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Dakar 1996 | Edi puts the fourth!

And’ been the rally of adventurers, the outburst of the sick of “Mal d'africa”, the expensive showcase of the international jet-set, the impossible race for real professionals and ended up creating a real fashion on which our industry has lived for some time. Following his example, desert competitions have begun to make themselves known and to grow in importance.

Then fashion is a little’ Changed; the cost of participating in these races has become unsustainable for private individuals and it seemed that they should disappear permanently from the international scene. But the African rally par excellence had the strength of “redo the trick” and re-propose itself as a driving example for other raids. Abandoned the frills and the useless, has returned to being concrete, engaging and spectacular and above all at your fingertips for everyone.

The new edition of the African Marathon hailed the fourth success of Edi Orioli, about Yamaha. The new formula is widely supported and brings this race back to discrete levels of interest. The duel between single-cylinder and twin-cylinder continues.

But unfortunately also tragic. The toll of human lives sacrificed by the Dakar, also for this year, it's sta-to heavy: two dead. Laurent Gueguen, 27 years, married and father of two children, behind the wheel of the Citroen assistance truck jumped on a mine (in all likelihood), during the fifth stage. Marcel Pilet, riding his KTM, crossing the village of Terambeli, in 30 miles from Labé, invested a little girl, killing her.

A breeze, 3 stages won and second absolute: Jordi Arcarons

A breeze, 3 stages won and second absolute: Jordi Arcarons

It goes on like this, Unfortunately, the long list of nefarious days that indelibly marks this competition, as if she were forced to pay a real toll for violating pristine lands. Always fatality or bad luck are the companions of the Dakar and in some ways have often had the upper hand over show and spirit of adventure, positive rally constants.

Over the years, the organisers have been looking for more suitable formulas for the needs of the pilots and the whole caravan that for a fortnight and beyond 10 thousand kilometers of pistes, faced this experience. Unfortunately, the choices have not always been right and often have the purpose of betraying the expectations, without guaranteeing that spectacle related to the adventure that remains the driving reason for this race.

Today, of that billionaire caravan that crossed the desert until a few years ago there was no trace left. Who would have thought. After hitting rock bottom in the years '93/94, almost forgotten, the Dakar, adventure for a few unstoppable lovers of confrontation with “the impossible”, has returned to arouse some interest among fans. And above all, motorcycle racing and motorcycle competition are the new driving force of this race.

The Spaniard Sotelo, third in the absolute

The Spaniard Sotelo, third in the absolute

Merit? Certainly of Hubert Auriol, ex-dakarian of the first hour, winner of two editions riding a two-wheeler and the last one sitting behind the wheel of a 4×4. The only driver capable of imposing themselves in these two categories. The French, current director of the TSO, seems to have guessed the right formula, referring to the rightful role of the queen of African competitions. He took hold of the sceptre of the Dakar in the 1994, after Gilbert Sabine's failed experience.

And soon he managed to give a new identity to this rally, following the principle of return to basics. The race has always lived on the presence of private individuals and those who were basically attracted by adventure and Africa. The current formula, In fact, allowed with an expense “Modest” compared to the recent past of signing up a little bit’ everyone. The experience gained by Auriol in these years and his own great passion for Africa, allowed the Dakar to return to being spectacular, charming and, as much as possible, Safe.

Especially the new director and his staff were able to identify and solve the problems and errors that in the past have conditioned this race. He needed a man with an iron fist, that he could decide for everyone, with responsibility for the lives of hundreds of people. A commitment that is no small feat, the one auriol hired, the newfound leader of this race. This year, the number of enrolments has increased by 25% compared to the edition 1995, reaching a record-breaking figure of almost 300 pilots, 140 bikers.

Competitors, In addition, they were able to discover an untold journey in the 70%, suitable for both the twin-cylinder and the new “Fashion” monocylinders. Few transfers, which according to Auriol deconcentrate the pilots and are often the cause of accidents and especially a particularly varied route, with 15 stages one different from the other. Particular attention has also covered the part of television coverage and press. with over 80 countries interested in live links with the stages of the raid.

Despite everything, the ineffable organization set up by the French ended up clashing with the fatality, the unexpected and the unavoidable event. But the rallies, as indeed all motor racing, i'm unfortunately also this. It is certain that this Dakar seems to be heading towards a new cycle, as well as all the rallies of this kind. La Desert Cannonball, The Tunisia Rally and the Atlas Rally are proof of this; have renewed their formula, taking into account the needs (also economic) of “Private” and having a fair amount of success.

