rahier-1986-5

DAKAR 1986 | Sparks in BMW!

Cao – The link between the Belgian Gaston Rahier and the BMW. who scored two wins (bike) in the last two editions of the Paris-Dakar, you're

Rahier's bike had to be started by a companion

Rahier's bike had to be started by a companion

to dissolve. And not without controversy. The spark was sparked on Wednesday 15 January. while the rally was moving from Niamey to Gao.

During a long and tormented special trial. Rahier punctured the front wheel. He waited for his teammate Hau and beckoned him to stop for him to give the wheel to his foreman. But Hau, which in the overall standings was at that time well placed. you are well watched from obeying.

At the end of the p.s. the angry Rahier shot zero on Hau and the BMW sports director. Beinhauer, New They're two incompetents – said Rahier – and Hau will never win a Paris-Dakar because he's naive as a child, all he can do is follow who's more experienced than him in navigation, that is, to take advantage of the fatigue of others. This is my last race with the BMW.

The story tastes a little’ ironic because Rahier's accusations against Hau are almost the same as the former BMW driver. Hubert Auriol Cagiva has now expressed its own attitude towards Rahier. Who makes the wait, In short. But Rahier also found a subtler way to take revenge: the next day during the special he slowed down until he was reached by his teammate, then at a crossroads he deliberately took the German out of the way for about seventy kilometers causing himself and Hau to lose about forty minutes.

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So he stopped, rested his right hand on his left forearm and with this typically Neapolitan gesture (umbrella gesture ndr.) addressed to the companion officially opened the war within the team. Then he immediately made contact with the Suzuki interested in joining forces in the Paris- Dakar in 1987.

Orioli-1996-7

DAKAR 1996 | Edi's dedication

A great feat – says Edi Orioli – I convinced everyone, even those who wouldn't bet a dime on me. But unfortunately this success tastes a little’ different from the previous ones. I miss a person who has always been able to share this joy with me, my first fan.

Three months ago Bruno died, my father and during this whole race I couldn't help but think that on my return home there would be no more him to welcome me. And’ my fourth Dakar won, with three bikes of different brand, and my dedication goes absolutely to my father: would have been happy to see me fight against everyone and everything to return to the top step of the fateful podium on the shores of Lake Rosa.

Orioli 1996-5

As for the rest, maybe I don't have the right stimuli to get back to competing with this formula. I won the Dakar of the modern era, but I'm hopelessly tied to the one that ran at the beginning, with road-book in hand delivered only a few hours before the start of the stage.

Today there are the satellite, orientation tools and then the medium allows you crazy performance. At one time we had to study how to overcome a dune, now the bike goes anywhere and on any kind of terrain, just keep the gas open. Do you think I've traveled, with cramps in the hand, 350 miles to 174 kilometers per hour: hallucinating!

And’ it was still a once-in-a-lifetime experience. He gassed me, I'm back to being number one, but it didn't taste like the previous teeth. I owe a big thank you to Nicola Poggio. Without his precious help, this would not have been possible, without taking into account that Belgarda's initiative at Dakar, Yamaha France is his idea, proposed to the top of the House of his own accord. A team manager like him is truly irreplaceable.

 

 

Sarron-1995

Dakar 1995 | Sarron, New100, from the track to the sand

Four hours in the morning, Goulimine in central Morocco. It's still dark. Thermometer fights to display a positive temperature. 17408123_10208936903844215_848560979_oChristian Sarron, NewEr sounds down and heads to breakfast. Looking worried, the world champion of the 250 (in '84) grabs the small aluminum tray that contains an egg.

He doesn't have a spoon. With a quick circular glance, measures his entourage and with a smile, swallowed the egg directly. The night before, entering his tent, Christian sighed looking at his unkempt attire: “From the beginning a lot of my principles went to dust.

Maybe you don't know but my nickname was – Mr. Clean -, are heavily dependent on cleanliness and this lifestyle must be forcibly bowed to the harsh life of the Dakar: “you don't have clean equipment every morning. You can't change even at night. Bags with our belongings are in trucks and they arrive while we are already asleep."

"And then there's not always water. And without water, we don't shower. There's no bed, so we sleep on the floor. And we eat whenever we can. All this greatly reduces our vision of life in the twentieth century when comfort issues are taken for granted."

