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, NEW

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.


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.


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.


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.


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.


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.


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.


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.


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.


Dakar 1988 | Gilera R1 125 Paris Dakar

The discovery of the only surviving specimen of the two Gilera 125 R1 who participated in the 10. the Paris-Dakar edition, which took place in January 1988, gave us the cue to tell a forgotten story. A story that is all the more important considering that with this participation The Gilera wrote for the first time her name in the register of the grueling African marathon, starting in fact a presence that would have seen her among the major protagonists in the years to come.

We thank the Moto Club Carate Brianza for this opportunity, in the people of its president, Guido Fumagalli and the collector Mauro Gibellini, motorcycle owner, that to celebrate the important find, last July they organized a small party that saw the main architects of that adventure reunite. In addition to the rider who drove the motorcycle at the time,. 2, French Gilles Valade, and his mechanic Michel Duhalde, arrived the first even from New Caledonia (that's on the other side of the world, above Australia), and the second from France, The Italian part of the story was also present, mechanical historians who over the years 80 and 90 constituted the nerbo of the Gilera Racing Department, Emilio Locati and Romolo Ciancamerla. Silvano Galbusera was missing, another key figure in the set-up of the bikes, but unfortunately unable to participate.

The team French who sign up is called Le Defi 125 (The challenge of 125) to undertake the small displacement in relation to the enormous difficulties to be faced.

It was in fact these men who built the bikes at Arcore, with Marco Riva, present at the event, in those years at the Project Department of the House of Arcore, who took care of the livery and graphics of the two R1s that started at the Paris-Dakar. Briefly introduced the protagonists, we leave the memory of that adventure to the pilot Valade and his mechanic Duhalde.

Fascinated like many off-road drivers from Paris-Dakar, In January 1987, immediately after the conclusion of the 9th edition of the race, I get in touch with Jean Marc Lambinon of Peugeot Cycles in Paris. I have an ambitious project to present to him: participate in the next Paris-Dakar, with four Peugeot XlSEs 125 Lc, standard bikes using Gilera engines, and I know well because I've been using one for two years to participate in the Peugeot Enduro Trophy. The small displacement, in relation to the hardness of the race, is in itself a challenge, and that's why the team I founded is called Le Defi 125 (The Challenge of 125).


The team already has four drivers, a mechanic, a preparer, a simple but effective communication plan, and a few small sponsors. Manager, pilot and 'PR’ It's me; Christian Grelaud is the rider of the second bike that brings us in dowry the sponsor Aurora Confection; Marcel Meriguet and Chirstian Izaire, pilot and sports journalist of South Radio, I'm the third and fourth driver. Michel Duhalde is the mechanic. I realize that participating in the raid with a 125 it's a gamble, the dream is to end the adventure in Dakar, but it would already be a success to get to Agadir, the finish line of the half race.

Peugeot's management is convinced that The Challenge 125 can be a good advertising vehicle, recalling interest in his bikes; it doesn't take much time in fact that Lambinon calls me to announce that they have agreed to entrust me with four bikes, ten spare engines and many spare parts. It's a great start for me and, with the support of Peugeot, I turn to Michelin to get Desert tyres with Bib mousse. If the four Peugeots, in their basic set-up, may be good for Enduro races in France, they're certainly not adequate to face a Dakar. A little’ experience in fact I have it because I ran the edition of the 1986 from private with a Suzuki. First of all, we need to increase autonomy, which is reduced by the tank by 10,2 liters.


At that time, Acerbis made plastic mega-tank kits, plus an extra tank to be placed under the saddle, different brands' bikes, but all of which are large, therefore not adaptable to Peugeot. The solution comes to me from an ad published in Moto Journal by Michel Assis offering a carbon monocoque 45 liters, with two indestructible aircraft tanks inside, placed one in the traditional position and the other behind the saddle, in the tail of the bike. Contact Assis and ask him if you can adapt this kit to my bikes. The answer is positive, so I send him a motorcycle so he can work on it calmly and accurately in his workshop. But even the Peugeot bike is not up to par.

