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Gualini2 1984

Beppe Gauri Dakar 1984

When individuals were pioneers. Canisters attached with elastic saddle and table number plate holder riveted on the rack. Beppe Gauri on Honda XL 600R at the start of the 1984.
He came regularly to the finish in Dakar finishing in 45° position.

Honda NXR750

Honda NXR 750 1989

In Japan when they decide to make a joke and didn't know quite how to make winning bike. Honda NXR 750 It's a real prototype created to win the world's toughest race.
Honda showed up at the start with the NXR 750, a twin-cylinder 8 valves 780 cm ³ capable of over 75 horses, with a dry weight of around 160 kg: the result was that Neveu and Anita concluded on the first and second place.
The following year Neveu made bis, before Edi Orioli. Friulano won the 1988 his first Dakar Riding the same bike used by Neveu the previous year, While in 1989, Anita led to fourth success in a row the latest evolution of the NXR. In 1990 Honda decided not to continue with this experience.

Honda NXR 780

Honda NXR 750 1987

For the winner of the ' 86 Cyril Neveu and his team mates Lara and Charliat, It was made available by HRC to the Paris Dakar 1987, an updated version of the Honda NXR bicilindrica. The previous year had a slightly greater displacement, increased to 780 CC. and a power of about 75 HP which made it possible to achieve 175 kmh.

On this bike, already winner of its, It was solely a job of aging, especially on materials, which that allowed him to lower the weight up to 185 kg dry weight (240 kg in running order). The Fund also was enriched by a disc brake at the rear instead of the drum.

 

Honda XL600L

Honda XL 600 l 1986

The motion came directly from Japan in early December; were set up by the research and Development Department, R & D, on the basis of two prototypes used by Balestrieri and De Petri the Pharaohs, so were derived from monoclindriche XL 600 LM.

The team of Honda France had instead of cars driven by twin-cylinder engines developed by HRC, more powerful but their first desert experience. Wire managersItalian action wanted to prioritise the mono for more guarantees that it offered in terms of reliability, However was always considered that to realize these motorcycles in Japan the parent spent, only in study, the beauty of a billion lire.

The machine had a bore and stroke of 100 x 82 mm for a displacement of 643 CC.; the power was not significant due to the poor quality of gasoline found in Africa, However rambled on 51 horses obtained with a compression ratio of 8,5:1 and with a single carburetor 40 mm in diameter.

With gearbox and clutch closely derived from the XL series, the Honda of Dakar could push rates up to about 170 kilometers per hour, Thanks to the new fairing which, the tests carried out in Japan, had proved its worth by allowing you to earn about 10 kilometres per hour.

The wheelbase was 1520 mm, on motion of Crossbowmen and Orioli, While De Petri the machine was a little’ shorter because «Cyrus» had demanded a different inclination of the Steering head tube; the fork is from 43 mm and is of Showa as suspension unit who worked on a Pro Link redesigned with linkage below the swingarm.

Interesting the solution adopted for the hull, three pieces, the bottom had two spare water tanks and about a pound of lubricant to use in case of need; the fuel tank capacity was 36 litres that were increased to 55 rear speakers.

Upon arrival in Dakar they classified; Crossbowmen to 3rd place, Dalia 5° and 6° Edi Orioli.

Terruzzi 1988

Claudio Terruzzi, a nice “manetta”

"Obviously I raced the Dakar to win it; full throttle from dawn to dusk and I was well prepared to run and going strong. The first year I won the rookie of the year award – best newcomer – but I had no idea it was so hard.

When I arrived in Dakar had a sense of having lived 15 years in 15 days, for the experience, for voltage, the thrill. I swear to the finish I got changed, If you know what I mean!

I lived the experience more extreme dShe my life: often alone, No civilization around for hours; hundreds of kilometers without technical assistance, with stops maratahon from 900/1000 km.

In that issue, the 5 stage, Michele Rinaldi has forfeited because he deemed too tough. I remember people crying at camp, stages finished late at night, pilots arriving at 5 in the morning.

