the province of Bergamo, a past as a professional runner in European regularity races, a militancy that still lasts in the fiamme oro sports group, those to which many cross-countrymen belong, still door on the face, days away, the signs of "his" desert.

Giampaolo Marinoni doesn't believe in BMW's superiority

Left hanging for the rupture of the clutch of the Ligier-Cagiva in the penultimate stage of the Rally algeria, Marinoni first walked a dozen kilometers alone in the sand, then he found a ride on the Yamaha 600 of ’American Stearns, finished out of maximum time, and finally he fell ruinously out of his face with the #8217;American because these, perhaps for breaking the rear suspension or for putting the wheels in two different grooves, had lost control of the bike in full straight.

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Grudge against the Marinoni desert does not bring any: "I would be ready to start again today for another race", says. You won't have to wait long because the Paris-Dakar, the race in which he will take part on the Ligier-Cagiva alongside Auriol and Picard to counter the pace at BMW, Honda, Yamaha and Suzuki, will start in exactly a month: on January first. Marinoni and Auriol took the African race very seriously: The Ligier-Cagiva (but who knows why the name Ducati, which is the brand that supplied the engine and whose racing department has materially worked behind the bike is never mentioned…) the moment he debuts at Paris-Dakar he will have only two test races behind him: the Spanish Baja and the rally of Algeria novembrino; in this last race the Italian bike has highlighted enormous skills even if the fragility of some components, clutch in particular, they forced her to retire.

cagiva-4 property

The Ligier-Cagiva is fitted with the twin-cylinder L-shaped engine 4 times of 750 cc of Ducati: is the same engine used in endurance racing, even if the power is considerably lower. Bmw's engine is also twin-cylinder, but with boxer cylinders (in 180 degrees between them); the fact that the 980 bmw favourite derives from a much calmer road engine than ducati means that the Italian engine, comfortable in circuit racing, is less suitable for desert competitions?

Marinoni is not of this opinion, far from it. "I think the characteristics of the Ducati engine are very good for African races. Also because on the track Ducati uses engines that develop about 95/96 horses. In the desert you need much less power. This engine will have from the 65 To 75 horses: has been depowered to earn couple, shooting down. This engine from Africa, which is a 750, runs at lower speeds of the Ducati 650 road but it has a lot more progression: in 5000 laps already develops 52 of 70 horses of maximum power.' The rivalry between Ligier-Cagiva and BMW fuelled by the controversial statements of the representatives of the two teams. The German brand has swaggeringly stated that their twin-cylinders, '85 edition, winners a couple of months ago of the Faraoni Rally, develop today a hundred horses. At least thirty more than what Cagiva admits. Which, if it were true, would mean chance of getting higher top speeds.

Piloti_cagiva

Marinoni, on the other hand, judges these statements as pure pretactic. "I don't believe it; i like to say things like they're: I could declare you too 90 power horses without having them, BMW declares 100 horses c Rahier, their pilot, says that his empty bike, without gasoline, Weighs 140 Chili, what for me unheard of because everyone knows how to do the math: a motorcycle like the BMW, by series, can't weigh less than 155 Chili. Also admitting that the Germans worked around it to lighten it, they can't have earned, many kilos because too many are the components to add to a motorcycle for it to be able to face a Paris-Dakar. Components that have a mass. Then an engine 1000 how theirs needs certain masses to work. Only the BMW engine weighs 60 Chili; have ranges equal to our, the wheels are the same, the BMW cardan transmission I think weighs more of our chain; then where did they earn those 20-30 kilos compared to our Cagiva that come to 160-170 kg? Only with plastic tanks?».

One of the most curious changes made to the Ducati engine 750 of Ligier-Cagiva, compared to the road thruster, is the flip of the rear cylinder head. "The purpose of – marinoni explains – is to have both carburetors between the cylinders. The advantage is immediate: the carburetor behind the cilindro would receive too much hot air: this accommodation instead allows us to have the two carburetors close, at the capacity of the large air filter that has a direct suction from the frame through two ovalized holes". A serious problem in motorcycles for African races is the autonomy: must be able to cover at least 450-500 km without supplies. In addition, in the desert the average consumption increases dramatically because the sandy bottom, worsening adherence. often forces the engine and wheel to work empty; the gigantic tanks that inspired 'African' fashion are therefore explained.

The Cagiva, whose twin-cylinder engine is even less parked than others, bypassed the #8217;obstacle with two tanks. "The upper one contains 49 liters – marinoni says – plus we have one under the saddle from 14 liters; first we consume all the gasoline of the main tank so that you lower the center of gravity of the bike; lastly we use the secondary tank. We have a vacuum pump. that feeds carburetors. Of course with about sixty kilos of fuel in full tanks l’trim changes, you have to adjust accordingly before you leave.".