In particular, the fork, who will have to support the overweight of more than 45 liters of fuel and the various accessories needed for theGilera_R1_36 desert navigation. Stock Express, specialist in forks, maybe seduced by my enthusiasm (and my sponsors…), agrees to procure me four more Marchers, bulk-up and 'up-side-down'. At the Doumencq Motos workshop, at Saverdun in Ariege, where the Peugeots are already being modified, the forks are mounted on the canvases without any problem, and soon the four Peugeots are ready for the first experiences in the mountains of the Pyrenees and the beaches of Narbonne, that offer multiple types of terrain and similar difficulties to those of Africa.

The tests are fine, motorcycles convince us. A pilot French, occasional spectator of our trials, and already a contender for the Peugeot Enduro Championship, asks us for information and offers his experience for any advice. Among other things, I tell him we're going to change the chain size, crown and pine cone, but that we don't know yet what to adopt between 420, 428 or 520.

The endurist expert strongly advises against this intervention, because he's seen too many engine carter breaks caused by the reports and the increased chain that, going to rub on the carter, wear it and break it quickly. Not to mention the increased power absorption, sensitive in engines like ours 125 who don't already have as much. Given the seriousness and competence of the person, we then decide to supersede this change, keeping the original transmission. Meanwhile, the four special carbon shells are finished and arrive at the Doumencq workshop, where the technical preparation takes place.

You just have to mount them and give the finishing touches, after which I organize a first presentation of Team Le Defi 125 on TV, on the France channel 3. Another key presentation, with exposure of a motorcycle, at the Peugeot stand at the Paris Motor Show, held by the 14 at 23 November 1987, where I also meet the well-known journalist Guy Coulon, which assures me of a wide service on the major newspapers of specialized printing and on VSD (widespread French magazine). On the same occasion I contact and get support from other important sponsors: Segura for clothing, Answer for helmets and Carrera for glasses. However, there is still no sponsor who can cover the transfer costs of motorcycles and spare parts, by Georges Groine's trucks, at the time the most introduced in the services of the Paris-Dakar.

Always at that Salon, Lambinon, New, guest at the Gilera booth, where I too find myself intrigued by the new R1 from Enduro, and in particular by its powerful engine, significantly better performing than the Peugeot, introduces me to some executives of the Italian company. A meeting follows in which I explain my project and mention the problems still to be solved related to the expensive transfer. But above all I ask if you can get the engine of the R1 to mount it on the four bikes. The 14 December I receive a phone call from Italy inviting me to Arcore: my request is accepted, and in addition the Gilera will participate through my team at the Paris-Dakar in official form! That's why they ask me to send to Arcore two bikes on which the new R1 engines will be installed. Before accepting, however,, it seems to me correct to inform and ask for permission from Peugeot, that sportingly does not place constraints on the fact that motorcycles also carry the Gilera brand.


This does not go unnoticed by the specialized press, and a new article appears on the pages of L'Equipe magazine. But also contacts with the organization of the Paris-Dakar, in the person of Renè Metge, they're fine: given the value of sponsors, Peugeot, Michelin, Gilera, etc., I ask and get my bikes to have race numbers from 1 in 4. A nice shot for the image! The two Peugeots arrive at Arcore on 18 December, and are disassembled to fit the new engines, but the first difficulties also begin. Not only is it impossible to mount the engines and their accessories on the Peugeot, but a crate sent from France, which contains all the material you need to mount the shells on the bikes, is stolen from customs. My Mechanic, Michel Duhalte, Gilera to follow and collaborate with the work, he's seriously concerned, also because it's already the 18 December, and it's just over a week before the start of the race. So it prompts my return to Arcore, where I'm made aware of the technical difficulties i've encountered, considered insurmountable given the little time that remains if you want to line up at the start.

