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JCO1 property 1986

Yamaha's history of Dakar

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

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

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

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

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

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

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

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

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

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

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

The Yamaha XT550 of the Dakar 1982

The Yamaha XT550 of the Dakar 1982

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

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

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

The Yamaha 600 Ténéré of Dakar 1985

The Yamaha 600 Ténéré of Dakar 1985

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

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

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

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

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

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

The Yamaha OW93, 750 monocylind by Franco Peak

The Yamaha OW93, 750 monocylind by Franco Peak

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

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

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

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

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

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

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

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

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

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

The Yamaha 850 of Dakar 1994

The Yamaha 850 of Dakar 1994

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

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

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

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

Peterhansel's last win at the Dakar 1998

Peterhansel's last win at the Dakar 1998

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

Arrivo_1998

DAKAR 1998 | YAMAHA dominates, but Austria Korps are pressing

PeterhanselAnd’ was the victory race – the number 6 and a record – announced and discounted Stéphane Peterhansel and his Yamaha 850 twin-cylinder. If for the driver French there is the satisfaction of having overtaken Cyril Neveu, standing at 5, for the Japanese company is the number 9. And it will probably be the last since Yamaha has announced its retirement from the “toughest race in the world”.

Leave space for single-cylinder, KTM and BMW, Probably, Honda's return. In fact, the supremacy of this fantastic duo has been very evident since the beginning of the race. Let your spirits in Europe, stages in France and Spain where the approach to Africa was a routine fact rather than a real race, “Peter” has quickly accumulated a considerable advantage, a detachment that he was able to administer with the usual intelligence in the second week.

Only small uncertainties in a triumphant path: some fall, slight technical problems with the fast-moving twin-cylinder Yamaha XTZ 850 Trx; In short, nothing that really could worry this great champion who could, though, no longer lining up at the Dakar with a motorcycle: "If Yamaha leaves – so he said on arrival – abandonment too. I'm too tied to this House to accept another offer. I could only go back to Africa by driving a car.".

gio-sala-dakar1998

He tried to undermine this overpowering KTM squadron.: a kind of motorized army run by the former pilot Heinz Kinigadner, made up of ten official pilots and a large number of private. The KTM LC4 660 they couldn't withstand the same pace as the Japanese twin-cylinder but they defended themselves very well by winning most of the special tests (12 on 19). On 55 pilots arrived on the beaches of Dakar well 31 they were riding a KTM.

Although Peterhansel was unapproachable – the same men of the Austrian House say so – having placed Fabrizio Meoni behind him, with a not-so-impossible detachment on 18 race days, it was a great performance. The Italian driver was the real opponent of the French: careful in navigation despite the continuous malfunctions of its GPS, a real hard man in enduring his 40 years and then the injury to the left shoulder, able to find the right way in a sandstorm and to be able to get to third and fourth place in the Dakars of '94 and '95.

And even he may no longer be kicking off next year since, despite being a “Official” to all intents and purposes, doesn't have a contract with KTM that protects him for the future. Returning to Italy he found his everyday life and a motorcycle dealership to run. Behind him, always with KTM 660, Andy Haydon, New York an Australian driver definitely used to the big spaces and already at ease at the first Paris-Dakar. And then a South African, Alfie Cox, already a valuable pilot in the enduro. These two pilots, beyond their very good ranking, demonstrate how even novices of the African marathon can assert their skills in off-road driving.

Haydon-1998

The lack of real tra traps in navigation has therefore brought out those who really go strong outside the asphalt, that is, enduro pilots. Let us not forget that Peterhansel himself is a protagonist of the World Enduro. Even our “Giò” Hall, several times iridescent in the category, went very strong, turning the race into a very long mule track. He placed 17th due to some road-book reading errors and some Ignition problems in his KTM. He also risked not finishing the race alone 2 km from the arrival in Dakar for a fall that left him unconscious for a few moments and with the bike almost destroyed.

OTHER ITALIANS Honour also to the other Italians who finished the very hard race: 24th Guido Maletti (Ben 11 Investments) With the Maletti 1998-1its Kawasaki KLX 650R, but he could have been higher in the rankings if he hadn't taken the nine-hour flat penalty for the electronic ignition malfunction. He did not lose heart and continued to rise in the positions. Gian Paolo Quaglino and his Honda XR400R ranked 29th. Quaglino is at Dakar Number 5 and it's the third that ends. Right behind, Aldo Winkler with the KTM 660. And’ one of the veterans with his eight holdings. The Turiner wins the fair-play award because, like a gregarious old, he generously gave to Giò Hall, blocked by electrical troubles and “Official” KTM, the spare electronic control unit of his Kappa.