“This whole story started on 17 September, Philippe Alliot came to me during the Bol d'Or and confessed to me that he wanted to participate in the Dakar on a motorcycle… and he would like me to accompany him. My response was negative categorically. I promised myself I'd come to Dakar in the car… but never in motion."

Sarron-1995

 

Philippe, with which I often go out in enduro, had already thought of everything, Dakar goal with a group of friends, Raphael Montrémy, Philippe Bermuda, Pierre Landereau, Thierry Magnaldi and Jacques Laffite. Friends who help each other to go as far as possible. Without worrying about the stopwatch.

Two hours later I had already changed my mind, but I didn't know where I was going to fit. “From the very beginning, the size of the bike surprised me. I didn't think we could ride the dunes on these bikes.. Then I found it difficult to get used to the various navigation tools. I didn't even know where the button was to send the roadbook forward or backward. Driving in the desert is an extremely difficult thing to do: drive by controlling the track, GPS, the master and roadbook is a gymnastics difficult to learn."

"I find that the need for concentration in the desert is even greater than in The Grand Prix. I've always been very focused and that's also what probably allowed me not to fall hard and not get lost."

"At first, with Philippe, I would take the dunes at most 30 km/h for the strong fear they were transmitting to me.”

“But my first big shock remains my first real dune, before Zouerate. I've never seen anything like it in my life. It was really impressive: you climb slowly for tens of meters, then suddenly the bike in front of you disappears and before you realize it comes down headfirst.

My first big fear in the race was when I fell downhill, right in front of a giant Kamaz truck that I Sarron-1995-1Followed. I got stuck under the bike, I really thought I'd pass over! Fortunately he stopped at the top before descending, avoiding ironing."

Christian is a river full in telling his Dakar: “everything takes another dimension. We have a soap to dive for six… At the end of the stage we also share our experiences. For example, desert colors, when it's gray it's hard, but when it's clearer it's soft".

“From Zouerate, the road is still long to Dakar, Senegal's capital is more than ever the target of Gauloises Blondes team drivers. If we arrive then we will decide whether to do it again on a motorcycle or in the car".

Christian Sarron is discovering a new passion with Africa. On the day off mid-race he was still in the race at 34th place in the provisional standings.

Ed. The expert Montremy will come 24th, Landereau 22nd while Bermudes, Magnaldi, Alliot, Laffite and Sarron himself withdrew.

Translated by Moto Revue

Joineau marc 1982

Marc Joineau Dakar 1982 | The sits are hidden everywhere

After an endless series of punctures, in Gao I'm back in the top ten. In the difficult ring of Gao/Mopti/Gao at the foot of Mount Humbori, I remember for the terrible sharp rocks, I'm going to join Patrick Drobecq to take off in the big fast turns and start my second stage win.

Just imagine: 540 km courses in 10h 06 min, I arrived right at nightfall. Finally here I am again among the first 5, I'm starting to believe I can win this rally. Meanwhile I lose my brother Philippe who falls breaks his foot, and I find myself alone alone on the track, I don't have anyone left who can help me in the fight against the official drivers.

And then comes the damn special evidence of Timbuktu Niono dine 560 km. At first I'm under the illusion that everything is fine. I climb up on my direct competitors and get to the gasoline truck in the middle of nowhere, and dubious provenance.

I fill up with a dubious mixture of gasoline, kerosene and some other fuel and allotment component. After only 10 km after my engine slows down, Mumbles, rattled and abandoned me nailed. Look 6 hours the truck on which I had a backup engine, I mount it but I arrive 50 minutes out of maximum time and I am plagued by a penalty of 15 hours. What a mockery. I didn't deserve it.. I collapsed at the bottom of the leaderboard. Cyril Neveu wins the Dakar 1982 though at the time of my trouble with gasoline I was half an hour ahead of him in the general classification.

I still have the strength to win a special stage before the finish line.
I often think back to that supply and it will pursue me for a long time.

N.d. r. Marc Joineau won 2 stages in the Dakar 1982, and finished 17th in the absolute.

