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DAKAR 1985 | the Test of the BMW winner of the Dakar

Source Motosprint

by Marco Maria Masetti

The legendary BMW, winner of four editions of the Paris Dakar (’81.’83, ’84 and 85), it's definitely for fans of this type of competition the most you can aspire to, and it is for us too, in love with motorcycles and great spaces ever since the #8217;idea of running in the Sahara was of a few bizarre enthusiasts, but already capable of beating-king the heart almost as much (if not more) a fold at 50 degrees or a new lap record. Around the G/S Paris-Dakar (or rather at Project Paris-Dakar, its official definition) a myriad of legends have flourished that speak of unheard-of powers and lack of driveability. Often, In short, l#8217.imagination has transcended and made in this "university of the off-road" an unattainable myth on which 11 profane anything or almost had to know.

1985bmwr980gs property(1)

Now, Instead, thanks to the courtesy of the BMW in the people of the ’engineer Pachernegg, New, team's sporting director Dietmar Beinhauer and all’enterprise of our German collaborator Oscar Wieland, we can offer an unprecedented test of the bike that arrived first on dakar beach on 22 January. Our task has not been exhausted with the test; In fact, we have observed millimeter by millimeter "the most famous boxer in the world" in search of any secrets and special materials that people talk about to explain the reasons for its success.

The surprise was undoubtedly great: few tricks and even less secrets, G/S 1000 Number 101 you can safely take it as an example to confirm that in African races the motorcycle component is’important, but not decisive and that the victory of Gaston Rahier it's fruit, as well as the good work of those who made the bike, of the great attention placed in the smaller an-that details, in the great organization of the team captained by Beinhauer and in the incredible strength of his first guide who managed to bring to the end of the race perhaps the toughest in the world a bike definitely heavy and committed-va like the G/S 1000 through almost 14.000 kilometers.

Speaking of such a famous and winning bike, you think almost automatically of a hyper sophisticated medium, complex solutions. But none of this: G/S Paris-Dakar; how the rallying school wants, a pretty conventional bike that takes advantage (in a truly brilliant cocktail) parts from the series. The engine is, basically a hybrid that takes advantage of parts of the GS 80 and R 100 RS property. The cylinders are 1000 as well as the head and carburetors. The pistons are specially made by Mahle with a shorter cape than the standard ones and with three bands, while the cylinders are standard but shorter and narrower (13,5 Mm).

Lubrication will provide about 3 litres of oil contained in the cup and cooled through a radiator placed under the steering. The filter 1985BMWR980GS5-vi’air is automotive derivation (BMW 2002 You) and takes advantage of the same ducts on the G/S 80. The unloading takes place, very freely, through two megaphones that receive gases from two plywood pipes of the diameter of 38 mm. Electronic ignition (Bosch) with automatic ’-advance adjustment. In addition to the kick-starter there is a small motor d’start-up that uses a rechargeable dry cell battery, but, Usually, GS is started with the #8217 help of a means of #8217 (cold-engined species) or with the kick-starter after hoisting the bike on’high center stand.

The transmission-change group takes advantage of the classic five-speed and the single-disc dry clutch, but upgraded compared to the standard bike. The most important changes relate to the pipelines for the #8217;oil that have been revised to compensate for the different tilt to which the engine is forced, compared to the G/S 80 where it comes from. Very classic is also the cycling part, typically BMW, with a frame in C-#8217;steel pipe at Cr-Mo 25 with a continuous double cradle configuration with extensive reinforcements in the area (evidently solicited) steering cannotto.

The front closely follows the structure of the GS 80 with the differences in the back of the frame that is bolted as on cross bikes to facilitate the work of the mechanics and to make it easier to repair after any falls, The rear suspension also has significant differences from the, since we find a conventional swinging fork exploiting in the right side (where the ’transmission tree is housed) the lining mounted on the G/S 80, duly stretched to 510 mm. On the left side c’is a conventional oval section arm with sheet metal reinforcement handkerchiefs.

1985BMWR980GS2-viOn this particular swinging fork find place two gas units of White Power cross-derived that offer a hike (remarkable for a bike with tree drive) well 280 mm. The choice of this type of suspension is mainly dictated by the great simplicity and the possibility (not always remote in these kind of races) to have to re-enter with a single shock after the failure of the ’other unit. L’front is all made in Italy with a Marchcchi tele-hydraulic fork cross-extraction with stems 41 mm. diameter and offering 300 mm. running.