And then it comes Roberto Boano (38but with 47 years behind), once a well-known crosser and now known as jarno and Ivan's father, much more than young hopes of the enduro. Made the Dakar with the trusted Honda Africa Twin, which is still a twin-cylinder but is light years away from the performance of the Yamaha that won; were nothing more than for the greater weight, the lower power and the different, and less sophisticated, suspensions. In 50th place Lorenzo Larry with his Suzuki DR 350. He did it all by himself, without a mechanic-co to help him, coming sometime late to the bivoiacks, but always spin-to from the solidarity of the other pilots.

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Yamaha XTZ 850 R, The end (almost) of prototypes

In 1994 Yamaha decided not to participate in with the official team as opposed to the amendment to regulation that sanctioned the end of prototype category and not having time to prepare a bike to conquer decided not to participate in, first time since he started Paris-Dakar. Yamaha 1994 presents the new bike XTZ 850 R.

With production costs limited to 140.000 Francs for at least fifteen motorcycles produced identically.

And together with the XTZ 850 R was also presented the XTZ 660 Super Production. The price wanted to encourage private pilots and crews who could purchase motorcycles ready to officially fixed price.

However, experts have secretly assessed the production price of the XTZ 850 R much higher! The patron Yamaha Motor France not denied this assertion, indeed confirmed that the bike was a bike race in every respect and that was worth more than its price. A bargain for the private buyer.
Peterhansel had prepared perfectly his motorcycle and had made an identical series and was almost unbeatable.

Of 15 bikes prepared ten were sold to private individuals, as Tais Sport and the team Les Copains, the bikes were presented and sold in white livery and front aluminum tanks. The XTZ 850 R were very few riders were able to fully exploit these performance, nEl 1996 Orioli won with the White Lady, While nEl 1995, 1997 and 1998 Peterhansel won the XTZ 850 R to derivation TDM passed to the engine TRX, in fact the bikes were homologated for road use with the initials 3VD, as TDM.

 

Jean Claude Oliveir, Patron of Yamaha Motor France with Stephane Peterhansel to the presentation of the model 1994

Jean Claude Oliveir, Patron of Yamaha Motor France with Stephane Peterhansel to the presentation of the model 1994

A special feature, the bikes were sold to customers with the white frame, While the internal team had the blue frame as the bike. The bike In addition to those at the home of Perterhansel (Dakar 1998) one is on display at the Museum in Japan that is not 1997 (is a disguised clients) one pair at Yamaha Motor France, one or two in Italy the others are one in Spain and a couple between France and Germany.
Almost all XTZ 850 R are still in very good shape and fully functional.

Text Giovanni Mug Fantazzini

Yamaha YZE OW08 850 Dakar 1993

In 1993 We ran the 15th edition of the Paris-Dakar, tough competition through the African wilderness, from Paris and arriving in the capital of Senegal. Strange issue with only 46 bike that presented themselves at the start and all it has distinguished the Yamaha YZE OWD8 of Sephane Peterhansel, winner of the two previous editions.

A truly unique piece, even more so than rare this Yamaha which has been for sale on the site www.classic-motorbikes.com.
The motorcycles for sale was the very official version from 850 CC, established on the basis of 750 Road but completely revolutionized by Yamaha Motor France in collaboration with the Japanese Racing Division. The engine was a parallel twin, as tradition, and the front panel with the fuel tank the quaint oval headlight lens headlight, make it undoubtedly one of the most beautiful dakariane of the years ' 90.

This bike belonged to the collection of Yamaha Motor France for 20 years It was not remotely touched after crossing the finish line in Dakar ' 93. In essence, It was a motorcycle kept and well washed.
The scratches, the peeling paint on some points, The fairing and the tail broken, the carter ruined by the defenders of the boot, they are all “battle wounds” telling the story.

Peterhansel 1991-1

Dakar 1991 – We were hoping for a successful blue…Instead it was blue.

Blue as the colors of the French expression Sonauto who placed two men in the first three places. Hats off, especially Stephane Peterhansel who won a deserved success and hard, with detachments on arrival very low. Nobody saw it coming so terrible. It was one of the best not discussed, but it weighed on his shoulders a past made especially dazzling performance and retreats.
What occurred at the start of the Paris-Dakar ' 91 is a very different, able to go slow, In addition to strong, and suffer if necessary. The arrival of Gao was something epic: in a stage full of grass ' chameaux», with large clumps among the sand that put a strain on the suspension, remained completely without shock, stressed to the point of «burst» peeling the recovery tank, that in the fall he sliced the rear brake hose. He continued in these conditions and broke the shock attack, that fortunately it went to fit inside a frame plate.

Then it was the turn of tire mousse first and then: When it came to Gao wasn't that the circle, naked. Even under these conditions Peterhansel managed to contain its disadvantage from the first stage win in 37 ' 51” retaining the championship lead. Just one of many episodes that make up the Dakar, but not limited to the determination of the French, decided as never before.
"It is the happiest day of my life was chasing him on arrival commented moved for several years, and I had always gone bad. In 89, After five days, I was in the lead, but I broke the bike. Last year on the sixth day I was still first but I mistook the route, I was out of gas off the track and I was forced to switch the balises and retire. This time I did it»!