At this point, Gianni Perini, the historic Director of the Racing Department of Arcore. Perini decides to take two R1s from production and modify them with Peugeot parts. I accept the decision, also because I don't see any way out. Save time, the approval of the lawings will keep the Peugeot one… removing the Gilera tag and refilling the, and the two bikes will have French documents and license plates, with the identification number 25 Besancon district, where the Peugeot plant is located. 1119 December work begins on the 91, but there are more difficulties soon. In particular, you can't adapt the shells, so much so that in the end the Gilera mechanics cut them into two parts, using only the rear one that is attached to the frame with special brackets, while the front is deleted, adopting an increased capacity tank made in record time and tailored, and that retains a similar look to the original.

Unfortunately, this way they are lost 10 liters of fuel, which will have to be recovered absolutely by fixing over the back of the tail two canisters from 5 liters, with the consequences of impaired stability that result. You can't even mount the Marzocchi forks “up-side-down, keeping the original R1. The decision is made to use a reinforced and enhanced final transmission, despite my contrary opinion. In fact, in no Enduro competition held by Gilera in Europe has the problem of the chain breaking the carter, so you don't see a reason to give up this change.

The two bikes are so complete and tested by Gilera testers. Among the changes you made, removing the mixer, battery, whose compartment under the saddle is occupied with a small reserve can of oil per mixture, gas and clutch spare cables already in place and ready to hook, levers of the spare controls fixed with rubber bands and plastic straps to the head of the fork, second spare coil, special stand with wide base that does not sink into the sand, wheels with pins equipped with a fast disassembly handles, and any necessary changes to the handlebars (plate and bindings) to mount the road book and compass. A huge effort by mechanics and technicians, working day and none, in a week they practically built two bikes capable of facing a Paris-Dakar! The 26 December 1987 Grelaud and I, the other pilot, we are in Milan where the pre-departure from Milan-Flowers takes place.


On our shirts is the Gilera brand well highlighted, and so on the tank of the two bikes, where Gilera towers over Peugeot. From Milan we leave for France by car and arrive in Reims where Perini and the mechanic await us Silvano Galbusera gilera's service truck and the two R1s. In Reims we also find Marcel Meriguet and Christian Izaire and their two Peugeots. this is where the technical checks take place. As for numbering, unfortunately the number 1 is moved to Jean Claude Olivier's Yamaha (the powerful importer French of the Japanese house), So the team's four bikes will have the 2, 3, 4 and 5, with the first two numbers assigned to the Gilera. The 30 December '87 we are in Cergy Pontoise (on the River Oise, a few miles northwest of Paris) where you run the first special test under an infamous time. Rain and mud make the special a true Dante's group, but the Gileragos go perfectly. Unique care, a tall front fender is mounted so as not to get clogged with mud, which will then be disassembled because it is useless in Africa where the low one is preferable. At the finish line the result is really encouraging, with Grelaud 39th, and first in the class 125, and the others well placed in high places of the qualifying.

On 1 January S8 begins from Versailles the transfer leg to Sète for boarding for Africa: the two Gileras in the straight touch the 145 km/h, deserved the admiration of Jean Claude Olivier, working alongside us with his Yamaha 600 inciting us with the familiar motorcycle gesture of the handcuff all open. In Sète we embark on the ferry that takes us to Algiers. We're in Africa! From Algiers we reach EI Oued, where the mechanic following the shipment, Michel Duhalde, provides motorcycle maintenance. Only on my Gilera there is a serious problem: unfortunately it's happening what I was afraid, that is, the pine cone and the increased chain kneaded with sand are a grinding grinder on the left-hand casing of the engine that has a slit of 5 cm, allowing the sand to penetrate the ignition case. In addition, unexplained fact, the clothespin of the false chain mesh is found inside the case, while my chain is not lacking. Maybe a mistake in the assembly phase? The next stage EI Oued-Hassi Messaoud, is of 594 km, of which 250 special in the desert. what to do? Change the entire engine, or just the broken carter? The regulation stipulates that each bike has two spare engines, the first one to use, In the event of a rupture, in the first part of the race, that is, up to Agadez, the second later. In the end we decide to change only the carter thus saving the first spare engine, and Michel works all night to complete the operation. In the morning the bike turns perfectly and I take the hopeful start. In fact, the Gilera, small and light compared to other bikes, large and heavy, sails very well on the dunes.