The L’braking system is mixed with a Brembo disc 260 mm mounted in the front and equipped with double floating ply of charge and a BMW drum to be 200 mm rear operated by flexible cable. The circles are aluminum Akront without edging, cross-style. Moving on to superstructures and instrumentation we find an authentic "rationality manual" resulting from the great experience accumulated by the house in these years. The main tank has a capacity of 50 liters and consists of two shells of Kevlar (Smart choice made to avoid losing all fuel in the event of a tank rupture resulting from a fall) filled with a special synthetic foam with anti-shell functions that occupies only 1’1% of the tank capacity.

Under the seat, covered in suede, a second tank is located, always in kevlar, with the ability to 10 liters. Except for the tank, 1985bmwparisdakar2 propertymade in Germany by a ’specialized company, all carriage parts are due to the work of the ’Acerbis who provided fenders and peep on exclusive design. Note that the small transparent windshield of the K 100 which is mounted to provide riders with aerodynamic cover in road or fastest track transfers. The foot controls are pretty much the same as the G/S 80, like I'm also the footpaths.

The biggest differences we find at the handlebars, a Rentahl anodized gold on which are mounted the levers and gas control of the Magura (Duo model) and a series of accessories designed specifically for the #8217;use rallyistic such as the BMW Motometer multifunction odometer and the two cans with knum where the notes of the road book flow. At the center c’is a compass of nautical derivation. The main box is on the left, on the right is a ’similar structure, smaller where Rahier reads the main notes he drafted himself. In addition to this, on’left end of the handlebars are the keys for cassette player (Walkman Sony) gaston needs to listen to Sabine's morning briefing notes in a hurry and possibly a little’ music.

1985BMWR980GS4-vi Complete the dashboard control panel, l’’oil temperature indicator and pressure light in lubrication circuit. L’lighting is entrusted to a single lighthouse with a diameter of 135 mm derived from the standard one and protected by a metal grate. The tools are contained in a bag on the tank equipped with compartments (is part of the BMW accessories series), while on the back rack c’is a leather bag that contains everything you need for a Paris-Dakar; on Rahier's bike we found a pack of Elf oil, tire levers, BMW vials of air, 2 Bosch platinum candles, 2 ’air chambers, front brake pipes, Cables, tip-top in addition to the canonical canvas tape and the’inevitable iron thread. C’it is also a medicine box with anti-cooking cream, Aspirin, vitamin C com-presses. Antibiotics, saline supplements, patches of various sizes, external disinfectant, in addition to useful tablets to pob the water’water and an anti-diarrhea drug

How are you – It's the hours 9 of a very cold Morning in March, when a number of people came out of the basement of the BMW Motorrad GMBH in Munich 520 driven by a mechanic (will assist me during the test) towing the number on a trolley 101, True Queen of ’Africa, still bearing the marks of the victorious ride. The location chosen for the test is a terrain, equipped with artificial obstacles, in the immediate vicinity of Munich where, Usually, Train the tankers of the ’German army. The cold is really pungent as evidenced by the numerous pools of #8217;water covered with a layer of ice.

The Little Mechanic (he claims to be seven centimeters shorter than Gaston Rahier) fills me with gasoline the tank in Kevlar from 10 litres placed under the saddle, sparing me the 50 litres that are normally placed in the main tank, that would raise the already high center of gravity of the bike by a lot, making it definitely difficult to drive through the gravel ups and downs of the test track. From a standstill the G/S Paris-Dakar makes really impression with its fluorescent white-orange mole dominated by the large, low-bellied tank.

Speaking of size one can only assess the grit and courage of Gaston who runs (and wins) riding a motorcycle that goes just abundant to me that I'm taller than him about 20 cm (support on the ground both feet with outstretched legs) and weighing with the two tanks full and in race setup 228 kg. L’start-up, cold-engined, is done by connecting to the car's engine, moments and the #8217 icy air of the field resonant echoes of the din coming out of the ominous trombones of the G/S. Despite the 14.000 kilometres have left some marks on the bodywork and that rust due to the ’water of the ’Atlantic, the bike is in pretty much the same condition as it came to Dakar: only a normal check was done to electrical details, in addition to a change of ’oil and filter.

BMW Rahier 1985

Silence again, the boxer is silent: I want to try the ’standard start, the pedal one, to better understand what Rahier used to do every day. You start by putting the G/S on the center stand (really difficult feat that sees success only after a d’team done by two people), then you place your left foot on the bumper hose, while with the right he kicks himself on the lever winning the resistance of the two large pistons and at the same time to-take a wire the valves of the carbutors, rotating the Magura Duo in aluminum. A few rides and the engine starts, but it's certainly not an easy’enterprise and requires some mastery. Needless to say, the mind immediately runs to Gaston trying, on the sand, to start the G/S with a temperature of 35 degrees, after a fall.

