EPIC MOTORCYCLES
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Dakar 1988 | Gilera R1 125 Paris Dakar
9 January 2020 /0 Comments/in 1988, EPIC MOTORCYCLES /by iron
The discovery of the only surviving specimen of the two Gilera 125 R1 who participated in the 10. the Paris-Dakar edition, which took place in January 1988, gave us the cue to tell a forgotten story. A story that is all the more important considering that with this participation The Gilera wrote for the first time her name in the register of the grueling African marathon, starting in fact a presence that would have seen her among the major protagonists in the years to come.
We thank the Moto Club Carate Brianza for this opportunity, in the people of its president, Guido Fumagalli and the collector Mauro Gibellini, motorcycle owner, that to celebrate the important find, last July they organized a small party that saw the main architects of that adventure reunite. In addition to the rider who drove the motorcycle at the time,. 2, French Gilles Valade, and his mechanic Michel Duhalde, arrived the first even from New Caledonia (that's on the other side of the world, above Australia), and the second from France, The Italian part of the story was also present, mechanical historians who over the years 80 and 90 constituted the nerbo of the Gilera Racing Department, Emilio Locati and Romolo Ciancamerla. Silvano Galbusera was missing, another key figure in the set-up of the bikes, but unfortunately unable to participate.
The team French who sign up is called Le Defi 125 (The challenge of 125) to undertake the small displacement in relation to the enormous difficulties to be faced.
It was in fact these men who built the bikes at Arcore, with Marco Riva, present at the event, in those years at the Project Department of the House of Arcore, who took care of the livery and graphics of the two R1s that started at the Paris-Dakar. Briefly introduced the protagonists, we leave the memory of that adventure to the pilot Valade and his mechanic Duhalde.
GILLES VALADE
Fascinated like many off-road drivers from Paris-Dakar, In January 1987, immediately after the conclusion of the 9th edition of the race, I get in touch with Jean Marc Lambinon of Peugeot Cycles in Paris. I have an ambitious project to present to him: participate in the next Paris-Dakar, with four Peugeot XlSEs 125 Lc, standard bikes using Gilera engines, and I know well because I've been using one for two years to participate in the Peugeot Enduro Trophy. The small displacement, in relation to the hardness of the race, is in itself a challenge, and that's why the team I founded is called Le Defi 125 (The Challenge of 125).
The team already has four drivers, a mechanic, a preparer, a simple but effective communication plan, and a few small sponsors. Manager, pilot and 'PR' It's me; Christian Grelaud is the rider of the second bike that brings us in dowry the sponsor Aurora Confection; Marcel Meriguet and Chirstian Izaire, pilot and sports journalist of South Radio, I'm the third and fourth driver. Michel Duhalde is the mechanic. I realize that participating in the raid with a 125 it's a gamble, the dream is to end the adventure in Dakar, but it would already be a success to get to Agadir, the finish line of the half race.
Peugeot's management is convinced that The Challenge 125 can be a good advertising vehicle, recalling interest in his bikes; it doesn't take much time in fact that Lambinon calls me to announce that they have agreed to entrust me with four bikes, ten spare engines and many spare parts. It's a great start for me and, with the support of Peugeot, I turn to Michelin to get Desert tyres with Bib mousse. If the four Peugeots, in their basic set-up, may be good for Enduro races in France, they're certainly not adequate to face a Dakar. A little' experience in fact I have it because I ran the edition of the 1986 from private with a Suzuki. First of all, we need to increase autonomy, which is reduced by the tank by 10,2 liters.
At that time, Acerbis made plastic mega-tank kits, plus an extra tank to be placed under the saddle, different brands' bikes, but all of which are large, therefore not adaptable to Peugeot. The solution comes to me from an ad published in Moto Journal by Michel Assis offering a carbon monocoque 45 liters, with two indestructible aircraft tanks inside, placed one in the traditional position and the other behind the saddle, in the tail of the bike. Contact Assis and ask him if you can adapt this kit to my bikes. The answer is positive, so I send him a motorcycle so he can work on it calmly and accurately in his workshop. But even the Peugeot bike is not up to par.
In particular, the fork, who will have to support the overweight of more than 45 liters of fuel and the various accessories needed for the desert navigation. Stock Express, specialist in forks, maybe seduced by my enthusiasm (and my sponsors…), agrees to procure me four more Marchers, bulk-up and 'up-side-down'. At the Doumencq Motos workshop, at Saverdun in Ariege, where the Peugeots are already being modified, the forks are mounted on the canvases without any problem, and soon the four Peugeots are ready for the first experiences in the mountains of the Pyrenees and the beaches of Narbonne, that offer multiple types of terrain and similar difficulties to those of Africa.
The tests are fine, motorcycles convince us. A pilot French, occasional spectator of our trials, and already a contender for the Peugeot Enduro Championship, asks us for information and offers his experience for any advice. Among other things, I tell him we're going to change the chain size, crown and pine cone, but that we don't know yet what to adopt between 420, 428 or 520.
The endurist expert strongly advises against this intervention, because he's seen too many engine carter breaks caused by the reports and the increased chain that, going to rub on the carter, wear it and break it quickly. Not to mention the increased power absorption, sensitive in engines like ours 125 who don't already have as much. Given the seriousness and competence of the person, we then decide to supersede this change, keeping the original transmission. Meanwhile, the four special carbon shells are finished and arrive at the Doumencq workshop, where the technical preparation takes place.