Taken from ROMBO
by Alberto Sabbatini

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DAKAR 1985 | the Test of the BMW winner of the Dakar

Source Motosprint

by Marco Maria Masetti

The legendary BMW, winner of four editions of the Paris Dakar (’81.’83, ’84 and 85), it's definitely for fans of this type of competition the most you can aspire to, and it is for us too, in love with motorcycles and great spaces ever since the #8217;idea of running in the Sahara was of a few bizarre enthusiasts, but already capable of beating-king the heart almost as much (if not more) a fold at 50 degrees or a new lap record. Around the G/S Paris-Dakar (or rather at Project Paris-Dakar, its official definition) a myriad of legends have flourished that speak of unheard-of powers and lack of driveability. Often, In short, l#8217.imagination has transcended and made in this "university of the off-road" an unattainable myth on which 11 profane anything or almost had to know.

1985bmwr980gs property(1)

Now, Instead, thanks to the courtesy of the BMW in the people of the ’engineer Pachernegg, New, team's sporting director Dietmar Beinhauer and all’enterprise of our German collaborator Oscar Wieland, we can offer an unprecedented test of the bike that arrived first on dakar beach on 22 January. Our task has not been exhausted with the test; In fact, we have observed millimeter by millimeter "the most famous boxer in the world" in search of any secrets and special materials that people talk about to explain the reasons for its success.

The surprise was undoubtedly great: few tricks and even less secrets, G/S 1000 Number 101 you can safely take it as an example to confirm that in African races the motorcycle component is’important, but not decisive and that the victory of Gaston Rahier it's fruit, as well as the good work of those who made the bike, of the great attention placed in the smaller an-that details, in the great organization of the team captained by Beinhauer and in the incredible strength of his first guide who managed to bring to the end of the race perhaps the toughest in the world a bike definitely heavy and committed-va like the G/S 1000 through almost 14.000 kilometers.

Speaking of such a famous and winning bike, you think almost automatically of a hyper sophisticated medium, complex solutions. But none of this: G/S Paris-Dakar; how the rallying school wants, a pretty conventional bike that takes advantage (in a truly brilliant cocktail) parts from the series. The engine is, basically a hybrid that takes advantage of parts of the GS 80 and R 100 RS property. The cylinders are 1000 as well as the head and carburetors. The pistons are specially made by Mahle with a shorter cape than the standard ones and with three bands, while the cylinders are standard but shorter and narrower (13,5 Mm).

Lubrication will provide about 3 litres of oil contained in the cup and cooled through a radiator placed under the steering. The filter 1985BMWR980GS5-vi’air is automotive derivation (BMW 2002 You) and takes advantage of the same ducts on the G/S 80. The unloading takes place, very freely, through two megaphones that receive gases from two plywood pipes of the diameter of 38 mm. Electronic ignition (Bosch) with automatic ’-advance adjustment. In addition to the kick-starter there is a small motor d’start-up that uses a rechargeable dry cell battery, but, Usually, GS is started with the #8217 help of a means of #8217 (cold-engined species) or with the kick-starter after hoisting the bike on’high center stand.

The transmission-change group takes advantage of the classic five-speed and the single-disc dry clutch, but upgraded compared to the standard bike. The most important changes relate to the pipelines for the #8217;oil that have been revised to compensate for the different tilt to which the engine is forced, compared to the G/S 80 where it comes from. Very classic is also the cycling part, typically BMW, with a frame in C-#8217;steel pipe at Cr-Mo 25 with a continuous double cradle configuration with extensive reinforcements in the area (evidently solicited) steering cannotto.

The front closely follows the structure of the GS 80 with the differences in the back of the frame that is bolted as on cross bikes to facilitate the work of the mechanics and to make it easier to repair after any falls, The rear suspension also has significant differences from the, since we find a conventional swinging fork exploiting in the right side (where the ’transmission tree is housed) the lining mounted on the G/S 80, duly stretched to 510 mm. On the left side c’is a conventional oval section arm with sheet metal reinforcement handkerchiefs.

1985BMWR980GS2-viOn this particular swinging fork find place two gas units of White Power cross-derived that offer a hike (remarkable for a bike with tree drive) well 280 mm. The choice of this type of suspension is mainly dictated by the great simplicity and the possibility (not always remote in these kind of races) to have to re-enter with a single shock after the failure of the ’other unit. L’front is all made in Italy with a Marchcchi tele-hydraulic fork cross-extraction with stems 41 mm. diameter and offering 300 mm. running.

