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Dakar 1986, in the desert every promise is a debt

In the desert, every promise is a debt and Gilles Picard is the unfortunate victim and regulated. 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 private Cagiva, 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 Covenant must be respected and the follower must give 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

Gauri 1986

A fantastic life already: Beppe Gauri

The BIKE I've always loved her, from an early age. My house, in the Centre of Bergamo, was right above the shop of the brothers and I spent whole days between their fantastic Dall'Ara enduro, the Gilera, the Morini. In the morning I saw them leave for training, with the helmet Bowl, and I dreamed of going with them. Still I was little, I elementary school, and I was happy when I could do some minor work, How to wash a cog in nafta, clean a pinion: It was enough just to feel a mechanical officer. I been getting often from my dad because, instead of studying, I was there in the workshop among pilots and motors. But the passion for engines I was also instilled by him, that was a mechanic.

One day I found in the attic a chest with a motor, was that his lambretta. I insisted on one year, at least, We wanted to hear, It was tough (from Dad Beppe has caught only the passion for engines… n.d.r.), but then finally caved gave me permission to reassemble.

We disassembled the engine piece by piece, We overhauled and refurbished. The frame had been dropped into a pit of an outdoor workshop, abandoned, It was all Rusty, buried under a layer of Earth. It took me three months to clean it up and put it back together. Then, with that I started travelling: I shot all over Italy, I have not dared to go too far. I was sixteen.
I had a series of scooters “fake” taken from scrap yards and settled at best, including a Demm 50 in 4 times, acceleration was firm but one when launched was an arrow.

My first real bike was a Ducati Scrambler 450, which by the way was the first enduro big bikes in history. With that I started to make my dreams come true: I went to France, in Yugoslavia, in Greece.
Then I had a Honda CX 500, the liquid-cooled V-twin. Was awesome, whisper-quiet, beautiful. During the summer holidays I did travel over 20.000 kilometers and I pushed further and further away: Turkey, Iceland… and then Africa.

When it was possible I always traveled by Jeep, Why are the streets where there are less people. I hate the traffic and I love discovering unknown places. I went to head north with Honda following the ruts: It took me two months.

My maps are the locals, I vecchietti, to which I ask what are the old streets to the places that interest me. Once, following a path I crossed the border and went to finish in Eastern Germany. They arrested me and I spent two days in jail: they thought I was a spy.

I'm a lone wolf, I like traveling alone. Is the only chance exists to know people, that when visiting distant countries is the coolest thing. They see you alone, think you can be in trouble and give you what they have. Already when traveling as a couple this rule doesn't work anymore. Once, in Sweden, I stopped in a field and rest. After a while they got two children with a basket with two eggs and bread. It was fortunate, because I was really hungry. After a while, I do understand that their parents had invited me home to eat with their.

Once I was in Ireland, lost somewhere, in the countryside. It was raining so hard that I felt like I do water skiing, I was all wet and to shelter I entered a cascina. Immediately they started barking dogs and after a moment they arrived two men with the planted gun.

They thought I was a thief. I leaned against the wall with your hands in the air, dogs snarling, and I in English I tried to explain that I had no bad intentions. They spoke a strange slang, they were very suspicious, they were two old men, by 80-90 years. It took awhile, but then I believed. Then they clean the barn and was made to settle on dry straw bales.
I had the black Belstaff, of cotton coated with grease, but I was too much time under water and I was soaked to the bone. When they realized they made me enter the House, always wary, without saying a Word. They lived alone. They lit the fire and then, After a while that I promptly, they brought me some butter, bread.
As time goes on, always silent didn't see you., they got confidence in me and in the end they let me sleep with them. The morning after, at six, they pulled me out of bed and took me to church. When we got back I thanked, I gathered my things and I said goodbye. Where do you think you're going? You don't leave, bad weather. He said the older man in a tone that brooked no replicas.
So I stayed with them for three whole days. I used to help them in the work of the countryside, to govern the beasts, to round up the herd of sheep with dogs and stitch in the enclosure, in field work. They didn't speak never, at most you say three words per day, always communicate with looks and gestures. One evening we were going to be five hours in front of the fireplace, They said yes and no four words. All silent. Did the tea, drink it, ran out and made another. When I went away, After three days, they had shiny eyes, and I left wearing a large lump.