You just have to mount them and give the finishing touches, after which I organize a first presentation of Team Le Defi 125 on TV, on the France channel 3. Another key presentation, with exposure of a motorcycle, at the Peugeot stand at the Paris Motor Show, held by the 14 at 23 November 1987, where I also meet the well-known journalist Guy Coulon, which assures me of a wide service on the major newspapers of specialized printing and on VSD (widespread French magazine). On the same occasion I contact and get support from other important sponsors: Segura for clothing, Answer for helmets and Carrera for glasses. However, there is still no sponsor who can cover the transfer costs of motorcycles and spare parts, by Georges Groine's trucks, at the time the most introduced in the services of the Paris-Dakar.
Always at that Salon, Lambinon, New, guest at the Gilera booth, where I too find myself intrigued by the new R1 from Enduro, and in particular by its powerful engine, significantly better performing than the Peugeot, introduces me to some executives of the Italian company. A meeting follows in which I explain my project and mention the problems still to be solved related to the expensive transfer. But above all I ask if you can get the engine of the R1 to mount it on the four bikes. The 14 December I receive a phone call from Italy inviting me to Arcore: my request is accepted, and in addition the Gilera will participate through my team at the Paris-Dakar in official form! That's why they ask me to send to Arcore two bikes on which the new R1 engines will be installed. Before accepting, however,, it seems to me correct to inform and ask for permission from Peugeot, that sportingly does not place constraints on the fact that motorcycles also carry the Gilera brand.
This does not go unnoticed by the specialized press, and a new article appears on the pages of L'Equipe magazine. But also contacts with the organization of the Paris-Dakar, in the person of Renè Metge, they're fine: given the value of sponsors, Peugeot, Michelin, Gilera, etc., I ask and get my bikes to have race numbers from 1 in 4. A nice shot for the image! The two Peugeots arrive at Arcore on 18 December, and are disassembled to fit the new engines, but the first difficulties also begin. Not only is it impossible to mount the engines and their accessories on the Peugeot, but a crate sent from France, which contains all the material you need to mount the shells on the bikes, is stolen from customs. My Mechanic, Michel Duhalte, Gilera to follow and collaborate with the work, he's seriously concerned, also because it's already the 18 December, and it's just over a week before the start of the race. So it prompts my return to Arcore, where I'm made aware of the technical difficulties i've encountered, considered insurmountable given the little time that remains if you want to line up at the start.
At this point, Gianni Perini, the historic Director of the Racing Department of Arcore. Perini decides to take two R1s from production and modify them with Peugeot parts. I accept the decision, also because I don't see any way out. Save time, the approval of the lawings will keep the Peugeot one… removing the Gilera tag and refilling the, and the two bikes will have French documents and license plates, with the identification number 25 Besancon district, where the Peugeot plant is located. 1119 December work begins on the 91, but there are more difficulties soon. In particular, you can't adapt the shells, so much so that in the end the Gilera mechanics cut them into two parts, using only the rear one that is attached to the frame with special brackets, while the front is deleted, adopting an increased capacity tank made in record time and tailored, and that retains a similar look to the original.
Unfortunately, this way they are lost 10 liters of fuel, which will have to be recovered absolutely by fixing over the back of the tail two canisters from 5 liters, with the consequences of impaired stability that result. You can't even mount the Marzocchi forks "up-side-down, keeping the original R1. The decision is made to use a reinforced and enhanced final transmission, despite my contrary opinion. In fact, in no Enduro competition held by Gilera in Europe has the problem of the chain breaking the carter, so you don't see a reason to give up this change.
The two bikes are so complete and tested by Gilera testers. Among the changes you made, removing the mixer, battery, whose compartment under the saddle is occupied with a small reserve can of oil per mixture, gas and clutch spare cables already in place and ready to hook, levers of the spare controls fixed with rubber bands and plastic straps to the head of the fork, second spare coil, special stand with wide base that does not sink into the sand, wheels with pins equipped with a fast disassembly handles, and any necessary changes to the handlebars (plate and bindings) to mount the road book and compass. A huge effort by mechanics and technicians, working day and none, in a week they practically built two bikes capable of facing a Paris-Dakar! The 26 December 1987 Grelaud and I, the other pilot, we are in Milan where the pre-departure from Milan-Flowers takes place.
On our shirts is the Gilera brand well highlighted, and so on the tank of the two bikes, where Gilera towers over Peugeot. From Milan we leave for France by car and arrive in Reims where Perini and the mechanic await us Silvano Galbusera gilera's service truck and the two R1s. In Reims we also find Marcel Meriguet and Christian Izaire and their two Peugeots. this is where the technical checks take place. As for numbering, unfortunately the number 1 is moved to Jean Claude Olivier's Yamaha (the powerful importer French of the Japanese house), So the team's four bikes will have the 2, 3, 4 and 5, with the first two numbers assigned to the Gilera. The 30 December '87 we are in Cergy Pontoise (on the River Oise, a few miles northwest of Paris) where you run the first special test under an infamous time. Rain and mud make the special a true Dante's group, but the Gileragos go perfectly. Unique care, a tall front fender is mounted so as not to get clogged with mud, which will then be disassembled because it is useless in Africa where the low one is preferable. At the finish line the result is really encouraging, with Grelaud 39th, and first in the class 125, and the others well placed in high places of the qualifying.