The G/S engine 1000 Paris-Dakar, right, takes advantage of standard parts derived from G/S 80, like the motor carter, on which cylinders are mounted, heads and carburetors 1000 road and have traveled more than 500 miles of track! The position in the saddle is perfect, very rational, without having your legs in an unnatural position (that is, too open) despite the’tank footprint. I was afraid the foot controls would be adjusted for Rahier's boots, but that's not the case.: everything seems tailored to larger riders as they are, For example,, his companions Hau and Loiseax.

So it's great for me too, with only legs a little’ too flexed due to the reduced padding of the saddle of the number 101 compared to the other two G/Ss entrusted to the French and The German. It only takes less than 2000 quick start laps, and with good agility, once the soft clutch is released. In fact, as soon as it's moving the pounds disappear-no, as is normal on a bike with reasonably concentrated weights at the bottom, but there is still something to take with due caution, especially in the first moments.

I find this on a dirt road, quite similar to the slopes (Best) meeting in Africa. A quick glance, the road is clear, more than enough space, nothing better, then, to unleash all the horses of the Bavarian boxer. Second, third and fourth open gas; practice-mind flies clutching in your hands with force, but without apprehension, the handlebars and enjoying the speed, definitely higher than 130 per hour, with the certainty of great directionality and precision of the ’front. I'm almost going to give up the tension that had accompanied me in the first few meters of the test thinking about how easy it is to drive an off-road like this when, maybe left by the tanks of the German army, I see before me a series of hollows in very rapid succession.

There's no time to slow down, I hold on to the handlebars to contain the effects of that encounter. In an instant the rear is starting to jump and I find myself at more than a hundred an hour riding an enraged bull. When, almost miraculously, I can get over this moment unresotating I think again (and always with greater admiration) Gaston and his, daily miracles on the African slopes. I also look for the personal satisfaction of some surge, but on the heavy ground the rear wheel also sled for the truly elephanty shot of the engine. When the Michelin Desert decides to take it all the more, the front end rises so imperiously that I violently slam the helmet chin against the road-book and compass.

Taken from the KO I understand, At last, that a bike of such weight and power must be conducted in off-road gently taking advantage of the engine pull and its perfect delivery to all règimi without looking for solutions of strength. In doing so, you discover the great qualities of the G/S that you drive away from the limit reveals an ease of driving and a sweetness really unsuspected in such a "monster". Suspensions work very well, with great homogeneity especially, and you can go through absorbing many obstacles, maybe in the second or third with an exciting presence of horses even at the lowest règimi and keeping the high gears inserted.

Our tester during the fantastic test on the army track near Munich. The bike proved comfortable and easily governable as long as it did not overdo it and stay away from high speeds

Using the gas command consistently, even low-speed manoeuvres are easy, but you have to be careful not to lose the dynamism completely at the risk of finding yourself in a curve, maybe in counter-presidency with 200 kilos lying on the ground. He also jumped with the G/S, and safe, he was surprised by the naturalness with which his bulk dives into downhill jumps, always landing according to the wishes of the pilot who has nothing but to balance with little effort the medium almost a 125. I immediately think of the comparison with the then debutante Cagiva Elefant that I tried on Agadir beach at the conclusion of the Rally de l'Atlas.

After an hour of testing, the G/S literally "entered our blood" and even the reverential fear disappeared completely, So we appreciate the excellent skills of the clutch and the gearbox (with the exception of a tendency to vent between first and second) and the positive work of brakes and suspensions that must undoubtedly work hard because of the weight. In this regard all our congratulations go to Marzocchi and Brembo who have realized, the fork and the front brake respectively. At the end of the test, we try again with greater confidence, the cunettes and the steps that only an hour earlier had put me in trouble: everything better now, and the fun begins, the pure one that makes you forget about hunger and cold and those who wait for you with patience now for two hours with a temperature always stopped at zero degrees centigrade. I find another flat stretch and try to unleash all the power, but space, Germany, for this bike is little: it really takes the Sahara.

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.

BMW1000

Protar BMW 1000 Dakar 1985

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

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

BMW1000-1

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

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

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

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

 

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

Balestrieri 1986-3

Hau and Crossbowmen Dakar 1986

Heddy Hau chasing a leathery Vinod B on the podium in the final standings of the Dakar 1986.

jutta_kleinschmidt_p90063645-b

Jutta Kleinschmidt Dakar 1992

Huge Jutta Kleinschmidt, that led to the finish of The Cap the heavy BMW in a prestigious 23rd place in the absolute Edition 1992. Heroic dakariana!

BMW GS  800 1981-3

The official BMW Dakar team 1981

Official BMW team at presentation of the Dakar 1981: Fennel, Auriol and Neimer.
Special tsk www.passion-dakar.com

Orioli-1998-4

The withdrawal of the Warrior – Edi Orioli Dakar 1998

Many problems as in Dakar 1998, EDI Orioli he never had, and a crack of basement – caused by a stone (!) that has transfixed the carbon protection – He put an end to the race of champion friulano. And the long-awaited return of BMW, that after so many investments and victories with old twins boxer, began developing a single derived from BMW-Rotax of the F650.

