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GileraRA_1990_4

DAKAR 1990 | Gilera, the greatest adventure

by Giuseppe Dell'Olio

Paris and Dakar: names identifying two cities on paper Between them a thin tormented line drawn with ink: it's the line of adventure today, a line that in a handful of centimeters encloses thousands of kilometers of competition La Paris-Dakar is a tough race, a race of men and exasperated mechanical means, super organized teams, but that still leaves room for adventure, sacrifices, hopes and hopes 16836378_326020857794549_5051747352723917819_oillusions of so many who launch themselves head-on into the desert, towards that sea of sand and rocks that hides inscrutable secrets and a thousand pitfalls Gilera wants to prove it by deploying at the start two “RC 600” series entrusted to Luigino Medardo and the very young Roberto Mandelli

The 12th edition of the Paris-Dakar will kick off next 23 December. The great African marathon has now reached levels of competitive exasperation that have fantastic: official teams from the incredibly complex organization, motorcycles that are real prototypes costing hundreds of millions, designed and built with a single lens: win the terrible African desert. But it is still possible to participate and possibly well figure in the classic Christmas with a standard bike and a team that does not look like an army?

The question of whether the Gilera managers have asked it and they have also found an answer. Of course it's still possible. Just make a GileraRA_1990simple cocktails where the main ingredients are a good enduro at 4 sustained displacement times, a couple of riders who don't just look at the possibility of an absolute record, a small but efficient team, a truly sporting sponsor. At Arcore there were the “RC 600”, bike that won the Italian Raid Marathon Championship and that with a couple of additional tanks and a road-book seems born for the Ténéré, Luigino Medardo, who was waiting for nothing but to take her to Africa, by his side the very young Roberto Mandelli who, just to show his disbelief at the possibility that he was being offered, thought well about winning, on his debut in Africa, marathon standings for standard bikes at the Pharaohs Rally.

ready-to-goAs for the sponsor at the Henninger, New10 have well thought that with the African heat who better than them could think of proposing a fresh and restorative drink to the men engaged in the deserts? And so the glorious House of Arcore decided to re-enter the eventful world of world-class competitions by enrolling two “RC 600” the Dakar. A highly anticipated return: many were nostalgic for the red-run Gilera. Maden, technical director and Gianni Perini, sporting director, enthusiastically welcomed the initiative and in a very short time the Gilera-Henninger team was born, in addition to the pilots of five other people including logistics and mechanics. The Gilera RC 600 that will start for Dakar have been prepared on the basis of the indications sca-turite by the victorious participations in the Italian Rally Marathon Championship and the Rally of Tunisia and the Pharaohs.

“They're standard bikes – confirms us Ing. Martiniand as such they don't want to aim for absolute primacy. We at Gilera just want to show that it is still possible to be at the Dakar even without super sophisticated prototypes that have nothing to do with the bikes we use every day.” “We are convinced – continues the d.t. Gilera – that a hard and exasperated race like the African rally can give very useful indications on the technical solutions and materials used in the production of series. And’ with this goal that we stand at the start of Paris: extreme testing of our production to offer customers an increasingly reliable and secure product. We set out to get to the bottom and well figure, but above all to know how far the bikes coming out of our factory can go.” To the expert Luigino Medardo, to roberto Mandelli's very young promise and to the “RC 600” the task of confirming these expectations at the Dakar finish line.

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It's called “RC 600″ the Gilera that will be the protagonist of the 12” Paris-Dakar among the standard bikes of the class “Marathon Amelioré”. And’ was developed by the technicians of the Arcore House to show that, despite the exasperation now achieved by the prototypes that run in the desert, it is still possible to participate in the great Dakarian adventure by simple and inexpensive means, directly derived from normal-production motorcycles.GileraRA_1990_2 Starting from the bike that everyone can find from the dealer, Arcore have made some, however very limited, technical changes to strengthen some details that during a grueling race such as the Dakar, are exasperatedly urged. Other improvements relate to the accessory equipment, integrated for the special needs of the race. The Gilera RC 600 It's a decidedly sporty enduro but not exasperated, designed to give the user real multi-functionality features.

