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Auriol_1987_2

AURIOL | TOO GOOD FOR HELL

Nouakchott (Mauritania) – “Africa I made it practically by myself and this more than a merit is a trouble, the biggest trouble that can happen to those running a Paris-Dakar. I still don't know if I'll be the winner, I hope for the Cagiva, for the Italian public who expect to see their own bike for the first time win this race, but it's good for everyone to know how things are”.

Hubert Auriol, a nice big boy French, always cheerful, elegant in manners and in speaking, looks more like a fine theatre actor than one of the “Beasts” who face every year this walking madness that is the Paris-Dakar. Auriol is a veteran of this speed race along deserts, savannas and mountains, Saharan Africa knows every stone, every dune, every mirage and every arcane deception. Yet the other day he too fell into one of the thousand and unexpected traps of the desert.

Auriol 1987-2 Copy

In northern Mauritania runs an old mining railway. The world's heaviest train passes through: five locomotives of over 3,000 horses each and 10,000 tons of iron on the wagons. And every time it passes, small shards of track, sharp as swords, squirt at the edges of the mass. Auriol, Vatanen and many other competitors for fear of getting lost in the desert wanted to follow the railway route. But the punctures came in bursts one after the other.

Since traveling in solitude, due to the questionable disqualification of the other two Cagiva drivers, poor Auriol lives with the nightmare of punctures. Because in this race l’ racing assistance can only provide it to teammates or other good-hearted competitors. So those who are further down the leaderboard end up slowly cannibalizing the poor bikes of their comrades. Today a wheel, tomorrow a clutch, the day after tomorrow a carburetor.

But Auriol is just. In the previous days he had also tried to mount the magical Michelin tyres, that instead of the inner tube have an expanded rubber doughnut. La Michelin, though, had studied them for Japanese motorcycles having not paid much attention to the Italian motorcycle company. So on Auriol's bike that donut got too hot, until it becomes a mush. And then the pilot French not if the’ is felt more than risking. He put on his shoulder a little’ of chambers d’ Air, like old cyclists, and went on alone to fight the battle with his rival Neveu.

He had a’ hour advantage over him and with five punctures if l’ it's eaten almost all. “In hindsight – he said – it's easy to choose, but the night before I didn't feel like taking a risk”. Yesterday, in a’ other hard stage all to the compass, managed to get glued to the rival with a little trick. Charged more gasoline, determined never to stop for refueling. And there’ he did. Neveu, on the other hand, stopped, he started on the attack but at the finish line he had only a handful of seconds.

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A win by Auriol for a house like Cagiva would be a boon. “What can make a Dakar – says Roberto Attalin, head of the Italian team – I wouldn't know how to quantify it but one thing is certain: a victory at the Dakar is spoken in every remotest corner of the world and we have against all the’ Japanese industry. Just over a hundred people against thousands of specialists”. Right now 9 poor minutes divide Auriol and Neveu, Dakar is likely to end at the end of the year’ last moment.

Today c’ it's a very difficult stage, still all to be “Navigate” compass in the savannah of Senegal. The two are too experienced and too big to resort to tricks, but this year in the face of the hundreds of bewilderments in the desert, there are even competitors who have opened the hunt for the little boy to run for cover. Small, Light, son of blacks or Bedouins doesn't matter as long as he knows the slopes well. If they load it into your backpack and off to 180 per hour.

Better to have some’ weight extra but safe driving, so so at least they tell them. In cars, a’ other victory of Tambay, New1, which, however, does not bother Ari Vatanen's Peugeot that is the leader of the. The Peugeots are technically unbeatable for the power they have, but in the last few days they have risked several times to lose this race for the’ African inexperience of the Finnish pilot and the contrasts between him and his navigator, French Bernard Giroux, Tf1 commentator.

Before the morning start Vatanen sits at the wheel and in religious silence reads a passage from the Bible. He makes many good intentions but then in the race he does not trust his navigator and makes his head. After all, even his old fellow rallies had had had enough of him and his bad temper. On Sunday, Vatanen got lost in the desert, carrying other 104 cars hoping to smash it following the likely winner on a safe road.