DON'T ever CALCULATION steps nor the itinerary. Can I do 1500 kilometers in one day and then, If a place I love, I will stop for three days. The Lofoten Islands, in the North Sea, over Norway, There are plenty of, most of them are uninhabited. I was there with my Honda and I decided I wanted to spend some time alone on a desert island. Then I made a deal with an old fisherman and I accompany on an islet of stones and MOSS. When I got off I told him: come pick me up in three days. He looked at me worried, thinking I was a bit mad. He was right. On the island there was nothing and that old man was my only contact with the world. If he had died of a broken heart I'd still be there on that island.
There were no roads, Obviously, but the situation was much worse than expected. Instead of CX it would take a trials bike: I have walked 50 meters, I sunken, and I left it there. To eat I had procured a fishing line: There the fish abounds, just throw it in the water and draw what you want. After three days the old man is back, with fresh bread and food, He was glad to see me still alive.

Coming from a family “poor”, I'm not ashamed to say it, I had big dreams but little money and I had them counted for petrol and one meal per day. I was forced to round down with what was down the street, of eggs in chicken coops, strawberries in a field…

Once, by chance, I took under a pigeon. I tied him to the bike, I did hang for and then I ate it. Obviously I've never slept in a hotel.

On the return journey from North Cape I ran out of money in Switzerland, I arrived from a gas station down, at mad. Makes me a full on credit? I asked the Manager. He squared and responded with a firm no. Can I sleep here, under the canopy of the Distributor? All right, I responded, It was evening and it was closing. I unrolled the mat, I took a sleeping bag and when I was going to lie down, maybe taken by compassion, told me: All right, I give you gas, but only twenty thousand livres. With those, traveling to a trickle of gas, switching off the engine downhill, I came up in Italy, but I was walking two kilometres from home. It was hard push, It was heavy with all luggage, the sleeping bag. The next day I went back to him and I paid it. Was surprised: that money had given them for lost.

The BIKE I never considered to compete, but as the most beautiful in the world to travel: takes you everywhere, feel the air, the noise, the heat, the cold, the rain. For me the bike has a frame, an engine and a dumbbell and little technology.

So we can talk, You can understand and if it breaks the adjust with a screwdriver and pliers. But today I'm all electronics and if you have a problem you ended: to fix it it takes the computer. I don't get custody if I face a trip “bad”.

What gave the professional turning point to my life of adventure was the meeting with a journalist, Roberto Aeron Carreon. The first time I met him we ingarellati from Bergamo to Switzerland, where we went to see a climbing wall. I had my Honda CX and him a Guzzi SP.

My first major undertaking, journalistically speaking, I finished with my friend, Piero Rossi, It was the rediscovery of old salt Street from Dolceacqua, in Liguria, up in Geneva with two Fantic 200 from trial: a total of 22.000 vertical metres. This ancient route was used by merchants of Geneva, They carried by mule salt and oil from Liguria in Geneva. Before I made a historical research and then from village to village asking older people we used to explain what were the routes that their grandparents did with mules. A real adventure almost all off piste and “at sight”. It was October and towards the end, on the Col de Chevannes at the foot of Mont Blanc, surprised us a snowfall that threatened to make us fail the ultimate goal. It was the hardest moment: We had to beat walk the path, dangerous downhill, and slide your bike with ropes for safety; on top of that came the night… an error and would be arriving in the Valley! But in the end we won.

 

AFRICAN PERIOD

Then I discovered Africa. Before the Morocco, the Tunisia and then the deserts. On a journey, in 1978, as always in Solitaire, I ran into the first Paris-Dakar: at least one hundred and fifty matti, including the still unknown Auriol and Neveu, you challenged in this crazy race to drive motor vehicles of all kinds, car, truck, Cytroen Two Horses, bike, lambrettas… Then there were the categories, you could compete with what you wanted. They went through the Ténéré and at that moment I decided that the next year would have competed with them.
Back in Italy I started to look for sponsors. Obviously I had no money. It was not easy to explain what it was, When I was talking all believe me crazy: is a race of 19000 kilometers in the desert, in twenty-two days. As? You were wrong, will be 1900. Dakar? Where is Dakar?

I had known the Fantic with the enterprise of the salt road, and then I turned to them too. Of course, this time I have not been taken seriously and laughing told me: All right, Beppe, We give you a RSX 125, What was then a decent enduro, not for competition but rather stout.

