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JCO1 property 1986

Yamaha's history of Dakar

After being the pioneer of the new category “Trail” with the DT-1 and then established itself as a motocross leader with the Monocross suspension, Yamaha has begun the development of two more epochal models for the now thriving off-road market in the United States: TT500 enduro, exit in the 1975, and the dual-purpose XT500, exit in the 1976. Both of these big-singles at 4 Times met the needs of off-road fanatics who enjoyed riding on the wild open terrain and deserts of the American West Coast. Their highly resistant engines had a strong torque, and their sturdy and light frame was able to withstand the vibrations of such a power unit. They immediately became big sellers like recreational bikes, perfect for enjoying a lively weekend ride in America's wild open spaces. The bikes also became the dominant machine in various types of enduro races and won races across the country.

Meanwhile, in Europe the XT500 became an unexpectedly great success for a different use than the American one: her elegant design earned her a growing presence on the road. The combination of its torquey engine and a lightweight, thin chassis made it a handyman capable of using both daily errands and tours, making it a popular choice.

But it wasn't the only reason for his success. Thanks to the passion of a French in particular, that would become the “Mr Yamaha” company, The XT500 would also be the spearhead for the development of another new pioneering Yamaha category.

Olivier has always been passionate about the Paris-Dakar Rally.

His name was Jean-Claude Olivier. At the time, was an employee of yamaha Motor Sonauto French importer of products, but would later become the president of Yamaha Motor France S.A. and would help the pioneer of what was called the category “Adventure, New10”.

Car - Raid 1979 - PARIS ALGER DAKAR - Photo : DPPI MOTO - CYRIL NEVEU (FRA) / YAMAHA 500 XT - ACTION - WINNER, NEW10

Car – Raid 1979 – PARIS ALGER DAKAR – Photo : DPPI, NEW
MOTORCYCLE – CYRIL NEVEU (FRA) / YAMAHA 500 XT – ACTION – WINNER, NEW10

The eyes of Olivier shone as he looked at the 500 cc big-single and thought of the vast and unknown expanses of the African continent, Saying: Is It's time for the bike to be a vehicle for adventure”. He started by competing in the 1977 at the Rallye Cate d'Ivoire (Abidjan-Nice Rally) who has traveled about 10.000 km from the Republic of Ivory Coast, abidjan capital, in Nice in the south of France. In this event he experienced the difficulties and joys of the adventure rally. (The next organizer of the Paris-Dakar Rally also took part in this rally, Thierry Sabine). Then, in 1979, Olivier was joined by three other drivers to take part in the first Paris-Dakar Rally (also known as the Oasis Rally) What “Sonauto Yamaha Team”, riding the XT500. At the time, other car and motorcycle manufacturers showed little interest in this new competition, but Olivier was different. He described his decision to participate as a natural choice based on the XT500 product concept.

Cyril Neveu at the Paris-Dakar premiere
In this first participation in the Paris-Dakar, cars and motorcycles had no separate categories and 2 wheels and wheels 4 wheels have raced for absolute victory. The pilots Cyril Neveu and Gilles Comte have surpassed the many Range Rovers, Renault and other off-road vehicles, Respectively, with an arrival at 1 or 2 seats on the Yamaha XT500. In the second Paris-Dakar the following year, Neveu won once again and the XT500 drivers took the top four places in the race. In addition, of 25 motorcycles that finished the Rally that year, 11 were XT500, more than any other brand.

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Like this, The elegant design of the XT500 destined for California has also won the hearts of many enthusiasts in France and other European countries, arousing in them the desire to “Adventure”.

For the third year in a row, the following year, in 1981, the Paris-Dakar has become a competition approved by the FIA and FIM, and both automotive and motorcycle factory teams quickly started competing. Among the most ambitious participants were the BMW teams, and the XT500 riders now found themselves eating the dust of BMW motorcycles powered by a “flat motor” (horizontal piston engine). The following year, Yamaha upgraded the XT500 to the XT550. It was equipped with the exclusive YDIS device (Yamaha Dual Intake System) the Yamaha, but as the average speeds of Paris-Dakar grew faster, it was a struggle to keep the bike competitive.

The Yamaha XT550 of the Dakar 1982

The Yamaha XT550 of the Dakar 1982

This prompted Olivier and Sonauto to ask Yamaha Motor in Japan to further develop XT production models for new levels of off-road performance and equipment specifically designed for full-fledged rally competitions. Inspired by the passion and determination of France, Yamaha headquarters development team got to work. The result of their efforts was the XT600 Ténéré. The bike boasted an engine 600 cc that kept the YDIS, a large tank to be 30 liters, The first ever front disc brake on an off-road Yamaha model, a Monocross bell suspension, an aluminum fork and more. The XT600 Ténéré was developed in conjunction with the enduro TT600 model for the North American market and had a very high level of reliability. When it was first presented at the Paris Motor Show in the autumn of 1982, the XT600 Ténéré unleashed a new movement that would spread all over the world.