Result: all stopped until late at night, they got caught 10 penalty hours. On Monday, he lost an hour on his direct opponent due to a puncture, French Zaniroli aboard a Range Rover. The ranking still says Vatanen, but it takes little to devil a victory that the house French has built with months of hard and skilful work on a car that, after being the queen of the rallies she is about to become the queen of Africa, as are the old ones today 504 where many of these countries continue to trudge overcharged on tracks where there are no other means of transport.

But the Dakar is not only the’ adventure of these dumbbell or steering wheel dies. And’ Also, and more often, the antechamber of death for many others. Yesterday came a poor wretch of French who had lost himself 10 days ago in the Niger desert. Two days and two nights still, sleeping at the’ I'm going to have no more water trying under the sun to repair his bike. Death was now there at a pace when luckily he was sighted by the “truck-broom” of the desert. A vehicle that travels with days and days of delay and picks up the damned of this race. To the poor, without needing to read the Bible, we offered a shower and a bed because he didn't have even a franc in his pocket. We asked him if he would ever do a Paris-Dakar and he answered: “And how could I live without?”.

Source Republic

Trolli 1996

Dakar 1996, the defeat Cagiva

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

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

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

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

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

Cyril Equirol

Cyril Equirol

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

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

Cagiva_1994

Advertising Cagiva 1994

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CAGIVA Edi Orioli Dakar model 1990

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

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

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

Cagiva-90

 

 

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

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

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

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

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

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

Tade-1989

Dakar 1989 – The unforgettable Guinea

TAMRACOUNDA – Top view Guinea is an emerald set in the desert. For the crews of the 11th Paris Dakar, though, is a green hell, furrowed from the red laterite trails are treacherous roads, fast but slippery. On his third impact with the jungle the most grueling rally the world has rediscovered that isn't just the Ténéré to suffer. Guinea if will remember long Clay Regazzoni, Claudio Terruzzi, but Spanish too Prieto, and the two good Samaritans from team Assomoto Giuseppe Cannella and David Parks.

Special inhuman: running for 24 hours in the Green hell

Were the latter, in fact to pull away from his Mercedes partially destroyed by a lump of Clay didn't take penalty rollover.
We were about a kilometre 270 of the Special – tell these two guys in their thirties, of Brescia – When on a fast track to hump hump, We saw a wheeled machine for air. It was in a pool of gasoline and Navigator who was already out, He was bleeding from his arm. We recognize him: It was Dane, Clay was still inside and was trying to get rid. Careless that time flowed, Joseph and David they accommodated Regazzoni outside of the machine, leaning on a Boulder because his wheelchair was destroyed, medicated and Dane.
No one stopped to help us out – remember the two – one threw us bottled water out the window.
Past people who had no problem of ranking… We do not understand, When everyone feels special samples.

Taddy Cagiva 1989-3

It stopped, Instead, Claudio Terruzzi and Klaus Seppi. A history of Dakar, a snippet that, along with other, Rebuilds one of the toughest days of the rally.
É was a special inhuman – says bluntly Terruzzi, got to camp at night – before meeting Regazzoni I had seen all the colors. I ended up in a Ford at km 130 I was walking because my Cagiva went to a cylinder. Suddenly, While I was with the water for life. the engine is ' taken ' and slid to the bottom slippery. It took me an hour to draw out the bike from Ford, Thanks to the help of some guys who came from a nearby village, and with them I started to disassemble the bike to try to make it restart.
There are finally managed, but a flashback set fire to makeshift air filter and one of my helpers, afraid, threw a handful of Earth in Carburetors… Luckily while I was busy to disassemble everything again and got Sad, my assistance, with the car, that pulled me out. I was sad when he left behind say all these kids who had been busy to help me, but I more think when, in the dark I found myself having to do the track behind the car.