I wanted to take the piss, but I said yes immediately, which was fine, and so could not be pull back.
Then I started doing something that I love it: prepare for the race, organize your luggage. Of course I was alone, private to 100%, and I had to carry it all behind, from spare parts, with oil, from the tires to the sleeping bag.
I had no idea that the Dakar was too demanding for the first time and so, in 1982, I subscribed to the first edition of the Rallye des Pharaons. The departure was in Venice and that morning I slipped on the highway wearing a backpack 20 kg, containing a cylinder, a piston, the irons, 7 kg of oil, to eat, and with a rubber Sling bag. I had taken some old Pirelli from trial, choices among the remains of the warehouse, so were harder and lasted longer. At that time the African rallies were unknown and there was nothing specific, as the tires, the tanks…

In the afternoon, arrived in Venice, I went to listen to my first briefing African, IN FRENCH. I'm sorry, then said Fenouil, but due to technical problems we start tomorrow morning from Brindisi. I couldn't believe it. I bought a map, I looked where he was Toast and I set off on the highway to throttle. I traveled all night, I arrived at the port for last, I got on the ship and they closed the hatch.

Nobody knew him at the time, the Pharaohs. When I landed I realized that they were all French, and I was simply l'Italien. I also realized that I was finished in a crazy category: the 125 then it was one of the most technical, everyone had racing enduro or Motocross bike with large aluminium tanks, Special tires and service. I was driving a mere touring bike with dry tires, was carrying on his shoulders a backpack from twenty pounds that gave me the sores and I had the spare tire to collapse. I had done breaking in highway full throttle and I was afraid that the engine will "split at any moment, I held the road book with a rubber band and Barrettes cloths, and every now and then I flew out of leaves and had to chase after them through the desert. But in the end I won, I arrived first in my age group.
Not that I was a very fast rider, but once in the race I found to be completely comfortable in those places, and orient myself in the desert I was natural. Many were going strong but then got lost, They wasted a lot of time and so, from the middle of the race I found myself among the first. In the last stages of a cursed French Yamaha superpreparata that I sucked on the wheel the whole stage to then pass me at the finish line. But in the end I got him.
Another Fortune, In addition to victory, you have met Gigi Soldano, then, amateur photographer. He had been fired from his job of clerk, and even at that rally has brought good luck: today is one of the highest-rated sports photographers in the world, but that was the first time photographing for profession. So, between my victory and the extraordinary images of Gigi, an enduro bike in the desert with camels and pyramids had never seen, We have earned the cover of every newspaper. And so there was the mal d'africa.

Then the houses realized how important the African races and so they started to participate in an official way by hiring the strongest drivers of cross and enduro. Sometimes wrong, because the bolt was just a part of what is required for an African pilot. Especially in the early editions was fundamental orientation, not like today that the GPS has killed the pilot and therefore the importance of navigation. The experience gained in my travels with the knowledge of hazards and difficulty was equally important combined with psychological strength: knowing how to overcome all the difficulties and never give up!
I have often seen pilots named who made appearances with little luck and often tragic. But the era of business and then began the slow decline of the true African spirit.

That is why, and even for philosophical choice, I never became a pilot officer. I had bikes, but the houses were offering them to me only if I adapted to do the water carrier. If the driver had a problem I had to stop to help him, even if it means sacrificing my bike and therefore my race.

I'm sorry to hear that, because I'd probably managed to attract major sporting results. Running with everything on his shoulders and starting a special just arrived in late stage, No rest for outfitting the motorcycle. I spent three days without sleep, I had become a ghost… But despite this I got wins prestigious by category, as the Marathon in Dakar, the most coveted, and they often come close, and also before, official pilots. Once, with all the official teams of the various Nations, There were over thirty pilots potential winners, and arrive after the first ten for a private was a dream almost unachievable!
The greatest satisfaction I got from them: Bravo Beppe, They told me, I with a bike like yours wouldn't even come to the end.
Not only counts sense of direction. In the period leading up to the races really athletic training treating leveraging my knowledge of physical education instructor: race, swimming, gym, power supply. And, especially, climbing. I consider it a very important discipline for tough tasks as the rally, because it helps you get through the tough times: When it gets to the point where you think you won't make it more, snap out of it, concentrate and retrieve what remained of your strength to go on.
Another thing that wasn't so much, While other pilots neglected, is the power supply in the race. I was the first to carry the bag with water and saline supplements, and to use specific Enervit product line. It is thanks to this preparation that came at the end of the Dakar tired, but fit.

To get good results is not sufficient to cure physical and orientate: It is also essential to know how to adjust the bike. When I left with my heavy backpack all make fun of me for my ass, but I was not sure I walk. Getting by always, never give up even when things go all wrong is one thing I've learned from the people of Africa. So called "civilized" countries if something happens to you make a phone call and you help pick up tow, but in many parts of Africa if you do die. You break the truck on the track? Repair it, whatever it takes, with all the time that it takes.

If you don't leave six dead. Go like a snail? Never mind, arrivals after two days but arrivals. Is an extraordinary culture, the African, that teaches us a lot.