And’ equipped with a single-cylinder powertrain 4 times of 569 CC. with two-sided distribution in the head controlled by tooth belt and four valves. The power supply provides two carburetors. The cooling is liquid with pump and three-way thermostatic circuit with electrowind and mixer. The ignition is electronic with capacitive discharge with variable automatic advance device. The cycling setting of this enduro spinner did not require substantial changes to the exasperated use in the race: a confirmation of the basic goodness of the Gilera project. The frame is a single-wheeled chrome-molybdenum steel with sheet metal reinforcements. The back is disassembled. The rear suspension adopts a lightweight alloy fork and a single-depreciation supported by the progressive cinematisms of the exclusive Gilera system “Power Drive”.

Few changes to deal with the terrible Ténéré.
One of the most difficult problems to solve in the preparation of a motorcycle for the Paris-Dakar is the arrangement of fuel. Add a lot of gasoline to the bike load – Gilera technicians reveal – creates many weight-sharing problems, especially in relation to the progressive emptying of the tanks. The Gilera RC 600 Paris-Dakar adopts three tanks: the main one in the classical position is doubled and con-holds GileraRC_1990anti-debate bulkts. With the two sides positioned behind the sides, the overall capacity reaches 56 liters of fuel. Of course, the tanks power the carburetors with the help of a membrane gasoline pump. The driver follows in the race a particular criterion for the use of the tanks: the first to be exploited so-no the two sides.

These are partially emptied and stored in each of about four liters of gasoline. Then the power passes on the main tank while the eight advanced litres in the side ones come to form an emergency reserve. Another aspect of African raid bikes that completely differs from the large series models is found in the instrumentation.

“Navigate” in the desert it's a little bit’ how to navigate the ocean and in fact the Gilera has equipped its bikes with special electronic compasses similar to those adopted by the boats that are facing the regatta around the world. These special compasses are able to signal any deviations from the route set by the pilot and also take into account the possible variations of indication induced by the magnetic tilt of the place where the measurement is made. Eliminating this margin of error, which is called magnetic declination, makes orientation much safer.

The compass is flanked by two professional trip masters and a road-book door that help to make the handlebars of these bikes a real cluster of indicators and tools that in the eyes of the non-experts appear a little’ strange and bizarre. Desert means an incredible variety of funds: from sharp rocks to softer sand. Tire hoops are therefore among the most stressed organs of the bike. The Gilera RC 600 adopts special alloy wheels with Michelin tyres equipped with the special “mousse” anti-drilling. Other minor changes were necessary to adapt the Gilera RC 600 extremely harsh features of African tracks. In particular, the calibration of the suspension has been retouched, have been adopting more durable pads for brakes, the exhaust marmist has been replaced with two freer trombones, the filter has been adapted to mitigate the major problems due to the dust. The engine shield, Finally, has been replaced and supplemented with an emergency drinking water tank. In define-va changes made to the Gilera RC 600 have been extremely limited. A wonderful confirmation of the goodness and reliability of the standard bike.

GileraRC_1990_1

Luigino Medardo reveals all the secrets to driving in the desert
Getting to the bottom is the biggest challenge in the Dakar. And’ a terrible and beautiful race, decidedly unique. It is not easy to describe the sensations and emotions of a rider during this incredible race, Where – forgive me the rhetoric – the unexpected is the daily bread. The typical day of the Dakar starts with the alarm clock at 4,45. In a quarter of an hour you'll be (but this term when it comes to Paris-Dakar has a vaguely euphemistic sound), you dress up and devour breakfast. There are teas, Milk, Chocolate, Jam, Cookies. At 5 at this point the briefing of the race director who makes aware of any changes in the track and quickly summarizes the road-book of the stage. Then immediately to check the bike.

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Every African racer has a very special relationship with his mechanical vehicle. I am not ashamed to say that during the race I speak with the (my bike, I have followed its birth and development and I think I know it even in the most hidden. For twenty days the bike is the most 1 Important. You may depend on the result of the race, but even more may depend on the pilot's very survival. I care about her very much, I take care of it personally, I always want it in the best shape, also from an aesthetic point of view. I think my wife is a little bit’ jealous of this red Gilera… But back to the day we're living in the desert. Contrary to what you might think of one of the problems of the Dakar is represented by the cold. In the first stages, up to Niger, the temperature is definitely low. In the morning in front of the tent the ground is frozen.

