BMW1000

Protar BMW 1000 Dakar 1985

Celebrating the world's most famous race, we then thought to retrace the history of this race, looking at the times when arriving on the shores of Lake Dakar was already a feat and the podium was reserved for a select few. Searching among the proposals offered by the world of modeling, the choice fell on a bike that won four times this race, the BMW 1000. Led victorious in '81 and '83 by Hubert Auriol, he doubled his successes with Gaston Rahier in '84 and '85.

The model we examined is the reproduction of the Bmw 1000 with which Rahier ran in '85, made in Scale 1:9 protar. Numerous details that make up this model, printed in three colors (White, gray and chrome), with black and white skin cuts, a cut of adhesive rubber. numerous screws, springs and, as a last detail, a piece of metal mesh. We begin the assembly from the chrome-ray wheels that house tessted tires on which we pass fine frosted paper to remove the gloss of the print and create the wear effect in the rubber.

BMW1000-1

The engine, the classic boxer that for so many years has characterized the BMW models, comes well-detailed, with numerous chrome details such as the butterfly for the oil rod and the oil pump. The cylinders are well 22 Pieces (each fin is a detail that is screwed to the carter) And among them the spring, behaved to measure, supporting the drain. Now we move on to the assembly of carburetors, two Bing chrome with its gasoline filter. The petrol pipe made of transparent material is impressive..

The frame, a structure in round double cradle tubes, supports the engine with four screws and the accessories that complete it are the support for the coils, water bottles and the radiator for the oil placed in the back under the steering wheel. After custom-made two more springs, complete marbles are mounted and then tube protectors for cylinders are mounted. Suspensions do not present any particular difficulties, because this model was equipped with a cardano transmission. The rear shocks, with separate tank, need the coloring of the springs; For this purpose it is recommended to clean the spring with thinner to make it easier to hold the paint.

The front fender has a window through which air passes through for cooling the oil radiator, the metal mesh should be cut to size and inserted from the inside. The handlebars, attached to the top plate of the fork with four screws, has been changed by us. In fact, we have added a tool bag attached to the top sleeper and a manual road-book with command placed on the left knob. A further water bottle has been placed inside the dome that supports the headlight. The tank, made in four parts , complete with two chrome caps.

The saddle should be covered at the top with the rubber properly shaped, and the back with white skin. The rear fender, related tables and headlight, needs a hole near the frame fastening that is easily achievable by following the instructions. At this point, armed with scissors, you have to improvise, following the instructions, make with black leather provided the bag to be fixed on the tank with the transparent window to hold the race notes, and the bag to be fastened to the back luggage rack. The only shrewdness is to use a new blade to cut the straps with which to make the fastenings, because the size to be cut (1.5mm) must be perfect to ensure the belt passes into the buckle. A coat of polish to protect decals… from the sand and the BMW 1000 Paris-Dakar is ready.
Text, photo and model by Massimo Moretti.

 

00

CAGIVA Edi Orioli Dakar model 1990

The African racing season offers us an opportunity to deal with scale models of motorcycle made for the great raid and made famous by companies of various Rahier, Neveu, Lara, Peterhansel and Orioli. Were prototypes developed around the concept of enduro bike, but refined to such an extent as to be considered real Formula one wilderness.

Matchless machines that made dream bikers of all ages and that today, disappeared from the scene because of the new regulations, survive in the form of scale models. Figures presented in this service. Some specimens’ particulars because we wanted to process them, creating a prototype according to our wishes. All models are made with great care, composed numerous pieces and given the relative magnitude of scale lend themselves very well to be used as a basis for other versions.

03

 

 

The Protar has different catalog, all nscala 1:9 the BMW 1000, the Yamaha Ténéré 660 in two versions Belgarda and Chesterfield and the Cagiva of 1987. It is from the latter that we started to make our version, that of 1990 winner of the Paris-Dakar with Edi Orioli. Picking an appropriate photo documentation we started the work. The chassis structurally unchanged was just edited in the Department with the adoption of a suspension upside down fork and a different swingarm.

