DAKAR 1992 | A new engine to win

Alessandro De Petri had asked the Yamaha engineers the previous year; "I want a more powerful engine but easy to deliver and a lighter bike". And in Japan they fulfilled it. To the impetuous and fast driver from Bergamo, to the other French Peterhansel, has arrived, for Paris-Le Cap, a new bike with the TDM engine 850 and a low weight of nine kilos for a declared dry total of 180 kg. And the Yamaha YZE also won this edition of the African marathon confirming the maturity reached in the previous “Dakar”.

The previous year the Super Ténéré had won the race with Peterhansel unlocking a kind of curse that weighed on the Yamaha. After winning the first two editions of the African race with Cyril Neveu and the XT midica 500 Thumper, the Japanese company had had to mark the pace for ten long years, in favour of BMW, Honda and Cagiva. The new bike takes up the characteristics of the previous YZE so much so that externally looks pretty much the same as the model 1991.

An injection of power allowed the YZE to remain at the top of the ranking. Improved handling also by decreasing weight. In the test, an easy frame and a rigid fork emerge.

The most striking modifications are a longer saddle wanted by De Petri for greater comfort, (at the same time better protect the compass sensor) and a longer exhaust system with a larger silencer. There is also a different and more voluminous protection plate made of aluminum for the outside and Kevlar for the part near the crankcase and an air intake on the left of the fairing-tank to decrease the temperature around the shock absorber.


But the most consistent novelties are under the large fairing and the voluminous tanks. Let's start with the engine that is practically that of the Yamaha TDM 850. It is even the same as the standard engine in ninety percent of its parts: same crankcases, Pistons, witness, diameter of the ten valves, Crankshaft, dimensions of Mikuni carburetors from 38 mm, in addition to bore and stroke (89,5 x 67,5 mm with a displacement of 849 CC). Still present are the two balancing shafts in front and behind the crankshaft and practically indispensable to reduce the vibrations generated by this parallel twin-cylinder with the crank pins arranged to 3600.

Modified instead the suction box (also different from last year's model) which has two filters placed lower; the intake manifolds that have a practically straight course and carry the carburetors further ahead while the exhaust system is made entirely of very light titanium.

Compared to the '91 bike the most obvious modification concerns a longer and more comfortable saddle, a new Kevlar and light alloy protection for the lower part of the engine as well as an overall lightening.

Different from last year's TDM and YZE, the gear ratio further closer thanks to a slightly shorter fifth gear. The ignition is different from the standard TDM and is made to match even with the low-octane fuels recovered in Africa. The convenience of electric starting always remains, a well-tolerated weight boost, indeed required, by the pilots, to free from the effort of pedal starting.


The dimensions of the frame and suspension are the same although great attention has been paid to trying to concentrate the weights as much as possible towards the center of gravity. In addition to moving the intake chamber and its filters to the sides of the upper beam, the battery migrates from the top of the frame to the rear of the cylinders. Its construction is particular since it is a modular structure divided into many pieces. To adapt to the new location, it forms a U-shaped parallelepiped.

The frame has the same single-beam design and still acts as an oil tank for dry sump lubrication of the engine. Practically the design focuses on the upper beam, made of bent and welded steel sheet, which directly joins the steering can notto to the attachment of the monoshock absorber. Four braces fasten and embrace the engine at the front while at the rear a structure, always in boxed sheet metal supports the engine and swingarm. Two half-cradles, in extruded tubes of light alloy, connect under the motor, the front of the frame to the rear.

A decidedly massive and reassuring frame in the appearance to which the three tanks made of aluminum are fixed; the rear is self-supporting and also supports the fender and the electronic compass sensor. The total capacity of the tanks is decreased by 61,5 in 55 liters thanks to lower engine consumption. For the longer stages, however, an additional four-liter tank has been designed to be mounted on the right of the rear tank. The ignition control unit and the current rectifier are now placed in the front area under the instrumentation, before they were housed under the saddle.

As we have said, even the suspensions remain the same. The fork has been revised in calibration, while the shock absorber, cause of many problems to the previous “Dakar”, has a new expansion tank of greater volume and fully finned to better dispose of heat. The Kayaba fork with upside-down stems from 43 mm in diameter retains an excursion of 300 mm and is widely adjustable both in compression and in extension. Behind it remains the beautiful light alloy swingarm built by bending an aluminum plate and integrating it with casting elements; all to form a differentiated structure according to the points of greatest stress.


For safety the attachment points of the progression connecting rod that had broken on the bike of Cavandoli both at the Dakar and at the Pharaohs of last year have been strengthened properly. The rest of the chassis is still the same as the YZE of the 1991 with two floating disc brakes equipped with double piston calipers and aluminum hubs with double spokes that join the rim from one side to the other. A motorcycle “dakariana” or better to say African, in addition to being powerful and easy to handle, it must also be designed from an aerodynamic point of view in order to offer the lowest possible resistance to air and at the same time make driving more comfortable for the driver.

None of the “top drivers” however, it required greater protection and the shape of the hull remained the same as the old version. Fairing, fairing and fenders are made of carbon fiber mixed with kevlar, to be elastic and resistant at the same time. The abundant instrumentation is collected behind the fairing but the Italian TEAM of BYRD has a different dashboard from the one made in Japan and used by Peterhansel's bike. It is higher to facilitate the consultation of navigation tools and the road-book even in seated driving. The dashboard, newly in composite materials, is built in Italy.

As Cagiva Elefant, even the Yamaha YZE we tested was back from the Pharaohs rally. It is that of “Ciro” De Petri and bears the signs of the always rude treatment of the Bergamo pilot. It is a little ruined in the bodywork for the falls and for being trapped in the quicksand of the second day of the race; he also had the misfortune to see himself change the “heart” (read of course the engine) since “Ciro” has suffered a too close encounter with a stone that broke through the crankcase of the engine with sudden leakage of the indispensable lubricant.

