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Orioli-1996-7

DAKAR 1996 | Edi's dedication

A great feat – says Edi Orioli – I convinced everyone, even those who wouldn't bet a dime on me. But unfortunately this success tastes a little’ different from the previous ones. I miss a person who has always been able to share this joy with me, my first fan.

Three months ago Bruno died, my father and during this whole race I couldn't help but think that on my return home there would be no more him to welcome me. And’ my fourth Dakar won, with three bikes of different brand, and my dedication goes absolutely to my father: would have been happy to see me fight against everyone and everything to return to the top step of the fateful podium on the shores of Lake Rosa.

Orioli 1996-5

As for the rest, maybe I don't have the right stimuli to get back to competing with this formula. I won the Dakar of the modern era, but I'm hopelessly tied to the one that ran at the beginning, with road-book in hand delivered only a few hours before the start of the stage.

Today there are the satellite, orientation tools and then the medium allows you crazy performance. At one time we had to study how to overcome a dune, now the bike goes anywhere and on any kind of terrain, just keep the gas open. Do you think I've traveled, with cramps in the hand, 350 miles to 174 kilometers per hour: hallucinating!

And’ it was still a once-in-a-lifetime experience. He gassed me, I'm back to being number one, but it didn't taste like the previous teeth. I owe a big thank you to Nicola Poggio. Without his precious help, this would not have been possible, without taking into account that Belgarda's initiative at Dakar, Yamaha France is his idea, proposed to the top of the House of his own accord. A team manager like him is truly irreplaceable.

 

 

Sarron-1995

Dakar 1995 | Sarron, New100, from the track to the sand

Four hours in the morning, Goulimine in central Morocco. It's still dark. Thermometer fights to display a positive temperature. 17408123_10208936903844215_848560979_oChristian Sarron, NewEr sounds down and heads to breakfast. Looking worried, the world champion of the 250 (in '84) grabs the small aluminum tray that contains an egg.

He doesn't have a spoon. With a quick circular glance, measures his entourage and with a smile, swallowed the egg directly. The night before, entering his tent, Christian sighed looking at his unkempt attire: “From the beginning a lot of my principles went to dust.

Maybe you don't know but my nickname was – Mr. Clean -, are heavily dependent on cleanliness and this lifestyle must be forcibly bowed to the harsh life of the Dakar: “you don't have clean equipment every morning. You can't change even at night. Bags with our belongings are in trucks and they arrive while we are already asleep."

"And then there's not always water. And without water, we don't shower. There's no bed, so we sleep on the floor. And we eat whenever we can. All this greatly reduces our vision of life in the twentieth century when comfort issues are taken for granted."

“This whole story started on 17 September, Philippe Alliot came to me during the Bol d'Or and confessed to me that he wanted to participate in the Dakar on a motorcycle… and he would like me to accompany him. My response was negative categorically. I promised myself I'd come to Dakar in the car… but never in motion."

Sarron-1995

 

Philippe, with which I often go out in enduro, had already thought of everything, Dakar goal with a group of friends, Raphael Montrémy, Philippe Bermuda, Pierre Landereau, Thierry Magnaldi and Jacques Laffite. Friends who help each other to go as far as possible. Without worrying about the stopwatch.

Two hours later I had already changed my mind, but I didn't know where I was going to fit. “From the very beginning, the size of the bike surprised me. I didn't think we could ride the dunes on these bikes.. Then I found it difficult to get used to the various navigation tools. I didn't even know where the button was to send the roadbook forward or backward. Driving in the desert is an extremely difficult thing to do: drive by controlling the track, GPS, the master and roadbook is a gymnastics difficult to learn."

"I find that the need for concentration in the desert is even greater than in The Grand Prix. I've always been very focused and that's also what probably allowed me not to fall hard and not get lost."

"At first, with Philippe, I would take the dunes at most 30 km/h for the strong fear they were transmitting to me.”

“But my first big shock remains my first real dune, before Zouerate. I've never seen anything like it in my life. It was really impressive: you climb slowly for tens of meters, then suddenly the bike in front of you disappears and before you realize it comes down headfirst.