Cagiva-90

 

 

The first one was completely rebuilt using, existing ones, the portion of the sheath with attacks for the wheel and the brake caliper, the reinforcement rib on the swingarm was achieved by cutting some plastic strips 1.5 mm pasted at the top with plenty of glue to simulate the welds, Finally shaped with fine sandpaper to get the final form. The engine is the same liquid-cooled twin-cylinder Ducati used by both versions, But what we realized is distinguished by the addition of an oil cooler and water pump of different size and position.

01

 

 

The oil cooler comes from Yamaha 660 Ténéré in the Protar, the support has been adapted from an existing sump Guard always shaped rib Yamaha. We used a water tank pump shock absorber. The addition of oil pipes, water and general care of the particular, as the painting of screws and other pieces in magnesium, completed engine Assembly.

The brakes before we painted gold-caliper, later we removed the lower anchor guy staring into the caliper support to the swingarm. Caliper painting and its Gold support and the connection for the liquid to the alloy swingarm have completed the work. For the group the two exhaust manifolds are unchanged, the final part was reconstructed using a piece of rubber hose full hot shaped.

02

 

 

For the silencer we started from a round shaped plastic in its original form and with plastic sheets from 0.5 mm we performed frame anchoring support band with a screw. At this point begins the most challenging part of the transformation, that is, the body. Stucco, sandpaper, patience and many photographs were allowed to shape, on the insides of the bottom of the tank and saddle pigtail. used to have the same attacks on the frame, the shapes of the new version.

Headlights and dome transparent come from Yamaha 660 Ténéré Chesterfield version of Protar. Dashboard, additional instrumentation, fanaliposteriori and gas caps are pieces we recovered from old or broken models (never throw anything away). The saddle was covered in black leather and hand guards we cleaned the lightening holes. Painting green and Red threads, applying the decals and, to finish, a coat of clear protection for prevent the decals be ruined over time, were the necessary finishing touches.

Many Thanks Massimo Moretti, creator of the model, for photos and text.

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Claudio Towers “Pink Panter”, from Dakar 1986 all & #8217; Australia

Returning from the ill-fated Dakar 1986, finished with a retired due to a problem with the swingarm of his Moto Guzzi, Claudio Towers do not lose d & #8217; soul and arranges for a new adventure.

The bike is updated with a headlight fairing aerodynamically, as tendency in those years, fully painted and entered in the following year's Australia Safari. Unfortunately l & #8217; Southern experience did not have much luck, culminated with a retreat because traffic accident with a pickup that caused the fracture of the pelvis of the poor Towers.

 

Ducati 500 P.L. M. Dakar 1981

Ducati 500 P.L. M. Dakar 1981

The amazing Ducati P.L. M. by Xavier Baldet, realized on basis Ducati Pantah led to 52 HP, 150 kg for a maximum speed of 180 kmh. Tubular trellis frame was custom-designed for the realization of this model. Ironically it was the failure of the frame causing the withdrawal of Baldet.

 

Ducati 500 P.L. M. Dakar 1981

Below a video excerpt which testifies to the disastrous retreat of Baldet.

 

 


TECHNICAL DATA OF THE BIKE

ENGINE
Cubic capacity: 498,9 CC
RPM: 9.050
Carburetor: Dellorto PHF 36

TRANSMISSION
Clutch: multiple disc q & #8217; oil
Primary drive: helical gears

FRAME
Forks: Marzocchi 38 PA advanced axle excursion 300 mm.
Shock absorbers: double wishbone excursion 230 mm.
Brakes: drum, front from 160 mm rear 150 mm.

TRIP METER
Weight: dry 150 kg
Fuel tank: in kevlar from 46 liters
Maximum speed: 180 kmh


NXR03

HONDA NXR 750 Tamiya model François Charliat

After several articles devoted to road bikes or racing, This time we're back speaking of offroad extreme, because the protagonist is the Queen of this kind of races, i.e. the Paris-Dakar. The model under consideration is the Honda NXR 750, African Marathon winner 1986 with Frenchman Cyril Neveu. The bike, a liquid-cooled twin-cylinder, specially made for this type of racing from the HRC, the Racing Division of the House of the rising sun, developed more than 70 HP liquid-cooled and was the first motorcycle to win the tough African competition. The scale model 1:12 is made by Tamiya Japanese.