The L’braking system is mixed with a Brembo disc 260 mm mounted in the front and equipped with double floating ply of charge and a BMW drum to be 200 mm rear operated by flexible cable. The circles are aluminum Akront without edging, cross-style. Moving on to superstructures and instrumentation we find an authentic "rationality manual" resulting from the great experience accumulated by the house in these years. The main tank has a capacity of 50 liters and consists of two shells of Kevlar (Smart choice made to avoid losing all fuel in the event of a tank rupture resulting from a fall) filled with a special synthetic foam with anti-shell functions that occupies only 1’1% of the tank capacity.

Under the seat, covered in suede, a second tank is located, always in kevlar, with the ability to 10 liters. Except for the tank, 1985bmwparisdakar2 propertymade in Germany by a ’specialized company, all carriage parts are due to the work of the ’Acerbis who provided fenders and peep on exclusive design. Note that the small transparent windshield of the K 100 which is mounted to provide riders with aerodynamic cover in road or fastest track transfers. The foot controls are pretty much the same as the G/S 80, like I'm also the footpaths.

The biggest differences we find at the handlebars, a Rentahl anodized gold on which are mounted the levers and gas control of the Magura (Duo model) and a series of accessories designed specifically for the #8217;use rallyistic such as the BMW Motometer multifunction odometer and the two cans with knum where the notes of the road book flow. At the center c’is a compass of nautical derivation. The main box is on the left, on the right is a ’similar structure, smaller where Rahier reads the main notes he drafted himself. In addition to this, on’left end of the handlebars are the keys for cassette player (Walkman Sony) gaston needs to listen to Sabine's morning briefing notes in a hurry and possibly a little’ music.

1985BMWR980GS4-vi Complete the dashboard control panel, l’’oil temperature indicator and pressure light in lubrication circuit. L’lighting is entrusted to a single lighthouse with a diameter of 135 mm derived from the standard one and protected by a metal grate. The tools are contained in a bag on the tank equipped with compartments (is part of the BMW accessories series), while on the back rack c’is a leather bag that contains everything you need for a Paris-Dakar; on Rahier's bike we found a pack of Elf oil, tire levers, BMW vials of air, 2 Bosch platinum candles, 2 ’air chambers, front brake pipes, Cables, tip-top in addition to the canonical canvas tape and the’inevitable iron thread. C’it is also a medicine box with anti-cooking cream, Aspirin, vitamin C com-presses. Antibiotics, saline supplements, patches of various sizes, external disinfectant, in addition to useful tablets to pob the water’water and an anti-diarrhea drug

How are you – It's the hours 9 of a very cold Morning in March, when a number of people came out of the basement of the BMW Motorrad GMBH in Munich 520 driven by a mechanic (will assist me during the test) towing the number on a trolley 101, True Queen of ’Africa, still bearing the marks of the victorious ride. The location chosen for the test is a terrain, equipped with artificial obstacles, in the immediate vicinity of Munich where, Usually, Train the tankers of the ’German army. The cold is really pungent as evidenced by the numerous pools of #8217;water covered with a layer of ice.

The Little Mechanic (he claims to be seven centimeters shorter than Gaston Rahier) fills me with gasoline the tank in Kevlar from 10 litres placed under the saddle, sparing me the 50 litres that are normally placed in the main tank, that would raise the already high center of gravity of the bike by a lot, making it definitely difficult to drive through the gravel ups and downs of the test track. From a standstill the G/S Paris-Dakar makes really impression with its fluorescent white-orange mole dominated by the large, low-bellied tank.

Speaking of size one can only assess the grit and courage of Gaston who runs (and wins) riding a motorcycle that goes just abundant to me that I'm taller than him about 20 cm (support on the ground both feet with outstretched legs) and weighing with the two tanks full and in race setup 228 kg. L’start-up, cold-engined, is done by connecting to the car's engine, moments and the #8217 icy air of the field resonant echoes of the din coming out of the ominous trombones of the G/S. Despite the 14.000 kilometres have left some marks on the bodywork and that rust due to the ’water of the ’Atlantic, the bike is in pretty much the same condition as it came to Dakar: only a normal check was done to electrical details, in addition to a change of ’oil and filter.

BMW Rahier 1985

Silence again, the boxer is silent: I want to try the ’standard start, the pedal one, to better understand what Rahier used to do every day. You start by putting the G/S on the center stand (really difficult feat that sees success only after a d’team done by two people), then you place your left foot on the bumper hose, while with the right he kicks himself on the lever winning the resistance of the two large pistons and at the same time to-take a wire the valves of the carbutors, rotating the Magura Duo in aluminum. A few rides and the engine starts, but it's certainly not an easy’enterprise and requires some mastery. Needless to say, the mind immediately runs to Gaston trying, on the sand, to start the G/S with a temperature of 35 degrees, after a fall.