The Houses have organized to sell in affordable numbers prepared bikes, ensuring adequate assistance in the race. This could be the “Track” right to return to give definitive interest to a spectacular motoring discipline.

FOURTH SUCCESSO: EDI INDOMABILE
Lake Rosa greeted the “Poker” by Edi Orioli. The 33-year-old ceresetto driver from Martignacco hit his fourth Dakar. A success that came a little’ to surprise, but explainable by his long experience in rallies. Edi from these races he inherited everything, Success, Money, professional accolades, as much as even victories in international enduro had assured him.

Orioli 1996-4

The latter was one of the toughest editions of the Dakar. The new route was particularly difficult and although the GPS gave a huge hand to the competitors, navigation and especially tactical and race intelligence have had their decisive weight. The return of the route along the slopes of Mauritania, Iguekkateme's pitch, always in that area, and the hard track of Guinea, were decisive.

Only 50 pilots on arrival on 140 motorcyclists who kicked off. The 6.000 miles of special tests have left their mark. To get to the goal it was necessary to save the means and the energies. And then the contestants presented themselves with an unusual scenario, l’“herbe à chameaux” or infernal bushes among the sand and the dunes that broke the rhythm, but above all the arms. In the first and last part of the route, especially, abundant rain has allowed this type of vegetation, literally translated into “camel grass”, to grow lush, creating an additional obstacle.

Many stage covers, it starts with Heinz Kinigadner, the first favorite to leave the stage with his KTM, retired to fifty kilometres from the finish line of stage six. The Austrian had to return home with

Unlucky Heinz Kinigadner, forced to retire

Unlucky Heinz Kinigadner, forced to retire

a success and two second places. Different fate for Jordi Arcarons, KTM Lucky Strike team, the only one able to chase the wild Orioli, even though he finished second in over an hour from the Yamaha rider. Unlucky performance of the Italian team Cagiva CH Racing by Roberto Azzalin. Three official Cagiva Elefant motorcycles under the Kremlyovskaya brand were deployed, rely on David Trolli, Alexander Nifontov and Cyril Esquirol.

Unleashed the Italian Trolli, two specials won, but unfortunately forced to retire

Unleashed the Italian Trolli, two specials won, but unfortunately forced to retire

The Italian was in the race until the third stage, capturing two partial successes, two second places and two thirds. Unfortunately, he had to give up due to engine problems when he was back in the top flight. The turning point of the race took place during the stage leading to Zouerat, when the favorite Stephane Peterhansel had major problems with his twin-cylinder. The complaint

presented by Yamaha Motor France spoke of diesel in the tank instead of gasoline; the findings were not able to fully ascertain the cause and therefore the organisation rejected the complaint. Peterhansel, with almost three hours late on the first, had asked for the trial to be annulled; not satisfied he decided to abandon the race in the form of protest.

At this point began the solitary gallop of Edi Orioli, become the new leader of the general classification. Controlled Trolli and later Arcarons, with a sufficient margin of advantage to drive loosely. A small power problem, probably dirty gasoline for him too, made him lose precious minutes, as a problem with the rear shock forced him to slow down considerably in the last stage.

A win apiece also for Kari Tiainen Husqvarna and Thierry Magnaldi by Yamaha. As for the Italians, In addition to Trolli he has behaved well Fabrizio Meoni riding the KTM with two personal successes and a 39th place finish. There is also good evidence of Guido Maletti Kawasaki, sixth in the absolute, Maximus Church eighth, Emmanuel Christian 13th, Aldo Winkler Nineteenth, Angelo Fumagalli 20th and Alberto Morelli forty-nineth.

 

Taken from Motorcycling
Text: Biagio Shirts
Photo: Gigi Soldano DPPI

Cagiva_1994

Advertising Cagiva 1994

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CAGIVA Edi Orioli Dakar model 1990

The African racing season offers us an opportunity to deal with scale models of motorcycle made for the great raid and made famous by companies of various Rahier, Neveu, Lara, Peterhansel and Orioli. Were prototypes developed around the concept of enduro bike, but refined to such an extent as to be considered real Formula one wilderness.