After its official release, Ténéré became not only the natural choice of many Paris-Dakar pilots, but also the choice of many generic motorcyclists who admired the adventure that paris-Dakar symbolized. The Ténéré was the machine that best embodied their dreams and that would start a worldwide boom of cars in style after those that competed in the Paris-Dakar.

XT 600 Ténéré
As a careful observer of the events of those times, current president of Yamaha Motor France, Eric de Seynes, New100, Remember: “When we had the Ténéré 600, it's been a fantastic success on the market. Really, it was great; from a sales perspective, it was a great success”. In the ten years since its release, 61.000 XT600 Ténéré have been sold in Europe and more than 20.000 only in France. Later,, The model will evolve 1991 XTZ660 Ténéré, with a 660cc five-valve single-cylinder engine, and will adopt the double beacon in the 1994.

The Yamaha 600 Ténéré of Dakar 1985

The Yamaha 600 Ténéré of Dakar 1985

While continuing to embody the dreams of so many pilots, the famous Ténéré would come to symbolize the “spirit of adventure” Yamaha brand. The Adventure category, started with the arrival of the XT500, reached a new level of popularity with the launch of the Ténéré, and the category would grow to become a new kind of motorcycle culture. With the establishment of the Adventure category, Yamaha had allowed many riders to participate in the Paris-Dakar, but as far as the results of the races, Yamaha had not won since the second edition of the 1980.

Eventually, it was Jean-Claude Olivier's determination to win the Paris-Dakar again that convinced Yamaha's production model development department to act. The XT600 Ténéré prepared for the Paris-Dakar del 1985 it bore the same name as the production model, but it was actually the first bike that the production model development department of Yamaha headquarters had built specifically for the Paris-Dakar. The fuel tank was a three-part project, with a main tank and secondary tanks to the left and right, total capacity 51 liters. With some changes made by Sonauto, Olivier took him to an impressive second place. In addition to this, 3rd and 4th place also went to the pilots of the XT600 Ténéré. However, with the Paris-Dakar becoming faster every year, victory continues to go to Yamaha's rival and his horizontal twin-cylinder.

This prompted Olivier to attempt to increase the maximum speed of the car for the Rally of the 1986 using the engine 4 cylinders of the FZ750 sport bike for the car, creating the FZ750 Ténéré. But with the disadvantage of its greater weight, the best he could do was finish in 12th place. Nevertheless, his unwavering determination to win the Rally inspired Yamaha's racing car development department to act.

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The following year, in 1987, Yamaha's racing car development department in Japan finally began working on a factory machine for the Rally of the 1988. It was the machine “0W93, New1000” or “YZE750 Ténéré” powered by an engine liquid-cooled 750cc five-valve single cylinder. Olivier also brought the 22-year-old French champion of enduro Stéphane Peterhansel in the factory team. Peterhansel reflected on the events of the time: “This race was my dream. Winning this race wasn't my dream, it was just a dream. And I was really lucky, because one day [in the middle of 1987], Jean-Claude Olivier called me and asked if I was interested in doing the Dakar, and I answered for sure! This is my dream! I want to do this race!

Riding the single-cylinder 5 liquid-cooled valves YZE750 Ténéré (0W93, New1000), Franco Picco came second in the 1988.

Peterhansel was present at the pre-race tests where the last adjustments of the 0W93 were made before eight machines were supplied to the Sonauto team, Belgarda team Yamaha's Spanish team for participation in the Paris-Dakar del 1988. In the race, though, Peterhansel went off-piste at one point and lost valuable ground, making him 18th overall. Meanwhile, Olivier fell and broke his arm bones a week before the finish line, but he ran up to 7th place. Later, Peterhansel would comment on the enormous willpower and determination that Olivier had shown: “I remember when I did my first Dakar. Olivier] he was a runner; it was 88. I started with a good race, but in the middle of the race I made a big mistake and I never managed to get a good result.

The Yamaha OW93, 750 monocylind by Franco Peak

The Yamaha OW93, 750 monocylind by Franco Peak

And I remember Jean-Claude Olivier fell and broke the bones of his arm and tried to finish. But it wasn't possible for me. I said that with a broken arm it is not possible. But in the end, finished the race. It wasn't easy, but then I said, Mr. Olivier is really a strong man, not only with his speed in the saddle, but also [Mentally] why finish the Dakar that way with a broken arm, it wasn't possible for me. And’ been during my first Dakar, so I was really impressed by his [Ability]; he was really strong, you've never [Surrendered] and it was always [pushing its physical limits]”.

