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Wildbike2

YAMAHA TT600 Wild Team – Dakar 1990

For three bikes which have concluded the Paris Dakar were taken, as a starting point, the engines of the XT 600 1989 and the TT frame 600. Interventions on the engine were not radicals. No additional cilindrrata, but only a particular tuning.

The decision not to proceed with the preventive replacement halfway through the race the engine (that would have implied automatic disqualification from the category silhouettes) obliged to maintain normal stresses and sizing. A slight crimping of pipes, an oil cooler (the Yamaha 750 Mono five valves), the kit camshaft BYRD to process the TT 600, intake filter box redone to accommodate the paper element of Renault 12(the only one to be in every corner of Africa) and an accurate fuel tuning, are the few interventions carried out on the engine. The exhaust system was built from scratch on the BYRD, competition exhaust system with a megaphone and end friction Cone, It's sheet 0,8 mm thick. The collectors into the cylinder were kept in two pieces (one for valve) It was connected to a silencer for European transfers.

The ignition was the original of the former as well as the cylinder piston valves and cylinder head; the latter equal in engine engine XT 1989. The choice of layered cylinder rather than with TT galanico 600 was made to enjoy greater reliability towards the inevitable intrusion of sand. The Carters were sandblasted and painted external transparent but only for aesthetic reasons. Carburation was then retouched with a decent minimum and maximum jets enrichment.

The original Crown was replaced with a steel combined with an RK chain Chiaravalli self-lubricating o-rings, leaving only the original pinion. Also noteworthy is a reinforcement for post transmission control, with a lock washer against the bumps and scratches. The lubrication of the engine and gearbox was reliability at a good grade as the Shell Helix.

During the race the maintenance of each bike to required three candles, four oil filters and three complete sets of chain sprocket Crown, countless air filters and gasoline and a complete carburetor for motorcycle by Marcaccini (paid well 4000 FR. the Yamaha Sonauto).

One mounted he inexplicably began to crank the engine regularly nor thorough cleaning has managed to bring it back in starting conditions.

Electrical system
Also this important component has been completely redone, depriving him of any links superfluous and doubling it in full. Then: two coils and two units.

Headlights, two halogen lamps of the Fiat Ritmo were included in a fairing bracket that provides a separate regulation for the inclination of the beam, so you always get an adequate lighting in long discussions of the suspension. Sealed battery adopted, He provided the energy to pump gasoline from a Yamaha Tenere 600: universally recognized as the most reliable by the people motociclistista of Dakar. For navigation were mounted electrically operated Road Book of MD, the original wave trip master XT 600 R and a compass Aeronautics .

Frame
The base and the Yamaha TT 600 the front was obviously reinforced with welded handkerchiefs in the Steering area, but also to increase you search 1 liter engine oil capacity that circulates inside the tubes. The bow steering profit was diminished with the usual placchetina by welded tube, measured the outer corners has a width of 50 mm instead of the normal 20 mm. This is to prevent, in case of a fall, the fork tank backgrounds. The back instead was redesigned is built completely.

Swingarm attacks. However, more work was required by the design and construction of the swingarm. Longer and well 150 mm compared to the original, It was built in Carpental, the outdoor unit is 80 × 35 mm.

The attack to the chassis is done through two plates billet and combined with two arms for welding. As you can judge from the photos the swingarm denotes a truly fine finish. It should be remembered that all the workings of chassis that have been carried out with the help of specially constructed masks. Jack stands, particularly important, lateral type and placed on both sides of the bike. If lowered simultaneously, the rear wheel stays off the ground, allowing for easy replacement in the same. On the left keeps the original crutch enriched with a wide base of nylon to prevent better the Foundation on sand. On the other side we find the type container gantry mounted by the official Yamaha. In fact was created on the basis of some photographs.