Matchless machines that made dream bikers of all ages and that today, disappeared from the scene because of the new regulations, survive in the form of scale models. Figures presented in this service. Some specimens’ particulars because we wanted to process them, creating a prototype according to our wishes. All models are made with great care, composed numerous pieces and given the relative magnitude of scale lend themselves very well to be used as a basis for other versions.

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The Protar has different catalog, all nscala 1:9 the BMW 1000, the Yamaha Ténéré 660 in two versions Belgarda and Chesterfield and the Cagiva of 1987. It is from the latter that we started to make our version, that of 1990 winner of the Paris-Dakar with Edi Orioli. Picking an appropriate photo documentation we started the work. The chassis structurally unchanged was just edited in the Department with the adoption of a suspension upside down fork and a different swingarm.

Cagiva-90

 

 

The first one was completely rebuilt using, existing ones, the portion of the sheath with attacks for the wheel and the brake caliper, the reinforcement rib on the swingarm was achieved by cutting some plastic strips 1.5 mm pasted at the top with plenty of glue to simulate the welds, Finally shaped with fine sandpaper to get the final form. The engine is the same liquid-cooled twin-cylinder Ducati used by both versions, But what we realized is distinguished by the addition of an oil cooler and water pump of different size and position.

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The oil cooler comes from Yamaha 660 Ténéré in the Protar, the support has been adapted from an existing sump Guard always shaped rib Yamaha. We used a water tank pump shock absorber. The addition of oil pipes, water and general care of the particular, as the painting of screws and other pieces in magnesium, completed engine Assembly.

The brakes before we painted gold-caliper, later we removed the lower anchor guy staring into the caliper support to the swingarm. Caliper painting and its Gold support and the connection for the liquid to the alloy swingarm have completed the work. For the group the two exhaust manifolds are unchanged, the final part was reconstructed using a piece of rubber hose full hot shaped.

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For the silencer we started from a round shaped plastic in its original form and with plastic sheets from 0.5 mm we performed frame anchoring support band with a screw. At this point begins the most challenging part of the transformation, that is, the body. Stucco, sandpaper, patience and many photographs were allowed to shape, on the insides of the bottom of the tank and saddle pigtail. used to have the same attacks on the frame, the shapes of the new version.

Headlights and dome transparent come from Yamaha 660 Ténéré Chesterfield version of Protar. Dashboard, additional instrumentation, fanaliposteriori and gas caps are pieces we recovered from old or broken models (never throw anything away). The saddle was covered in black leather and hand guards we cleaned the lightening holes. Painting green and Red threads, applying the decals and, to finish, a coat of clear protection for prevent the decals be ruined over time, were the necessary finishing touches.

Many Thanks Massimo Moretti, creator of the model, for photos and text.

edi photos

Edi Orioli, the strategist

The curiosity of the unknown has blood running in Rivulets, given the choices made in his long racing career. But Orioli-1998-1What emerges from the list, long, He has participated in competitions and achievements, is the strategic capability. Without whose talent may not even succeed. Of experience it has to sell: in total she traveled in Africa, in the race, duecentoventimila km. And it is perhaps the only one to have participated in the first eleven editions of the Dakar without ever retiring and closing almost always in the top ten. Inevitable then talk about most known rally, especially considering that dark period of 1998, When he turned up at the start with the colors of the brand with a German team Schalber Thumper. But the story of Edi Orioli is made of choices against the tide, of rationality and passion. Because the DNA is written also a fondness for cars, for perfection. As thirty years ago prepared minutely every detail of his bike, checking that the style, Today she wants to beauty around him.

Edi Orioli, from pilot to entrepreneur. How did this step?
“My story is not that there are steps. My story is made up of many things. As a child I had the passion of bike and then the bike. Went to my bike to the fields and the evolution was taking the Hi my uncle and use it off road. I came back every night with some broken piece. Then my dad took me a Gori 50, the only bike that gave me. From here onwards I started racing in regional competitions and my motorcycle escalation occurred so: I taught myself without following courses and special techniques. You see that I had it in my blood. In addition to racing, over the years I have always remained within the family business, the Pratic, a reality that in recent years has become a leader in its field. See, in 1995 My dad died, the head of the company. I couldn't finish the Dakar anyway, was the issue of 1996, winning it, and then I riavvicinai to the company in which I have always been. In 2007 then I stopped all competitions, Although the bike is always part of my life. But in a different way. The world of events and spotlight doesn't interest me much anymore. I prefer living my passions and my private moments and use the bikes for leisure”.