Peak 1989-2

Franco Peak on the monos at the Dakar 1989

2016-04-08 19.03.41With Franco Picco, it is a must to talk about 750 Yamaha.
"I tried a twin-cylinder in Japan a long time ago; certainly has a lot more power, On the mono side, however, they play the reliability and safety. Our single-cylinder in any case is very evolved; has liquid cooling, five valves, it's now super reliable. This year's changes (one candle, enhanced lubrication circuit etc.) have led to a power of 58-60 cv with a weight of 165 cv with a weight of 165 kg; the top speed is not so different, instead the shooting at the low, serving and driving better, has improved considerably".

Motosprint – Gabriel Gobbi

edi photos

Edi Orioli, the strategist

The curiosity of the unknown has blood running in Rivulets, given the choices made in his long racing career. But Orioli-1998-1What emerges from the list, long, He has participated in competitions and achievements, is the strategic capability. Without whose talent may not even succeed. Of experience it has to sell: in total she traveled in Africa, in the race, duecentoventimila km. And it is perhaps the only one to have participated in the first eleven editions of the Dakar without ever retiring and closing almost always in the top ten. Inevitable then talk about most known rally, especially considering that dark period of 1998, When he turned up at the start with the colors of the brand with a German team Schalber Thumper. But the story of Edi Orioli is made of choices against the tide, of rationality and passion. Because the DNA is written also a fondness for cars, for perfection. As thirty years ago prepared minutely every detail of his bike, checking that the style, Today she wants to beauty around him.

Edi Orioli, from pilot to entrepreneur. How did this step?
“My story is not that there are steps. My story is made up of many things. As a child I had the passion of bike and then the bike. Went to my bike to the fields and the evolution was taking the Hi my uncle and use it off road. I came back every night with some broken piece. Then my dad took me a Gori 50, the only bike that gave me. From here onwards I started racing in regional competitions and my motorcycle escalation occurred so: I taught myself without following courses and special techniques. You see that I had it in my blood. In addition to racing, over the years I have always remained within the family business, the Pratic, a reality that in recent years has become a leader in its field. See, in 1995 My dad died, the head of the company. I couldn't finish the Dakar anyway, was the issue of 1996, winning it, and then I riavvicinai to the company in which I have always been. In 2007 then I stopped all competitions, Although the bike is always part of my life. But in a different way. The world of events and spotlight doesn't interest me much anymore. I prefer living my passions and my private moments and use the bikes for leisure”.

Orioli-1998-4

What are the highlights of your life?
“Certainly the choice to participate in the African raid. That was the change of direction in my career as a sports instructor. I decided to go to Africa even though I had a gig and I had to run with a team Puch Honda Rally Sardinia. I left the gig and went to do a race in Africa: I fell immediately in that way fuoristrada. I had a gig with Honda and from there went my career. Then I'd tell the switch to auto: my other hidden passion were the rally cars. With whom I raced and won. When I ran the Dakar, in the evening I put down the bike and went into the tent of team auto. I've always been fascinated by the car. And then the last editions of the Dakar I did drive”.

In Africa I have walked 220.000 km race!

Face and win the Dakar has marked you?
“I am not one who tease. I always going for the pleasure of running. To let you know what I think of the victories of the Dakar I tell you what I told a friend a long time ago: “EDI, do you understand how do you win”. In these few words in fact it seemed clear my situation. Understand how do you win is something subtle, You can't tell. They are moments that follow a long preparation. Are moments of decision. Is strategy. And once you try it you know how to present it again. Just so you get the results. And I have to say that I miss the adrenaline rush of an event like the Dakar and today I often go looking for emotions like. For example I've just been to the Isle of Man Tourist Trophy where I finally breathed real adrenaline. There it all makes sense: It is not an event, is a rite”.

Orioli-1998-3

What is the toughest challenge you've faced?
“For me the challenging time was switching from Honda to Cagiva. I was crushed three vertebrae at the Rally of the Pharaohs and the doctors had given me a six month prognosis. But I had to run the Dakar! Dr. Costa came up to me and started therapies and training. I spent three months hard, where I never resigned to not being able to participate in. Every day I used magnetic therapy and then I was lying on a bench in order not to load your back. Eventually I starting, its not in place. I couldn't really think of not being there to Dakar, I had won the year before. I left and I finished the race in the top ten. But it was really a hard moment”.