But the joy is destined to last little: after three hours the engine is muted. I look at the left carter and see that it has broken again, with the sand that penetrated inside and blocked the ignition. I don't lose heart, and with the tools I've unmasked the engine from the frame, confident that the assistance truck will be by me shortly. Instead I'll have to wait 11 hours in the desert before it arrives. The truck leaves me the new engine still packed and starts again immediately, on the other hand, he's in the race too! Nobody helps me, nobody stops to see what's wrong. We are in a special test, and Paris-Dakar is not a walk in the desert! The new engine starts immediately, I can resume the march. I miss them 350 km to get to the stage finish line.

The track is made almost impassable by the passage of more than five hundred vehicles, and it's now evening, with the night looming. I turn on all the lights and proceed with caution. Suddenly, after a moon, I find a gathering of vehicles: bike, cars and trucks are stationary with their headlights on in a sort of encampment where the first bonfires are already red-hot. I'll stop too, despite having nothing to spend the night, but I experience the famous brotherhood of the Dakarians: they offer me a drink, to eat and to shelter me at night. In the morning we all leave. I miss gasoline, and a Land Rover now out of action, gives me his reserve. So I arrive at the stage finish line of Hassi Messaud with well 10 hours of delay.

here I learn that the two Peugeot, that mounted the older engines with the pinion and the smaller chain (from 428 instead of 520), they had passed this test, but they had retreated anyway because they had run out of oil for the mixture. In that Paris-Dakar, thirteen 125 entered, no one will be able to finish the race. Soon after I joined Christian Grelaud, Truck guest in the company of many other drivers. He broke the body at the spot where it had been fixed to the frame and he too withdrew. Besides his motor was breaking exactly like my. My bike, By the way, begins to report the same problem to the carter after six hours of march not even pulled. Discouraged, I just have to abandon the race, also because the service trucks don't arrive, and by regulation I couldn't mount the second spare engine anyway. But I decided to go back to Algiers on a motorcycle, because the transfer is all about asphalt.


My Paris-Dakar ends here. The other members of the team also reach Algiers, Where, thanks to Michel's skill, we manage to board a cargo plane in the company of motorcycles and… what's left of it. Meager consolation is then to know that that stage had been too hard for all: overturned or out of action cars and motorcycles destroyed or stuck in the sand, a total of 147 Abandon, And with all 125 Withdrawn. Perhaps the organization had not well assessed the difficulties, but the malignant whispered that it was designed specifically to reduce the number of competitors and therefore the overheads… Anyway, maybe to make up for it, at the last moment the race management had granted a bonus of 10 hours for laggards. Gilera returned to Arcore, I explain the causes of the withdrawals to the technical staff. Gianni Perini listens to me, recording every detail, which will certainly serve as an experience.

Immediately he proposes to me to participate in a marathon that will be held shortly in Spain, Aragon Bay, relay race for two riders to do with an R1 prepared. I accept and choose Christian Grelaud as my companion. Unfortunately Christian will be the victim of a car accident a few days before the race. I will also participate, also to honor his memory, but again without luck. So I'm going to close with the Gilera, not without my merits being recognized as the promoter of a participation that will bring to the Italian House so many sporting satisfactions".


No less interesting also the memory of Michel Duhalde, the mechanic French in charge of the assistance of the gilera in the land of Africa, and who was invited to Arcore for specific preparation. “I know Valade thanks to my BMW that I turned into Paris-Dakar style. He likes the bike and asks me if I'm willing to follow him in the Defi enterprise 125. His enthusiasm immediately infects me, and my involvement skyrockets when I'm chosen to go to Arcore at the Racing Department. Arrival at Linate airport on the evening of 17 December 1987 and I'm taken to Arcore on a Lancia Thema Ferrari 8.32! First contact with Gianni Perini and the mechanics of the Racing and Experiences Department. Especially with Silvano Galbusera I immediately establish a good relationship, also thanks to the fact that he speaks well French. We immediately get to work on the two Peugeots to equip them with the R1 engines. It's not an easy job: the muffland, The silencer and air filter are incompatible with the Peugeot frame.