During a Dakar I found still on the edge of a runway Neveu, alongside his Honda. Cyril, What happened? The bike no longer, my race is over, He said morale on the ground. No longer goes? The cases are two: or missing petrol, or does not reach the current, Let me see. Had emptied the tanks back without opening the front ones time and fuel pipes were full of air. I disconnected, I slid out of gas and I reattached. The motorbike has broken down for. He looked at me like I'm a Martian. That year Cyril won.

Another time I found Jean-Claude Olivier in trouble; then drove his Yamaha to prototype 4 cylinders. I stopped to see if I could help him, They call me the good Samaritan. Beppe, the front wheel is square, rays are loose, some broke…. Well, Jean-Claude, that problem c?is?

The rays I pulled some thirty times in this Dakar. When I pulled out the spoke wrench from the bag did not believe: I fixed up the wheel and left.
But the most absurd story happened in the Rally of Morocco. I drove a Cagiva 125 two stroke, and at some point on a track the engine dies. Shooting down the headboard and I see that there is the piston laundry, a problem carburization. As usual, a crowd of people, time passes and I see a man on a bicycle is looking at me. The only thing I could imagine (science fiction about an African track) It was weld the piston and I start and explain it to people in French. At one point a guy cycling he runs and tells me there is a welding in a village in a certain direction. I have the bike disassembled I can't abandon it… banknote rag in half and give him the piston, so much was laundry, even if it were not back I wouldn't have served for nothing. The other half of the tickets I give you when you get back. He takes the piston, part as Cipollini in a sprint and disappears. They pass the hours, It gets dark but there's no sign of him or piston. In the middle of the night comes: welded! Incredible but true.
Though there were two fingers of drool. Then I started to rub it against a stone floor plan, little by little, It was a very long job. At some point, though, a guy stopped me, He picked up a rock from the track and he porto: It was a stone that cut like a lima! The solder was away faster and gradually the piston was taking a decent shape. When was the smoothest I mounted it and I tried to start the bike but was wrong: There was hardly any compression. Then the guys pushed me, strong, Stronger, even stronger, until pùt… pùt… pùt, the Cagiva slowly is starting up and finally so, slowly, I was able to direct me to the finish line. When I arrived at the camp were six in the morning, I tried a new seal and I replaced. No one could believe I was back with that piston welded and polished with a stone. Instead it was true: never give up.

The 1986 It was a very hard year for me. Things happened, in particular, the death of my friend Giampaolo Marinoni, died after arriving in Dakar as a result of a fall, and Thierry Sabine, who shook my principles. All I had done until then, What I thought, the things I believed in seem absurd hit, without sense. Fine risk, fall, getting hurt, It was fine all, but die no, didn't really work. Not quite right.

That year boded very well. The Cagiva I had entrusted the motorcycle officer, the forklift of Auriol, and although I was always the water carrier, I felt strong and motivated. The prologue of Paris in the snow was started with the best wishes and the first stages, Although the bike was hard to steer, It was powerful and reliable. Almost completely reliable.

Auriol was indeed the new wheels with magnesium hubs, Lightweight material but proved too fragile for African roads. At one stage I was forced to give him my front wheel remaining stuck on a track. I watched passing other drivers without being able to do anything, When it finally comes the Cagiva service machine, mechanical-driven French, hired to make assistance to Auriol. Over there were spare parts, including my wheel and predicted that I could help their driver and their, in the case, helped me. I put myself in the middle of the track with the wheel in his hand to stop them but these, as soon as they saw, they sped leaving me walk. I took 15 penalty hours. I would have killed. Offhand I am demoralized, but then, I have done so, It is precisely the difficulty to get strength, to make the challenge more interesting. Ah, yes? Now let's see who bends.
The next day the mechanics of Cagiva came to me, and everyone smiling they told me: Beppe, We have for you two wonderful magnesium wheels, glad? Give us your.

The Dirkou-Agadem was a grueling stage, drawn through the desert of Tenere along a track traced on high dunes. You came on top in speed and then jumped down into the void. In one of the higher jumps, While I was flying, I saw that I was coming in to land against a driver passed out.

Instinctively I jumped to the side to avoid the worst, but falling I pulled the bike pants. When I came to, I approached the other driver to provide assistance: Veronique was Anquetil. She was in a coma, the bike was falling on him by tearing off his helmet, It was full of blood with sand in his mouth. I cleaned and put it in a secure position, convinced that she would die. Then, to prevent pilots who followed the tracks there arrived on me I tried to get up to put Helmets on dune but I couldn't, your right leg I held, in the fall they were splicing the ligaments of the knee.
Then finally came the rescue helicopter and uploaded Veronique. The doctor told me: you have nothing, only the knee, She is going to die. And leave me in the middle of the desert with the leg with broken ligaments. So I ripped the shirt, I tied tightly on my knees and I started. I arrived at the camp after driving 350 kilometers with the leg swells up like a melon. As the hours passed the pain was always more violent, doctors had not yet arrived because in the meantime had also arisen a sandstorm, many riders are missing and the stop was canceled.