Inside the fairing is the digital dashboard with the compass road book placed on the handlebar. The chassis allows for perfectly the engine block with the muffler and various sleeves.

Inside the fairing is the digital dashboard with the compass road book placed on the handlebar. The chassis allows for perfectly the engine block with the muffler and various sleeves.

We start the installation after studying the various pieces that make up the Kit. As always the quality is high, with printed well finished and free from processing burrs, and with metal parts, as the rear shock absorber spring and the protective Grill of the etched plate headlights. Following the directions on the painting of various engine parts, We begin the Assembly with the inclusion of the various cables and hoses supplied. The frame, in two pieces, welcomes the engine block to which are added the potholes and the latest accessories that complement.

Useful directions to cut perfectly tailored various pipes made of two different diameters to differentiate that way cables from handgrip. At this point let the chassis Assembly starting from the swingarm. The chain is made in one piece and also includes the Crown. As for the wheels, you have to make sure that the two halves of the circles are securely glued and the glue has dried before mounting the tyre, in order to prevent the rim to unfold. The rear shock, Despite being fixed, consists of several pieces which make it very true to the original. Starting the Assembly of superstructures must arrange for coloring of some details.

Even for Honda NXR 750, reproduced in scale 1.12 from Tamiya, the quality of the various components is high. The prints are in fact well turned out. Several metal details, including the rear shock absorber spring.

Since the Golden band of the Division is accomplished by simply color the decal blue zone extending it a few millimetres beyond the decal for the latter to overcome the colour and then give a line of perfect Union. A Council: make sure that the color is completely dry before placing the extra tank decal with the pigtail is the first piece of bodywork to fit. We then move on to the mounting of radiators with the support frame and is completed by the inclusion of various sleeves.

The tank split in half is the other component of car body which tackles before moving on to the fork mounting, with its front wheel seat and door plates side number complete the mounting of the rear area. Inside the fairing place, placed in a special support frame, the headlight headlamp and the digital dashboard with compass. The road-book is placed on the handlebar and should be completed with the printed instructions faithfully reproducing some notes of course. Mounting the fairing is the final step to complete our model. The protective Polish for decals (making them uniform with painted areas) is the final touch for this Honda NXR 750 reminiscent of the wide expanses of sand, the dunes and the charm of the great African raid.

Mas01

CARLOS MAS model of Dakar 1990

Based on an article by Motorcycling

In the wake of the Dakar rally many collectors have ventured into creating real prototypes that the great houses of hobbies they didn't put in the catalogue. This XTZ 740 was born from the desire to play and revive scaled-down challenge to large areas of sand that have shaped the history of motorcycling.

Mas02
This time we wanted to make the bike the runner of the year, Spanish Carlos Mas. The bike is a Yamaha YZE 750, in red the sponsor Spanish Camper. After being documented with photos taken from various newspapers, We began work-ing the starting point was the Yamaha 660 The Chesterfield Protar in scale 1:9, favorite sister Yamaha 660 Ténéré, because they are already equipped with rear disc brake. The main change to be made and it required several hours of work was performed on the engine and chassis.

Mas05While the starting model is a single cylinder with Central frame cradle, one to achieve is a twin cylinder with double cradle frame open. We kept the same engine base, by modifying the mating plan with forward-inclined cylinders so that the latter are more; These were obtained from two-cylinder heads Mas03complete with mono, filed for 1/3, one on the right side, the other on the left side; pasting them together so we got a wide body 4/3 than the original mono, maintaining the existing lights intake and exhaust. After removing the cradle frame Central, We positioned the motor and proceeded, with the square tubes of plastic, to rebuild the two cradles, starting from the Steering triangolatura.

