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Dakar 1985 | La Cagiva gives itself Hubert Auriol

If anyone can judge BMW and Ligier-Cagiva, it's definitely Hubert Auriol., the thirty-French winner with the BMW of two Paris-Dakar, this year at Cagiva to develop the 750 Elefant. Of course Auriol admits the superiority of his current bike.

Auriol 1985

"I can't get that unbalanced – says – because I tried the Ligier-Cagiva only in the Rally of Algeria whose route is very different from that of the Paris-Dakar; the initial impression is that the power between the two bikes is more or less equivalent; the rear suspension of the Cagiva is much more efficient, as for weight I believe that the Ligier-Cagiva is about fifteen kilograms lower than the BMW, so...'

For the former BMW driver and 'king' of African races, the Cagiva is better

Malignants say you left bmw because of rivalry with Rahier, the former Belgian cross-countryman who was hired to back you up two years ago and in the last edition blew you the victory…

"And a simplistic explanation this: i changed teams for several reasons. After so many years spent with BMW I was looking for new stimuli, and collaborating with an enthusiastic team like that of Cagiva to realize a winning bike from nothing is a huge stimulus".

Rahier?

"No, he wasn't the cause.".

Auriol 1985 Copy

The Ligier-Cagiva team is actually Italian or French?

'Marinoni, Member of the Commission.. one of the pilots, it's Italian; two mechanics in tow are Italian, everybody else is French. We split up our homework: La Cagiva built the bike, modified it following our directions after the first tests; I, who have more experience of African racing than them, organized the team..

At the Rally of Algeria the Ligier-Cagiva suffered a current failure: the breakage of the gearbox bearings and the burning of the clutch discs. For the Dakar the problem will be solved with new bearings and with the adoption of an integral oil cooling circuit that lubricates gearbox and clutch.

Taken from Rhombus

147_Giovanni_Sala_Team_Gauloises 2003

DAKAR 2003 | The next day's budget by Gio Sala and Arnaldo Nicoli

interview by Danilo Sechi

The frenetic pace of the Dakar Rally is behind, enduro samples Giovanni Sala and Arnaldo Nicoli – among the protagonists of this year's Race on African Soil that ended on the beaches of Sharm El Sheikh, in Egypt – have resumed their usual activities, their thoughts are already turned to the next appointments provided by their discipline of choice but first runs the obligation to take stock of the last experience lived.

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“I just can't say I'm happy with how it went” Sala says, 39 years, Gorle “this was an edition of the Dakar pretty close to my features, where I could do just right, instead I find myself only with a 14th place finish. This time, however, my faults are really limited, I have to take it with other factors. First of all the race was not suitable for my twin-cylinder, too heavy and therefore unwieable among the many stone and sinuous slopes we encountered, and this slowed me down a lot especially in Tunisia, then I was braked first by a tire that literally melted, then from problems to the engine right in the stage best suited to the twin-cylinder and finally also from a power tube that did not get the fuel to the engine. In short, a continuous tribulation that has

Paris-Dakar 2003 Gigi Soldano

Paris-Dakar 2003 Photo Gigi Soldano

Demoralized.”

2003-young-room 2– However, a couple of trebles were not lacking. “Yes, two stage wins have come. And wanting to see the glass half full I didn't even run into bad falls, from this point of view it went well. But it must also be said that I got a bad flu and for a few days I ran with a fever and stuffed with medicines… it had never happened to me, will have been Libya's incredible thermal excursion. It means that next time I'll also do the flu vaccine!”

– For the enduro season 2003 what are the programmes and objectives? “I should run in the class 250 4 times but at the moment I'm not quite sure because the new Ktm is not ready yet. I leave to win the world and Italian titles and to deserve a place in the national team that will run in November the Six Days in Brazil, of course I'll see it with very strong opponents and none will be an easy feat. These days I'm going to enjoy a few days of skiing in the mountains, guest of my Dakar mechanic, who lives in Innsbruck, then the first race will be at Arcore on 9 February”.

Even more fictionalized the Dakar than Arnaldo Nicoli that, on a Ktm team fast support truck, he risked his life when a mine, at the entrance to Egyptian territory, destroyed the rear wheel of their vehicle forcing it to surrender. “I then continued my adventure on the car of Fabrizio Meoni's mechanic” explains the pilot of Slate “and we've reached the final finish line, while following easier alternative tracks. By the way, my presence was also very useful at the end of the 14th stage, between Dakhla and Luxor, after Meoni had fallen badly and had semi-destroyed the bike in an attempt to regain ground on the leader Sainct. We worked on it until three o'clock at night, to give it back to the Tuscan champion and at least allow him to attempt the difficult comeback. He tried, but he didn't make it., Too bad”.