We leave for the first transfer with padded suits and undercoound, some are funny, look like the Michelin man… The transfer takes place in a group, without forcing. Departure of the special test: alignment and then every minute the commissioner sets off to a competitor. And’ the GileraRA_1990_3moment when the pilot forgets everything and everyone. Now there's only the bike, sand, the desert, the tracks of those in front of you and the road-book. The roar of the engine is like the throbbing of your heart. Concentration is very important: don't be fooled by the thousand pitfalls of the desert. The orientation is very challenging. You help each other by all means. You have to recognize the different types of background, the fresh traces from those of past years that remain imprinted on the sand as happens on the lunar soil. You have to dose your strength sparingly, resist hunger and thirst.

The PS (special test, Ed) of a rally like the Dakar is one of the most challenging tests ever for a driver. Sometimes you find yourself in two or more competitors running together. In the high rankings the competition is exasperated. Opponents study each other, you constantly check. There is no collaboration when you fight for the record. In the reinforcement positions, on the other hand, solidarity is found, you help each other, consulted to check the direction to be taken. Hours and hours like this, always very close to the physical limit of the rider and mechanic of the bike, without ever risking more than you should, not even in direct comparison (when it happens) near arrival. If this is near the bivou ac is the first person you look for with your eyes as soon as you see the finish line is your D.S.. which is a little bit’ a father and a guide for each driver.

If, after the ps there is still a transfer the friendly face is that of the timekeepers who give you a little’ and often have a word of encouragement. In this case, you'll stop a little’ nearby to control the positions of opponents, to pull a little’ breathless and refuel. Upon arrival at the bivou accom, you immediately look for your team and the first thought is for the maintenance of the bike. Meanwhile comes the sunset, that in the desert is very fast. At 18 it's sunny, After 5 minutes the darkness is absolute. Time to wash (always the particular washing-Dakar, that is, a little bit’ water on the face…) and eat the appetizing (!) Africatours and immediately to prepare the road-book for the next day's stage with the enigmatic (not to say mysterious) content of the box heated to bath-mary that meanwhile. goes crazy in the stomach.

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After the road-book operation that needs to be done very carefully the pilot allows himself a few minutes of relaxation before going to sleep in the tent. You have to sleep as much as you can and, restn certain, in a race like the Dakar no one suffers from insomnia! Here's, this is Paris-Dakar. But it is also the outstretched hand of a local child who greets you in the middle of a desert, giving you that human warmth that's an indescribable push to move forward; it's the beauty of fairytale landscapes that you'd like to frame; it is the friendship that emanates in the evening around the fire. There are no normal things at Dakar. Everything is exasperated: peeing can be a little drama, resist the temptation to stop to eat-king the ration of muesli a sadistic torment. Great, magnificent Dakar, in the heart of the pilot only lacks the magical vision of that beach “damn” on the shores of the Atlantic. At least once in your pilot's life you have to get to the bottom. And then start dreaming again the time to start again for the next magical Dakar.

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Gilera RC 600 Dakar 1991

That the Gilera RC 600 It was a good bike Nobody doubted. The victory in the previous edition and eighth place overall (only sophisticated prototypes in front of him), constituted an excellent calling card for the Thumper Arcore. The Gilera and Medardo have gone beyond expectations with a performance very similar to that of the prototypes. With only 560 cubic centimetres, the RC has been successful on many occasions to keep keep strong rhythm imposed by two cylinders and Medardo has also won the stage of 5 January from Tumu Ghat, the “Special” longer than the Paris-Dakar.

Not all was well for Gilera: tears of the rear tank fuel overflow and poorly secured, broken starter post on the bike Mandelli who requested the change of engine (automatic change of category) and an experimental power that made a tantrum when starting engines, Apart from a shock absorber destroyed by Medardo. The Gilera are satisfied also because they feel that the Dakar is a great help for series production.

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Ing. Maden
, Technical Manager, is absolutely convinced of the validity of the formula Silhouette of Dakar. The fact that pushed us to compete in the marathon in Africa and particularly in this category, is the specific regulation. Run the entire Dakar without changing engine and chassis is a highly reliable message to the audience. An engine that can withstand more than 10,000 kilometers of continuous torture without problems, is a guarantee for a series.