My first big fear in the race was when I fell downhill, right in front of a giant Kamaz truck that I Sarron-1995-1Followed. I got stuck under the bike, I really thought I'd pass over! Fortunately he stopped at the top before descending, avoiding ironing."

Christian is a river full in telling his Dakar: “everything takes another dimension. We have a soap to dive for six… At the end of the stage we also share our experiences. For example, desert colors, when it's gray it's hard, but when it's clearer it's soft".

“From Zouerate, the road is still long to Dakar, Senegal's capital is more than ever the target of Gauloises Blondes team drivers. If we arrive then we will decide whether to do it again on a motorcycle or in the car".

Christian Sarron is discovering a new passion with Africa. On the day off mid-race he was still in the race at 34th place in the provisional standings.

Ed. The expert Montremy will come 24th, Landereau 22nd while Bermudes, Magnaldi, Alliot, Laffite and Sarron himself withdrew.

Translated by Moto Revue

Peak 87

Dakar 1987 – Belgarda, New, confidence in the mono

After Marinoni's forfeit is Peak the foreman

Yamaha's credentials after Franco Picco's success in the Pharaohs Rally – Belgarda are very high; the value of the pilots is out of the question: they'll go down in the race Peak, Medardo and Fat to replace Andrea Marinoni who won't be able to DAKAR 87 Peakrun because of the aftermath of an accident.

There remains only one mole: The bike is always the 660 Thumper. Light, handy and reliable, complains about the power problem, and therefore the maximum speed, compared to bmw and Honda twin-cylinder bikes and Yamaha itself 900 four-cylinder used by the French.

Lately, Paris-Dakar has been dominated by large. motorcycles that allow you to go to almost 200 Kirih in the immense desert sand straights and gain time against the smaller monocylidrids. The choice of Belgarda, New, Instead, seeks to take advantage of the skills of handling and more simplicity and mechanical accessibility.

A project also linked to the commercialisation of the means: although modified directly by Yamaha racing department in Japan, le Hold 660 reflect the characteristics of the standard product. The power has been increased to more than 50 HP, The capacity of the tanks is 55 while the dry weight barely exceeds 150 Kg.

Peak 1987 Copy

Features that in Yamaha's own plans should allow it to face the various multi-cylinder and recover in the paths of the savannah the time lost on the long straight stretches of desert.
Of the same opinion is also Peak: "To win the Dakar, it is not enough to have so much power. Others Picco_Auriol_Neveu_1987they'll go stronger, but driving a heavier bike also requires more physical effort. After many stages, fatigue can play a key role in not increasing the risk of falls and getting to the bottom.".

You have a little regrets about not being able to run with the FZ 900 bacou and Olivier will use?
"The French have been carrying out the FZ-derived engine design for some years, but so far they have not been able to gather positive results. I hope, because the brand to be defended is the same, whether it's a good year, but I've never tried it so I can't say anything. Let's wait for the Dakar to finish, we'll talk about it for the 88th.

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.

022

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.

Yamaha 1996

DAKAR 1996 | The Queen is the Yamaha

The XTZ 850 RX won the Dakar 1996; the vehicle available to Edi Orioli was pretty much the same as Stephane Peterhansel. “Ace in the ammortizzatore_1996Sleeve” powerful twin-cylinder 850 cc was a new mono-shock, studied in France in collaboration with a team of US technicians. Traditional type, about aesthetics, can be counted among the new generation of suspensions or those called “Smart”.

A probe within the mechanism, dipped in oil, allows you to anticipate the movement of the same, making the wheel even more tighter, copying and absorbing the harshness of the path. The operation of this shock is mechanical. Actually, if in the first part of the itinerary he did very well his task, then this system went a little bit’ in crisis in the second part of the race (especially on Orioli's bike), when he found particularly rough terrain.

In the last stage Edi even had to finish the race at a very low pace, just because of the head rupture of this shock. The engine is excellent on the contrary, reliable and powerful. And’ an updated and corrected version of the 850 TDM, able to develop about 90 HP. Has liquid cooling, five valves for cylinder and double camshaft on the head commanded by Morse chain. The start-up is electric and the dry-paper lubrication system.

moto-legend-2009-4

The frame is the same as last season, motorbeam boxed; the fork is a Kayaba with stems overturned by 46 mm in diameter. Orioli's bike mounted a kevlar paracup. The power problems recorded by the Peterhansel medium, seem to be entirely due to a fuel supply that is not particularly clean; problem also recorded by other competitors. And’ Yamaha's eighth overall victory at the Dakar. In this edition she has climbed to the first step of the podium eight times.