The G/S engine 1000 Paris-Dakar, right, takes advantage of standard parts derived from G/S 80, like the motor carter, on which cylinders are mounted, heads and carburetors 1000 road and have traveled more than 500 miles of track! The position in the saddle is perfect, very rational, without having your legs in an unnatural position (that is, too open) despite the’tank footprint. I was afraid the foot controls would be adjusted for Rahier's boots, but that's not the case.: everything seems tailored to larger riders as they are, For example,, his companions Hau and Loiseax.

So it's great for me too, with only legs a little’ too flexed due to the reduced padding of the saddle of the number 101 compared to the other two G/Ss entrusted to the French and The German. It only takes less than 2000 quick start laps, and with good agility, once the soft clutch is released. In fact, as soon as it's moving the pounds disappear-no, as is normal on a bike with reasonably concentrated weights at the bottom, but there is still something to take with due caution, especially in the first moments.

I find this on a dirt road, quite similar to the slopes (Best) meeting in Africa. A quick glance, the road is clear, more than enough space, nothing better, then, to unleash all the horses of the Bavarian boxer. Second, third and fourth open gas; practice-mind flies clutching in your hands with force, but without apprehension, the handlebars and enjoying the speed, definitely higher than 130 per hour, with the certainty of great directionality and precision of the ’front. I'm almost going to give up the tension that had accompanied me in the first few meters of the test thinking about how easy it is to drive an off-road like this when, maybe left by the tanks of the German army, I see before me a series of hollows in very rapid succession.

There's no time to slow down, I hold on to the handlebars to contain the effects of that encounter. In an instant the rear is starting to jump and I find myself at more than a hundred an hour riding an enraged bull. When, almost miraculously, I can get over this moment unresotating I think again (and always with greater admiration) Gaston and his, daily miracles on the African slopes. I also look for the personal satisfaction of some surge, but on the heavy ground the rear wheel also sled for the truly elephanty shot of the engine. When the Michelin Desert decides to take it all the more, the front end rises so imperiously that I violently slam the helmet chin against the road-book and compass.

Taken from the KO I understand, At last, that a bike of such weight and power must be conducted in off-road gently taking advantage of the engine pull and its perfect delivery to all règimi without looking for solutions of strength. In doing so, you discover the great qualities of the G/S that you drive away from the limit reveals an ease of driving and a sweetness really unsuspected in such a "monster". Suspensions work very well, with great homogeneity especially, and you can go through absorbing many obstacles, maybe in the second or third with an exciting presence of horses even at the lowest règimi and keeping the high gears inserted.

Our tester during the fantastic test on the army track near Munich. The bike proved comfortable and easily governable as long as it did not overdo it and stay away from high speeds

Using the gas command consistently, even low-speed manoeuvres are easy, but you have to be careful not to lose the dynamism completely at the risk of finding yourself in a curve, maybe in counter-presidency with 200 kilos lying on the ground. He also jumped with the G/S, and safe, he was surprised by the naturalness with which his bulk dives into downhill jumps, always landing according to the wishes of the pilot who has nothing but to balance with little effort the medium almost a 125. I immediately think of the comparison with the then debutante Cagiva Elefant that I tried on Agadir beach at the conclusion of the Rally de l'Atlas.

After an hour of testing, the G/S literally "entered our blood" and even the reverential fear disappeared completely, So we appreciate the excellent skills of the clutch and the gearbox (with the exception of a tendency to vent between first and second) and the positive work of brakes and suspensions that must undoubtedly work hard because of the weight. In this regard all our congratulations go to Marzocchi and Brembo who have realized, the fork and the front brake respectively. At the end of the test, we try again with greater confidence, the cunettes and the steps that only an hour earlier had put me in trouble: everything better now, and the fun begins, the pure one that makes you forget about hunger and cold and those who wait for you with patience now for two hours with a temperature always stopped at zero degrees centigrade. I find another flat stretch and try to unleash all the power, but space, Germany, for this bike is little: it really takes the Sahara.

JCO1 property 1986

Yamaha's history of Dakar

After being the pioneer of the new category “Trail” with the DT-1 and then established itself as a motocross leader with the Monocross suspension, Yamaha has begun the development of two more epochal models for the now thriving off-road market in the United States: TT500 enduro, exit in the 1975, and the dual-purpose XT500, exit in the 1976. Both of these big-singles at 4 Times met the needs of off-road fanatics who enjoyed riding on the wild open terrain and deserts of the American West Coast. Their highly resistant engines had a strong torque, and their sturdy and light frame was able to withstand the vibrations of such a power unit. They immediately became big sellers like recreational bikes, perfect for enjoying a lively weekend ride in America's wild open spaces. The bikes also became the dominant machine in various types of enduro races and won races across the country.