Only on the evening of the next day the doctor visited me and told me I had finished, that I had to withdraw. I don't think so, I told him, make me a prick and a stiff bandage… But to convince me to give up it took little: He took my foot and I did see that the leg drooped of 45 degrees in lateral direction at knee height.

At base camp drove me Thierry Sabine, with his HELO. We passed over a track during the race and at one point we saw a fall. Was Boudou, that was on the ground wounded. Thierry landed, He loaded the wounded and said: Beppe, I'm sorry but we're not all. Wait for me here, I take him to the field and I'll pick you up.
I went down, in the middle of the desert shirtless, the jacket I had left in the helicopter, was piping hot, I was thirsty, the sun burned and I was sweating. This is the second time, I thought, my life is in the hands of a single person. Nobody knows I'm here, and if Thierry falls down with the helicopter I certainly would die.
After four hours the Sabines came back to pick me up and took me to the field.
The next day he died crashing with his HELO. He flew on the runway following motor cyclists, during a sandstorm. He was a biker, a large, and knew what it means to ride the bike in the desert during a storm. To follow its pilots risked to lose life. With his death began the slow agony of Dakar.
With him died the spirit that had made her birth.

Only a few episodes of the life of Beppe Gauri, narrated by himself and put in writing by Aldo Dancers.

Riki n.d. r.

source: http://www.superwheels.net/intervista-a-beppe-gualini

Dakar-27

Gualini racing with Yamaha to Dakar 1992

Do it yourself for three, and in the name of autarchy funny «Gualo» has managed to become one of the most significant characters of the environment, Perhaps the most famous private ever.
Eight times in the race in Dakar, organizational staff member Camel Trophy, pilot and journalist, for once captain of representative of Bergamo to games without frontiers, made them really all.

Two years ago he was also the first private citizens on arrival of the Dakar, While in ' 91 fell down. Has 38 years and not spring!
Official cannot be defined 100%, But even more privatissimo: for Paris-Le Cap Gualini has got one of the Yamaha OW C5 shipping to race last year by pilots BYRD, similar to those used in this edition of the rally from Mas and Cavandoli.
The twin-cylinder 750 cm3 should allow some good exploits at bergamasco, that assistance has a Mercedes Unimog truck driven by Silvanus Daniel and Luigi De Podest, two items from the Camel Trophy which already last year accompanied him to Africa, as Claudio Macario, Airborne mechanic.

Source motosprint
For photos of Lacchiarella thanks Clement Canino

Gauri-1985-4

Beppe Gualini presents the Dakar 1985

Statistics say that the Paris-Dakar is known from about 58% of the population. What is the secret of this race engine design, the hardest in the world to drive, bikes and trucks will compete on African roads? Definitely the allure of adventure, the common denominator of all things that today affect the general public. Not surprisingly it has earned the reputation of being the ultimate adventure. But perhaps many know only images, and not the mechanism. The Paris-Dakar is a real contest of speed that lasts 22 days, departing 11 January from Paris, and arriving in Dakar, capital of Senegal.

After crossing the France, with boarding Sète, Here's the Algeria with harsh and selective tracks, the Niger Arbre du Ténéré desert where a challenging route puts a strain on the competitors; but overcome these obstacles the race isn't that half. Here's the Upper Volta, Mali, Mauritania, with high and treacherous terrain orientation, Finally the Senegal, where do I start to breathe an air of celebration, Although, to the finish, on the beach of the Atlantic, nothing is ever said. This is the real reason that he brought the Paris-Dakar rally to be known: the unexpected.

For the places where, in the desert or abandoned slopes of Mauritania, the man is continually to struggle not only against the clock, but also against ull that await him in ambush, from losing our way and have to be able to take the right course, to have a mechanical problem and having to settle with makeshift. In a moment the situations tip suddenly: from a ludicrous speed of about 180 kilometers Backcountry hours you pass to deep stall where a small problem, because of the environmental conditions, becomes insurmountable and luck plays a major role in the execution of thousands of stories that take place within the competition.

But who are the participants? We are first and foremost professionals, pilots running to a house officer who comes up with team consisting of motorcycle, cars and trucks and aircraft mechanics support organization.