Taken from Motorcycling | Text: Biagio Shirts

Mas01

CARLOS MAS model of Dakar 1990

Based on an article by Motorcycling

In the wake of the Dakar rally many collectors have ventured into creating real prototypes that the great houses of hobbies they didn't put in the catalogue. This XTZ 740 was born from the desire to play and revive scaled-down challenge to large areas of sand that have shaped the history of motorcycling.

Mas02
This time we wanted to make the bike the runner of the year, Spanish Carlos Mas. The bike is a Yamaha YZE 750, in red the sponsor Spanish Camper. After being documented with photos taken from various newspapers, We began work-ing the starting point was the Yamaha 660 The Chesterfield Protar in scale 1:9, favorite sister Yamaha 660 Ténéré, because they are already equipped with rear disc brake. The main change to be made and it required several hours of work was performed on the engine and chassis.

Mas05While the starting model is a single cylinder with Central frame cradle, one to achieve is a twin cylinder with double cradle frame open. We kept the same engine base, by modifying the mating plan with forward-inclined cylinders so that the latter are more; These were obtained from two-cylinder heads Mas03complete with mono, filed for 1/3, one on the right side, the other on the left side; pasting them together so we got a wide body 4/3 than the original mono, maintaining the existing lights intake and exhaust. After removing the cradle frame Central, We positioned the motor and proceeded, with the square tubes of plastic, to rebuild the two cradles, starting from the Steering triangolatura.

Mounting of radiators, water and oil with their respective handgrip, carbs with associated fittings, petrol pump, intake pipes and painting of all details, including the nuts and bolts of the engine, have completed the part relating to the motor. Side of the triangle of reinforcement we positioned the two coils, one for each candle. For head-engine we used aileron drive media adapted to the original profile. Fork, swingarm and shock does not have undergone changes other than those related to the painting of each particular.

Mas04
The tank under the seat has changed your listing in the back, completed with the addition of fender taken from Cagiva Elefant, in the same scale and Protar's at this point we realized discharges. For the silencer was used a water bottle that belongs to model BMW 1000, always Protar, adding the clamp ring for fastening to the frame, obtained by cutting and folding a strip of thin plate of a tube of mayonnaise. Double entry of the silencer has parlayed a piece of stock exhaust, While remaining manifolds were made by inserting lead wire inside a rubber tube diameter required and folded.

The tank and the fairing underwent a general enlargement to accommodate new engine and we realized the outbursts Mas06for air at the sides of the fairing itself. The front fender was shortened at the rear. The modified engine shield comes from Cagiva Elefant, While the saddle was covered with leather and suede, both red. The Assembly of the various details, additional marker lights, tank caps with vents, road book on the handlebars and a tool bag in the area behind the saddle they completed assembling. Manufacture and fixing of the various written, inevitable glossy protective hand and here our special is ready to face the dangers of the desert.

FZT06

Ténéré 4 cylinders for Dakar

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

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

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

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

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

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

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

Text TuttoMoto Enzo Caniatti

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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

XTZ660R

Yamaha XTZ 660 Super Production

To try to avoid the excessive power of prototypes to Dakar, race direction towards the end of 1993 will changing the rules, and introduce the category sports prototypes, motion of derived from the series. The Yamaha having little time to prepare and divergences with the race direction, no sign up no team to Dakar 1994.

During the 1995 the Yamaha Motor France could no longer count on prototypes from Japan, in his own Studio prepares two small motorcycle series, 15 two cylinders and 15 single cylinder. The twin cylinder directly derived from the prototype in 1993, Barigo frame and TDM motor, as featured on the registration certificates of motorcycle, bike suitable for professional pilots and experts.