Meanwhile, in Europe the XT500 became an unexpectedly great success for a different use than the American one: her elegant design earned her a growing presence on the road. The combination of its torquey engine and a lightweight, thin chassis made it a handyman capable of using both daily errands and tours, making it a popular choice.

But it wasn't the only reason for his success. Thanks to the passion of a French in particular, that would become the “Mr Yamaha” company, The XT500 would also be the spearhead for the development of another new pioneering Yamaha category.

Olivier has always been passionate about the Paris-Dakar Rally.

His name was Jean-Claude Olivier. At the time, was an employee of yamaha Motor Sonauto French importer of products, but would later become the president of Yamaha Motor France S.A. and would help the pioneer of what was called the category “Adventure, New10”.

Car - Raid 1979 - PARIS ALGER DAKAR - Photo : DPPI MOTO - CYRIL NEVEU (FRA) / YAMAHA 500 XT - ACTION - WINNER, NEW10

Car – Raid 1979 – PARIS ALGER DAKAR – Photo : DPPI, NEW
MOTORCYCLE – CYRIL NEVEU (FRA) / YAMAHA 500 XT – ACTION – WINNER, NEW10

The eyes of Olivier shone as he looked at the 500 cc big-single and thought of the vast and unknown expanses of the African continent, Saying: Is It's time for the bike to be a vehicle for adventure”. He started by competing in the 1977 at the Rallye Cate d'Ivoire (Abidjan-Nice Rally) who has traveled about 10.000 km from the Republic of Ivory Coast, abidjan capital, in Nice in the south of France. In this event he experienced the difficulties and joys of the adventure rally. (The next organizer of the Paris-Dakar Rally also took part in this rally, Thierry Sabine). Then, in 1979, Olivier was joined by three other drivers to take part in the first Paris-Dakar Rally (also known as the Oasis Rally) What “Sonauto Yamaha Team”, riding the XT500. At the time, other car and motorcycle manufacturers showed little interest in this new competition, but Olivier was different. He described his decision to participate as a natural choice based on the XT500 product concept.

Cyril Neveu at the Paris-Dakar premiere
In this first participation in the Paris-Dakar, cars and motorcycles had no separate categories and 2 wheels and wheels 4 wheels have raced for absolute victory. The pilots Cyril Neveu and Gilles Comte have surpassed the many Range Rovers, Renault and other off-road vehicles, Respectively, with an arrival at 1 or 2 seats on the Yamaha XT500. In the second Paris-Dakar the following year, Neveu won once again and the XT500 drivers took the top four places in the race. In addition, of 25 motorcycles that finished the Rally that year, 11 were XT500, more than any other brand.

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Like this, The elegant design of the XT500 destined for California has also won the hearts of many enthusiasts in France and other European countries, arousing in them the desire to “Adventure”.

For the third year in a row, the following year, in 1981, the Paris-Dakar has become a competition approved by the FIA and FIM, and both automotive and motorcycle factory teams quickly started competing. Among the most ambitious participants were the BMW teams, and the XT500 riders now found themselves eating the dust of BMW motorcycles powered by a “flat motor” (horizontal piston engine). The following year, Yamaha upgraded the XT500 to the XT550. It was equipped with the exclusive YDIS device (Yamaha Dual Intake System) the Yamaha, but as the average speeds of Paris-Dakar grew faster, it was a struggle to keep the bike competitive.

The Yamaha XT550 of the Dakar 1982

The Yamaha XT550 of the Dakar 1982

This prompted Olivier and Sonauto to ask Yamaha Motor in Japan to further develop XT production models for new levels of off-road performance and equipment specifically designed for full-fledged rally competitions. Inspired by the passion and determination of France, Yamaha headquarters development team got to work. The result of their efforts was the XT600 Ténéré. The bike boasted an engine 600 cc that kept the YDIS, a large tank to be 30 liters, The first ever front disc brake on an off-road Yamaha model, a Monocross bell suspension, an aluminum fork and more. The XT600 Ténéré was developed in conjunction with the enduro TT600 model for the North American market and had a very high level of reliability. When it was first presented at the Paris Motor Show in the autumn of 1982, the XT600 Ténéré unleashed a new movement that would spread all over the world.

After its official release, Ténéré became not only the natural choice of many Paris-Dakar pilots, but also the choice of many generic motorcyclists who admired the adventure that paris-Dakar symbolized. The Ténéré was the machine that best embodied their dreams and that would start a worldwide boom of cars in style after those that competed in the Paris-Dakar.