On 1 January S8 begins from Versailles the transfer leg to Sète for boarding for Africa: the two Gileras in the straight touch the 145 km/h, deserved the admiration of Jean Claude Olivier, working alongside us with his Yamaha 600 inciting us with the familiar motorcycle gesture of the handcuff all open. In Sète we embark on the ferry that takes us to Algiers. We're in Africa! From Algiers we reach EI Oued, where the mechanic following the shipment, Michel Duhalde, provides motorcycle maintenance. Only on my Gilera there is a serious problem: unfortunately it's happening what I was afraid, that is, the pine cone and the increased chain kneaded with sand are a grinding grinder on the left-hand casing of the engine that has a slit of 5 cm, allowing the sand to penetrate the ignition case. In addition, unexplained fact, the clothespin of the false chain mesh is found inside the case, while my chain is not lacking. Maybe a mistake in the assembly phase? The next stage EI Oued-Hassi Messaoud, is of 594 km, of which 250 special in the desert. what to do? Change the entire engine, or just the broken carter? The regulation stipulates that each bike has two spare engines, the first one to use, In the event of a rupture, in the first part of the race, that is, up to Agadez, the second later. In the end we decide to change only the carter thus saving the first spare engine, and Michel works all night to complete the operation. In the morning the bike turns perfectly and I take the hopeful start. In fact, the Gilera, small and light compared to other bikes, large and heavy, sails very well on the dunes.
But the joy is destined to last little: after three hours the engine is muted. I look at the left carter and see that it has broken again, with the sand that penetrated inside and blocked the ignition. I don't lose heart, and with the tools I've unmasked the engine from the frame, confident that the assistance truck will be by me shortly. Instead I'll have to wait 11 hours in the desert before it arrives. The truck leaves me the new engine still packed and starts again immediately, on the other hand, he's in the race too! Nobody helps me, nobody stops to see what's wrong. We are in a special test, and Paris-Dakar is not a walk in the desert! The new engine starts immediately, I can resume the march. I miss them 350 km to get to the stage finish line.
The track is made almost impassable by the passage of more than five hundred vehicles, and it's now evening, with the night looming. I turn on all the lights and proceed with caution. Suddenly, after a moon, I find a gathering of vehicles: bike, cars and trucks are stationary with their headlights on in a sort of encampment where the first bonfires are already red-hot. I'll stop too, despite having nothing to spend the night, but I experience the famous brotherhood of the Dakarians: they offer me a drink, to eat and to shelter me at night. In the morning we all leave. I miss gasoline, and a Land Rover now out of action, gives me his reserve. So I arrive at the stage finish line of Hassi Messaud with well 10 hours of delay.
here I learn that the two Peugeot, that mounted the older engines with the pinion and the smaller chain (from 428 instead of 520), they had passed this test, but they had retreated anyway because they had run out of oil for the mixture. In that Paris-Dakar, thirteen 125 entered, no one will be able to finish the race. Soon after I joined Christian Grelaud, Truck guest in the company of many other drivers. He broke the body at the spot where it had been fixed to the frame and he too withdrew. Besides his motor was breaking exactly like my. My bike, By the way, begins to report the same problem to the carter after six hours of march not even pulled. Discouraged, I just have to abandon the race, also because the service trucks don't arrive, and by regulation I couldn't mount the second spare engine anyway. But I decided to go back to Algiers on a motorcycle, because the transfer is all about asphalt.
My Paris-Dakar ends here. The other members of the team also reach Algiers, Where, thanks to Michel's skill, we manage to board a cargo plane in the company of motorcycles and… what's left of it. Meager consolation is then to know that that stage had been too hard for all: overturned or out of action cars and motorcycles destroyed or stuck in the sand, a total of 147 Abandon, And with all 125 Withdrawn. Perhaps the organization had not well assessed the difficulties, but the malignant whispered that it was designed specifically to reduce the number of competitors and therefore the overheads… Anyway, maybe to make up for it, at the last moment the race management had granted a bonus of 10 hours for laggards. Gilera returned to Arcore, I explain the causes of the withdrawals to the technical staff. Gianni Perini listens to me, recording every detail, which will certainly serve as an experience.
Immediately he proposes to me to participate in a marathon that will be held shortly in Spain, Aragon Bay, relay race for two riders to do with an R1 prepared. I accept and choose Christian Grelaud as my companion. Unfortunately Christian will be the victim of a car accident a few days before the race. I will also participate, also to honor his memory, but again without luck. So I'm going to close with the Gilera, not without my merits being recognized as the promoter of a participation that will bring to the Italian House so many sporting satisfactions".
MICHEL DUHALDE AND ROMOLO CIANCAMERLA
No less interesting also the memory of Michel Duhalde, the mechanic French in charge of the assistance of the gilera in the land of Africa, and who was invited to Arcore for specific preparation. "I know Valade thanks to my BMW that I turned into Paris-Dakar style. He likes the bike and asks me if I'm willing to follow him in the Defi enterprise 125. His enthusiasm immediately infects me, and my involvement skyrockets when I'm chosen to go to Arcore at the Racing Department. Arrival at Linate airport on the evening of 17 December 1987 and I'm taken to Arcore on a Lancia Thema Ferrari 8.32! First contact with Gianni Perini and the mechanics of the Racing and Experiences Department. Especially with Silvano Galbusera I immediately establish a good relationship, also thanks to the fact that he speaks well French. We immediately get to work on the two Peugeots to equip them with the R1 engines. It's not an easy job: the muffland, The silencer and air filter are incompatible with the Peugeot frame.