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The single cylinder engine derived from the XTZ 660 with chassis modifications, suspensions, the airbox and abutments, adapted and prepared for amateurs who were in the sphere of Yamaha France.
The important changes were been tested by Stéphan Peterhansel at Nevada Rally. 25577234_ 10211073917748227_1633602844_o

The fuel capacity was increased to 37 litres with two aluminium front tanks (an optional rear 5 liters), The Paramotor receives a water reservoir in aluminium, the removable rear subframe is steel, the fork is a Kayaba from 43 mm the range YZ prepared in hydraulics and the springs, the shock is an Ohlins dedicated measures and in the tank, the box section aluminium swingarm is made to measure with a chance for quick removal of the rear wheel, the silencer is a First Racing, the airbox is original but amended (with a wider aperture and a second filter, Some were equipped with dedicated aluminium filter case).
The windshield and side covers are in polyester reinforced with carbon fiber, front and rear fenders come from WR 250, the saddle is specific polyester. The navigation equipment is required and includes electric Trip MD and triple ICO.

18817906_ 10209548817781681_103864442_oThe sale price included the bike, But even a kit of parts provided, assistance and transportation of meals during the event. The 15 motorcycle will quickly find buyers, including the Team "Les Copains” composed by Christian Sarron , Pierre Landereau, Philippe Alliot and Raphael de Montrémy. Jacques Laffite will race on a TT 350 and Thierry Magnaldi on XTZ850R.

Among the other drivers even the pilot famosl/sailor/journalist Thierry Rannou, Egfried Depoorter and others.
About half of 14 Moto also raced in the Dakar 1996 with Marc Troussard, Michel Servet and others.
Saw the request, and the high price of Super Production, the Yamaha Motor France, prepared in 1995 two sets of bike for racing raid, the Marathon and the Marathon Rally, both made to base XTZ 660 but with few and targeted changes. The Marathon: tanks and suspension. The Marathon Rally: suspension tanks and filter box. For both no changes to the chassis.

Special Tks Giovanni Mug Fantazzini

YZE1990-4

Dakar 1990: the first twin-cylinder Yamaha

The rally of the Pharaohs was approaching. Would leave in early October and represented an important test bench into sight of the next Paris-Dakar, l & #8217; most important event of the season in Africa. The Egyptian race took on a major importance for Yamaha, After an unsuccessful pursuit of victory with its Thumper, always protagonist, but always defeat in recent editions, He decided to comply with the plan chosen by Honda and Cagiva (but not by Suzuki) building a twin-cylinder marked with the initials YZE 750 T.

YZE1990-2

Was setting so the abbreviation OW that the official bike rally had divided along with the 500 from the Grand Prix. Before the official premiere to the Pharaohs baby girl Yamaha took his first steps in Japan with Franco Picco and Stephan Peterhansel who had the opportunity to try that again in France, amended accordingly on the basis of information provided by them on the occasion of the first test. Peak and Peterhansel came back riding just off the beaches of Le Touquet where former home of the famous enduro race, and both were pleased how it improved the bike, giving up a few kilometers in top speed in Exchange for a larger shooting at low to medium schemes.YZE1990-1

The new YZE 750 T were available only two specimens for peak and Peterhansel, but two other bikes will be completed on time for the Paris-Dakar, one for the Italian team and the other for the French #8217 &;. These are the first images of the official bi-cylindrical accompanied by technical data not too thorough for the traditional secrecy of the Japanese, rather reluctant to reveal the "secrets" of their creatures.

YZE1990-3The engine capacity was about 800 cm3 and power exceeded 70 CV to 7500 rpm for a top speed of 170 km/h (against the 150 km/h of the «mono»). The frame was lower than the OW 94 (renamed today YZE 750. The fork had stems of 46 mm with a & #8217; excursion 300 mm. The rear shock was instead of 260 mm. The brakes were both to disk and a dry weight of just 190 kg. For his latest creation, the Yamaha had made precisely the complex equipment necessary to address rally.

The trip master the electronic compass everything had been prepared for Iwata and the bike came to Europe already "ready race», only to be painted in the colors of the sponsor. Traditionally were the teams to deal with purchase and mounting of instruments, become increasingly sophisticated over the years and decisive for the outcome of the races #8217 &;.

Special tks to Stefano Magician for article #8217 &;