– Then what happened? “I returned to Bergamo and resumed my work at Ktm Italia, Gorle, but now I'm taking a week off, I think I deserved it.!” – In the enduro sector what awaits you? “This year I will race with Husaberg participating in the Italian championship in the class over 4 times”.

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DAKAR 1998 | Aldo Winkler's Latest Effort

Dakar is like a disease gets into your blood and you don't get rid of it anymore. The work had become very demanding and the time available was scarce. But the Dakar was changing, you could buy a motorcycle KTM ready for Africa, almost equal to the official ones, a dream! Beautiful! You could do the assistance kit where you can get what you need (paid). You could also buy and have your tires fitted with mousse!!! (Exaggerated! This, before, it was a drama). All these facilities could not help but make me feel tempted. With Alberto Morelli, now become super friends, let's make the decision. We sign up and bring the airborne mechanic Adriano Micozzi in common. The Dakar experience is one of a kind, you have to focus and just think about one thing, with a very strong intensity, Winkler_1998_1 living intensely nature and competitiveness! This total immersion in running makes you feel full of life and disappears all the existential anxieties that afflict us in everyday life. That's why I relapsed! Knowing that there would be many moments when I would curse the moment when I had decided to go back.

Departure from Paris, always a great emotion, the weather is bad, very ugly, Fog, Cold. Halfway through France they make us do a special. We are equipped to make 1.000 winter km, cado in the special. How hot so dressed and with the helmet wobbling! And after washing the bike away, you start again completely sweaty. In Narbonne there are shower and hotel, but a few hours of sleep. Micozzi arrives with the van with all our things.

Winkler_1998_2Breakfast and transfer to the park closed. Before the special they have to give us the race table but there are many of us and it is difficult to listen to everyone. I'm late on the table because of the queue, I thought it was fast and smooth so I left the bike on, but when I go back the clutch doesn't come off. Worried, I do the special very slowly, and right after that there are the washes. Luckily they let us board the bikes in the van and I sleep behind under the bikes. We arrive in Granada at 2 in the morning.

GRANADA ALMERIA
Wake up at dawn, planned two specials: the first on a muddy fettucciato, the second very beautiful with beautiful landscapes to cheer the competitors. Then we embark. In the harbour the first scare. The bike, which was beautiful and super driveable and stable, had only one flaw: the start-up was on the left, and not only was I not used to, but having his left ankle blocked and sore, it was really hard to get it going. Because of this, my physical problem and the fact that in Austria they had, I don't know why I decided to make my life so difficult, fact is that the bike didn't want to know about starting anymore. I've spent well 20 minutes to get it back on track.

ER RACHIDA – OUARZAZADE
Difficult special with a lot of navigation. Several competitors in search of the “Cp”, I browse without tracks for GPS, I understand though that I'm Winkler_1998_3Back, I've probably done less miles but slower. The bike is fantastic, being so stable you can go very strong. Refueling. That's nice, Give 15 minutes available, whereas before you queued in special and everyone fought to pass in front. Probably, in a very fast straight in waves, I find a sequence that bounces me by squeecing me forward. I remember seeing everything cracked like I had in front of a broken windshield. I'm totally “unsoched”, luckily comes Alberto who takes matters into his own hands. First thing I repair the visor of the helmet because whoever beats the head with marks on the helmet is made to withdraw d’ Office. In fact, organization car passes, looks at us, sees that it's all ok and goes away. The bike is destroyed, I no longer had the cucolino and the rear frame was all bent, the crooked handlebar, and when I turn it on, the oil comes out of the oil radiator tube that is cut off. Alberto does the miracle: does a “by pass” and so it makes me start again. I've been behind him for a while, but I wasn't in me, in obvious shock. I see the dust of a’ car and I leave to handcuff it, Alberto can't keep up with me, so I lose it. Unfortunately, the car was lost, together we look for the right way and only then I realize that Alberto was no longer behind me! In the collision I lose my “Balise”, recovery and I keep it between my legs. I notice my nose is bleeding. I'll let the car go missing and I'll continue with the GPS, so I get to the end of the special. I find who gives me some motor oil to top up the leak. I do the transfer and I start to feel pain everywhere, knee and right thumb especially. On arrival I go directly to the infirmary. Hadrian sees the bike and puts his hands in his hair, goes to KTM and starts a long night. Spend 6.000.000 lire of spare parts.

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OUARZAZADE – SMARA, New
A little’ hesitant allotment in the morning, I wouldn't have dared not to leave out of respect for Adriano who worked all night making me find a bike better than new, perfect as I had bought it! It starts very early, still in the dark for the transfer, with a crazy cold and then make us wait a lot at the start waiting for the dawn, because you only start with light. Cautious birth almost a type of tour guide, both because of the pain I was feeling, that for "the squeeze" taken. I break my mousse, mount the inner tube and arrive in Smara in the dark. Damn, I needed rest. I struggle to bend my knee, it's very swollen. My thumb hurts and I struggle to hold the knob, and even more annoying, my coccige hurts, pain that conditions me in driving. Even the jaw is all achilosed, I suffer so much.