Orioli-1998-4

What are the highlights of your life?
“Certainly the choice to participate in the African raid. That was the change of direction in my career as a sports instructor. I decided to go to Africa even though I had a gig and I had to run with a team Puch Honda Rally Sardinia. I left the gig and went to do a race in Africa: I fell immediately in that way fuoristrada. I had a gig with Honda and from there went my career. Then I'd tell the switch to auto: my other hidden passion were the rally cars. With whom I raced and won. When I ran the Dakar, in the evening I put down the bike and went into the tent of team auto. I've always been fascinated by the car. And then the last editions of the Dakar I did drive”.

In Africa I have walked 220.000 km race!

Face and win the Dakar has marked you?
“I am not one who tease. I always going for the pleasure of running. To let you know what I think of the victories of the Dakar I tell you what I told a friend a long time ago: “EDI, do you understand how do you win”. In these few words in fact it seemed clear my situation. Understand how do you win is something subtle, You can't tell. They are moments that follow a long preparation. Are moments of decision. Is strategy. And once you try it you know how to present it again. Just so you get the results. And I have to say that I miss the adrenaline rush of an event like the Dakar and today I often go looking for emotions like. For example I've just been to the Isle of Man Tourist Trophy where I finally breathed real adrenaline. There it all makes sense: It is not an event, is a rite”.

Orioli-1998-3

What is the toughest challenge you've faced?
“For me the challenging time was switching from Honda to Cagiva. I was crushed three vertebrae at the Rally of the Pharaohs and the doctors had given me a six month prognosis. But I had to run the Dakar! Dr. Costa came up to me and started therapies and training. I spent three months hard, where I never resigned to not being able to participate in. Every day I used magnetic therapy and then I was lying on a bench in order not to load your back. Eventually I starting, its not in place. I couldn't really think of not being there to Dakar, I had won the year before. I left and I finished the race in the top ten. But it was really a hard moment”.

Car or motorcycle?
“Watch, I just bought the car: an Audi RS6, and I enjoy every time I light it up. How do I answer that “bike”? Despite everything I did on two wheels I love cars. And then I like the Nice: as in my preparation technique. When I had to leave I was accurate: everything had to be in order, from aesthetics to mechanics. For me this was the basis for a good race. And even now I like to be in place. I have my beautiful bike and my lovely car. And I go looking for adrenaline: the RS gives you adrenaline. If you're not using it you miss and you can't assuefarti. I don't like show me but I like nice things, and sports”.

Well, you said what's your car, now tell me what is your current Bike Park.
“In box I have a BMW R 1200 Gs Adventure, a BMW HP2, a Husqvama 300 enduro, a trial Honda Montesa Honda RC30- Vfr750r. And Gori 50 with that I started”.

And what do you think of motorcycle special, customized ones that are going crazy for a while?
“At first I could tell you that I'm happy in this fashion because so bikes that were abandoned in the stairs come to life. Although customized. And then I appreciate those who customize because it is a little’ an artist regardless of whether one if the face or the face do to other. Conversely maybe sometimes the result doesn't mean just use the bike, but only create an image. Anyway I don't mind this fashion, She's nice. Basically everyone tries the uniqueness of the piece, sometimes with obsessive attention”.

Today in which reports are under the brands with which you took?
“I'm one of the few who has endeared him to all my sponsors. I had my philosophy: If someone gave me I had to return at least as. I have also maintained excellent relationships with journalists”.

Orioli-1998-2

And your story with BMW?
“With BMW I have a strange relationship. I have been more hondista, for the beginning of my career. But I had a strong liking for BMW. I did the development of their single cylinder for a year, In addition to race to Dakar. After this came a youngest, Richard Sainct and Monaco I was offered terms unacceptable. I left then. Today, however, I continue to love and appreciate this brand. The rest I could never do without a motorcycle BMW in box. And my philosophy I believe in line with that of BMW: I like things minimal, but well done, solid. I believe in this motto: the desert brings out the most solid things. He told me a tuareg when I stopped after a long layover. Seeing me in motion asked me where and when I had started: I described to him the path, that day I had six hundred kilometers route. He asked me: “How is it possible? I put in two and a half weeks, with camel!” The tuareg made me much thinking. But as former BMW I've never had a relationship like I had with other brands. For example with Cagiva and Honda Italy I had direct relations and engaging: I spoke directly with whoever had decision-making power. With BMW the relationship was cold, I have been dealing only with executives who often changed and so it never created a relationship, all very impersonal. I must admit that the Organization was impeccable: from pilot had everything I could possibly need and I was treated very well. The human connection was a little’ less satisfactory. Thinking about it I'm sorry I didn't try to be part of the myth of Gaston Rahier and Hubert Auriol, and you can even write my name in albi d'Oro di Monaco. I would have loved to try the boxer”.