Car or motorcycle?
“Watch, I just bought the car: an Audi RS6, and I enjoy every time I light it up. How do I answer that “bike”? Despite everything I did on two wheels I love cars. And then I like the Nice: as in my preparation technique. When I had to leave I was accurate: everything had to be in order, from aesthetics to mechanics. For me this was the basis for a good race. And even now I like to be in place. I have my beautiful bike and my lovely car. And I go looking for adrenaline: the RS gives you adrenaline. If you're not using it you miss and you can't assuefarti. I don't like show me but I like nice things, and sports”.

Well, you said what's your car, now tell me what is your current Bike Park.
“In box I have a BMW R 1200 Gs Adventure, a BMW HP2, a Husqvama 300 enduro, a trial Honda Montesa Honda RC30- Vfr750r. And Gori 50 with that I started”.

And what do you think of motorcycle special, customized ones that are going crazy for a while?
“At first I could tell you that I'm happy in this fashion because so bikes that were abandoned in the stairs come to life. Although customized. And then I appreciate those who customize because it is a little’ an artist regardless of whether one if the face or the face do to other. Conversely maybe sometimes the result doesn't mean just use the bike, but only create an image. Anyway I don't mind this fashion, She's nice. Basically everyone tries the uniqueness of the piece, sometimes with obsessive attention”.

Today in which reports are under the brands with which you took?
“I'm one of the few who has endeared him to all my sponsors. I had my philosophy: If someone gave me I had to return at least as. I have also maintained excellent relationships with journalists”.

Orioli-1998-2

And your story with BMW?
“With BMW I have a strange relationship. I have been more hondista, for the beginning of my career. But I had a strong liking for BMW. I did the development of their single cylinder for a year, In addition to race to Dakar. After this came a youngest, Richard Sainct and Monaco I was offered terms unacceptable. I left then. Today, however, I continue to love and appreciate this brand. The rest I could never do without a motorcycle BMW in box. And my philosophy I believe in line with that of BMW: I like things minimal, but well done, solid. I believe in this motto: the desert brings out the most solid things. He told me a tuareg when I stopped after a long layover. Seeing me in motion asked me where and when I had started: I described to him the path, that day I had six hundred kilometers route. He asked me: “How is it possible? I put in two and a half weeks, with camel!” The tuareg made me much thinking. But as former BMW I've never had a relationship like I had with other brands. For example with Cagiva and Honda Italy I had direct relations and engaging: I spoke directly with whoever had decision-making power. With BMW the relationship was cold, I have been dealing only with executives who often changed and so it never created a relationship, all very impersonal. I must admit that the Organization was impeccable: from pilot had everything I could possibly need and I was treated very well. The human connection was a little’ less satisfactory. Thinking about it I'm sorry I didn't try to be part of the myth of Gaston Rahier and Hubert Auriol, and you can even write my name in albi d'Oro di Monaco. I would have loved to try the boxer”.

What was the single driving?
“When I raced with BMW was official but unofficial: my contract was with Monaco but I strongly supported Orioli 1998at the start of the Dakar team Schalber. BMW did not want to appear because it was the first edition and did not want to risk a fool. I retired for a break just incredible: He had slipped a rock between the sump and the paramo-tore. And I noticed that the engine was already melted. All singles were nonetheless moto more fragile compared to twins. Slower even though it had no however reached a good level. But we were forced to use the Thumper for regulation, for-because in those years had been forbidden to bicilindrica. And with the mono were always hang-to instead with twin you had margin of power and speed”.

Bicilindrica, then?
“Twin life. Although it weighs more the pleasure of a twin-cylinder configuration has an unmatched delivery. The single cylinder at the call “vibrators”. Speaking of GS off-road, I have to say that the main limitation is the cardano”.