Mounting of radiators, water and oil with their respective handgrip, carbs with associated fittings, petrol pump, intake pipes and painting of all details, including the nuts and bolts of the engine, have completed the part relating to the motor. Side of the triangle of reinforcement we positioned the two coils, one for each candle. For head-engine we used aileron drive media adapted to the original profile. Fork, swingarm and shock does not have undergone changes other than those related to the painting of each particular.

Mas04
The tank under the seat has changed your listing in the back, completed with the addition of fender taken from Cagiva Elefant, in the same scale and Protar's at this point we realized discharges. For the silencer was used a water bottle that belongs to model BMW 1000, always Protar, adding the clamp ring for fastening to the frame, obtained by cutting and folding a strip of thin plate of a tube of mayonnaise. Double entry of the silencer has parlayed a piece of stock exhaust, While remaining manifolds were made by inserting lead wire inside a rubber tube diameter required and folded.

The tank and the fairing underwent a general enlargement to accommodate new engine and we realized the outbursts Mas06for air at the sides of the fairing itself. The front fender was shortened at the rear. The modified engine shield comes from Cagiva Elefant, While the saddle was covered with leather and suede, both red. The Assembly of the various details, additional marker lights, tank caps with vents, road book on the handlebars and a tool bag in the area behind the saddle they completed assembling. Manufacture and fixing of the various written, inevitable glossy protective hand and here our special is ready to face the dangers of the desert.

Rc14

Gilera RC 600 Dakar 1991

That the Gilera RC 600 It was a good bike Nobody doubted. The victory in the previous edition and eighth place overall (only sophisticated prototypes in front of him), constituted an excellent calling card for the Thumper Arcore. The Gilera and Medardo have gone beyond expectations with a performance very similar to that of the prototypes. With only 560 cubic centimetres, the RC has been successful on many occasions to keep keep strong rhythm imposed by two cylinders and Medardo has also won the stage of 5 January from Tumu Ghat, the “Special” longer than the Paris-Dakar.

Not all was well for Gilera: tears of the rear tank fuel overflow and poorly secured, broken starter post on the bike Mandelli who requested the change of engine (automatic change of category) and an experimental power that made a tantrum when starting engines, Apart from a shock absorber destroyed by Medardo. The Gilera are satisfied also because they feel that the Dakar is a great help for series production.

Rc01


Ing. Maden
, Technical Manager, is absolutely convinced of the validity of the formula Silhouette of Dakar. The fact that pushed us to compete in the marathon in Africa and particularly in this category, is the specific regulation. Run the entire Dakar without changing engine and chassis is a highly reliable message to the audience. An engine that can withstand more than 10,000 kilometers of continuous torture without problems, is a guarantee for a series.

In category Silhouette engine and chassis are standard while the rest can be changed. To improve cooling we used larger radiators with upper heat exchange 30%. The control unit until halfway through the race was different from that fitted to the RC 600; an ignition that gave very few advantages in terms of power but that was useful to decrease harmful emissions. Sounds strange to mount a similar trigger without essentially cut out some advantages but also this choice is made in anticipation of using the RC standard if ignition resists Dakar means that will fit into any other conditions.

Rc09

We replaced by half-way onwards once reliability data. Electrical problems have come from an incorrect choice of batteries and an electrical system that during the tests was perfect, While in Africa it was not such a. This particular unit determines the ignition timing according to the speed and diversity of pressure within intake pipes. downstream vacuum carburetor throttle. — Where you changed the bike than the previous Dakar? Last year's race had given us important information: We were in place as engine and chassis, While the handling had to be improved. Since we were unsure in terms of engine reliability, We went to increase performance. We resumed the changes introduced on the RC series propeller 91.

New camshafts more motivated, revised piston design, oversized valves and larger diameter Carburetors (30 mm). We work a lot on intake and exhaust systems rato to extract from the engine to its full potential. Despite the compression ratio was lowered to use low-octane gasoline, We found seven horses more than the previous motion. Now we are about sixty horses to the tree with a consumption that varies greatly according to the conditions of the competition site. They range from a maximum of 6,5 liters on soft sand up to 9 the hard ground. Does not consume little, It's true! A single cylinder must always be squeezed at most to stay close to the performance of two cylinders and then throttle always wide open; extreme conditions also for consumption. In total, the fuel capacity was increased to almost 60 litres, ten less two cylinders.