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The ward is served by a traditional Kayaba fork suspension, official backgrounds with 43 mm and from Mont Ohlins devoid of external hydraulic adjustment in compression, with leverage of progression of TT 600

Wildbike23The beautiful fork is fully invoked by full regarding pictures and pumping elements and is equipped with quick release wheel (Although, its usefulness now that the mousse have taken over over traditional). Within the pumping elements is mounted a cavitation system for hydraulic oil. Longer final calibration tests instead mono shock, which has been called a few days before departure for Paris. The Reed inside works set in specific Ohilins oil and in tune with a spring from 9,5 kg (slightly more closed to the weight). The internal pressure is 15 atmospheres and we must specify that during the race he never made it necessary to replace the damper unit in any of the three motorcycle,

Billet fork plates that if working 2 Avional blocks 24, unchanged steering geometry, but increased the height of the same: 38 mm for the upper and 40 mm for the lower wheels were assembled in the workshop of Wild Team with hubs and spokes from officer, and normal production circles Takasago. For the latter, however, it had to buy non-perforated for RADIUS, that was done after the specific drilling required from the hub, designed for rings DID.

And caps wheels and swingarm Marcaccini's Malik went to the specialist Poggipolini, that takes them in steel, Wildbike4While the nuts and bolts, we tried to keep the original, judged excellent. The brakes were supplied by BYRD and stand before a nice cast iron Brembo disk from 300 mm floating flange mount widely breached and made of light alloy. Later comes to help to curb the over 160 kg dry weight of this special steel disk 230 mm coupled even it has a two-piston Nissin.

The handlebars are the original controls of the XT with electric ones modified functions. Only the handlebars, one Zachariah sets our have chosen for its exceptional strength, It is mounted with a particular bridge, always fold connecting the two fixture brackets to the top plate. Thanks to this particular Marcaccini in 1988 could conclude 1000 km of a leg broken in half despite the upper triple clamp, with only the aid of a nylon strap provided by Clay regazzoni.

Finally we left those who are perhaps the most important pieces to have functional and at the same time a motorcycle ride: receptacles for the location of 60 l of fuel which you must carry during the African Marathon. Build tanks for an enduro is not an impossible task, but do it for the Dakar, and then in the most robust possible is another deal.

We wouldn't want to expire in rumors from shopkeepers, but the same official complained the last Gilera blazoned Paris Dakar, leaks from the tanks that the poor mechanics have had to repair often. All superstructures for their special are their most successful details. Made of folded aluminium sheet, shaped and welded as few but plumber can do. Please note that the bike protagonist of the service, though restored is still the bike that led Mabuya from Paris to Dakar. Coming to the point we find the two front tanks, for a total capacity about 45 Lt. easily removable with a link to communicating vessels for an immediate reading, while driving, gasoline still available.

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The draught of the precious liquid takes place thanks to the electric pump already mentioned, assisted by a trigger hand pump type rubber speedboat. Under the seat, covered in faux suede, for better grip on the backside, There are others 15 Lt. of fuel. The rear locks the rear cradle and comes with two handles very useful in cover-ups.

Within these enclosures was introduced a special foam to avoid violent rinses, otherwise dangerous in driving, and especially when cornering. The water tank is placed under the engine (required for regulation) with its 6 Lt. about capacity, l’alloggiamento della batteria e un ripostiglio capiente per eventuali ricambi e attrezzi. Con la piastra inferiore, quest’ultimo funge anche da scudo di protezione per il basamento del motore.

Infine il cupolino e i parafanghi sono stati realizzati su disegno del Wild Team anche se chiaramente ispirati a quelli delle Yamaha ufficiali. Nella loro progettazione si è curata soprattutto la riparabilità in caso di incidente. E dobbiamo riconoscere, dopo aver visto Marcaccini all’opera, che tutte le sovrastrutture si smontano in pochissimi minuti. Un ottimo lavoro dunque, soprattutto in considerazione del pregevole risultato globale che non ha mancato di stupire vari esponenti della stampa straniera e mi stessi avversari.
Ed: tutte le 3 Yamaha del Wild Team raggiunsero il traguardo di Dakar, Montebelli 17°, Aluigi 28° e Marcaccini 30°.

x 1-Rallye _ dei_Faraoni_1991 _

Yamaha XTZ 660 Wild Team 1991

The dream was running a Dakar riding a motorcycle tailored: Maximum Montebelli and Fabio Marcaccini thought for the first time on a bike intended to run in African rallies during a night buianel January 1988 When, in the company of several other private pilots were forced to withdraw from the race course of the long leg (In addition 800 kilometers) that led the pilots of the Paris Dakar from Bordj Omar Driss in Tamanrasset. To return the two began the creation of increasingly popular special designed to run in the classic Africa.