Among the 0W93 runners in the Paris-Dakar race of the 1988, was Franco Picco of the Belgarda team to have the best race. Until the last stages of the Rally, got in trouble with Edi Orioli on Honda NXR750, but he couldn't take his rival and finished 2nd. In the Rally of the following year, Peak ran well on the improved 0W94, New10014, but once again he had to settle for second place by a margin of 54 minutes. Although they were not able to prevent the Honda factory team from winning again, the know-how acquired by the 0W93 machine that Picco had ridden would be traced back to the development of the next Ténéré production model.

For the new engine, the desire to maintain the good performance feeling of the original Ténéré single-cylinder, while allowing for higher power and speed levels, an in-line twin-cylinder from 750cc to 10 valves with a 360-degree crank. The engine design was also characterized by a downhill suction socket, from a built-in dual-mast barbell and dry-paper lubrication. Of course, as the father of the “Ténéré World”, Jean-Claude Olivier took part in the prototype tests.

In 1989 it's up to the twin-cylinder, debuts the YZE750 Hold 0W94

In 1989 it's up to the twin-cylinder, debuts the YZE750 Hold 0W94

Then, in the autumn of 1988, The new XTZ750 Super Ténéré was unveiled at the Paris Motor Show. Taking the new XTZ750 Super Ténéré production model as a base model, efforts accelerated towards the entrance to the factory at the Paris-Dakar Rally. In 1990, The 802.5cc YZE750T Super Ténéré YZE750T factory machine took Carlos Mas to second place. Then, in 1991, eight drivers of Sonauto and the Italian teams participated in the Rally in a more advanced version.

That year he finally led to success; The drivers of the YZE750T Super Ténéré took every place on the podium and brought Yamaha its first victory in ten years. It was the moment when the dedication and determination of Jean-Claude Olivier and the Yamaha development team to win the Rally again finally paid off.

Finally, in the 1991 comes the victory with the YZE750T OWC5

Finally, in the 1991 comes the victory with the YZE750T OWC5

The winner of that year's race, Peterhansel remembers that moment: “I remember on the podium, [Olivier] took my hand on the podium and began to cry a little. It was really exciting and it was probably the best feeling of my career [with six wins at the Dakar]. Since joining Yamaha, he put his trust in me and told me to take my time, gave me a lot of support and said he was sure I would win the Dakar. After four years, I won my first Dakar, so for him, [had hit the target]. It was a relationship a little bit’ similar to that of a son and a father”.

The Yamaha 850 of Dakar 1994

The Yamaha 850 of Dakar 1994

In 1994, the rules of the tender have changed and participation has been limited to production models. This forced Yamaha to suspend its stake in the factory, but it didn't affect Olivier's passion for the event. For private drivers who wanted to participate in the Rally, Yamaha Motor France released its own production models built specifically for the Dakar. They sold the 15 units needed, each of the XTZ850R twin-cylinder and the XT660R single-cylinder, a total of 30 Unit. At the time, The XTZ850R was sold for about 140.000 Franks (at the time about 25.000 Usd). These machines continued to help private individuals realize their dream of competing in the Paris-Dakar.

The Yamaha XTZ 850 victory at the Dakar 1996 with Edi Orioli

The Yamaha XTZ 850 victory at the Dakar 1996 with Edi Orioli

The following year, Peterhansel returned to the Paris-Dakar Rally as a factory driver in a car based on the XTZ850R and won his fourth victory in the Rally of the 1995. In 1996, Edi Orioli won the Rally with Yamaha, and in 1997 and 1998, Peterhansel won consecutively on the XTZ850TRX with a 270-degree crank that provided excellent traction in the desert sands. So by doing, Peterhansel scored an unprecedented record of six victories in the Paris-Dakar motorcycle division. These results also helped to ensure that Yamaha won 9 of 19 Paris-Dakar rally that took place until 1998, most motorcycle manufacturers, before finishing his participation in the Rally.

Peterhansel's last win at the Dakar 1998

Peterhansel's last win at the Dakar 1998

Ed: the word “Ténéré” in the Tuareg languages of North Africa means “Desert” or “Solitude”. Yamaha's challenge in Paris-Dakar, tackled together with passionate adventurers determined to conquer this barren “desert of the deserts”, was worthy of the pioneering off-road manufacturer from the beginning. No person symbolizes this challenge better than the late Jean-Claude Olivier, the man who in those years was the unifying and driving force of the dakar challenge. Today, his many successes and his indomitable Spirit of Challenge are not just a model for Yamaha Motor France, but also for every member of the global Yamaha family to be proudly admired.

FZT06

Ténéré 4 cylinders for Dakar

A cold morning on the outskirts of Paris, a small cross off the beaten path, a pilot with the gaudy colors Sonauto, that warms the muscles ahead of Dakar, caracollando riding his Yamaha “XT 600 Ténéré”: all normal, You'll say. So it seems: But beneath the huge reservoir of “Ténéré” beats a heart that in common with single-cylinder engine of the Queen of the desert did not own anything. It is a four cylinder water cooled, derived from the motor 20 valve “FZ 750”.