So Perini decides to use two standard R1, equipping them with components removed at the two Peugeots. In the evening I call Gilles Valade, and I inform him of everything. The carbon shells are if they are sifted in two and only the back of the shells are used, while the Marchcchi fork of the Peugeot is preferred the standard one of the R1. The work proceeds quickly and I learn a lot from these professionals in the Racing Department. At lunch I am invited to the canteen of the Gilera and in the short moment of relaxation, I ask Silvano for some news about the factory and the bikes. I have in mind the cross twin-cylinder used by Rinaldi only for a few races and then discarded because of the regulation that prohibited this engine. They also take me to a warehouse where there are no less than eighty motorcycles of all ages. They are dusty and abandoned: it's a shame that the history of the Gilera is treated like this! But time is running out and work looms.
Every night I go back to the hotel where I sleep little and bad, assailed by all the technical and mechanical problems that continually arise. In Gilera they really do their best, Perini even gave me two all red with the inscription Gilera, so that I can get even more into the environment. We work tirelessly and with great precision. So we can solve all the problems, from the tank, approval tags, air filter, paramotor plates, two water radiators. In the same way we brilliantly overcome the difficulty of installing the electric road book and compass on the handlebars. Then we weld to the wheel pins of the sticks for rapid disassembly, and we even out the hexagon to that of the candle so that with a single key you can also disassemble the wheels, we modify the easel and eliminate the battery, also mounting a spare coil. The saddle is also made on purpose with a very durable special foam, and I propose to mount cables and spare levers in an accessible and ready-to-use position. In addition, the handrails are reinforced by aluminum bars. We remove the starter and the mixer.
What unfortunately we can't solve, and that will prove fatal, it's the question of the pine cone too big, which will eventually break the carter because of the sand. Not even Perini can find someone to make us a smaller pinion. The only result we get is to receive from the Queen a high-quality 0-R chain from 520 (Peugeot mount O-R Sedis 428), like the Cagiva 900 Official. The days pass very fast and my week at Arcore starts at the end. However, my contribution is not marginal, in fact, I'm crucial when it comes to fitting the Bib mousse in the Michelin rear wheels because here no one has ever done it before. After this operation my quotes go up to the point that I wonder if I am not a technician of Michelin… I also ask that the rays be replaced with more robust ones, not without Perini's interest, however, who also chooses new DID rims from the Bike Warehouse from Cross.
The front wheels, on the other hand, retain the original wheels of the R1, and that explains why they're anodized in gold, while the rear is aluminum. The bikes are almost ready, they are developed by a Carburatorist of Dell'Orto and then are entrusted for the first laps to Gilera testers. Finally they are loaded to take them to Milan for the pre-departure. And the 24 December. I've had seven exciting days at the Gilera Racing Department, a very important experience for my life, not only professional. Romulus Ciancamerla, for ten years in Gilera at the Racing Department, adds more details to the story.
Thank you for the article: Motorcycling, Vintage Motorcycling and Motorcycling Suv.
http://www.parisdakar.it/wp-content/uploads/2020/01/Gilera_R1_3.jpg 904 1139 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2020-01-09 11:44:372020-01-09 11:46:20Dakar 1988 | Gilera R1 125 Paris Dakar
Gilera RC 600 Dakar 1991
21 September 2018 /0 Comments/in 1991, EPIC MOTORCYCLES /by iron
That the Gilera RC 600 It was a good bike Nobody doubted. The victory in the previous edition and eighth place overall (only sophisticated prototypes in front of him), constituted an excellent calling card for the Thumper Arcore. The Gilera and Medardo have gone beyond expectations with a performance very similar to that of the prototypes. With only 560 cubic centimetres, the RC has been successful on many occasions to keep keep strong rhythm imposed by two cylinders and Medardo has also won the stage of 5 January from Tumu Ghat, the "Special" longer than the Paris-Dakar.
Not all was well for Gilera: tears of the rear tank fuel overflow and poorly secured, broken starter post on the bike Mandelli who requested the change of engine (automatic change of category) and an experimental power that made a tantrum when starting engines, Apart from a shock absorber destroyed by Medardo. The Gilera are satisfied also because they feel that the Dakar is a great help for series production.
Ing. Maden, Technical Manager, is absolutely convinced of the validity of the formula Silhouette of Dakar. The fact that pushed us to compete in the marathon in Africa and particularly in this category, is the specific regulation. Run the entire Dakar without changing engine and chassis is a highly reliable message to the audience. An engine that can withstand more than 10,000 kilometers of continuous torture without problems, is a guarantee for a series.
In category Silhouette engine and chassis are standard while the rest can be changed. To improve cooling we used larger radiators with upper heat exchange 30%. The control unit until halfway through the race was different from that fitted to the RC 600; an ignition that gave very few advantages in terms of power but that was useful to decrease harmful emissions. Sounds strange to mount a similar trigger without essentially cut out some advantages but also this choice is made in anticipation of using the RC standard if ignition resists Dakar means that will fit into any other conditions.
We replaced by half-way onwards once reliability data. Electrical problems have come from an incorrect choice of batteries and an electrical system that during the tests was perfect, While in Africa it was not such a. This particular unit determines the ignition timing according to the speed and diversity of pressure within intake pipes. downstream vacuum carburetor throttle. — Where you changed the bike than the previous Dakar? Last year's race had given us important information: We were in place as engine and chassis, While the handling had to be improved. Since we were unsure in terms of engine reliability, We went to increase performance. We resumed the changes introduced on the RC series propeller 91.
New camshafts more motivated, revised piston design, oversized valves and larger diameter Carburetors (30 mm). We work a lot on intake and exhaust systems rato to extract from the engine to its full potential. Despite the compression ratio was lowered to use low-octane gasoline, We found seven horses more than the previous motion. Now we are about sixty horses to the tree with a consumption that varies greatly according to the conditions of the competition site. They range from a maximum of 6,5 liters on soft sand up to 9 the hard ground. Does not consume little, It's true! A single cylinder must always be squeezed at most to stay close to the performance of two cylinders and then throttle always wide open; extreme conditions also for consumption. In total, the fuel capacity was increased to almost 60 litres, ten less two cylinders.