So Perini decides to use two standard R1, equipping them with components removed at the two Peugeots. In the evening I call Gilles Valade, and I inform him of everything. The carbon shells are if they are sifted in two and only the back of the shells are used, while the Marchcchi fork of the Peugeot is preferred the standard one of the R1. The work proceeds quickly and I learn a lot from these professionals in the Racing Department. At lunch I am invited to the canteen of the Gilera and in the short moment of relaxation, I ask Silvano for some news about the factory and the bikes. I have in mind the cross twin-cylinder used by Rinaldi only for a few races and then discarded because of the regulation that prohibited this engine. They also take me to a warehouse where there are no less than eighty motorcycles of all ages. They are dusty and abandoned: it's a shame that the history of the Gilera is treated like this! But time is running out and work looms.


Every night I go back to the hotel where I sleep little and bad, assailed by all the technical and mechanical problems that continually arise. In Gilera they really do their best, Perini even gave me two all red with the inscription Gilera, so that I can get even more into the environment. We work tirelessly and with great precision. So we can solve all the problems, from the tank, approval tags, air filter, paramotor plates, two water radiators. In the same way we brilliantly overcome the difficulty of installing the electric road book and compass on the handlebars. Then we weld to the wheel pins of the sticks for rapid disassembly, and we even out the hexagon to that of the candle so that with a single key you can also disassemble the wheels, we modify the easel and eliminate the battery, also mounting a spare coil. The saddle is also made on purpose with a very durable special foam, and I propose to mount cables and spare levers in an accessible and ready-to-use position. In addition, the handrails are reinforced by aluminum bars. We remove the starter and the mixer.

What unfortunately we can't solve, and that will prove fatal, it's the question of the pine cone too big, which will eventually break the carter because of the sand. Not even Perini can find someone to make us a smaller pinion. The only result we get is to receive from the Queen a high-quality 0-R chain from 520 (Peugeot mount O-R Sedis 428), like the Cagiva 900 Official. The days pass very fast and my week at Arcore starts at the end. However, my contribution is not marginal, in fact, I'm crucial when it comes to fitting the Bib mousse in the Michelin rear wheels because here no one has ever done it before. After this operation my quotes go up to the point that I wonder if I am not a technician of Michelin… I also ask that the rays be replaced with more robust ones, not without Perini's interest, however, who also chooses new DID rims from the Bike Warehouse from Cross.

The front wheels, on the other hand, retain the original wheels of the R1, and that explains why they're anodized in gold, while the rear is aluminum. The bikes are almost ready, they are developed by a Carburatorist of Dell'Orto and then are entrusted for the first laps to Gilera testers. Finally they are loaded to take them to Milan for the pre-departure. And the 24 December. I've had seven exciting days at the Gilera Racing Department, a very important experience for my life, not only professional. Romulus Ciancamerla, for ten years in Gilera at the Racing Department, adds more details to the story.

Every night I go back to the hotel where I sleep little and bad, assailed by all the technical and mechanical problems that continually arise. In Gilera they really do their best, Perini even gave me two all red with the inscription Gilera, so that I can get even more into the environment. We work tirelessly and with great precision. So we can solve all the problems, from the tank, approval tags, air filter, paramotor plates, two water radiators. In the same way we brilliantly overcome the difficulty of installing the electric road book and compass on the handlebars. Then we weld to the wheel pins of the sticks for rapid disassembly, and we even out the hexagon to that of the candle so that with a single key you can also disassemble the wheels, we modify the easel and eliminate the battery, also mounting a spare coil. The saddle is also made on purpose with a very durable special foam, and I propose to mount cables and spare levers in an accessible and ready-to-use position. In addition, the handrails are reinforced by aluminum bars. We remove the starter and the mixer.