 

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ZOUERATE – EL MREITI
Very difficult stage, very slow with passes worthy of a trial race. Lots of difficult sand dunes. A truly exhausting stop. The beatings taken in the days before I hear them all. I'm in a lot of times. Refueling arrival, reach Quaglino stationary a few hundred meters before without gasoline. I'm about to come back to help him but I notice that I had opened a rear tank that was leaking profusely, and in the meantime someone had stopped to help him. Allotment, but now I'm going to handcuff without consuming gasoline. Are Winkler_1998_6very tired. The terrible darkness is coming and I still have to do 60 km. Going in the dark is really hard and risky. Exhausted arrival, but in El Mreiti there is no assistance, no airborne. Disassembling the tank, kind gentlemen of a Dutch car help me, with a red-hot knife I melt the plastic of the tank and balance the crack that had opened. I sleep little and I'm all broken, now the pain is really strong. I cursed myself several times to be back running.

EL MREITI – TAOUDENNI
Another difficult stage, many dunes and very steep, luckily the sand is relatively hard. Even though I'm in "cruise-mode" now, I try to be regular without taking risks and especially not hurt me further. I did a large part of the stage without any attempt, I've passed many pilots, but at some point I slip into a sand hole and I get in the way. Damn! To get out of there I spent all my remaining energy taking a long time, more than 30 minutes to get back in the saddle. I'm back but not more polished, I couldn't go the way I used to. I notice that it loses the tank again, and breaks the oil seal. Gasoline and oil end up on me, I'm all stained and dirty. Arrival at the end, checking the oil and the scoop is inexorably dry! Combination, when something wrong happens, it's always when there's no Hadrian's assistance, I'm just kinda unlucky. I work many hours on the tank and shelter it permanently. Meanwhile, robbers rob a truck near me and shoot some competitors, I personally saw cars with bullet holes.

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TAOUDENNI – Gao
I start with the broken oil seal. I find who gives me 2 kg. oil and I take them with me. Thankfully they cancel the stage for the stage episode (usually the stage before the day off is nice tough) let's leave without time, all together. Aid Salvador who had turned upsideth I find him unconscious, but he recovers, gets up and starts again. To “Pc”, checking the oil and refilling, but I finish it too soon. They're still missing 400 km!! GPS gives you confidence even if I hate to put all those numbers to program it, I follow him, heedless to follow the tracks. At some point it loses its signal, I turn it off, I'm turning it back on, nothing!! I decide to go in the same direction, I get anxious and after quite a while now desperate to get lost, I find the tracks and I take a big breath of relief.
At the gas station I get given more oil and refreshed, starting up doing the last 100 km.al Dark. I'm so tired, All Winkler_1998_9 dirt of oil and I do the last 112 km of transfer. Gao seems to me a place of robbers, people have aggressive attitudes. We sleep in a fetid hotel and it's scary just going out. They steal my balise and the irons of the bike (for the irons I almost cry, I had chosen them with great care and they are fundamental to stay in the race). In the infirmary, my knee and thumb are looking at me, they're going to welcome me, luckily I had nothing to the ligaments but I had fluid pouring, I was very cold the first two hours in the morning before they got hot. The evil to the jaw had passed almost entirely (home at the dentist they'll take me off 2 teeth that had cracked, while the most annoying thing was the pain in the coccige. In any case never as in this Dakar I enjoyed the day off. Adriano has struggled a lot, since the KTM spare parts truck had not arrived, but thanks to Roberto Boasso, official KTM mechanic, solved the problem of sealing.

Gao – TOMBOUCTU, NEW
Beautiful stage, the first one I really enjoy driving it. I only run a risk taking a pampa because I was going really strong. Early arrival, everything ok. To my surprise, I see that the KTM service trucks are also coming.

TOMBOUCTU, NEW – Nema
We were told that the stage was easy, instead they're all very slow, meeting so much camel grass, Gait is very slow, I'll have made the most of the third. Arrival with light, but at sunset.