It still remains fascinating even if the “makeup” it's not a great evening. The air thus experienced is a kind of guarantee that this bike is precisely the one that competed in the Pharaohs. This same YZE we will find it only more beautiful, without dents and scratches, at the start of the Paris-Le Cap. The test ground is the same that we used for the Cagiva Elefant. Immediate comparison where similarities such as ease of driving emerge, stability on fast tracks, and powerful and still modular brakes. The Varese bike is superior in engine, in its power delivery, in full-bodied shooting from low revs.

As for the maximum value of the power they are probably very close and only the Yamaha appears more angry, more gritty from medium revs up to maximum engine usage. In terms of performance, Yamaha has therefore significantly brought the Cagiva closer, greatly reducing the power gap that was the biggest difference with the Elefant. The weight distribution also now appears more favorable and the bike has gained in handling. The bulk does not scare too much and the set-up in the saddle allows you to better control the bike. In addition, the new saddle is a real armchair so soft and abundant in size without however being a hindrance in the central area.

Obviously the YZE is not a light two-stroke enduro but it is quite easy to drive thanks to the well-calibrated suspension. Especially the rear one always manages to copy the roughness with rigor while the Kayaba fork is too rigid and transmits part of the stresses to the arms. Of the engine we have mentioned the right delivery and the sensitive power that should be around the 80 horses at a speed higher than 8000 RPM. They are almost ten more than the engine of the TDM from which it strictly derives but they seem many more for the liveliness of the character of this engine. The difference in favor of YZE derives mainly from the possibility of having a practical discharge “free” and the specific calibration of the carburetors, from the completely different filter cassette and a modified ignition.

Technical data

Engine twin-cylinder four-stroke front gear and tilted forward by 45 Degrees.
Distribution chain-controlled twin shaft and five valves per cylinder.
Double countershaft balancing controlled by gears.
Bore x stroke 89,5 x 67,5 mm, piston displacement 849 CC.
Starting electric, digital electronic ignition with electronic advance.
Cooling liquid pump with centrifugal pump controlled by gears.
Two Mikuni vacuum carburetors from 38 mm in diameter.
Lubrication dry sump with the oil contained in the frame.
Clutch multiple disc q & #8217; oil, five-speed gearbox, primary transmission with straight tooth gears.
Cycling: single-beam frame in square section tubes and boxed sheet metal elements.
Motor used as a supporting element.
Fork Kayaba telehydraulics with upside-down stems from 43 mm.
Brakes floating disc in carbon steel from 290 mm front diameter. and 230 mm post.
Pliers floating double piston front. and post.
Tyres Michelin by 90/ 90-21 Ant. and 140/90-18 post. total tank capacity 60 liters.
Weight declared dry 180 kg.
Dimensions in mm: maximum length 2440, wheelbase 1580, seat height 965, maximum width 890.

Source MOTOCICLISMO February


DAKAR 1985 | Honda, magnesium for the engine!

The Hondas that took part in the Paris-Dakar are derived from the new XL 600 L Electric Starter, of which deliveries in Italy are starting in this period. In the racing version, however, it has been preserved, for weight matters, kick starter. The frame is the standard one with the rear part decomposable instead of fixed.

And’ the solution of the bolted rear has been chosen to allow a faster intervention on the suspension, the classic Pro-Link. The step is longer (1550 millimeters against 1410) to ensure greater stability at high speeds on desert tracks. The lengthening of the wheelbase was achieved by working on the front end and with the adoption of a longer swingarm.




The forks are aesthetically the same as those of standard, but have been modified both as calibration, with the adoption of springs suitable for the greatest weight, than as braking, with a different system of pumps inside. The monoshock is also modified in the calibration and braking system. The braking system is standard, with a disc at the front 240 millimeters and a double piston floating caliper.

Wheels are traditional (in the standard motorcycle, on the other hand, new concept wheels are mounted in which the radius has the fixing system on the hub instead of on the rim). Depending on the terrain, inner tubes or mousses were used. The engine has a special magnesium alloy crankcase, to save weight, while the cylinder is made of cast iron like that-the normal.




They have been prepared two versions, one of 591 displacement, the other of 630 (the standard engine is a 589). In the race was used the 591, for which Honda declares a power to the wheel of about 44 horses in 6600 RPM. In both versions we intervened both on the bore and on the stroke (97 x 80 and 100,3 X 80 against the 100 x 75 of the standard engine), and for-so the crankshaft was made specially. The camshaft is special, and offers the advantage of better use at low revs.

The compression ratio has been increased to 9 : 1 (from 8,6 : 1). The carburetors and the clutch are the standard ones, while a slightly shorter fifth ratio has been adopted in the gearbox. The air filter, composed of two normal sponge filters, is placed in the back of the tank. Under the seat, instead of the original filter, there is the additional tank of gasoline. The capacity is 32 litres for the main tank and 11 for the one under the saddle.




The fairing encloses the headlight and the oil cooler, an additional headlight is mounted next to it. The instrumentation, including the trip-master, is electronic.
La Honda, derived from the new XL 600 L Electric Starter, exploits fairly sophisticated technical solutions, like the magnesium alloy cast crankcase.

In the photos: the air filter at the back of the tank; the handlebar with the cassette for the "road-book" and the digital instrumentation; you can also see the additional headlight mounted on the side of the fairing.

Article taken from Motociclismo April 1985


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.


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.


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.



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.




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.


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


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.


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.


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


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.