Terruzzi Orioli

In a fuss that limited visibility to a few meters Terruzzi fell, hit a cow, and rebooted again pulling blindly, but he couldn't avoid the penalty.
And say – Remember – that was a great start… before me I only had two tracks. I must have been third before falling into the damn Ford… the road book was done by dogs, for a coat I have risked my dry skin in left turn, which then tumbled Magnaldi.

Sabri, that helped him in the evening with him at camp. Another piece fits into the puzzle of special Bamako – Labè.
We all had a deep Ford, us machines – fast assistance tells Cagiva – theno water there was the Nissan with Prieto. He couldn't go out. He was driving, While his second had dived to fix the slides under the wheels. Came and went, in that muddy water, when suddenly I heard him shout. Li per li didn't understand, then I saw him hold Prieto, that was in the water unconscious, for underarms. The muffler sfiatava inside the body and he, breathing carbon monoxide, He had fallen asleep, slumping driving. He had barely had the strength to open the door before you go wild in the water. Fortunately that, in all the confusion the Navigator if you noticed.

Regazzoni

It's the day after tomorrow when, with a machine of doctors, get Regazzoni at the bivouac. Dirty, unshaven, is almost unrecognizable, but not tired, nor unpacked. The longest day of the Dakar will close in his story.
I can't figure out – He says shaking his head – We were fresh off the hardest part of special when in a straight Red Earth, the car got sideways. I checked for a while, but then I shot off. It stopped after four spins with the wheels in the air. Smelt of petrol and a priest moan. Then came the two Italian riders who helped me to get out.

While people continue to leave the special Clay speaks. Are the trucks that didn't made it in the night. Let's review the bivouac dark, devoid of light generators, and those few trucks arrived as a foothold for all. The special Bamako – Labè lasted exactly 24 hours. Nobody saw it coming so hard.

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

Gates-1988-3

Franco Gualdi Team Cagiva Dakar 1988

Do you have a minute to tell us your Dakar?
I started as a fast assistance, I like Picard, our protected were Bacou and Dalia, to them it was the honor of carrying on of the Cagiva; at one point Dalia had his accident, Bacou instead was below expectations and so I get out of the blue the better placed. I had accumulated much delay to fulfill my duty in the days before, and at that point even if I had the spirit of jumping to mo’ Kamikaze I couldn't conclude that great, so I did my race to get to the end without damage, even psychologically wasn't prepared to become man winning, and overall sixth place I filled me.

Did you find this edition really harder than in previous?
Last year I experienced very little of Dakar, definitely in my opinion the first stages of this year have been far more challenging than last year. From the Middle onwards I would say that the difficulty of the routes not seemed so incredible, some kilometres to-run daily were not few, but in my view it was not a ruthless contest.

Gates-1988-4

How would you like in the future?
Medical care is definitely the thing that should be better maintained and improved, otherwise the Paris-Dakar rally seems to be so; is the mileage, the hardness of the routes were to my liking, the rest should make it easier would lose much of the charm that has for all of us. If it were up to me I would limit assistance regulations, now is allowed to all, cam-change every piece of the bike or the machines is a habit every night, However in my view limiting substitutions in Dakar would arrive over the pilots better even more hardship motorbikes, of course such a regulation would turn up their noses at Homes, but that is my personal idea.

Your bike was perfect or what avretri wanted more or less?
I think everyone has said that his bike was perfect, and also I, honestly I have to say that after some initial problem with the clutch Cush drive, Once you have arranged the inconvenience, outside of the usual replacement of consumables, chains, pinion, tire covers, other than that the bike has kept perfect-mind until. Our team was super organized; technicians and mechanics and men of assistance typically they didn't miss anything, the bike I had in hand was definitely numero uno, do not hesitate to say that anyone who has been missing in the team were pilots, and when I speak of the pilots I don't mean Picard and Gates…