You do realize that for six months in Milan I had nightmares, I woke up suddenly, I saw the red light on the tv and I thought it was the encampment. "

Photo provided by Claudio Terruzzi
Honda 1988

(source red-live.it)

Lorenzo Tumblers on his Honda XR 400 the Dakar 2005

My Dakar 2005 by Lorenzo Buratti

My name is Lorenzo Buratti and childbirth for Dakar 2005 After gaining experience in minor races but still tough as the Pharaons rally or the rally of Tunisia, I feel ready, physically I'm in super good and my little Honda XR400 not no problem.
We cannot count on any assistance I sought an easy bike mechanically, on which to do maintenance at night in the shortest possible time, during the day can I use only my ability to navigate well, certainly not the top speed.

Anyway if you are a private pilot that aims only to finish the race seems fairer strategy.
Throughout the first week the facts give me reason, Let the nonsense to others, every day they withdraw more than ten motorcycles, I I never miss and surplus of just doing my honest work and trying not to fall for not having to work all night on the bike to fix it, were still years where you could face a Dakar that way, now I don't know, It all seems too fast in South America, in Africa people are leaking really ...

Esco absolute from the 57th sixth stage, Zouerate-Tichit, journalists present the will describe the next day as one of the toughest stages of the history of the Dakar, one hell of soft sand that no one had imagined, arrival at the bivouac at midnight and 45 after more than 16 hours in the saddle, I thought I had screwed up and I'm lost, Instead the Park closed there are only 56 bike, at 4 the morning had come only 22 car, the next day they had to cancel the race because all helicopters were out looking for all those who have had to spend the night in the desert, they are proud of me and when I get a day of rest in the middle of the race I feel really happy. I feel that I can do.

When do I need to withdraw because of a problem in the carburetor causing the spill of all petrol are at the end of the tenth stage, approximately in 52nd position absolute on 250 motorcycle games, stuck on a dune floury of Mauritania, two kilometers from end stage. An Italian pilot whose name I can't remember refuses to give me a litre of gasoline that would allow me to get to the finish line, He was afraid of losing is too long.

Tiredness and night was coming they send me into confusion, for a number of reasons I still doubt that it can also be an electrical problem, I remove the fairing and check all wires, the XR has electric start so I try to restart the bike to pedal until collapse, I recover the medical helicopter which I dropped! next to bike and leads me to the end stage where the truck would pick me for fucks at the bivouac ... end.

The morning after the caravan leaves again and am only Italian at the bivouac to await the repatriation flight for Paris, comes the news of the accident to Fabrizio Meoni and the organization is looking for me to communicate that, everything is surreal, all cry, the helicopter arrives with the black sack hung out on the stretcher, I just want to go home ... Hello Fabrizio.

follow me on www.lorenzoburatti.com

Honda EXP-2 Dakar 1995

Honda EXP-2 Dakar 1995

Surely with the simple code of Honda EXP-2 very few will understand what I'm talking about, but this bike was one of the most interesting innovations in the Park competition of Granada Dakar (sigh) of 1995. The motion brought forth by the genius of designers Honda, It was certainly not the first 2s designed for the desert (as we saw with the KTM 495 of 1981) but it was meant to be revolutionary and successful.

In its debut not only saw the beaches of Dakar, but in the Pyrenees,Jean Brucy finished with an excellent fifth place overall, second Honda at the finish (behind Meoni) and first in the category under the 500 CC: a striking result for a prototype born from a new project, and considering also that the bike was only 400 CC, Thumper too!
But why this bike was revolutionary? First the ' Honda EXP-2 has been designed to provide electronic fuel injection, a utopia for the time, and burning then takes place without the use of candle (that is present but is activated only in particularly low schemes), explained in a very simplistic…It was like a diesel!

The use of this technology allowed the engine to release ben 54 horses, just under 20 compared to rivals 800 CC four stroke, but weighed over 100 Kg less than rivals, had significantly lower consumption and intermediate certificates even around 3 l/100 Km in combined and around 6 l/100 Km race.

Still remains a mystery to understand why this bike, the potential enormous, There was no result in competitions to follow.

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Team Honda Dakar 1985

Honda to the Paris Dakar 1985: Vinod B #93, Alessandro De Petri (Ciro) #94, Cyril Neveu #95, Gilles Lalay #96, a Squadron which did not have much luck, Neveu was the best at the finish line rated 5°, Anita 15° Crossbowmen and Dalia withdrew.