Not a great advantage. Is a little' the legend say that mono is easier and lighter of the two cylinders. The weight difference is a maximum of ten pounds in favor of mono and so it's not outstanding. To improve handling and ease of driving we revised weight distribution and placement of fuel tanks. The suspension is new, the Kayaba Japanese, also mounted on the RC-series. The shock is just what standards changed only three internal lamellas to match the increased weight of the bike dakariana, to ease that we used some lightweight material" but nothing special. Kevlar and carbon fabrics for the cowl – rear tank and to the fairing, titanium for engine and rear suspension hardware platforms. For the hubs machined from "full ".
We also broke, and even this drawback we expected, the forward beam where you fix the engine. Between expected and now we solved, because to increase ground clearance we removed the retaining frame which passes under the engine. In this way the engine actually works as element stressed lifting quoting frame. That is why we have strengthened the bolts of the engine by increasing-the diameter up to 10 mm, attack fins simultaneously beefing up on engine. We broke more rods and crankcase, meat instead happened last year; by contrast has almond wafer with a small crack in the frame. This made us realize that the engine can work as an element of stress and probably will use the same solution even in series, Front chassis beam and properly structuring that is another effective information appearing on the series production.
More tears were those of posterior composite tanks. They were all new parts, ended up at practice the day before leaving the tanks have had mechanical problems. The rear suspension dabbed a little' Too much, so as to touch the disc brake caliper with the inside of the tanks. In the design phase we predicted a game 20 mm between the clamp and tank at full travel of the rear wheel. In bolder touched caliper infill; with inevitable breakups. This means that both the swingarm is the retaining frame that sustains them yielded, sagged slightly. Modified suspension settings, the problem is gone. Conversely decreased comfort of riders and motorbikes squirted a little' too much on holes.
You are marked for small cracks on the front aluminum tanks because of the numerous welds, the bodywork is broken is broken only for falls, While we can't explain the reason of the break up tree M., why this particular had been thoroughly analyse it. It was also changed the engine in Sotelo, because he was burned out the clutch lever play for lack of. All material of friction discs has spread in the engine and a piece went to lock the pressure relief valve of the oil system. Result: Cotto bearing on fro di bella. For the rest no other mechanical problem except the cushion Pan hastily fastened on the bike by Medardo. —
Your bike aesthetically was the most reused. among all those who have raced, and maybe even more aerodynamic.
"We treated very aesthetics but also the protectiveness of the pilot. We left date filter box dimensions, and we built around the whole bike. We tried to protect the pilot to give him greater comfort. Less tired, stronger you go and commit fewer mistakes. The bike had to be the smallest possible depending on the size of the pilot. The height of the windshield and the de: plexiglass has had the sole purpose of protecting air pressure the pilot We instead chose the headlights omofocali to lower the whole area of the dashboard and Instrumentation, and ensure greater visibility. Also these headlights made even better brightness and then more security to those who remained at night in the desert. The latter form is due to the tradeoff between greater capacity as possible and require less space for the rider's legs. In codon had set the compass, and a back up battery. The shape of the entire casing is designed without the comfort of a wind tunnel. Now we will try the bike in these conditions; We want to be ready on time.
Can you quantify the cost delta operation Dakar?
Only pure material exceeding one hundred million for motorcycles, but the entire organization has quite different and higher costs. We are considering whether it is possible to build a small number of replicas of the RC Dakar. The figure is expected to be around 60 million and it would still be a political price. The difference in costs will be absorbed by the factory»
You will be also present in the next Dakar? "Definitely Yes. The conditions encountered in the Paris-Dakar is practically unrepeatable, both instrumentally both under normal measurement conditions of motorcycle. With the African race we can verify many parts of production motorcycle» though next Gilera RC doesn't compete more in Silhouette. We will build a prototype with a capacity close to 650 CC though probably the reliability cannot be guaranteed one hundred percent».
Source Motorcycle Racing April 1991
http://www.parisdakar.it/wp-content/uploads/2018/09/RC14.jpg 946 1425 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2018-09-21 14:36:032018-09-24 16:17:29Gilera RC 600 Dakar 1991
Franco Picco Gilera RC 750
14 February 2016 /0 Comments/in 1992, ONE SHOT /by iron
One of the most beautiful Gilera, the RC 750!
Special thanks to Clement Canino for the photos provided.
http://www.parisdakar.it/wp-content/uploads/dakar-16.jpg/02/2016 718 1024 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2016-02-14 13:15:492016-02-14 13:15:49Franco Picco Gilera RC 750
Lalay and Gilera together in 1990?
4 January 2016 /0 Comments/in 1990, MAGAZINE /by iron
There was a time when Gilles Lalay, winner of Dakar 1989, and the House of Arcore were very close. In these pictures the French paid a visit to the factory and the Gilera Racing Division, accompanied by d. S. Snow Panda, staunch supporter of African rallies. Come to Italy to provide advice right on the Dakar, Anita during those months was still under contract with HRC.
History unfortunately told a different denouement, as Gilles agreed with Suzuki and ran the Dakar 1990 with DR BIG Thumper.
http://www.parisdakar.it/wp-content/uploads/lalay-gilera-1989.jpg/01/2016 823 482 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2016-01-04 17:30:102016-01-05 14:13:41Lalay and Gilera together in 1990?