In category Silhouette engine and chassis are standard while the rest can be changed. To improve cooling we used larger radiators with upper heat exchange 30%. The control unit until halfway through the race was different from that fitted to the RC 600; an ignition that gave very few advantages in terms of power but that was useful to decrease harmful emissions. Sounds strange to mount a similar trigger without essentially cut out some advantages but also this choice is made in anticipation of using the RC standard if ignition resists Dakar means that will fit into any other conditions.

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We replaced by half-way onwards once reliability data. Electrical problems have come from an incorrect choice of batteries and an electrical system that during the tests was perfect, While in Africa it was not such a. This particular unit determines the ignition timing according to the speed and diversity of pressure within intake pipes. downstream vacuum carburetor throttle. — Where you changed the bike than the previous Dakar? Last year's race had given us important information: We were in place as engine and chassis, While the handling had to be improved. Since we were unsure in terms of engine reliability, We went to increase performance. We resumed the changes introduced on the RC series propeller 91.

New camshafts more motivated, revised piston design, oversized valves and larger diameter Carburetors (30 mm). We work a lot on intake and exhaust systems rato to extract from the engine to its full potential. Despite the compression ratio was lowered to use low-octane gasoline, We found seven horses more than the previous motion. Now we are about sixty horses to the tree with a consumption that varies greatly according to the conditions of the competition site. They range from a maximum of 6,5 liters on soft sand up to 9 the hard ground. Does not consume little, It's true! A single cylinder must always be squeezed at most to stay close to the performance of two cylinders and then throttle always wide open; extreme conditions also for consumption. In total, the fuel capacity was increased to almost 60 litres, ten less two cylinders.

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Not a great advantage. Is a little’ the legend say that mono is easier and lighter of the two cylinders. The weight difference is a maximum of ten pounds in favor of mono and so it's not outstanding. To improve handling and ease of driving we revised weight distribution and placement of fuel tanks. The suspension is new, the Kayaba Japanese, also mounted on the RC-series. The shock is just what standards changed only three internal lamellas to match the increased weight of the bike dakariana, to ease that we used some lightweight material” but nothing special. Kevlar and carbon fabrics for the cowl – Rc17rear tank and to the fairing, titanium for engine and rear suspension hardware platforms. For the hubs machined from “full ".

We also broke, and even this drawback we expected, the forward beam where you fix the engine. Between expected and now we solved, because to increase ground clearance we removed the retaining frame which passes under the engine. In this way the engine actually works as element stressed lifting quoting frame. That is why we have strengthened the bolts of the engine by increasing-the diameter up to 10 mm, attack fins simultaneously beefing up on engine. We broke more rods and crankcase, meat instead happened last year; by contrast has almond wafer with a small crack in the frame. This made us realize that the engine can work as an element of stress and probably will use the same solution even in series, Front chassis beam and properly structuring that is another effective information appearing on the series production.

More tears were those of posterior composite tanks. They were all new parts, ended up at practice the day before leaving the tanks have had mechanical problems. The rear suspension dabbed a little’ Too much, so as to touch the disc brake caliper with the inside of the tanks. In the design phase we predicted a game 20 mm between the clamp and tank at full travel of the rear wheel. In bolder touched caliper infill; with inevitable breakups. This means that both the swingarm is the retaining frame that sustains them yielded, sagged slightly. Modified suspension settings, the problem is gone. Conversely decreased comfort of riders and motorbikes squirted a little’ too much on holes.

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You are marked for small cracks on the front aluminum tanks because of the numerous welds, the bodywork is broken is broken only for falls, While we can't explain the reason of the break up tree M., why this particular had been thoroughly analyse it. It was also changed the engine in Sotelo, because he was burned out the clutch lever play for lack of. All material of friction discs has spread in the engine and a piece went to lock the pressure relief valve of the oil system. Result: Cotto bearing on fro di bella. For the rest no other mechanical problem except the cushion Pan hastily fastened on the bike by Medardo. —

Your bike aesthetically was the most reused. among all those who have raced, and maybe even more aerodynamic.
"We treated very aesthetics but also the protectiveness of the pilot. We left date filter box dimensions, and we built around the whole bike. We tried to protect the pilot to give him greater comfort. Less tired, stronger you go and commit fewer mistakes. The bike had to be the smallest possible depending on the size of the pilot. The height of the windshield and the de: plexiglass has had the sole purpose of protecting air pressure the pilot We instead chose the headlights omofocali to lower the whole area of the dashboard and Instrumentation, and ensure greater visibility. Also these headlights made even better brightness and then more security to those who remained at night in the desert. The latter form is due to the tradeoff between greater capacity as possible and require less space for the rider's legs. In codon had set the compass, and a back up battery. The shape of the entire casing is designed without the comfort of a wind tunnel. Now we will try the bike in these conditions; We want to be ready on time.