The Wild Bikes prepared for the season 1991-92 He had already won with Marcaccini on 13rd place in the tenth edition of the Rallye des Pharaons and is ready for the first participation of Dakar.

This special is built around the single-cylinder Yamaha that Mans XTZ 660 Ténéré. The engine is the part subjected to minor changes. Only the profile of the cams, controlling the 5 distribution valves was vicious to increase power. On any other component we wanted to intervene, thus preserving the robustness and reliability of the Yamaha single-cylinder. Even the electric starter was kept, which on one hand penalizes a few pounds the bike, on the other hand, proves very useful in lighting after the inevitable falls and related flooding. Water cooling uses a large frontal radiator taken from a Cagiva Mito on which was mounted a electric fan, driven both by a thermostat and manually by the pilot via a button on the handlebars.

Strictly series is also the dual carburetor body YDIS, that has changed only the adjustment, adding a little carburation. The engine is not only a happy exception. The original Yamaha 660 Ténéré, Hence the Wild Bike stems, only the registration numbers on the tube of the frame. Everything else was rebuilt with materials and geometries, starting from the angle of the Steering head who is now 28°. Quite remarkable for a bike that, Although special, remains a-road bikes. But in the desert, in the sand, more than agility we need a great stability in mixed-fast features of African roads.

Dry the bike, excluding 55 LT fuel contained in the tanks, weighs only 165 kg. A very good if we don't think we are faced with a master from some official team, with so many resources and technologies but before the result of the work and passion of a group of motorcycle enthusiasts, dividing head office and workshop with a carpentry workshop in an old farmhouse. Of course, massive was the use of special materials and the end result is not achieved at the expense of general reliability: of the three motion presented by Wild Parisian Paris-Dakar Team at the start of the 1991, not one presented during the race problems and sagging.

All three could get the satisfaction of supporting the wheels on the beach in Dakar with good positions. The chassis has undergone radical cure and remade virtually from scratch. The end result is the result of experience at the forefront of motorcycle riders boarding only and open the gas, but that they spend the night between one stage and the other working on their middle. The project focused on the search for greater resistance in the most stressed areas (as attacks the Steering and shock absorber), and defining a different weight distribution (with a clear imbalance towards the rear, that helps the front wheel to float on the sand thus enhancing easy-riding the bike).

For the construction of the cradle, adopting the classic solution to split motor ship, Columbus tubes have been used known chrome-moly TIG welded with the process (Tungsten Inert Gas). Frame and swingarm have been tempering treatment, to balance the different stiffness between pipes and welding to prevent breakage for different loads tensions.
Proud of your work, the boys of Wild Team do not hide the help and recommendations received by BYRD Although accepted and processed independently, starting with the design of the rear and its kinematics porcellone crux of the bike and its guide. The swingarm, in Anticorodal, It is now well 32 mm longer than the one mounted on the Yamaha 600 TT and with extraordinary stiffness.

Of course completely revised was the Mono-shock suspension group, He now uses components of White Power, that, In addition to materials, provided the team advising. Before you put a fork of 40 mm upside down. A solution is not common among the bikes dakariane, but that, According to the pilots, has led to a considerable increase in torsional rigidity of the fork, absorbing magnificently the warping which are imprinted on the front when approaching at high speed bumps and oued, or when braking.

The plates, avional, am billet with a fully manual processing by company Martini Gambettola (FC). The tank is made of aluminum and divided into two semi autonomous shells lashed to the chassis central beam on silent blocks. The latter one, kevlar, doubles as a crib, claiming saddle and rider. Fuel transfer between the two tanks is connected via a vacuum pump, operated from playing carburetor air flow which is connected with a pipe. The left side of the Central tank has a large hole for draining engine hot air flow and is provided with a hole for radio balises.