And what were the greatest difficulties for a motorcycle racer at the turn of the years 80 and 90? And now what do you think are the greatest difficulties?
"Then they could not know Africa. It was organized ,in bullfighting as regards the territory: they put wheels on ignore and constantly changing. Dune, fesh fesh, rocks, Africa is unpredictable. And then you face fatigue less prepared: for example, we knew we had to drink a lot more than we. There was the difficulty of saving the head and the Middle: who didn't came with the air ambulance. And you had to learn navigation and strategy. For the drivers of today's difficulties are not these. There is navigation, There is the saving of the medium: the evening l bike is redone from scratch if it requires shorter milestones and it becomes hard to get lost. Now the fix is take all the trait in focus; the race is tighter. Here's, I could say that today is a real race, So instead it was an adventure: It was only by your own car. Today there are many people who support ".

You traced routes, crossed uncharted lands, organized raid around the world. Today what is the travel for Edi Orioli?
"The journey for me should be interactive. When I leave I have to enjoy the country from traveler and not as a tourist. I face a trip last year. More can't I miss the time. You think that if it were up to me, After this interview, I'd put a shirt and a pack of Tan in a bag and I would start in motion. But I also like to play it safe: having little time I want my outputs are certain to enjoy myself. When childbirth so plan well the trip because I also want to have fun. Motorbike trip fully charged on the dunes wouldn't: This would wipe out the driving fun”.

Of Dakar yesterday and today's developments have broadened quite a bit in the interview appeared on volume of February 2018 Motocross. I wonder: If I could arrange it your way, what would be the key points of competition?
“Definitely would go back to basics. Of course you can't return to Africa, today for various reasons will not be able to organize the race there. But speaking of regulation I ispirerei to adventure and navigation, the nature of the place and safety. For security today we come to very advanced levels. I'd then geolocation systems. But stay here as much as possible to the roots, with camps far from the villages, stretching, and then decreasing, the stages. I would reduce the comfort, leaving more room for adventure. Of course we must reckon with the budget, with sponsors and visibility. I should think about this. At the bottom of the race gave rise to, so I think it might be appreciated by many. It would be a real challenge, I think. Because those who tried, just look at the Africa Race, struggling to take off because the official teams go into making the new Dakar. With respect to Africa Race should be able to invoke multiple teams that differentiate a little’ the set of drivers, results and solutions. Even for journalists today I think it's hard to tell the Dakar. The technology then has a little’ distorted this competition”.

Difficult, however, to imagine a race out of time: banish the technology can?
“Difficult Yes, but maybe it might work. I wonder if the pilots would agree to leave home on cell phone?”

Taken from: About BMW
interview by Lisa Bailey
Photos of Orazio Truglio & Web

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Ermanno Ban preparation for the Dakar 1989

The preparation of my Yamaha in my usual basement 3×4 meters. Whenever I try a test, to bring out my Yamaha had to disassemble all the tanks and put them back!

The front wheel and the fork I was kindly lent by my girlfriend who had a Suzuki 125 RM. To operate the trip of Yamaha TT it was necessary to modify a deferral of Cagiva 600 with the wire inside a square section of Moto Guzzi V35, the whole thing was calibrated to perfection. In the second stage Tozeur Gadames following a major fall I tore off the wire and goodbye to trip master.. I terninato the Dakar tracking, dust and much did my instinct!

Note the cap on the head where was placed the tachometer, the radiator under the tail and elongated tubes with unique support from me designed!

De-Petri-1987-1

DAKAR 1987 – Disqualification challenged by Dalia

NIAMEY – Is the hot afternoon of 14 January, in the morning the competitors of Paris-Dakar have abandoned the comforts of the capital of Niget, sharing a breeze for Gao. The pool at the luxury Hotel Gaweye only riders withdrawn from the year's toughest race and some reporter; in a dozen of the many rooms of the hotel injured people complain about waiting for flight scheduled for the night of the following day that will bring everyone in Europe. Among the Palm trees and the cool pool water, in a scenario worthy of Simon Le Bon, We will have a long talk with Alexander «Cyrus» Dalia, one of the fastest men ever seen in action on African roads, in the limelight, Unfortunately, to be one of the riders disqualified from TSO at the start of the stage Agades-Tahoua.

De-Petri-1987

De Petri is much more relaxed than the morning of 13, When Patrick Verdoy not handed him and Gates the roadmap, putting them so out-of-competition. That morning at Agades I had almost afraid to interview the pilot of Cagiva, furious about the exclusion of the race. By the pool, though, the tension inevitably Saeed and Cyrus proves to be more talkative and quiet at the microphone of my recorder. The first question is of course dedicated to the "situation" in the stage of 5 January.