Are the drivers who carry on the image of a manufacturer, by competitive, that struggle daily with the best result, risk it all to all. Are those that attract the interest of the general public as they are the darlings, the myths. have been, and can be, the possible terrible Marathon winners. Beside them, Here are the stars of the moment who come from all walks of, from the world of song, of cinema, fashion and high society.

Are the names that do not have a fundamental role in competitive field attracts the attention of the mass media. But the real adventurers are individuals, ordinary people but with the passion of the engines, that, After doing the international license (mandatory), invest all their savings, they risk their means and their, holidays to live too, Maybe for once only, immersed in the great adventure. In an absolute sense is the biker who lives the greatest suffering, feelings and joys as everything is always just on his shoulders. Subject to all the inconvenience, from hot, in the cold, Weatherproof, the maximum risk of limb.

Only, physical and mental stress in dividing the big decisions and difficult times. Representing the Backpack, his faithful companion, the biker wears the bare minimum: a mandatory survival kit with radio aerial signal, (once turned on automatically means that it is fuoricorsa), bright flares, aluminium a survival blanket, a compass, a knife, a food ration Enervit, fructose and salt tablets, the sleeping bag, the water bottle cage and a pouch with an air Chamber for repairs to be performed on the fly.

But we see, in principle, How is a day. The morning the alarm clock is at the crack of dawn, the departure may be at six or seven o'clock and then two hours before the camp begins to swarm. Is kicked off every 30 seconds, one after another, leaving before the bikers then the cars and trucks. Each driver has a constant companion: road book that points the way from per-run, the tracks to be taken, the dangers, the degrees of the compass, exact kilometers to arrive without problems in the evening at camp. On average the kilometres are 600 or 700, with minimum stages, by 450 and also maximum 1.100 kilometers to the marathon stages.

After a stretch of transfer (50-100 kilometers) with a time limit, Here is the start of real special stage, kilometres of pure speed where the opponent is not only the time, but also the psychological and physical fatigue especially. The unexpected always lurking puts a strain on not only the means but also the men who must have a good preparation in all areas, the driving technique, to mechanics, the orientation, to survive and make a living. Upon reaching the finish line, starts a second day, the long lines to fill up with fuel, or have a cup of hot soup and steaming.

the night, in the light of lamps powered by generators or front batteries, work hours to tidy up the vehicle to the next stop do not count, often the Sunrise surprise men still intent on working! Nothing should be left to chance, because only a really meticulous preparation can guarantee a successful outcome. The costs of this race are very high, given the technical needs and last about a month.

Two facts that speak for themselves: a biker, just to cover the participation in the Paris-Dakar, spends 15 millions; This figure includes the inscription, the ferries, the planes, the equipment (radio) mandatory, the daily diet (does not include water) and gasoline.

And’ excluded from this figure the cost of the bike, for spare parts and assistance, which means having only one chance in a thousand to get to the finish line. Drive, always not counting the cost of the medium and its mandatory preparation (roll-bar and extra fuel tanks), the cost is of course equal to twice. Here the importance of sponsors is not only for the economy but also for the technical; in fact, participants need special materials highly reliable, both from a mechanical point of view, and clothing industry, the power supply and all accessories. Consequently the market does draw crucial advantage for testing indisputable, for the subsequent large-scale production.

This year, in its eighth edition, the Paris-Dakar rally sees the way beyond 200 bike, 250 cars and all trucks in the race and assistance; a caravan of 1.500 men. The prologue takes place 29 December in Cergy-Pontoise (a few kilometres away from Paris); the means will be exposed then to Versailles where on January 1 will be the actual departure. The Italian participation, increasingly fierce in motorcycle field, with the participation of official houses as the Cagiva, the Guzzi, the Yamaha and Honda Italy. In their hope to be present among that handful of survivors who will see the much desired and dreamed of the beach in Dakar.

Beppe Gauri

Interview taken by Jonathan Size Adventure

A special thanks to Andrea (Gitan) for the material provided

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Group photos Dakar 1988

Italians in Dakar, standing from the left Fatemian, Charles Edson, Orioli, Terruzzi and Gates. Kneeling Spike, Gauri and Winkler.

 

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Waiting for the ferry Dakar 1992

This beautiful photo sees portraits our heroes waiting for a transport during the Dakar 1992. From left: #72 Chanteloup, #76 Berhudes, #75 Heitz, 79 Flament, #87 Gauri, #92 Orioli, #61 Montebelli, #56 Meoni, #34 Cultera

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Camel Marathon Bike: Interview with Beppe Gauri

Friends Dakariani, We forgive the off topic (off topic), but when Federico Fantini sent us photos of his Honda Dominator and allowed us to interview the great Beppe Gauri, We thought even if not strictly pertaining to the Paris Dakar, This topic would have tickled the fancy of many of you.