XT 600 Ténéré
As a careful observer of the events of those times, current president of Yamaha Motor France, Eric de Seynes, New100, Remember: “When we had the Ténéré 600, it's been a fantastic success on the market. Really, it was great; from a sales perspective, it was a great success”. In the ten years since its release, 61.000 XT600 Ténéré have been sold in Europe and more than 20.000 only in France. Later,, The model will evolve 1991 XTZ660 Ténéré, with a 660cc five-valve single-cylinder engine, and will adopt the double beacon in the 1994.

The Yamaha 600 Ténéré of Dakar 1985

The Yamaha 600 Ténéré of Dakar 1985

While continuing to embody the dreams of so many pilots, the famous Ténéré would come to symbolize the “spirit of adventure” Yamaha brand. The Adventure category, started with the arrival of the XT500, reached a new level of popularity with the launch of the Ténéré, and the category would grow to become a new kind of motorcycle culture. With the establishment of the Adventure category, Yamaha had allowed many riders to participate in the Paris-Dakar, but as far as the results of the races, Yamaha had not won since the second edition of the 1980.

Eventually, it was Jean-Claude Olivier's determination to win the Paris-Dakar again that convinced Yamaha's production model development department to act. The XT600 Ténéré prepared for the Paris-Dakar del 1985 it bore the same name as the production model, but it was actually the first bike that the production model development department of Yamaha headquarters had built specifically for the Paris-Dakar. The fuel tank was a three-part project, with a main tank and secondary tanks to the left and right, total capacity 51 liters. With some changes made by Sonauto, Olivier took him to an impressive second place. In addition to this, 3rd and 4th place also went to the pilots of the XT600 Ténéré. However, with the Paris-Dakar becoming faster every year, victory continues to go to Yamaha's rival and his horizontal twin-cylinder.

This prompted Olivier to attempt to increase the maximum speed of the car for the Rally of the 1986 using the engine 4 cylinders of the FZ750 sport bike for the car, creating the FZ750 Ténéré. But with the disadvantage of its greater weight, the best he could do was finish in 12th place. Nevertheless, his unwavering determination to win the Rally inspired Yamaha's racing car development department to act.

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The following year, in 1987, Yamaha's racing car development department in Japan finally began working on a factory machine for the Rally of the 1988. It was the machine “0W93, New1000” or “YZE750 Ténéré” powered by an engine liquid-cooled 750cc five-valve single cylinder. Olivier also brought the 22-year-old French champion of enduro Stéphane Peterhansel in the factory team. Peterhansel reflected on the events of the time: “This race was my dream. Winning this race wasn't my dream, it was just a dream. And I was really lucky, because one day [in the middle of 1987], Jean-Claude Olivier called me and asked if I was interested in doing the Dakar, and I answered for sure! This is my dream! I want to do this race!

Riding the single-cylinder 5 liquid-cooled valves YZE750 Ténéré (0W93, New1000), Franco Picco came second in the 1988.

Peterhansel was present at the pre-race tests where the last adjustments of the 0W93 were made before eight machines were supplied to the Sonauto team, Belgarda team Yamaha's Spanish team for participation in the Paris-Dakar del 1988. In the race, though, Peterhansel went off-piste at one point and lost valuable ground, making him 18th overall. Meanwhile, Olivier fell and broke his arm bones a week before the finish line, but he ran up to 7th place. Later, Peterhansel would comment on the enormous willpower and determination that Olivier had shown: “I remember when I did my first Dakar. Olivier] he was a runner; it was 88. I started with a good race, but in the middle of the race I made a big mistake and I never managed to get a good result.

The Yamaha OW93, 750 monocylind by Franco Peak

The Yamaha OW93, 750 monocylind by Franco Peak

And I remember Jean-Claude Olivier fell and broke the bones of his arm and tried to finish. But it wasn't possible for me. I said that with a broken arm it is not possible. But in the end, finished the race. It wasn't easy, but then I said, Mr. Olivier is really a strong man, not only with his speed in the saddle, but also [Mentally] why finish the Dakar that way with a broken arm, it wasn't possible for me. And’ been during my first Dakar, so I was really impressed by his [Ability]; he was really strong, you've never [Surrendered] and it was always [pushing its physical limits]”.

Among the 0W93 runners in the Paris-Dakar race of the 1988, was Franco Picco of the Belgarda team to have the best race. Until the last stages of the Rally, got in trouble with Edi Orioli on Honda NXR750, but he couldn't take his rival and finished 2nd. In the Rally of the following year, Peak ran well on the improved 0W94, New10014, but once again he had to settle for second place by a margin of 54 minutes. Although they were not able to prevent the Honda factory team from winning again, the know-how acquired by the 0W93 machine that Picco had ridden would be traced back to the development of the next Ténéré production model.