Can you quantify the cost delta operation Dakar?
Only pure material exceeding one hundred million for motorcycles, but the entire organization has quite different and higher costs. We are considering whether it is possible to build a small number of replicas of the RC Dakar. The figure is expected to be around 60 million and it would still be a political price. The difference in costs will be absorbed by the factory»

You will be also present in the next Dakar? "Definitely Yes. The conditions encountered in the Paris-Dakar is practically unrepeatable, both instrumentally both under normal measurement conditions of motorcycle. With the African race we can verify many parts of production motorcycle» though next Gilera RC doesn't compete more in Silhouette. We will build a prototype with a capacity close to 650 CC though probably the reliability cannot be guaranteed one hundred percent».

Source Motorcycle Racing April 1991

Medardo_ROSSO -8

Dakariani. O.: interview with Luigino Medardo

Meanwhile, Louis or Luigino: Luigino is my first name.

You started in regularity where you won several six days per team, a European Championship and several Italian titles, then you decided to go to the world of rallying, why this choice?
On the occasion of "six days of San Pellegrino of 86" I was contacted by Daniele Papi, the then manager of Yamaha Belgarda which asked me if I was going to do some rallying.
I said immediately to you, the attraction for Africa I had as a child and being able to see riding a motorcycle which was my great passion was the crowning of a beautiful dream.
I started the adventure committing myself for Tunisia rally, Morocco, Pharaohs and the Dakar, the same races that I faced in 87.

In the ' 90 brought to debut the Gilera getting in two years good positions 8th and 7th overall, running in class silhouette. What was acting not compete in this class?
There were 3 categories, the series, where you couldn't change anything to the bike, the silhouette, where they were to remain the standard chassis and engine, While the rest could be replaced, for example the drains and tanks but not the wheels, Finally the class prototypes where the bike was built in pilot measure and the type of race and in the event you have a maximum of 3 spare engines and could change anything, with the exception of the frame.
I went to Gilera because Yamaha was not the team for me, i.e., When I was called to run, the team already existed and had Franco Picco as reference driver.
He was from the cross and I the regularity, two different driving styles, motorcycles in Japan were tested by him and when they came here to run were not suited to my riding style. So I suffered so much, I was hurt and in the end I decided to leave the Yamaha.
I wanted to prove myself to be able to do something good even in rallying and thus arose a bet. I met with Gianni Perini (Gilera) at the salone in Milan and I told him about my project and fired the spark.
Starting from the base of the bike which already ran in cross country, We started the development and we presented ourselves at the rally of Tunisia. The results were not egregious, but the project had already started and we drove by participating in the Pharaohs and further to Dakar.
The following year, always in Dakar, We obtained 3 stage wins with our bike from 600 CC against the most powerful prototype class. Great results but many personal satisfaction, How to arrive in this moto Gilera and there was practically nothing, start with the mechanics to build it for me, following my directives. Anything I asked, It was answered, even the tanks were shaped by the stylist on the print of my leg!

Then came the prototype, the RC 750 and everyone thought it was the year good to see an Italian bike with an Italian pilot in command of the Dakar. Instead what happened?
The prototype was built in record time and we debuted at the rally of Tunisia with a win.
Meanwhile reached the peak and also team, the Pharaohs I retired to a glitch on my bike. Peak instead, After the retirement of De Petri through injury he won the rally.
All presaged that the direction taken in the development of motorcycle, was the right one. We left for Dakar believe we can do great things, but unfortunately Spike got hurt after a few stages and I had to retire due to a technical problem the clutch, a defect never encountered previously in tests. The following year, all official teams, Cagiva, Gilera, Honda etc.. due to the economic crisis, the resulting drop in sales and interest for this type of motorcycles, decided to withdraw from competition.
Then I had 32 years and I didn't have the tenacity to start again with a new team. I decided to abandon the races. It was a mistake because then came KTM bringing new energy and interest in this type of competition and if I had stayed as did Mahmoud, most likely I might have had some other satisfaction.