Dakariani. O.: interview with Luigino Medardo
11 November 2015 /0 Comments/in 1991, PILOTS /by iron
Meanwhile, Louis or Luigino: Luigino is my first name.
You started in regularity where you won several six days per team, a European Championship and several Italian titles, then you decided to go to the world of rallying, why this choice?
On the occasion of "six days of San Pellegrino of 86" I was contacted by Daniele Papi, the then manager of Yamaha Belgarda which asked me if I was going to do some rallying.
I said immediately to you, the attraction for Africa I had as a child and being able to see riding a motorcycle which was my great passion was the crowning of a beautiful dream.
I started the adventure committing myself for Tunisia rally, Morocco, Pharaohs and the Dakar, the same races that I faced in 87.
In the ' 90 brought to debut the Gilera getting in two years good positions 8th and 7th overall, running in class silhouette. What was acting not compete in this class?
There were 3 categories, the series, where you couldn't change anything to the bike, the silhouette, where they were to remain the standard chassis and engine, While the rest could be replaced, for example the drains and tanks but not the wheels, Finally the class prototypes where the bike was built in pilot measure and the type of race and in the event you have a maximum of 3 spare engines and could change anything, with the exception of the frame.
I went to Gilera because Yamaha was not the team for me, i.e., When I was called to run, the team already existed and had Franco Picco as reference driver.
He was from the cross and I the regularity, two different driving styles, motorcycles in Japan were tested by him and when they came here to run were not suited to my riding style. So I suffered so much, I was hurt and in the end I decided to leave the Yamaha.
I wanted to prove myself to be able to do something good even in rallying and thus arose a bet. I met with Gianni Perini (Gilera) at the salone in Milan and I told him about my project and fired the spark.
Starting from the base of the bike which already ran in cross country, We started the development and we presented ourselves at the rally of Tunisia. The results were not egregious, but the project had already started and we drove by participating in the Pharaohs and further to Dakar.
The following year, always in Dakar, We obtained 3 stage wins with our bike from 600 CC against the most powerful prototype class. Great results but many personal satisfaction, How to arrive in this moto Gilera and there was practically nothing, start with the mechanics to build it for me, following my directives. Anything I asked, It was answered, even the tanks were shaped by the stylist on the print of my leg!
Then came the prototype, the RC 750 and everyone thought it was the year good to see an Italian bike with an Italian pilot in command of the Dakar. Instead what happened?
The prototype was built in record time and we debuted at the rally of Tunisia with a win.
Meanwhile reached the peak and also team, the Pharaohs I retired to a glitch on my bike. Peak instead, After the retirement of De Petri through injury he won the rally.
All presaged that the direction taken in the development of motorcycle, was the right one. We left for Dakar believe we can do great things, but unfortunately Spike got hurt after a few stages and I had to retire due to a technical problem the clutch, a defect never encountered previously in tests. The following year, all official teams, Cagiva, Gilera, Honda etc.. due to the economic crisis, the resulting drop in sales and interest for this type of motorcycles, decided to withdraw from competition.
Then I had 32 years and I didn't have the tenacity to start again with a new team. I decided to abandon the races. It was a mistake because then came KTM bringing new energy and interest in this type of competition and if I had stayed as did Mahmoud, most likely I might have had some other satisfaction.
Franco Picco's arrival on the team created rivalry? Are leave them both with the same chances or there was a top driver?
No there was no rivalry and both were leaving with the same chances.
My problem with him was just a technical question, already in Yamaha wanted a motorcycle other than that I could use I or grease that was on the team with us, He had a way to fine tune the bikes that were in my opinion too extreme, Motocross bike, with calibrations harsh and difficult to drive. He eventually, When we were about to leave for the race continued to work on settings. Try to sitemare the bike on the field for me was something impossible to play.
Only this was our discord, nothing personal.
Gilera in the deal were clear, the tests and adjustments on my bike I used them exclusively I.
We all know that in the regularity they used to hide behind some bushes in case of failure and replace the damaged parts, with the moto "Shadow".
The Dakar that ever happened something like? Tell an anecdote related to those years. It wasn't so easy in rallying do something, It was not easy to find in the desert bushes to hide. (ride)
During a marathon stage I broke the pipe that carried oil from the mono shock to the tank and the next day I would have had great difficulty to finish the stage and keep top spot. Let's say we made team play! Service parts and trucks were not allowed to download the bike was in Parc Ferme.
That night did I recover healthy cushion and entrusted to a friend journalist that the next morning would come down along the route to do its work.
We agreed and left me at a certain point in the route. The next day at the start of the stage with the other riders there we visit the place indicated and we replaced the mono even as the Organization's helicopter was landing for a control. Sotterrammo quickly the parts damaged in the sand and not finding it there left continue the race.
What has changed since the Paris Dakar then to new Dakar in South America?
I think now the Dakar is a competition a little more human, more feasible.
The first Dakar that I attended was 17.000 Km 18 days with one day of rest, practically 1.000 km per day. If then one day it did 800, does that mean that later were at least 1.200. Using bike very fast the risk was very high and accidents during those years there were so many. Another important aspect is that the first Dakar that I attended was the hand compass and it wasn't that simple to navigate and orient themselves. Although in the stages we left all together in the desert, After a few km there was lost to sight because everyone would choose its own course and after 20/30 km were alone.
Then as we got closer to the finish line we were beginning to see the horizon far splotches that slowly converge toward the same point.
It was just an adventure!
We know you've been in the field, What do you do?