Rc10

Not a great advantage. Is a little’ the legend say that mono is easier and lighter of the two cylinders. The weight difference is a maximum of ten pounds in favor of mono and so it's not outstanding. To improve handling and ease of driving we revised weight distribution and placement of fuel tanks. The suspension is new, the Kayaba Japanese, also mounted on the RC-series. The shock is just what standards changed only three internal lamellas to match the increased weight of the bike dakariana, to ease that we used some lightweight material” but nothing special. Kevlar and carbon fabrics for the cowl – Rc17rear tank and to the fairing, titanium for engine and rear suspension hardware platforms. For the hubs machined from “full ".

We also broke, and even this drawback we expected, the forward beam where you fix the engine. Between expected and now we solved, because to increase ground clearance we removed the retaining frame which passes under the engine. In this way the engine actually works as element stressed lifting quoting frame. That is why we have strengthened the bolts of the engine by increasing-the diameter up to 10 mm, attack fins simultaneously beefing up on engine. We broke more rods and crankcase, meat instead happened last year; by contrast has almond wafer with a small crack in the frame. This made us realize that the engine can work as an element of stress and probably will use the same solution even in series, Front chassis beam and properly structuring that is another effective information appearing on the series production.

More tears were those of posterior composite tanks. They were all new parts, ended up at practice the day before leaving the tanks have had mechanical problems. The rear suspension dabbed a little’ Too much, so as to touch the disc brake caliper with the inside of the tanks. In the design phase we predicted a game 20 mm between the clamp and tank at full travel of the rear wheel. In bolder touched caliper infill; with inevitable breakups. This means that both the swingarm is the retaining frame that sustains them yielded, sagged slightly. Modified suspension settings, the problem is gone. Conversely decreased comfort of riders and motorbikes squirted a little’ too much on holes.

Rc15

You are marked for small cracks on the front aluminum tanks because of the numerous welds, the bodywork is broken is broken only for falls, While we can't explain the reason of the break up tree M., why this particular had been thoroughly analyse it. It was also changed the engine in Sotelo, because he was burned out the clutch lever play for lack of. All material of friction discs has spread in the engine and a piece went to lock the pressure relief valve of the oil system. Result: Cotto bearing on fro di bella. For the rest no other mechanical problem except the cushion Pan hastily fastened on the bike by Medardo. —

Your bike aesthetically was the most reused. among all those who have raced, and maybe even more aerodynamic.
"We treated very aesthetics but also the protectiveness of the pilot. We left date filter box dimensions, and we built around the whole bike. We tried to protect the pilot to give him greater comfort. Less tired, stronger you go and commit fewer mistakes. The bike had to be the smallest possible depending on the size of the pilot. The height of the windshield and the de: plexiglass has had the sole purpose of protecting air pressure the pilot We instead chose the headlights omofocali to lower the whole area of the dashboard and Instrumentation, and ensure greater visibility. Also these headlights made even better brightness and then more security to those who remained at night in the desert. The latter form is due to the tradeoff between greater capacity as possible and require less space for the rider's legs. In codon had set the compass, and a back up battery. The shape of the entire casing is designed without the comfort of a wind tunnel. Now we will try the bike in these conditions; We want to be ready on time.

Can you quantify the cost delta operation Dakar?
Only pure material exceeding one hundred million for motorcycles, but the entire organization has quite different and higher costs. We are considering whether it is possible to build a small number of replicas of the RC Dakar. The figure is expected to be around 60 million and it would still be a political price. The difference in costs will be absorbed by the factory»

You will be also present in the next Dakar? "Definitely Yes. The conditions encountered in the Paris-Dakar is practically unrepeatable, both instrumentally both under normal measurement conditions of motorcycle. With the African race we can verify many parts of production motorcycle» though next Gilera RC doesn't compete more in Silhouette. We will build a prototype with a capacity close to 650 CC though probably the reliability cannot be guaranteed one hundred percent».