Franco Picco's arrival on the team created rivalry? Are leave them both with the same chances or there was a top driver?
No there was no rivalry and both were leaving with the same chances.
My problem with him was just a technical question, already in Yamaha wanted a motorcycle other than that I could use I or grease that was on the team with us, He had a way to fine tune the bikes that were in my opinion too extreme, Motocross bike, with calibrations harsh and difficult to drive. He eventually, When we were about to leave for the race continued to work on settings. Try to sitemare the bike on the field for me was something impossible to play.
Only this was our discord, nothing personal.
Gilera in the deal were clear, the tests and adjustments on my bike I used them exclusively I.

We all know that in the regularity they used to hide behind some bushes in case of failure and replace the damaged parts, with the moto "Shadow".
The Dakar that ever happened something like? Tell an anecdote related to those years. It wasn't so easy in rallying do something, It was not easy to find in the desert bushes to hide. (ride)

During a marathon stage I broke the pipe that carried oil from the mono shock to the tank and the next day I would have had great difficulty to finish the stage and keep top spot. Let's say we made team play! Service parts and trucks were not allowed to download the bike was in Parc Ferme.

That night did I recover healthy cushion and entrusted to a friend journalist that the next morning would come down along the route to do its work.

We agreed and left me at a certain point in the route. The next day at the start of the stage with the other riders there we visit the place indicated and we replaced the mono even as the Organization's helicopter was landing for a control. Sotterrammo quickly the parts damaged in the sand and not finding it there left continue the race.

What has changed since the Paris Dakar then to new Dakar in South America?
I think now the Dakar is a competition a little more human, more feasible.
The first Dakar that I attended was 17.000 Km 18 days with one day of rest, practically 1.000 km per day. If then one day it did 800, does that mean that later were at least 1.200. Using bike very fast the risk was very high and accidents during those years there were so many. Another important aspect is that the first Dakar that I attended was the hand compass and it wasn't that simple to navigate and orient themselves. Although in the stages we left all together in the desert, After a few km there was lost to sight because everyone would choose its own course and after 20/30 km were alone.
Then as we got closer to the finish line we were beginning to see the horizon far splotches that slowly converge toward the same point.
It was just an adventure!

We know you've been in the field, What do you do?
Work for Scott bikes and Scott bike as an agent for the Triveneto.

Would you like to add something?
You have two things in my heart that I would like to say. The first is that the brothers Fernandez, When I got from them at 15 years welcomed me like a child. I slept in the room with one of their sons like one of the family.
This is an important reminder that I will have forever in the heart. The other is a special thanks to Gilera, to the team and to all those who were part of, especially Silvano Galbusera who was my trusted mechanic and crew chief of the team, and who is now with Valentino Rossi moto GP.

Text by: Peter Bartolomei
Photo: Archive Luigino Medardo

Medardo 1991

Medardo and challenge to prototypes to Dakar 1991

The robust racing jacket protectors are comfortable especially after arrival. The back of Luigino Medardo is sorely tested by a storm of friendly Pats, a whirlwind of congratulations that overwhelms him leaving him breathless. Thanks to him the Gilera won again in category silhouette, won a stage win to Tumu and one in marathon Agadez-Gao. But mostly he struggled for almost the entire race with prototypes, custom built motorcycles for Dakar and weight well over 558 cc of his RC 600, change, except in some special.

More than a victory, a triumph. It's not a question of parochialism: the all-Italian match doesn't miss a beat, much success in silhouette isn't even an argument. But this time Liam and his teammate Mandelli have outdone themselves. The seventh place overall in punta, for an hour and a half behind the winner, is more than you could hope for. But he disagrees.

"To tell you the truth we wanted to get into the top five — protest smiling — and I think we could do it, It was within our grasp. However we should March always regularly, without problems. Instead I broke the shock in the final part of the stage Ghadames-hydro, and since it was a marathon I could not change it that next day, on the runway, losing an hour.

In Dirkou, Instead, discharged battery: a stupid inconvenience which cost me half an hour, because the bike would not hear of rekindling after refueling. Are trivialities, that occurred because we didn't have much time to work on the bike. But overall it was better than good».