It is no coincidence and not luck. To succeed Peterhansel had to revise his whole way of running, all his race tactics.

"It changed the way I run. I understand that force is not appropriate, you don't need to gain a few minutes running instead big risks, Maybe retiring. Is much more productive March with regularity, without going over the limit: in the ' 90 I won the Rally of Tunisia and the Atlas, yet they are not come first in any special. Isn't travelling fortissimo that you arrive early».

It seems a paradox, but it's true. The rest is something I had to learn on her skin, for this is categorical about the misfortunes of others.

"I know that some retreats they removed dangerous opponents race, they were unlucky, but I don't have much luck. I broke a mousse to Dirkou and I had all those troubles to Gao. The rest just Orioli lost the race for mechanical problems: Dalvi did wrong and fell, and so did the strip contains. I for my part I had problems with my hand: I fractured the Pharaons Rally ' 89, and a second time a few months ago, the Guidon d'Or in the first stages, full of stones and very hard physically, I did suffer a lot. Luckily the path has become more difficult for navigation, but less for my scaphoid».

Peterhansel through gritted teeth In short, but he could not give in. Not this year in which occurred focussed and determined, ready to hit the final goal. Even once the leadership of the race never wanted to pronounce the word «victory».

«In a race is not expected to win until the end, anything can always happen. Just five minutes from arrival in Dakar I began to believe it really, because the postings were very low throughout the rally. Until the last you can't say you have won; You can say only that you have lost, at most. I thought really happened to me twice: I've already told you about Gao, I was sure it was really over and instead I managed to stay for four minutes. But also between Agadez and Tillia I was scared, I was without instrumentation and I didn't know where to go. When I was able to find the track with the directions of the natives I saw the traces of another bike. I feared that the strip contains had made. Instead it was De Petri, and I concluded second».

One of the most dangerous opponents Peterhansel was found right at home: teammate Magnaldi.

«By Thierry there were no problems, the relationship between us is great, We are friends. Better to have him behind that Orioli or anyone else: in case something happened to me in the first place would stay at Sonauto. I'm sorry you missed the second for a NAP».

Now the adventure is over, and well. Peterhansel, always very nice and polite, but tested by tension, can finally melt a little’ Relax. Think ahead.

«Future? A nice ski vacation. I need it, I own several bikes and desert»!
Source: motosprint

 

 

DAKAR_1995_PETERHANSEL_PORT

The Dakar 1995 and “the hammer forbidden”

The Dakar 1995 goes down in history as that of the "hammer borrowed" by Stéphane Peterhansel by the Organization to straighten a dais during the neutralization of a supply. In practice there is no intention to infringe the regulation, but the atmosphere at the stage finish is, as always impregnated with toil and animation.

The pilots are seeking to recover, in that quarter of an hour "stop", maximum energy, and to repair small damages suffered during the first part of the Special. "Peter" has a crooked platform, testimony of a heavy fall. How did he get up there could go, certainly not in maximum comfort, but for a "hard" as the French problem is not serious. The bike is beside the supply truck, and Stèphane borrows a mallet to straighten the footrest and restore it to its original position.

Five hammer blows. The consequences, at the time, He doesn't think anybody.

Then someone suggests the "bias" and, in the evening, Jordi accuses his opponent of having benefited from the strip contains a form of uneven care. After a long discussion, the judge Iberian inflicts a penalty to Peterhansel of 15 minutes, three minutes per shot. The situation is reversed, Stephane passes from chased a pursuer. Tempers are hot, "Peter" bowing to the decision that penalizes ironic smiles. No small.

17th Granada-Dakar you decide between Bakel and Labé, with a stage to make my skin crawl. Peterhansel part heads down, whip his Yamaha twin, a "big beast" powerful but also very heavy, and uses the motorcycle built expressly for the Dakar as a nimble enduro bike, making the most of all its competitive potential and talent, but also of mechanics.

Fly literally on obstacles careless, for once, of the risks to which meets, and maintains the performance always, constantly at maximum. Peterhansel gets solo, He turns, There is no one.

Timescale begins establishing the effectiveness of that attack out of the ordinary, unusual for the "temperate" French champion. "Every passing minute is good, I can wait!” Finally comes the strip contains also, and at that point you might decide that Peterhansel won with 20 minutes of advantage. He slaughtered, disheartened the opponent, and restored the natural order of things. On the shores of Lake Rose, Peterhansel wins his fourth Dakar.

In memory of Peterhansel has no record of the Saffron con, but the memory of a simple and exciting stage in which he attacked as ever in his career. In our memory the memory of an unforgettable, exciting racing Enterprise.

Moto.it source