Then Cyrus, the bike has been replaced?
"No, I had a problem with the clutch and I had to stop. Shortly after they arrived Gates and Picard and, together, We started working on the bikes. The Cagiva has the clutch handle of type De-Petri-1987-2plumber and work on it is very laborious: There is also to bleed. Let us not forget that it was the first special stage and we were quite nervous. In that moment time seems to fly when reassembling the hulls of confusion and we did three bikes».

But don't you have noticed that the helicopter of the Sierra (the company that films the exclusive Paris-Dakar) you ran over your head?
"Certainly,, and there was nothing wrong, even we noticed that the operator was leaning out to recover». You have been disqualified based on photographic evidence and filmed, but your motorbikes have been verified in the evening, the stage finish? "No, Neither night nor on subsequent days».

What exactly happened on the morning of 13 on departure from Agades, When you have been put out of the race?
«I was presented, like all day, the briefing, but before this started I realized that the compass does not work and are then returned to the “Villa” Cagiva team had rented in Agades, to remedy this problem. Made the replacement of the instrument are returned upon departure, the briefing had already ended and I noticed that everyone was looking at me. Before you ask me the reason for so much attention I came to meet Gates, I said we were out of the race and that they wouldn't deliver the roadmap. I thought he was kidding, but then came the confirmation of Auriol. Anyway I told Gates to follow me until the start of the special stage. Arriving at the departure Verdoy told us that if within two minutes hadn't returned to Agades would also disqualified Auriol».

How you react to this news?
«By disappointment at a decision which I define shocking that ran counter to what I thought of the TSO, an organization that I respected and in which I had the utmost confidence. The Dakar has become a big business for homes, the sponsors and the drivers it is necessary that these interests are protected by a Federation».

Maybe from international, I say mischievous.
"Of course, the Dakar is an international competition and it is essential that such decisions are taken by a body that protects all these huge interests».De-Petri-1987-3

Speaking of the race has changed after Sabine how and the environment after death of the great inventor and soul of Paris-Dakar, What do you think?
"Even with Sabine, or better under his direction, questionable decisions were made, as the penalty imposed on Peak two years ago. Last year during the stage Ouargla-El Golea, There was a complaint against Honda France for a supposed change of bike, but they were not carried out verifications. In any case, this ninth edition of the Dakar is beautiful, great technique with special tests to no end and no nighttime stages: a beautiful and well organized race. What I don't think would have happened at the time of Sabine's do run a pilot for six days, leave to rest one day and then ban him, What happened to me».

You have been put out of the race on the basis of evidence filmed and photographs, you have probably tried to save the situation and continue the race. What happened and, especially, What will happen?
"Our athletic director Azzalin asked to do share Gates and me maybe letting us run sub-judice until Dakar, but Verdoy is still on his decision (wrong for me) and did not accept. Meanwhile, to protect the interests and image of Cagiva, sponsors and also my (Let us not forget that a professional driver prepares for Dakar for about 8 months) you will end up before a court».

You want to maybe the head of Verdoy?
"No, I don't care, We want only to know that disqualify me and Gates was a mistake and especially that in the future there is greater protection for Homes, sponsors and drivers».

The future of specialty care to many and inevitably to Ciro we asked the question that you feel in your environment, as a world rally championship?
"It would be beautiful — answers — and us drivers often talk, a World Championship under the auspices of the International Federation would be a big step forward, but on our part, there is still the need to deal, While Federal environments has not arrived yet effective intervention. Even when we had, After the tragedy of Giampaolo Marinoni, requested that two doctors follow us Italian pilots flying in giving us the necessary security, even psychological».

We talk about safety, for you the Dakar is a safe race?
"The Dakar is a dangerous race. Is the actual product to be, almost a cross between speed (for medium to high) and cross (for the ground on which it runs); In addition nobody knows exactly all the pitfalls of the path: It's a cocktail very dangerous especially if you get lost. If you become injured off piste the risk is so much».

There is solidarity among pilots?
"Yes, Despite the difference between official and private pilots all stop if they see a colleague in distress. In this respect I feel very safe. There is a lot of humanity in this ruthless contest and solidarity on the track is so much».