Of this you can be sure. Very few times the blood type Gianni Perini, team manager, had reason to fret about the delays of his men. A fortune, given the intensity with which it lives the events of his bike, despair and exulting as if he were in the saddle. When Ghat, After just a couple of days, He saw that none of his three men came, he risked heart attacks. Instead they had stopped Assembly to replace the shock broken by Medardo with that left along the bike by a car out of the race.

A cunning out regulation not ready the service truck, Since it had not been possible to remedy the trouble the night being a marathon stage, those in which it is prohibited to assistance at the bivouac. Despite the fear passed, the best memory of Medardo is related just to the marathon.

"They are very difficult, just a nothing to blow this. But for me the best memory of this Dakar is precisely the marathon Agadez-Gao, where I won the overall rankings of the two days. Were two tough stages, very difficult. I have done everything perfectly, and I won. An enormous satisfaction».

One of the many stages now, Since Medardo and Gilera continue to monopolize the category. If they dominate, though, It's not for lack of opponents.

«The Cagiva tried to run a motorcycle in silhouette at the Rally of the Pharaohs, but he declined to repeat the experiment at Dakar. Even the Suzuki tried in our category, and he did it not, as well as Honda Europe with Africa Twin. I think we want a bike, but very competitive to beat the Gilera. There were hardened pilots, Yet we have fought several times with prototypes».

Medardo humble, pretends to forget himself. You need to call it directly concerned to have his opinion.

"The pilot? It's already pretty old, with 31 years and several Paris-Dakar on the shoulders. Not just a young man to beat». The question now arises in opposite direction: is Medardo that will have to go to beat the others, given that next year's Gilera debut amongst the prototypes.

"I think there will be still even in silhouette, but I'll be on the prototype. I know it will be a difficult undertaking, but I'm going to win: otherwise I wouldn't have ambitions. A pilot must always have a clearly defined goal especially in these races so tough. Otherwise you will not find the strength to go on».

If there's one thing that has never been lacking is the determination Medardo, the will to arrive at all costs. He succeeded last year with a sore leg to a distortion, He did it again, with one hand swollen from a fall.
"It was right at the end of the stage of Kiffa, five kilometres from the finish. There was a hole marked on the road book, but there was so much dust. I only found when I got upstairs and fell». A venial sin; the only rider who Besides going strong is wrong no. A pilot for the Gilera is worth gold. And to think that when Perini approached him, offering him the spot on the team, Medardo was pondering thoughts of retirement…

Source motosprint

 

Arrival 1990 correct

The “our heroes”, the Italians at the arrival of the Dakar 1990

Standing: Franco Picco, Alexander Ciro De Petri, Medardo, Mandelli, Petrini, Marcaccini, Cabini and Malik;
Trussed: Gauri, Algiers, Gargate, Signorelli, Orioli, Mercandelli and Abbasi. In the photo lacks only Zotti.

Gilera RC 750 1992

Gilera RC 750 1992

We are at the start of the Paris – The Cap of the 1992 and the Gilera finally decides to leave with a "prototype" and try to fight for the victory in the overall. The drivers are top notch and they respond with the name of Franco Picco and "Luigino" Medardo, the bike is the new RC 750 that is its sole second exit, After a short experience in the Pharaons Rally of ' 91, interrupted prematurely due to the peak and fracture belt snap onTThe bike by Medardo. The bike is a single from 750 CC. with double overhead in 4 overhead valves driven by toothed belt, change is a 5 marches and dry clutch.

An innovative project that goes against the trend of the time: the power and weight of twins are preferred the lightness and handling officers.
Unfortunately the misfortune rages on this project was born with the best expectations, both drivers retire on the same stage, the special Waw El Kbir-Tumu, Medardo to a technical fault, Peak for a fall that will cause a broken wrist.

The Gilera RC 660 of 1991 con cui concluse al 7° posto nell'assoluta

Gilera RC 600 1991

Presented in 1989, the Gilera RC 600 comes with single-cylinder engine 569 CC, delivered 48 CV to 7.250 RPM, and had double four valve controlled by a rubber timing belt, the monolithic tree with biella in Hat, liquid cooling and electric ignition digital and single cradle frame.

The Paris Dakar 1991 the pilots, Luigi Medardo and Roberto Mandelli they classified 7° and 9° in General!