What was the single driving?
“When I raced with BMW was official but unofficial: my contract was with Monaco but I strongly supported Orioli 1998at the start of the Dakar team Schalber. BMW did not want to appear because it was the first edition and did not want to risk a fool. I retired for a break just incredible: He had slipped a rock between the sump and the paramo-tore. And I noticed that the engine was already melted. All singles were nonetheless moto more fragile compared to twins. Slower even though it had no however reached a good level. But we were forced to use the Thumper for regulation, for-because in those years had been forbidden to bicilindrica. And with the mono were always hang-to instead with twin you had margin of power and speed”.

Bicilindrica, then?
“Twin life. Although it weighs more the pleasure of a twin-cylinder configuration has an unmatched delivery. The single cylinder at the call “vibrators”. Speaking of GS off-road, I have to say that the main limitation is the cardano”.

And what were the greatest difficulties for a motorcycle racer at the turn of the years 80 and 90? And now what do you think are the greatest difficulties?
"Then they could not know Africa. It was organized ,in bullfighting as regards the territory: they put wheels on ignore and constantly changing. Dune, fesh fesh, rocks, Africa is unpredictable. And then you face fatigue less prepared: for example, we knew we had to drink a lot more than we. There was the difficulty of saving the head and the Middle: who didn't came with the air ambulance. And you had to learn navigation and strategy. For the drivers of today's difficulties are not these. There is navigation, There is the saving of the medium: the evening l bike is redone from scratch if it requires shorter milestones and it becomes hard to get lost. Now the fix is take all the trait in focus; the race is tighter. Here's, I could say that today is a real race, So instead it was an adventure: It was only by your own car. Today there are many people who support ".

You traced routes, crossed uncharted lands, organized raid around the world. Today what is the travel for Edi Orioli?
"The journey for me should be interactive. When I leave I have to enjoy the country from traveler and not as a tourist. I face a trip last year. More can't I miss the time. You think that if it were up to me, After this interview, I'd put a shirt and a pack of Tan in a bag and I would start in motion. But I also like to play it safe: having little time I want my outputs are certain to enjoy myself. When childbirth so plan well the trip because I also want to have fun. Motorbike trip fully charged on the dunes wouldn't: This would wipe out the driving fun”.

Of Dakar yesterday and today's developments have broadened quite a bit in the interview appeared on volume of February 2018 Motocross. I wonder: If I could arrange it your way, what would be the key points of competition?
“Definitely would go back to basics. Of course you can't return to Africa, today for various reasons will not be able to organize the race there. But speaking of regulation I ispirerei to adventure and navigation, the nature of the place and safety. For security today we come to very advanced levels. I'd then geolocation systems. But stay here as much as possible to the roots, with camps far from the villages, stretching, and then decreasing, the stages. I would reduce the comfort, leaving more room for adventure. Of course we must reckon with the budget, with sponsors and visibility. I should think about this. At the bottom of the race gave rise to, so I think it might be appreciated by many. It would be a real challenge, I think. Because those who tried, just look at the Africa Race, struggling to take off because the official teams go into making the new Dakar. With respect to Africa Race should be able to invoke multiple teams that differentiate a little’ the set of drivers, results and solutions. Even for journalists today I think it's hard to tell the Dakar. The technology then has a little’ distorted this competition”.

Difficult, however, to imagine a race out of time: banish the technology can?
“Difficult Yes, but maybe it might work. I wonder if the pilots would agree to leave home on cell phone?”

Taken from: About BMW
interview by Lisa Bailey
Photos of Orazio Truglio & Web

Dakar-22

Edi Orioli Dakar 1992

The Cagiva Elefant of Edi Orioli – unofficial the pre departure Lacchiarella, on the occasion of the Dakar 1992.
Photos of Clement Canino

Orioli-1998-4

The withdrawal of the Warrior – Edi Orioli Dakar 1998

Many problems as in Dakar 1998, EDI Orioli he never had, and a crack of basement – caused by a stone (!) that has transfixed the carbon protection – He put an end to the race of champion friulano. And the long-awaited return of BMW, that after so many investments and victories with old twins boxer, began developing a single derived from BMW-Rotax of the F650.