Between the two halves, above the upper beam that also functions as a motor oil tank, place the battery, It depends upon the operation of the entire electrical installation. Next to the battery is place the air filter element. Paper type, is from none other than by Fiat Uno diesel, and is protected by a box made of aluminium with holes at the rear air inlet. Under the front frame cradle is placed a small tank contentnente 5 litres of water required for regulation.

Mountain wheels magnesium hubs and alloy rims from channels in the classic measures of 2.50×18"and 1.85×21”, on which are mounted Michelin with mousse both front and back. The brakes are sourced BYRD, with before a disk 300 mm and caliper YZ (mounted on models cross of Yamaha) Double piston and back a disk 230 mm Brembo double piston caliper contrasted. Both disks that are floating pumps. Pinion and Crown are made of special alloy from the firm Chiaravalli, that gives the team the chain mod. GY520X0, from exceptional strength during the last Paris Dakar has not had to be replaced!

The bridge is impressive as that of a steamer. front Ergal handlebar, mounting commands and original packing Yamaha, dominates the road book MD electrically controlled. Above and below your trip master: the main one of ICO and the secondary, for the running totals, Honda backgrounds. Sideways is a gyro compass of aeronautical derivation mounted on anti-vibration pads.

Text and photos Fabio Marcaccini

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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

Yamaha-1992

Advertising Yamaha 1992

Advertising page on Motosprint 1992 celebrating the victory of Massimo Montebelli in category Marathon of Dakar.

MARCACCINI

Interview with Fabio Marcaccini… 5 Dakar experienced “privately!”

Hello Fabio, Maybe you can be described as "motorcycle rider" in the broadest sense of the word, Since you took both offroad and on the track. Which of these disciplines gave you the most satisfaction?

I started in cross at the regional level for a couple of years, later on the track for several Italian championships and a couple of Europeans in Italy Team. Then the Dakar and Pharaohs. I also played the role of test driver for Bimota for a short time. We cannot say what has given me more satisfaction, because everything is tied to a very specific period of my life, I've always liked change, take on new challenges, I'm not a nostalgic, I like to look ahead!

How many Dakar you participated? How many of these were you able to complete?

I attended five Dakar, the first time at the 1987. We are talking about the last century. I remember every single day and all of the sacrifices made to be at the start for five consecutive years.
In the first edition have remained without gasoline causes a failure to supply. The supply trucks to motorcycles is reversed on the runway ... 10 hours in the desert begging a few litres from moving car; I tried in every way to reach the bivouac and departed on the next step but when I arrived there the following morning was too late, There was no one left and I had to withdraw.
The last I've finished for breaking off the bike. Three times out of five have finished the race on Lake Rose.

Did you run strictly by private, your bike you prepare alone?

I ran always with home-built bike, Yamaha based. With Malik had founded the Wild Team and the name says it all ! I can safely say that our motorcycles were among the finest and attention to detail, Sturdy and well built. How many nights spent in the workshop to prepare the bikes, in an old farmhouse ... people would arrive at all hours, There were friends who on Saturday night accompanied the GF at home and come back to get their hands dirty at three in the morning, We were always late ! If I think about it now, as we were without internet and phone I don't know ... There was a kind of Tom-Tom, the things we knew by hearsay, Africa was really far away and be the first of the year at the start for us was already a success, everything else, He lived intensely minute by minute, winging it. The mechanic by plane ... who has ever had. By day and by night mechanic motorcycle racer.

Which bike, among those with whom you have competed, gave you the most satisfaction to ride and you are most fond?

In the eleventh edition we left with three home-built bike Yamaha TT-based 600. We were in the same team I, Maximum Montebelli and Giampaolo Abbasi. All three have finished the race and as a reward, Racing Department Manager Daniele Papi at the time Byrd, for the following year gave us several pieces officers and the opportunity to spend a few days in their Office in Gerno di Lesmo.
The result was fantastic! We built everything in the House, frame, rear tank carrier, linkages, swing arm, fairings. The bike was very similar to the official single from 750 cc of the previous year, on which we mounted the engine 660 slightly revised ...
That bike was nice to see and drive was awesome, the Pharaohs with more than 20 official bikes, absolute 13 stools; as usual without any assistenza...se no that Wild Team was?