Work for Scott bikes and Scott bike as an agent for the Triveneto.
Would you like to add something?
You have two things in my heart that I would like to say. The first is that the brothers Fernandez, When I got from them at 15 years welcomed me like a child. I slept in the room with one of their sons like one of the family.
This is an important reminder that I will have forever in the heart. The other is a special thanks to Gilera, to the team and to all those who were part of, especially Silvano Galbusera who was my trusted mechanic and crew chief of the team, and who is now with Valentino Rossi moto GP.
Text by: Peter Bartolomei
Photo: Archive Luigino Medardo
The Dakar 1991
With RC 750 debuting at the Rally of the Pharaohs where he retired
The Gilera team working on RC 600 in Dakar 1991
Luigino Medardo now works for Scott
The Gilera RC 660 of 1991 with which concluded at 7° place in the absolute
From "naked" the RC is even sexier
http://www.parisdakar.it/wp-content/uploads/Medardo_ROSSO-8.jpg/11/2015 1392 2289 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2015-11-11 16:51:482016-01-05 14:34:50Dakariani. O.: interview with Luigino Medardo
Medardo and challenge to prototypes to Dakar 1991
17 July 2015 /0 Comments/in 1991, PILOTS /by iron
The robust racing jacket protectors are comfortable especially after arrival. The back of Luigino Medardo is sorely tested by a storm of friendly Pats, a whirlwind of congratulations that overwhelms him leaving him breathless. Thanks to him the Gilera won again in category silhouette, won a stage win to Tumu and one in marathon Agadez-Gao. But mostly he struggled for almost the entire race with prototypes, custom built motorcycles for Dakar and weight well over 558 cc of his RC 600, change, except in some special.
More than a victory, a triumph. It's not a question of parochialism: the all-Italian match doesn't miss a beat, much success in silhouette isn't even an argument. But this time Liam and his teammate Mandelli have outdone themselves. The seventh place overall in punta, for an hour and a half behind the winner, is more than you could hope for. But he disagrees.
"To tell you the truth we wanted to get into the top five — protest smiling — and I think we could do it, It was within our grasp. However we should March always regularly, without problems. Instead I broke the shock in the final part of the stage Ghadames-hydro, and since it was a marathon I could not change it that next day, on the runway, losing an hour.
In Dirkou, Instead, discharged battery: a stupid inconvenience which cost me half an hour, because the bike would not hear of rekindling after refueling. Are trivialities, that occurred because we didn't have much time to work on the bike. But overall it was better than good».
Of this you can be sure. Very few times the blood type Gianni Perini, team manager, had reason to fret about the delays of his men. A fortune, given the intensity with which it lives the events of his bike, despair and exulting as if he were in the saddle. When Ghat, After just a couple of days, He saw that none of his three men came, he risked heart attacks. Instead they had stopped Assembly to replace the shock broken by Medardo with that left along the bike by a car out of the race.
A cunning out regulation not ready the service truck, Since it had not been possible to remedy the trouble the night being a marathon stage, those in which it is prohibited to assistance at the bivouac. Despite the fear passed, the best memory of Medardo is related just to the marathon.
"They are very difficult, just a nothing to blow this. But for me the best memory of this Dakar is precisely the marathon Agadez-Gao, where I won the overall rankings of the two days. Were two tough stages, very difficult. I have done everything perfectly, and I won. An enormous satisfaction».
One of the many stages now, Since Medardo and Gilera continue to monopolize the category. If they dominate, though, It's not for lack of opponents.
«The Cagiva tried to run a motorcycle in silhouette at the Rally of the Pharaohs, but he declined to repeat the experiment at Dakar. Even the Suzuki tried in our category, and he did it not, as well as Honda Europe with Africa Twin. I think we want a bike, but very competitive to beat the Gilera. There were hardened pilots, Yet we have fought several times with prototypes».
Medardo humble, pretends to forget himself. You need to call it directly concerned to have his opinion.
"The pilot? It's already pretty old, with 31 years and several Paris-Dakar on the shoulders. Not just a young man to beat». The question now arises in opposite direction: is Medardo that will have to go to beat the others, given that next year's Gilera debut amongst the prototypes.
"I think there will be still even in silhouette, but I'll be on the prototype. I know it will be a difficult undertaking, but I'm going to win: otherwise I wouldn't have ambitions. A pilot must always have a clearly defined goal especially in these races so tough. Otherwise you will not find the strength to go on».
If there's one thing that has never been lacking is the determination Medardo, the will to arrive at all costs. He succeeded last year with a sore leg to a distortion, He did it again, with one hand swollen from a fall.
"It was right at the end of the stage of Kiffa, five kilometres from the finish. There was a hole marked on the road book, but there was so much dust. I only found when I got upstairs and fell». A venial sin; the only rider who Besides going strong is wrong no. A pilot for the Gilera is worth gold. And to think that when Perini approached him, offering him the spot on the team, Medardo was pondering thoughts of retirement…
Source motosprint
luigino Medardo
The performance of the Gilera amazed at such a point that they were unnecessary requests scrutineering.
Challenge the prototypes with a mono 558 CC. derived from the series
1° cat Silhouette and 7th overall, M n 9°.
http://www.parisdakar.it/wp-content/uploads/Medardo-19911.jpg/07/2015 571 996 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2015-07-17 14:33:542016-03-30 07:35:27Medardo and challenge to prototypes to Dakar 1991
Gilera: the challenge of 125
5 June 2015 /0 Comments/in 1988, EPIC MOTORCYCLES, STORIES /by iron
Was the 19 December 1987: two French boys, Gilles Valade and Christian Grelaude, They presented themselves to the entrance gates of the factory Gilera Arcore asking for help in preparing the engine: you were enrolled at 10° Paris Dakar, that would match the 30 December following from Paris, with two Peugeot 125 and together formed the Team Defì 125.