A motorcycle, that for reasons of image was fielded in unofficial form, Although it is clear that behind the beautiful prototypes used there is the will of the German House of return to be a leader in the African Marathon.

But the Dakar is no longer what it once, When experience and above all sense of direction and navigation made the difference.

"With the introduction of GPS (the satellite receiver for orientation) now there you lose more – confirms Oberoi on his return to Italy – and basically traveling continuously to throttle. I saw riders pull from morning until night as damned, and I am surprised how the various Rome, Haydon, Cox are still in one piece. With the GPS provided by the Organization this year we had ten way-point.
Too many, so do not lose anyone. I asked for the next edition down to three, because otherwise it completely alters the philosophy of this race. I'm not saying delete the GPS, all in all it is an extra security, but you should not reduce the Dakar to a motocross race».

If you hadn't soon retired you could round off?
«For sure. At the end with a little calm and experience I could easily climb on the podium. Unfortunately we at BMW we had problems with GPS (provided by the Organization) Since day one and, After trying all the possible connections, We tried to replace it with the version intended for cars. Nothing to do. On the BMW is triggered electrical interference that we haven't yet included.
Then a stone is passed between tank and engine protection plate and he cracked the carter. I noticed the control stamp, When I saw the boot in dirty oil. I will have at least 80 km at full throttle and oil was up. Stopping the engine, no longer divided».

After this first experience with the single-cylinder BMW, thou wilt ask German technicians for next year?
«A little’ more power, and especially a chassis with better weight distribution centered and a slightly more limber uploaded. Even the setting is to fix because I couldn't move forward as I would have liked. A streamlined tank solves the problem-rebbe. Besides, these were things we already knew before leaving, but you have not had time to develop new superstructures».

But you can win the Dakar with a Thumper?
«No, at least until the twins will be entrusted to riders like Peterhansel. If cylinder prototypes next year will no longer be allowed at the start, things will change. So I think in BMW and in its development programme. And participate already this year was a correct choice, so we already made the field. And only those who have participated in the Dakar can understand how this is important».

With Peterhansel you could still fight, even if everything had worked the best?
"No, Why drive a twin as the Yamaha means you always have a margin to handle. On the sand the BMW does not exceed 150 km/h, and to preserve a little’ the mechanics wanted a small margin, traveling on 140 km/h. With Yamaha, Peterhansel already guada-PLE had traveling on 160; with that bike I tried to touch 197 km/h and, just to give an idea, with the official Cagiva arri-mass early to touch 208 km/h. Today these speeds do not serve almost more, but a little’ more power is always handy. With the single cylinder this margin does not exist, traveling constantly close to the limit of the bike and this is not good even for mechanics. Surely they are the lightest bikes: I guess my BMW weights on 170/175 kg without fuel and the tanks contain only 45 liters. But the weight saving compared to the two cylinders is not enough to make a real difference».

And compared to other singles co-me the KTM?
"We still lack a little something, but it's not a big deal. My BMW its first participation 80% already judging you and I think this is a big result. Unfortunately in Dakar there are arrived, but the bike is valid».

You have raced with the version with progressive linkage to shock absorber?
"Yes and it was the right choice, as for the Showa fork prepared by Parker (those of Suzuki cross forks 50 mm, Ed) and to the shock of the artisan French Donére, that will be even less comfortable but it is definitely superior to traditional ones».

What's this about?
«And’ a cushion that instead of having within the usual range of lamellas has a very original hydraulic system, with valves and floats involved oil passages. The most important difference is in better traction offering. Also use Peterhansel and Mitsubishi officials. And’ complicated to develop but, Once you have found the right calibration, rocks».

What impression do you have of this renewed Paris-Dakar?
«Auriol is a guarantee, He doesn't lack experience and worked fine. But there were no problems with incredible timekeepers; in all my investments were never so approximate. Showed a superficiality disarming. Finally I missed the Algeria; paths such as those we will find more and not Morocco to cross it's not fun».

Text by Giuseppe Gori for motorcycling

 

1992faehre

Crossing during the Dakar 1992

In this group of crossing 1992 We recognize #10 Sotelo, #90 MAS, #89 Lara, #95 Morales and a little further back #92 Orioli.

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Group photos Dakar 1988

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

 

IMG_2880

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