How many times did you fall and for what causes? Do you think the African rally is more dangerous than other races?
I fell once, in 50 km/h, So basically I've never fallen, that is, I did not make those falls that we have seen repeatedly on TV; the Dakar these risks are commonplace, with the high speeds and the terrain so insidious in 12.000 kilometers would be impossible that doesn't happen sometimes even some serious accident. Surely the Dakar is more dangerous than regularity, especially for high speeds you have to keep out of a terrain where you risk you should go no more than 50 per hour. In regularity speeds are much more limited but still a pilot is always well protected from various accessories like helmet, dog harness, etc. etc. Keep in mind that in the twenty days of this marathon walk many kilometers as in two years of regularity races and with all the starters that there are…

Tell us about the most curious of your Dakar.
Towards the middle of the race I was in a group with Orioli, Terruzzi and Fatemian and did a dirty gasoline supply, pretty much everyone we were in need of repair, but the only bike that was able to digest that petroleum was my surrogate Cagiva so I helped Edy pulling and pushing until his bike is broken down.

Will you be back next year?
In spite of the Paris-Dakar was the most exciting race of my life, I think its not to participate more, to me it came “Mal d'africa”, for this I think I won't come back. To win you have to risk, I realized that while not risking not I accused no dropped, and then if I get resubmit probably would try to cancel the gap with the best and to do that I should risk more than you want.

Source Motocross March 1988

picard-1986-1

Dakar 1986, in the desert every promise is a debt

In the desert, every promise is debt and Gilles Picard is the unfortunate and disciplined victim. Here's how they went about facts: the front fork by Gianpaolo Marinoni broke out and with her all the oil. Then his Cagiva collapses on the suspension when it touches the ground after the jumps and goes to "package" so much that the oil filter located under the carter arrives at Earth and breaks in turn. Mad he must stop, and then even Picard, who respects his role as gregarious.

Beppe Gaulini racing with a private Elefant

Beppe Gaulini racing with a private Elefant

But Gilles has oil and Gianpaolo should expect the Landrover quick assistance team Lucky Explorer then set off with the knife between his teeth. A little’ later breaks a wheel and his friend Beppe Gauri, riding a Cagiva Private, stops to give him his, remaining in Cagiva support response that will supply you with spare parts, allowing Gilles to leave and continue his race with ambitions of ranking. Is an expensive gift because the medium of quick service passes without seeing Gauri who is stopped on the track. Beppe is able to spread much later but will be sanctioned with a ten hour penalty for arriving after the closing of the control time of arrival.

Happy goes to complain from the official Cagiva team manager who promises him that if necessary will be identical to that of support riders. And indeed the fate promptly puts it to the test, the 6 January Gauri breaks a wheel and stops Picard who finished well in the standings, twenty-third. The pact must be respected and the gregarious must give up his wheel to Gauri, located at the bottom of the League. The face of the poor Gilles, losing an hour in maneuver, perfectly expresses the torments of the water carrier.

Taken from: The last tree of Paris Dakar by Jean Him Roy – Vertical Sea Edition

1908_ elefant_02

Cagiva elephant Marathon Dakar 1994

The wealthiest enthusiasts, celebrated the birth of the regulation Marathon for Paris-Dakar 1994, that would make it to the use of means of direct derivation by means of series (choice who slew the expensive official prototypes).
Cagiva set up then the 944 Marathon, that was the basis for the motorcycle driven by CH Racing team Roberto Azzalin and that went on sundries varesina the second Dakar with Edi Orioli.

The Marathon regained several fine details of the previous 900 IE but went even further: Apart from just the return of coupled Marzocchi Magnum – Ohlins, on this special version was adopted a front rim from 21 ", best suited for use in off road (comprehensive measures 90x90x21″ and 140x90x18″) but especially the unprecedented (series production) engine 944 CC powered by refined Carburetors Keihin FCR flat valve capable of delivering 75 horses and 7, 25kgm.

Dakar-22

Edi Orioli Dakar 1992

The Cagiva Elefant of Edi Orioli – unofficial the pre departure Lacchiarella, on the occasion of the Dakar 1992.
Photos of Clement Canino