Meanwhile Hello Beppe by all readers of the site, would you like to explain to our friends what was Camel Honda Bike Marathon?
Camel Marathon Bike is born in Italy from my idea shared with the press officer of the Camel Italy Francesco Rapisarda. Having made the Dakar and the Camel Trophy the idea was simple: Why not take a Camel Trophy with the bikes? Presented the project to the Camel Italy and approved by the name Camel Marathon Bike, not being able to use Camel Trophy. Find technical support from Honda Italy with Carlo Fiorani.

How many editions were carried out and where?
Using the same methodology of the Camel Trophy, recruiting through business curriculum and real selections with guide, orientation, natural, Group-task ...
The first edition of ' 87 was the winning crew including trial and there was Livio Suppo went to California and made a stretch of Baja.
The second annual ' 88 instead was a real mass mailing with special stages and final ranking with winners; was held in Zaire where they attended two Italian and two Spanish crews. The third annual ' 89 was made in Peru always with Italian and Spanish participants.

At the time, what was your role?
The project had it under my responsibility, Choose the country, do the scouting, organize the evidence and during the event do lead the way, Technical Director of the event coordinating staff who followed the convoy.

For those few who don't know you, do you mean what is your experience of offroad, How many Dakar you participated?
I was one of the first to make African rallies were unknown, I started in 82 with the first Rally of the Pharaohs, because the Dakar pr me was unapproachable due to economic problems. The only home gave me a hand was a Fantic 125 RSX standard!
I did 65 African rally in motion, is a record not yet beaten, Although personally the records are not of interest to me, including 10 Paris- Dakar, Rallye des Pharaons, Atlas rally, Rally of Tunisia, Incas Rally, Rally of Iceland, Djerba 500… I've spent my whole life off-road, also integrated with 4 wheels having participated in the Camel Trophy in 85 with the Landrover and then in the international staff that built then the Camel Trophy. Alternative extreme motorcycle races with shipments of Camel Trophy. Total breathless adventure!

Motorcycles in what they differed from the model of series?
The bikes were prepared from Honda Italy and did not have a specific preparation,except for engine and suspension,including coloring and technical tire off- Road, were lighter bikes, Agile and with a nice engine, ideal for the type of event, Besides Honda had interest to push bikes.

Any driver who has distinguished himself in CMBH went on to success in rally raid competitions?
No pilot who took part in the rally raid Marathon Camel Bike continued.

How come you are no longer running this competition?
Camel Marathon Bike has been so successful, and the project was to involve more countries and France was entering when Camel International suddenly felt that the success of the event was to challenge the Camel Trophy and then was frozen! Madness!

Those memories with more affection and some curious anecdote?
A fact that I remember with particular satisfaction was made in Peru, during the reconnaissance, in motion I was by myself and I arrived in a village Choquecancha where time had stopped, There was no light, water, the peasants lived in houses of stone and mud with thatched roofs. Talking to them I learned they had the need for a "special" to try to get the water to the village through a channel made of stone that came from the mountain. I made a promise to find him I went to Lima to recover it and took it to the Mayor of the village.
On my way back with the event, the country had the water , I had an amazing party with singing and dancing and they dedicated their football pitch "Estadio Beppe Gauri", I keep still the original document issued officially by the Mayor!

Many thanks Beppe Gauri for the interview and Federico Fantini of FOX Italy, that has made available the photos of the Honda Dominator Camel Marathon Bike.

 

Findanno 1984-1

Greetings from Dakar 1984

Postcard with dedication by Beppe Gaulini #29 to Giampiero Fatemian #82 and Vinod B #84.

Photo courtesy of Giampiero Fatemian.

Gauri today

Beppe Gauri, the professor in the desert

Beppe Gauri said "Gualo", dreamt of Africa and has conquered with the steady pace and tenacity needed to run in the marathon category. She found her amazing solo competition and in any size color gradient of the dark continent.

What was for you the Dakar?

"My Dakar was adventure, risk and above all unknowns on the path, I think I can compare to the adventures of the pioneers crossing America on horseback without knowing of tomorrow. We had mechanical means, but the substance did not change, took a trip along with a gang of lunatics driving means improbable and utterly unreliable. "

The first Dakar and why.