Have you been buddy of the unforgettable Massimo Montebelli, How do you like to remember him?

Maximus was a mechanical genius and also a nice handcuff, more the challenge was great and was great the desire to deal with it.
It all began so: one August day I rang the doorbell of his apartment and he appeared at the window of the kitchen, I asked him if he wanted to come with me to Africa to see some stage of Dakar and Most replied that us the Dakar was better if we used to go as competitors than as mere spectators.
In December we were in Paris at the start as competitors nr 174 and 175, without a penny in my pocket but with energy to spare. A dream come true for me and for him.
With the maximum time had become a reference point for those who wanted to participate in the Dakar or just take a trip to Africa, a true specialist. Built works of art. The Aprilia who made the third place with Chialego Lopez a few years ago in Argentina was a realization.
One day a couple of years ago I went to see him in the workshop and speaking of Dakar from overseas told me: “try having a problem in Argentina and have the same problem in Mauritania… I say that is not the same thing”. Loved Africa and she was right.
With him I think he's gone a piece of history of Dakar, the real one as he liked to call him, had won the Marathon class at Paris le Cap on the same team with Meoni, the Yamaha Byrd. I like to think that we have found ourselves up there and continue to talk about racing sand dunes and special stages.

In your opinion, which one do you think has been the most complete rider of Dakar "African"?

If we speak of the times when I run I, definitely Edy Orioli.

Your "mal d'africa" How's it going, everything under control? 🙂

When I stopped racing I began to travel by motorcycle, I made several long intercontinental travel, India, Africa and South America.
But there is no place in the world to do in motion comparable to Africa. A few years ago I did Cairo Cape Town with the GS, in Africa going back there ever again. In short, everything under control!

Once upon a time ... can you tell a curious anecdote related to Dakar?

I think like all those who participated in the contest in those years I could write a book about the anecdotes of Dakar.
I always thought about the folly of so many people leaving with the aim to arrive at the end of a grueling and difficult race like the Dakar. Madness that makes you do things that normally you wouldn't have even dreamed. For example,, at one stage in the Ténéré ... I lost my headlights, When night came I drove 10 MT before the truck to try to see something ... then by dint of fall I broke the top plate of the fork and in those conditions at night I finished the stage.
Roaming at night there wasn't any kind of assistance or food and having contracted with local on tank of gas in total darkness, I went to my friend Massimo del Prete which was the Copilot of the mythical Clay Regazzoni. I was exhausted and disheartened, resigned to retirement.
Clay gave me something to eat .... and Max took a ratcheting strap from their car and I tied any way the fork.
The following morning at the start I tried to hide in order not to see the Commissioners what condition I was leaving.
The stage was 870 km and the Dakar that year I ended!

Now what do you do?

I deal with design, developing new ideas and product industrialization. Special parts or project bike conversion kit,, prototypes commissioned by the client or company, Let's say that I combined work and passion.
Then a few years ago I built the R1200 GS/S, a kit to transform in a few hours the GS 1200 in a replica of the old R80 PD.

I opened my site selling online and after a couple of hours started to get orders from all over the world.

Now my site is a point of reference for all those who want to customize their bikes. Seeing is believing www.unitgarage.it

Marcaccini's picture

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.

Maximum Montebelli and Fabrizio Meoni Dakar 1992

In memory of Max Malik

Talking and writing about characters who have left an indelible mark in the sport and they are no longer among us is never easy, We have therefore preferred to remember the words of those who knew him well.

Maximum Montebelli had participated in seven editions of the Paris-Dakar. In five of these had managed to cross the finish line and in 1993 It was his best finish, eighth, in front of many famous and overpaid professionals.

With him I think he's gone uNo piece of history of Dakar, the real one as he liked to call him, had won the Marathon class at the Paris-Le Cap with Meoni on the same team, the Yamaha BYRD, I like to think that we have found ourselves up there and continue to talk about racing sand dunes and special stages.

But the bike was also his work, especially with regard to the implementation of special tanks. For this he was nicknamed, and known throughout Italy and also abroad, like the wizard of aluminium.
(Maximum Source Marcaccini – Riders)