For the new engine, the desire to maintain the good performance feeling of the original Ténéré single-cylinder, while allowing for higher power and speed levels, an in-line twin-cylinder from 750cc to 10 valves with a 360-degree crank. The engine design was also characterized by a downhill suction socket, from a built-in dual-mast barbell and dry-paper lubrication. Of course, as the father of the “Ténéré World”, Jean-Claude Olivier took part in the prototype tests.

In 1989 it's up to the twin-cylinder, debuts the YZE750 Hold 0W94

In 1989 it's up to the twin-cylinder, debuts the YZE750 Hold 0W94

Then, in the autumn of 1988, The new XTZ750 Super Ténéré was unveiled at the Paris Motor Show. Taking the new XTZ750 Super Ténéré production model as a base model, efforts accelerated towards the entrance to the factory at the Paris-Dakar Rally. In 1990, The 802.5cc YZE750T Super Ténéré YZE750T factory machine took Carlos Mas to second place. Then, in 1991, eight drivers of Sonauto and the Italian teams participated in the Rally in a more advanced version.

That year he finally led to success; The drivers of the YZE750T Super Ténéré took every place on the podium and brought Yamaha its first victory in ten years. It was the moment when the dedication and determination of Jean-Claude Olivier and the Yamaha development team to win the Rally again finally paid off.

Finally, in the 1991 comes the victory with the YZE750T OWC5

Finally, in the 1991 comes the victory with the YZE750T OWC5

The winner of that year's race, Peterhansel remembers that moment: “I remember on the podium, [Olivier] took my hand on the podium and began to cry a little. It was really exciting and it was probably the best feeling of my career [with six wins at the Dakar]. Since joining Yamaha, he put his trust in me and told me to take my time, gave me a lot of support and said he was sure I would win the Dakar. After four years, I won my first Dakar, so for him, [had hit the target]. It was a relationship a little bit’ similar to that of a son and a father”.

The Yamaha 850 of Dakar 1994

The Yamaha 850 of Dakar 1994

In 1994, the rules of the tender have changed and participation has been limited to production models. This forced Yamaha to suspend its stake in the factory, but it didn't affect Olivier's passion for the event. For private drivers who wanted to participate in the Rally, Yamaha Motor France released its own production models built specifically for the Dakar. They sold the 15 units needed, each of the XTZ850R twin-cylinder and the XT660R single-cylinder, a total of 30 Unit. At the time, The XTZ850R was sold for about 140.000 Franks (at the time about 25.000 Usd). These machines continued to help private individuals realize their dream of competing in the Paris-Dakar.

The Yamaha XTZ 850 victory at the Dakar 1996 with Edi Orioli

The Yamaha XTZ 850 victory at the Dakar 1996 with Edi Orioli

The following year, Peterhansel returned to the Paris-Dakar Rally as a factory driver in a car based on the XTZ850R and won his fourth victory in the Rally of the 1995. In 1996, Edi Orioli won the Rally with Yamaha, and in 1997 and 1998, Peterhansel won consecutively on the XTZ850TRX with a 270-degree crank that provided excellent traction in the desert sands. So by doing, Peterhansel scored an unprecedented record of six victories in the Paris-Dakar motorcycle division. These results also helped to ensure that Yamaha won 9 of 19 Paris-Dakar rally that took place until 1998, most motorcycle manufacturers, before finishing his participation in the Rally.

Peterhansel's last win at the Dakar 1998

Peterhansel's last win at the Dakar 1998

Ed: the word “Ténéré” in the Tuareg languages of North Africa means “Desert” or “Solitude”. Yamaha's challenge in Paris-Dakar, tackled together with passionate adventurers determined to conquer this barren “desert of the deserts”, was worthy of the pioneering off-road manufacturer from the beginning. No person symbolizes this challenge better than the late Jean-Claude Olivier, the man who in those years was the unifying and driving force of the dakar challenge. Today, his many successes and his indomitable Spirit of Challenge are not just a model for Yamaha Motor France, but also for every member of the global Yamaha family to be proudly admired.

GileraRA_1990_4

DAKAR 1990 | Gilera, the greatest adventure

by Giuseppe Dell'Olio

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

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

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

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

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

GileraRA_1990_1

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

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

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

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

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

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

GileraRC_1990_1

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

26805433_10155984341543419_6255922007726994350_n

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

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

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

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

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

Red-03

DAKAR 1986 | Graziano Rossi's moto guzzi test 750

Ed: dutiful thought for those who provided us with this article, Pietro Manganoni is the true soul of Moto Guzzi at Dakar, as well as Bergamasco doc in the trenches at this hard time for his city and we all. Thank you.