Interview by Marco Masetti for Motosprint

Fenouil and Herbert Scheck in a moment of rest of the Dakar 1983

Fennel, Africa as a destiny

And a chapeau is not enough when you meet, talking or writing about Jean-Claude Morellet, class 1946, a childhood spent in Cameroon. Already, Africa as a destiny, even before you start. A degree in philosophy, on the barricades in Paris, the restless, 68 French, He entered the drafting of “Moto Journal”, the most important magazine. From graph was passed to the task of inspecting. Transformed it into extreme conditions. Projected tests of motorcycle over long distances, especially on African soil. Somehow helped to fuel the new spirit of adventure, collected and exalted by Thierry Sabine.

fenouil-1979

Fenouil during the inaugural edition of the Dakar rally 1979

The two characters met at Abidjan-nice, did friendship. When Sabine decided to take the road of the great adventure, It was Jean-Claude to make him change his mind on that-that Thierry prefigured as Dakar-Cape Town. Not planning to Paris that, from the point of view we provide, It would be the city, an ideal setting for an event of this magnitude. To carry out a reconnaissance was Morellet Yamaha XT 500 provided by Sonauto.

The “before” could not be. From technical expert which had decided that the right bike would be a twin-cylinder, heavier but more performance of “Mono” nipponica, House with which she had already entered into a commitment. Was supposed to be one of the Yamaha team with Neveu, Auriol, Comte, Olivier… He asked his BMW a means. The request was accepted and turned to the preparer-test pilot Herbert Scheck.

Dakar misfortune that of 1982, ended with a retreat

Dakar misfortune that of 1982, ended with a retreat

To tackle the marathon chose the R75 road. A few changes, fuel tank, the rest of series. Two BMWs at the start in the first edition of the 1979, those of Morellet and Scheck. It went bad, German stopped almost immediately, so did Jean-Claude, too fragile proved the means set up quickly and in a superficial. Morellet's intuition proved too forward, Yamaha one-two with Neveu and Comte. In 1980 Jean-Claude, that everybody called him familiarly “Fennel”, brought the twin of Munich on the fifth place overall, While in 1981, the year of the triumph of Auriol, She placed fourth.

Had seen far away. His resume to Dakar marked a retreat, with the BMW GS in 1982, a 9° in 1983, the 11° with Yamaha 600 XT Ténéré and another retreat (BMW 1000 GS) in 1985. From motorcycles to the passenger compartment of the car, as Navigator. In 1987 finished third with Shinozuka with Mitsubishi and retired a year later with Zaniroli on a Range Rover. In 1989 He called the Peugeot. He placed fourth with Frequelin, on 205 Grand Raid in 1989, While in 1990 He crowned his career with a second place alongside Bjorn Waldegaard.

Feouil and Scheck 1983

The race of life “Fennel”, adventurer, journalist, novelist, photographer, It is only a sliver of what has managed to accomplish. Organized, among the many races, the first rally of Tunisia in 1980 and especially invented the Rallye des Pharaons in Egypt in 1982. A race second only to Dakar. When her father Thierry Sabine, Gilbert, He decided to fold and give up the helm of the big race, thought for him “Fennel”. Was the 1994. One year only, but it was a choice dictated by continuity. RAID, books, articles, photographs… “Fennel”, himself a character from fiction.

Text taken from “Dakar hell in the Sahara” by Beppe Donazzan published by Giorgio Nada Editore

Whatsapp Image 2018-12-04 at 13.01.50

Claudio Towers Dakar 1985

Claudio Towers to the Paris Dakar 1985, as you read from newspaper articles of the time the bike is MotoGuzzi Chad-1985by series, by changing only the drain and reservoir for the occasion, made by Acerbis in aluminium.
Claudio Towers sees Dim dream of reaching Dakar because its battery went to pieces and forced him to retire.
We must remember that on that occasion it self-funded, contributing to the payment of the bike and race registration participating without even a mechanic in tow, providing maintenance of the bike then the first person after each stage.

Curiosity: beyond the official bike of towers, were produced more 15 Baja red requests by the French importer,
While the streets of Mandello for some years around a replica built by mechanics Moto Guzzi experts in.