Source Motorcycle Racing April 1991

FZT06

Ténéré 4 cylinders for Dakar

A cold morning on the outskirts of Paris, a small cross off the beaten path, a pilot with the gaudy colors Sonauto, that warms the muscles ahead of Dakar, caracollando riding his Yamaha “XT 600 Ténéré”: all normal, You'll say. So it seems: But beneath the huge reservoir of “Ténéré” beats a heart that in common with single-cylinder engine of the Queen of the desert did not own anything. It is a four cylinder water cooled, derived from the motor 20 valve “FZ 750”.

It's too early to say whether this fantastic “750” It will be the first January ' 86 at via delta legendary African Marathon, Although the meticulous care of details (apparent as well in the photos of our top secret) clearly demonstrate that this is not

a simple experiment the French importer, but something more which cannot but have had the approval of the parent company. Let us not forget that the same “Ténéré” was born from a “idea” Jean Claude Olivier, General manager of the Yamaha Sonauto and seeded riders for Paris-Dakar.

Therefore, the new franco-Japanese beast, that TUTTOMOTO presents here exclusively, could be the winning weapon in Japanese, determined this year to snatch the BMW Crown of Queen of Africa. Power is not discussed, to test the reliability in the desert.

the motor of the “FZ 750” It was significantly lightened and he worked on the camshafts to reduce power, while increasing elasticity at low and mid. The rear suspension is monocross.

No secret: made for the Paris Dakar, the “Tènéré” 4 cylinders offers many interesting solutions, some guessed by looking at the pictures of our “scoop”. The frame, For example, is that of the FZ, However, reduced in length.
Carburetors, in an elevated position and well protected, receive the gasoline through a mechanical pump. The mammoth tank is basically double and acts well as lateral protection for the liquid cooling radiator. The collection is extremely compact and functional, suitable for off-road.

au-dakar-1986-avec-son-monstre-motorise-par-a-4-cylindres-de-fz-750-archives-mr--70441-8-zoom-article

Text TuttoMoto Enzo Caniatti

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Yamaha XTZ 850 R, The end (almost) of prototypes

In 1994 Yamaha decided not to participate in with the official team as opposed to the amendment to regulation that sanctioned the end of prototype category and not having time to prepare a bike to conquer decided not to participate in, first time since he started Paris-Dakar. Yamaha 1994 presents the new bike XTZ 850 R.

With production costs limited to 140.000 Francs for at least fifteen motorcycles produced identically.

And together with the XTZ 850 R was also presented the XTZ 660 Super Production. The price wanted to encourage private pilots and crews who could purchase motorcycles ready to officially fixed price.

However, experts have secretly assessed the production price of the XTZ 850 R much higher! The patron Yamaha Motor France not denied this assertion, indeed confirmed that the bike was a bike race in every respect and that was worth more than its price. A bargain for the private buyer.
Peterhansel had prepared perfectly his motorcycle and had made an identical series and was almost unbeatable.

Of 15 bikes prepared ten were sold to private individuals, as Tais Sport and the team Les Copains, the bikes were presented and sold in white livery and front aluminum tanks. The XTZ 850 R were very few riders were able to fully exploit these performance, nEl 1996 Orioli won with the White Lady, While nEl 1995, 1997 and 1998 Peterhansel won the XTZ 850 R to derivation TDM passed to the engine TRX, in fact the bikes were homologated for road use with the initials 3VD, as TDM.

 

Jean Claude Oliveir, Patron of Yamaha Motor France with Stephane Peterhansel to the presentation of the model 1994

Jean Claude Oliveir, Patron of Yamaha Motor France with Stephane Peterhansel to the presentation of the model 1994

A special feature, the bikes were sold to customers with the white frame, While the internal team had the blue frame as the bike. The bike In addition to those at the home of Perterhansel (Dakar 1998) one is on display at the Museum in Japan that is not 1997 (is a disguised clients) one pair at Yamaha Motor France, one or two in Italy the others are one in Spain and a couple between France and Germany.
Almost all XTZ 850 R are still in very good shape and fully functional.

Text Giovanni Mug Fantazzini