Graziano Rossi test
Although the photos of this test will not be exceptional, fault of the gloomy and dark day, the opportunity to try the Guzzi today 750 Paris-Dakar is too gluttonous to send her back to who knows when. After more than 30 years the Guzzi re-enacts an "official" racing bike: this is a historic event and the just going up there has me a little’ Excited, how I should try it out for a Grand Prix. Instead I just have to go for a ride to the sea, to guide it on a bottom that looks like the desert, which will be the field of action, next January, of this all terrain that we hope will be the first step towards a great commitment, a great return to the sport of the house of Mandello Lario. For the next Paris-Dakar la Guzzi has prepared three mo-tos that will be led by two French. Drobeck and Rigon, and from the Italian Torri. The entire organization of the race is entrusted to the team of the importer French.

Red-01

IN SELLA – I go up to try the trim and I have a surprise: the saddle is exaggeratedly high and I can't touch it on the ground except leaning on one side; I go down to set in motion: the starter is pedal and fortunately the position of the lever is low and easily accessible. In fact, he leaves now; I leave the clutch slowly with the first and I run him a little’ behind, then, when he took some’ speed, I jump over him! It's the most comfortable way to go! Later, when it was disassembled, I found that the saddle has 10-15 cm of padding and I think you could leave it alone 5 to be able to climb more comfortably and not have to ask for help whenever you have to stop. Once you've left, Guzzi discovers his cards and they are truly remarkable. Red-02I start pulling more and running even on the soft sand, curve-back flat, strong and sideways, pulling the gears, to brake hard, to start again with a low gear, to jump on an artificial bump prepared for the occasion with an axle stolen from a hibernation boat near them.

FULL-TEST MANEUVER – Two features seem exceptional to me, and they're very important: handling and couple. This bike, although at first glance it is of "immense" size, surprises by the ease with which it bends and straightens, also going very slowly, thanks to a really low center of gravity and a low weight: 165 kg dry weight. In the sudden jump Guzzi performs decidedly well proving to be very well balanced as weights. I didn't really think, with a mo-to of this aspect, to drive as with a normal Enduro. Then the couple: it's true that the engine doesn't have much stretch, but with any gear, in any condition, the strength of the first 3-4000 laps is exciting! Even the narrow drift, you should do in the second, it doesn't even create problems to do it in the third or fourth. Also the engine I'm testing already has a lot of miles of testing and is quite spoofed, when it's time to leave for Dakar he'll be much fitter!

SO MUCH MORE COUPLE It doesn't turn very high because the compression ratio was brought by 10:1 in 9:1 to have a lot of torque and especially because the engine does not suffer from gasoline with octane po-chi that you can find along the way. The maximum achievable speed is 170 km/h and the two ohlins shocks with 130 mm stroke, allowing a hike of 270 mm and the Fork Marzocchi to be 42 mm with external adjustment 280 mm travel, they manage to give the bike precision and stability even when in the fourth or fifth full we come across endorses or bumps that we had not seen.

THE ENGINE – Of 750 cc is a four valve that develops 60 CV to 7100 RPM, is equipped with a radiator for oil cooling and the carburetors are Dell'Orto 30 mm with shooting pumps; full tanks, 38 liters the normal plus an extra one under the saddle from 12 liters, Autonomy is of 600 km. The gearbox 5 gears is very accurate and well-related and the cardano transmission does not give any problem for driving, no tears even in the most exasperated changes. It is to be of great advantage not to have the chain, who in constant contact with the sand needs a lot of maintenance and is still in danger of breaking. The brakes are Brembo: a floating disc 270 front and one pierced by 250 at the rear. The tires are Michelin Desert, 17 thumbs behind and 21 Before, with the "bib-mousse", instead of normal inner tubes, which are full rubber sausages mounted inside the tires to avoid punctures. The instrumentation com-takes the counter – Odometer, The Oil Light, the "trip-master" and the equipment to slide the "road-book". Instead the compass is not on the bike but it is the riders who bring it. Well, I'll make one last tirad, one last jump and it's already almost dark. I think this Guzzi has a lot of potential, can be among the protagonists of the African adventure and give great satisfaction to those who wanted it! Mr. Davison, responsible for Moto Guzzi, said he hopes for an honorable debut, maybe to end up in the first 10 and maybe, but he didn't say that, to rediscover what the name Guzzi meant in racing 30 years ago! G.r.