What unfortunately we can't solve, and that will prove fatal, it's the question of the pine cone too big, which will eventually break the carter because of the sand. Not even Perini can find someone to make us a smaller pinion. The only result we get is to receive from the Queen a high-quality 0-R chain from 520 (Peugeot mount O-R Sedis 428), like the Cagiva 900 Official. The days pass very fast and my week at Arcore starts at the end. However, my contribution is not marginal, in fact, I'm crucial when it comes to fitting the Bib mousse in the Michelin rear wheels because here no one has ever done it before. After this operation my quotes go up to the point that I wonder if I am not a technician of Michelin… I also ask that the rays be replaced with more robust ones, not without Perini's interest, however, who also chooses new DID rims from the Bike Warehouse from Cross.


The front wheels, on the other hand, retain the original wheels of the R1, and that explains why they're anodized in gold, while the rear is aluminum. The bikes are almost ready, they are developed by a Carburatorist of Dell'Orto and then are entrusted for the first laps to Gilera testers. Finally they are loaded to take them to Milan for the pre-departure. And the 24 December. I've had seven exciting days at the Gilera Racing Department, a very important experience for my life, not only professional. Romulus Ciancamerla, for ten years in Gilera at the Racing Department, adds more details to the story.

Thank you for the article: Motorcycling, Vintage Motorcycling and Motorcycling Suv.

Yamaha 1996

DAKAR 1996 | The Queen is the Yamaha

The XTZ 850 RX won the Dakar 1996; the vehicle available to Edi Orioli was pretty much the same as Stephane Peterhansel. “Ace in the ammortizzatore_1996Sleeve” powerful twin-cylinder 850 cc was a new mono-shock, studied in France in collaboration with a team of US technicians. Traditional type, about aesthetics, can be counted among the new generation of suspensions or those called “Smart”.

A probe within the mechanism, dipped in oil, allows you to anticipate the movement of the same, making the wheel even more tighter, copying and absorbing the harshness of the path. The operation of this shock is mechanical. Actually, if in the first part of the itinerary he did very well his task, then this system went a little bit’ in crisis in the second part of the race (especially on Orioli's bike), when he found particularly rough terrain.

In the last stage Edi even had to finish the race at a very low pace, just because of the head rupture of this shock. The engine is excellent on the contrary, reliable and powerful. And’ an updated and corrected version of the 850 TDM, able to develop about 90 HP. Has liquid cooling, five valves for cylinder and double camshaft on the head commanded by Morse chain. The start-up is electric and the dry-paper lubrication system.


The frame is the same as last season, motorbeam boxed; the fork is a Kayaba with stems overturned by 46 mm in diameter. Orioli's bike mounted a kevlar paracup. The power problems recorded by the Peterhansel medium, seem to be entirely due to a fuel supply that is not particularly clean; problem also recorded by other competitors. And’ Yamaha's eighth overall victory at the Dakar. In this edition she has climbed to the first step of the podium eight times.

Taken from Motorcycling | Text: Biagio Shirts

Trolli 1996

Dakar 1996, the defeat Cagiva

The Ducati twin-cylinder was pretty much the same as the previous season, that is, the tried-and-tested 90-degree V-cylinder, 904 cc cam mast on the head and two valves for demodrobic-controlled cylinder. The gearbox is five-speed, multiple dry disc clutch. The bike brought into the race by Trolli develops about 80 cv of maximum power. The ignition is inductive discharge electronics with variable advance.

Pictured is the support of the engine built on site with an iron bar.

Pictured is the support of the engine built on site with an iron bar.

The Ohlins moshock with compression and extension braking adjustment is also the same, and the Marzocchi fork is also 45 mm with a & #8217; excursion 290 Mm. The changes relate in part to fairing with a more aerodynamic design, different suspension calibration and a slight forward shift of the guide, resulting in different positioning of the saddle and tank.

The platforms have also been moved to the back of the bike, to make driving easier. The capacity of the front tank is 22 liters, while the back one contains 25 liters. The chassis is virtually the same as that of the standard bike with the addition of some reinforcement handkerchiefs in the rear areas and at the height of the fork attachment. And’ at the top trellis in square-section steel tubes and with the lower cradle in light alloy square tubes.