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Nema – TIDJIKJA
They say it's the hardest stage of the race, And it's true! I've done it in previous editions, but in two days. It's very slow, with the typical landscape of Mauritania (soft sand with many stones). I'm always alone. At the famous elephant pass you have to get off a plateau between huge rocks, it seems to be in a Ligurian mule. I fall several times. At the second gas station, it is already five o'clock and still missing 250 km. I had gone too slowly to spare my strength. Taken by the fear of the dark, I'm going to handcuff to make less way in the dark. I think that was the moment when I went strongest in the whole rally. At 18,30 it's dark and 150km away!! And’ terrible go in the dark, you don't see the height of the dunes and without reference it's not easy to pass them. Falls and cover-ups not to end. Arrival at the special end at 23,30 just in time not to take the lump. I'm exhausted. Since the arrival of the special bivouian I still have a’ now. After the tension of the special, I fall every 100 meters more I get 60 and more I can't find the bivou ac. Another day without assistance, control alone the whole bike, the air filter, I top up the oil and put it too. My knee hurts a lot again and I sleep badly.

TIDJIKJA – Atar
Winkler_1998_11It's only a few kilometers, but all of stone to overcome in the first gear. Sometimes I even have to push the bike on foot. I find Hall Desperate, tells me that you have to withdraw, knows that the KTM truck does not pass, has already checked the whole bike and is sure that it is the rotor/fly that has abandoned it. I tell him: “what problem c is?” I look through my things and give him my spare rotor. And he asks me how the hell I'm ever wearing a rotor/fly with me? Actually, I had a little bit of everything, memoir of the old Dakars. Towards the end of the stage, I get 100, GPS doesn't work, doesn't take, I follow tracks that end up. Traffic on THE GPS and finally start to pick up the signal again, I do the last 80 km in the middle of trucks, everything to GPS. I arrive and I'm so tired, obviously there's no assistance. I have to change the tires. On the hard they ended up. I see the “camion balai” and I steal the front mousse from a retired bike. I also remedy a full rear wheel, used but with good mousse, who lend me by making me promise to give it back the next day. Also because I wouldn't have had the strength to change the rear tyre after disassembling and mounting the front mousse.

Atar – BOUTILIMIT
This is probably going to be the last hard special in this Dakar. 1998, at least I hoped for it. Let's start with Atar, there are beautiful trucks, it's a very stony area. It is understood that guidance will be very important. Surely it will be the most beautiful special from a landscape point of view. Dunes and crazy scenarios!! I travel the whole stage with Quaglino. You cover up, we go the wrong way, let's go back and find the right track, it was a footpath, indeed a very ugly uphill mule, I think it was impossible for cars and even worse trucks to pass by there. Climb the plateau, we're in a sandstorm, do not see anything, and the road book says to follow different mountains, with spike drawings to be circumvented as a reference. The only one is to rely on GPS. We are a group of 6/ 7 bike and we slip into a very ugly erg of dunes with soft sand. It seems impossible to me that we should do more 80 km in those conditions. We see cars from afar and chase them. Hall does not follow us and will be lost. Stop the special refueling due to the weather conditions. We still have to make a long transfer of which 100 difficult km. We arrive in the dark. I'm going to fix the bike. (other day without assistance) and filling up for the next day, I see that the tank still loses! Luckily I find the KTM truck and secretly (it was forbidden to provide assistance because it was a "marathon" stage, give my tank in exchange for a new one. I try to mount it but it doesn't square with the frame. I don't know how to do it, at the end I get fed up and tie it with straps and ties. I find accommodation in a Tuareg tent but when I notice that as night companions I have scorpions, I can get very little sleep.

BOUTILIMIT -SAINT LOUIS
The first special of the day is beautiful and sinuous. I had Quaglino in front of me in the rankings of 10 minutes, The goal was to take them back. I'll take it, I pass him and shoot like crazy, everything is fine but in the end I mistake and I lose 2/3 minutes but I always get in front of him. Second special, I have to start with my schedule but the bike does not start, they're in a frenzy, Lose 3/4 minutes, finally I give birth and afterWinkler_1998_13 a few km I sned in a climb among the vegetation almost reached the sea. The bike no longer starts again I lose others 5 minutes, I feel that I'm in a hurry and unpolished. Luckily the special is easy along the beach. Shooting Quaglino, I pass him and give him 2 minutes. Too bad without all these problems I probably would have surpassed him in the rankings.

ST. LOUIS – DAKAR
Pink Lake Special: now the left hand is unusable, I have the carpal tunnel that makes me very bad. Even in the dakars I have suffered from this problem, especially on the right hand.. In the early hours I had to go slowly and then slowly passed me, but those who had passed me no longer wanted to get over it so as not to take the dust again. I had surgery on the right but on the left I have the problem. In any case I stand in front of Quaglino in the PS. even if it's not enough to get past it in the general. This was the most difficult Dakar I've ever run. What a satisfaction to bring it to the end! Instead of being euphoric I feel melancholy, probably because I feel that this happiness I feel, so intense, I won't try it anymore because I understand that this will be my last Dakar.

Ndr: Aldo Winkler will finish the Dakar 1998 30th place on 55 riders at the finish line, fifth Italian at the finish line.

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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.

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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.

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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!