A motorcycle, that for reasons of image was fielded in unofficial form, Although it is clear that behind the beautiful prototypes used there is the will of the German House of return to be a leader in the African Marathon.

But the Dakar is no longer what it once, When experience and above all sense of direction and navigation made the difference.

"With the introduction of GPS (the satellite receiver for orientation) now there you lose more – confirms Oberoi on his return to Italy – and basically traveling continuously to throttle. I saw riders pull from morning until night as damned, and I am surprised how the various Rome, Haydon, Cox are still in one piece. With the GPS provided by the Organization this year we had ten way-point.
Too many, so do not lose anyone. I asked for the next edition down to three, because otherwise it completely alters the philosophy of this race. I'm not saying delete the GPS, all in all it is an extra security, but you should not reduce the Dakar to a motocross race».

If you hadn't soon retired you could round off?
«For sure. At the end with a little calm and experience I could easily climb on the podium. Unfortunately we at BMW we had problems with GPS (provided by the Organization) Since day one and, After trying all the possible connections, We tried to replace it with the version intended for cars. Nothing to do. On the BMW is triggered electrical interference that we haven't yet included.
Then a stone is passed between tank and engine protection plate and he cracked the carter. I noticed the control stamp, When I saw the boot in dirty oil. I will have at least 80 km at full throttle and oil was up. Stopping the engine, no longer divided».

After this first experience with the single-cylinder BMW, thou wilt ask German technicians for next year?
«A little’ more power, and especially a chassis with better weight distribution centered and a slightly more limber uploaded. Even the setting is to fix because I couldn't move forward as I would have liked. A streamlined tank solves the problem-rebbe. Besides, these were things we already knew before leaving, but you have not had time to develop new superstructures».

But you can win the Dakar with a Thumper?
«No, at least until the twins will be entrusted to riders like Peterhansel. If cylinder prototypes next year will no longer be allowed at the start, things will change. So I think in BMW and in its development programme. And participate already this year was a correct choice, so we already made the field. And only those who have participated in the Dakar can understand how this is important».

With Peterhansel you could still fight, even if everything had worked the best?
"No, Why drive a twin as the Yamaha means you always have a margin to handle. On the sand the BMW does not exceed 150 km/h, and to preserve a little’ the mechanics wanted a small margin, traveling on 140 km/h. With Yamaha, Peterhansel already guada-PLE had traveling on 160; with that bike I tried to touch 197 km/h and, just to give an idea, with the official Cagiva arri-mass early to touch 208 km/h. Today these speeds do not serve almost more, but a little’ more power is always handy. With the single cylinder this margin does not exist, traveling constantly close to the limit of the bike and this is not good even for mechanics. Surely they are the lightest bikes: I guess my BMW weights on 170/175 kg without fuel and the tanks contain only 45 liters. But the weight saving compared to the two cylinders is not enough to make a real difference».

And compared to other singles co-me the KTM?
"We still lack a little something, but it's not a big deal. My BMW its first participation 80% already judging you and I think this is a big result. Unfortunately in Dakar there are arrived, but the bike is valid».

You have raced with the version with progressive linkage to shock absorber?
"Yes and it was the right choice, as for the Showa fork prepared by Parker (those of Suzuki cross forks 50 mm, Ed) and to the shock of the artisan French Donére, that will be even less comfortable but it is definitely superior to traditional ones».

What's this about?
«And’ a cushion that instead of having within the usual range of lamellas has a very original hydraulic system, with valves and floats involved oil passages. The most important difference is in better traction offering. Also use Peterhansel and Mitsubishi officials. And’ complicated to develop but, Once you have found the right calibration, rocks».

What impression do you have of this renewed Paris-Dakar?
«Auriol is a guarantee, He doesn't lack experience and worked fine. But there were no problems with incredible timekeepers; in all my investments were never so approximate. Showed a superficiality disarming. Finally I missed the Algeria; paths such as those we will find more and not Morocco to cross it's not fun».

Text by Giuseppe Gori for motorcycling

 

Hau 1985

Eddie Hau Dakar 1985

A prologue from hell what they faced the riders at the start of the Dakar 1985. Eddie Hau in a less Honorable tries to re-emerge with his BMW from a mud puddle. They rearranged the 8th place finish coming in egregiously absolute.

1984 BMW

BMW 980 Dakar 1983

The 3 BMW 980 officers of Auriol, Fenouil and Loizeaux in a moment of rest to Dakar 1984