This endurino was equipped with an engine built by Gilera on specific Peugeot but was basically the same that equipped the Gilera RX Arizona.
Evidently what must have been a lucky day for the two boys: not only they were shown the door and picked up bad words because of their request to limit of the absurd,
but thanks to the good offices of the volcanic Gianni Perini, Gilera welcomed them willingly and provided them with even two flaming R1 (just presented on the market), that would have been set up in record time in the ten days remaining, blasting Christmas holidays at a good number of technicians in the testing Department!
But the unexpected good fortune had not exhausted. The boys were followed up in Paris from truck Racing Division, and from there until boarding for Africa, to the port of Sete. In addition, If they were able to get up to Agadez, for the day of rest expected in the middle of the race, a technician Gilera (probably the ubiquitous Silvano Galbusera) He'd achieved with fresh pieces, to help the one mechanic that the two boys had predicted in tow.
Despite the almost insane program, the bikes were suddenly ready for pre-departure of Milan Flowers: Needless to say the bikes were indeed very nice, the codon/serbatoio, single piece that was saved from the Peugeot of boys, painted in livery R1, integrated very well and made this enduro, one of the most elegant ever seen at Dakar.
In a timed Prologue Cergy-Pontoise, usually little more than a parade on a small muddy circuit our two boys behaved just fine: Grelaude He made 39° time and Valade the 98° (on 187 registered drivers!) The test was not completely trivial, in many they had problems because of the mud and even some prominent pilot took the minutes of delay, especially those who had departed with tyres and low at the front mudguard.
Once in Africa, our heroes made little headway, during the second stage, El Oued-Hassi Messoud, a stage remembered as one of the most difficult of all Dakar despite being relatively short (250Km, for the timed), because of the many areas with high sand dunes and spongy withdrew failing to reach the end stage in time to start the next day!
A very tough stage, so much so that even other 6 Motocross bike 125 CC. matches from Paris to retire (two Peugeot, 3 Yamaha and KTM famous because his pilot had mounted a whole engine spare tire underneath the mega tank).
Those who came farther were the Brothers Auribault that came just after the middle of the race! Incidentally, the tenth edition was remembered as one of the most exhausting, If not the most grueling ever.
Text taken from: www.desertpistons.com
Newspaper clipping from MotoVerte
The Gilera under current conditions
The Gilera R1 had an innovative line
In the side view you can see the rear tank
After the first special awaiting transfer
The Gilera R1
The first difficulties: the Gilera in the sand,
Pre departure to Milan Flowers
In the workshops of Arcore takes shape the project 125 Dakar
http://www.parisdakar.it/wp-content/uploads/Dakarina-lato-SX.jpg/06/2015 522 890 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2015-06-05 09:23:142016-05-16 15:08:36Gilera: the challenge of 125
The Gilera private to Dakar 1991
17 May 2015 /0 Comments/in 1991, EPIC MOTORCYCLES /by iron
Also four Gilera private came to the finish of the Dakar 1991, led by four Italians. This is Quaglino (28°), the only group in red, and the three Assomoto Team riders: from left Aldo Winkler (33°), Walter Surini (36°) and Brenno Bignardi (32°). just missing Carlo Alberto Mercandelli, retired.
Group photo, you recognize Aldo Winkler
http://www.parisdakar.it/wp-content/uploads/Assomoto-1991.jpg/05/2015 1120 1754 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2015-05-17 13:59:502016-01-04 16:24:34The Gilera private to Dakar 1991
Gilera RC 750 1992
5 May 2015 /0 Comments/in 1992, EPIC MOTORCYCLES /by iron
We are at the start of the Paris – The Cap of the 1992 and the Gilera finally decides to leave with a "prototype" and try to fight for the victory in the overall. The drivers are top notch and they respond with the name of Franco Picco and "Luigino" Medardo, the bike is the new RC 750 that is its sole second exit, After a short experience in the Pharaons Rally of ' 91, interrupted prematurely due to the peak and fracture belt snap onTThe bike by Medardo. The bike is a single from 750 CC. with double overhead in 4 overhead valves driven by toothed belt, change is a 5 marches and dry clutch.
An innovative project that goes against the trend of the time: the power and weight of twins are preferred the lightness and handling officers.
Unfortunately the misfortune rages on this project was born with the best expectations, both drivers retire on the same stage, the special Waw El Kbir-Tumu, Medardo to a technical fault, Peak for a fall that will cause a broken wrist.
The Gilera RC 750 who took part in the Rallye des Pharaons 1991
The prototype 750
Aerodynamic fairing
Pigtail mono shell
Limber without windshield
Peak and Medardo earlier in Dakar 1992
The inglorious end of the Gilera after his retirement
http://www.parisdakar.it/wp-content/uploads/Gilera-RC-750-1992.jpg/05/2015 755 1024 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2015-05-05 17:21:112015-11-18 15:03:58Gilera RC 750 1992
Maximum Chinaglia to Dakar 2007
5 May 2015 /0 Comments/in 2007, PILOTS /by iron
http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png 0 0 iron http://www.parisdakar.it/wp-content/uploads/2015/11/new-logo-PD-300x65.png iron2015-05-05 17:12:012015-11-18 15:04:04Maximum Chinaglia to Dakar 2007
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