It's too early to say whether this fantastic “750” It will be the first January ' 86 at via delta legendary African Marathon, Although the meticulous care of details (apparent as well in the photos of our top secret) clearly demonstrate that this is not

a simple experiment the French importer, but something more which cannot but have had the approval of the parent company. Let us not forget that the same “Ténéré” was born from a “idea” Jean Claude Olivier, General manager of the Yamaha Sonauto and seeded riders for Paris-Dakar.

Therefore, the new franco-Japanese beast, that TUTTOMOTO presents here exclusively, could be the winning weapon in Japanese, determined this year to snatch the BMW Crown of Queen of Africa. Power is not discussed, to test the reliability in the desert.

the motor of the “FZ 750” It was significantly lightened and he worked on the camshafts to reduce power, while increasing elasticity at low and mid. The rear suspension is monocross.

No secret: made for the Paris Dakar, the “Tènéré” 4 cylinders offers many interesting solutions, some guessed by looking at the pictures of our “scoop”. The frame, For example, is that of the FZ, However, reduced in length.
Carburetors, in an elevated position and well protected, receive the gasoline through a mechanical pump. The mammoth tank is basically double and acts well as lateral protection for the liquid cooling radiator. The collection is extremely compact and functional, suitable for off-road.

au-dakar-1986-avec-son-monstre-motorise-par-a-4-cylindres-de-fz-750-archives-mr--70441-8-zoom-article

Text TuttoMoto Enzo Caniatti

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J.C. Olivier Dakar 1986

J.C. Olivier in mechanical version, working on Yamaha 600 to Charbonnier during the Dakar 1986.

Yamaha YZE-920-1

Yamaha FZT 900 Dakar 1987

Three straight victories in the BMW decided in 1986 the Honda, that to return to success at the Paris-Dakar rally was necessary to play the card of two-cylinder motor. The only choice to keep up in long stretches of desert where most top speed allows two cylinders to buy a house edge that they take shelter from every retrieve while agile «mono». The Yamaha decided, Instead, to confirm the single cylinder after it was breezy the construction of a twin-cylinder to be entrusted to the French team.
The response of Jean Claude Olivier, team manager of Sonauto, was the manufacture of a prototype driven by the engine of FZ 750 twenty valves. An adventurous project, who did turn up their noses to leaders of the House of Iwata, but not to the point of rejecting the idea of pilot who in 1985 had arrived for second in Dakar.
The four-cylinder engine for the desert has begun work late and the test bench of the giant French-Japanese enduro was precisely the slopes of Paris-Dakar. It was a single copy, and get him into the race it was Jean Claude Olivier.
Doing so gave up departing at every chance to win a ride a motorcycle that was providing Yes a power of 90 HP but whose weight was about 270 pounds in running order.

In 1986, JCO ended the race 12th, pulled over 10 hours behind the winner, but brought the bike up to Dakar.

An important milestone that convinced Olivier to insist on the road taken. And so these days has been completed the Yamaha FZ 900 T Evolution 1, the bike which Olivier and Serge Bacou will lead to far more warlike purposes of those Dakar enlivened the expedition ' 86. At first glance you understand that this is a completely new bike without any piece in common with last year's experimental version.
You have done a great job of lightening and end the engagement was awarded by dry weight slightly less than 200 kg (20 pounds lighter than last year) and above all, a subdivision of the masses which is nearly optimal 45% the front and the 55% the retro-train.
The frame now has an aluminium bottom cradle (removable) and to eliminate the problems of spin ratio was decreased the maximum power for the benefit of better dispensing. In addition, always at the direction of Olivier, was increased the engine capacity.
The result is a total displacement of 911 CC and a power not exceeding 85 HP, 53 of which are available at 4.000 RPM.
In tests carried out in August in the desert of Tenere FZ 900 T has shown it can travel in a straight line at a speed of more than 160 km/h (as an indication, the «mono» ' 87 in the hands of Peak did not go beyond the 135 km/h) and on a technical course around Agades late against the mono did not go beyond the second one-and-a-half kilometer.
Even the tires have made huge progress in both grip under acceleration, lateral stability and still life. Conscious of the progress of the four cylinders, that could be the surprise of the Paris-Dakar ' 87, but also of his handicap (weight, encumbrance, mechanical complexity) Olivier has preferred to follow as last year two parallel roads. He and Serge Bacou will guide the FZ 900 T while Thierry Charbonnier and (in all likelihood) the American Danny La Porte will be racing with the single winner of the Rally of the Pharaohs with Franco Picco. You never know…

Source motosprint

Moto-journal-JANVIER-1985

Cover Magazine Moto Journal 1985

MOTO journal N ° 685 del 24 January 1985