"It's a strange story, What binds me to Dakar, coincidence would have it has crossed the convoy of the first edition in Africa; I was in the middle of the desert of Tenere and I saw a gang of lunatics driving Citroen 2CV, Piaggio Vespa and Renault4 and I knew that was going to be my next venture, without knowing exactly what it was. Thus the year after, in 1983, I attended my first Paris-Dakar. "

Adventure or competition?

"More than anything else personal challenge. The races were very different; I started off with a backpack to 25 kg with everything in it: Crown, pinion, chain and sleeping bag and the Holy card of Pope John. I wasn't hungry for victory, but I had a clear goal: starting to get to the bottom, without spare parts and, especially, without assistance. And so I found myself every blessed day to fix a problem with the material I had available using wire, Scotch and rummaging in the garbage of the field less ruined parts. Liken the Dakar with the challenge of eight thousand. The road is long, the hostile nature, the time tyrant, and, especially, There is the unknown factor of technical failure, because once the race was just one element of adventure. I remember some stages where I left the morning aware of having to travel 1.000 km of dunes and sand, knowing that I could meet a storm or have a thousand contingencies. "

An anecdote to tell us?

"When I decided to participate in the Dakar I asked for help from acquaintances and potential sponsors who not only had never heard about this race and remained speechless when I spoke of 20,000 km race, but mostly I have arsed thinking I'd lost your mind. "

How many have you done and what is the most Dakar all?

"I've been to 10 Dakar and almost certainly hold the record of African rallies: 65 with an average of 5/6 per year. To do this I had to make choices and I left my job as a physical education teacher. However, the most exciting Dakar was the first, the trip in the snow until Paris threatening to drop every single kilometer and, After the polar Cold, the desert, the jungle. Remember that at the start we were in 360 motorcycles and 250 car, almost 600 crews. Each race day we lost a piece, a team, a pilot. At the finish line in motion we arrived in 50, that's where you know the meaning of the word “selection”. And’ as if I survived a war, bringing home the skin ... Was different from what today call Dakar, It is as if you had successfully climbed ten peaks from 8,000 metres. Nobody would have bet on my arrival and instead we are here to tell it.”

Your first bike?

"A Honda XL 600 who lent me the Honda dealership in Milan Sibimotor, I fitted a roof rack, knobbly tires, I started and I won the marathon category. The marathon had strict rules, you could not replace anything worthwhile step in the prototype category, so the only solution was to repair what you broke as every detail of the bike was stamped. More than once I had to adjust the drain using cans of Coke cut in camp. "

How much was that participate?

Madness, Although the total cost I can't quantify it. The inscription was not an issue because the gas in the desert of Tenere I paid even 20,000 lire per liter. Then the return of the bike by boat and return air ticket. In addition various securities for the kit compasses, emergency flares and Balise – tool that enabled the rider's position in an emergency – which was even then a million. Still spending more gasoline: the Dakar I smoke about 5 million pounds of fuel only.”

You believe that bikes twins made it dangerous to Dakar?

"It is a mistake to think that the big twins have brought a greater danger to the rider, in fact the single cylinder with the passing of the seasons I can't any more, Yes “wardens” literally, already at that time the factory had six engines available. To make it more dangerous to Dakar were the arrival of GPS and navigation. Not surprisingly the charts you are shortened so monstrous: now it comes to postings of minutes, at the time between the first and second there could be even hours.”

The absolute best pilot you met?

"They say the results but not only: Edi Orioli. Besides being a great handcuff knew handle the gas and interpret the navigation. He used his head and thought doing a few errors. I remember because his first race, the Djerba 500 in which he participated with a Honda 500 4 times, I stuck up my ass and had professional approach not by enduro champion which was: He wanted to learn. The fastest was undoubtedly Ciro de Petri: had a stratospheric speed and his theory was “the important thing is to risk”: or fell or was lost or demolished him and the bike. "

What do you think of Dakar that takes place in South America?

"I'm no longer interested as then, considers that reflect paths that I have already lived with Camel Trophy and the rally by the Incas. And then condemn the misuse of a name which is related to Africa. I was not feeling well!”

Who wins the Dakar today? The pilot, the team or the reliable motorcycles?

"Today they're all great drivers but the difference is everything goes around, who runs to win has effective assistance. "

The Dakar hypothetically back in Africa, you go back?

Yes, If he comes back the Dakar to Thierry Sabine once rules, where the pilot had a weight and a value. But today there is no longer browsing and whoever has more money and more engines. With the means that I have I have no chance to make the result, Moreover I was born and I finished my private career as he always wanted to Sabine. "

Source: Red-live.it

Photo: Motociclismo.it

Scan 25

Our Beppe Gauri to recordings of Dakar 1987

Photo of Peter Bartolomei