Cyril Equirol

Cyril Equirol

The vehicles in the race recorded the breakdown of the upper support support of the engine. On the official means, this has been rectified by making a change studied and implemented (even with the help of local artisans) on-site. An iron bar reinforced and supported the thruster by tying the carter to the frame in the area under the tank. In 435 km from arrival to Labè in Guinea, Trolli had to say goodbye to the chase to Orioli because of the rupture of the engine.

In the previous stage the pleasure had been unlucky breaking the gas command and lingering further. Also broken Cyril Equirol and Alexander Nifontov, both forced to retire. The first of the ten Cagiva prepared by Azzalin came in seventh place, led by Spanish Oscar Gallardo.


DAKAR 1996 – KTM: a squadron in the wake of the winner

Four bikes in the top five positions; first place in the Marathon standings, in veterans and in women's. There is no shadow of a doubt, Dakar for the KTM it was a great test and missed (even if it's not cheap)
only victory.

The favourite was Heinz Kinigadner, but after his exit from the scene Jordi Arcarons held high the colors of the Austrian House and KTM1996meoni performed very well with him, Sainct, Jimink and Sotelo. Two types of bikes deployed at the start; one equipped with a powertrain 653 CC, entrusted to Arcarons, Sotelo and Kinigadner, the other of 609 cc for sale to everyone for the price of lilor 21 millions including support.

The philosophy of the Austrian brand, then, was also to allow at very low cost to participate in the Dakar to anyone who wanted to. And the proof that it's the medium “Official” both the one on sale were competitive as evidenced by the final ranking that saw seven “Kappa” in the top ten places. The engine is practically that of the “Duke, No.”; liquid-cooled monocylinder with balance-shaft (both in the version “Increased” both in the standard one).

The gearbox is five-speed; the oil bath clutch. As for the cycling part, The vehicles adopt White Power front and rear suspension. The rear shock has a 300 mm. The chassis is standard with reinforced rear bars to support the gasoline tank.

kini 96


Approximately the monocynderic develops a power of about 65 cv with a maximum speed of 175 km/h. The bike was more comfortable in the second part of the track and especially in Guinea, where treacherous and fast tracks, have enhanced the characteristics of this bike, by 148 kg. The cause of Kinigadner's forced stop, seems to have been similar to Peterhansel's, with a refueling “Dirty”.

Dune Motor's Lalay tribute

“We wanted to write a long description of how this bike came about and what it represented, but in the end rereading we realized that just a few words. This very long work is a tribute to the never-forgotten Gilles Lalay, and all those people who directly or indirectly helped to imagine, realize and bring to the race one of the most incredible and fascinating bikes that have ever crossed the African tracks.”

Thank you to all of them.
Philip and Angelo Dune Motor.


DAKAR 1996 – Husqvarna and Tiainen, experiment almost succeeded

The cagiva Group's monocycling team wanted to compete with KTM. The experiment was entrusted to a dean of enduro competitions, Kari Tiainen. The debut was very happy; third in the dispersed acceleration test in Granada and first in the first real stage of the race. Unfortunately, once in Africa the Husqvarna monocylinder disappeared from the scene collecting, until the fifth stage where he then retired due to engine problems, placements only.

The Husqvarna brought to the race by Tiainen was prepared by the CH Racing Team. The experience was not the best. Kari retired in stage five.

The four-stroke CH Racing Team is closely derived from Jacky Martens' mo-to. Less compressed than the world cross bike, has a five-speed gearbox, a special tree balanced differently and mounts a biella a little’ longer so as to push less and consequently-mind strain less on the bench bearings.

The piston has a slightly higher plug, but a race identical to that of the cross bike. And’ oil pump has been installed, absent on the cross bike and the carter underwent an almost total change, just depending on the pump housing. The clutch is eight discs. The frame is reinforced in the area of the steering can-notth.

The Marzocchi fork is standard with a different calibration. The tank 22 litres has a bearing canvas. The electrical system is equipped with a battery, necessary for only the operation of the road book. The engine has a torque at low revs particularly effective and compared to the standard bike allows you to hold higher gears and for a period of time more much ago. The displacement is 650cc and develops more than 62 cv to the wheel. The weight of the single-cylinder 148 kg.


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.


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.