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Offroad with a classic Dakar touch

Offroad with a classic Dakar touch

For years, Mirjam Pol has been known as a veteran in the rally of rallies. So it is not surprising that we ask her for a "Dakar comparison. Interest in the test is there right away and Mirjam responds enthusiastically when we pass the names of the four classic allroads to her. "Are you serious? Oh funny. I'm actually quite curious about those oldies."

Mirjam Pol again best woman in Dakar Rally

Bingo! Just like in 2009 and 2022, Mirjam Pol once again manages to become the best-ranked woman in the Dakar Rally. At the start of 2023, the HT Rally Raid Husqvarna Racing driver managed to finish the grueling race in 49th place, exactly the same position as the year before. With that ranking, she manages to leave the other ladies well behind and also scores a stunning finish score of no less than ninety percent. In fact, Pol has seen the finish line during nine of her ten Dakar Rallies. The only time she had to give up was in 2010.

Classic allroads

Probably Thierry Sabine also never could have imagined beforehand that his Dakar Rally would have such an enormous impact on the automotive world. From the very first edition in 1979, attention for his off-road race grew explosively, and by the mid-1990s, the impact of the Paris to Dakar rally was clear to see. The race on unpaved terrain was embraced by quite a few motorcycle manufacturers, and as a result production models appeared on the market to which a touch of Dakar Rally was added. These allroads avant la lettre were sold like hot cakes and it is therefore not very strange to see that some thirty years later the segment is still very much alive. Anyone who has a little insight into the current sales figures knows that brands need not worry about the future of the allroad any time soon. In fact, the opposite may rather be true, as the market for this type of motorcycle still seems to be gaining popularity in several segments. Nothing suggests that these motorcycles will lose their prominent place in showrooms in the near future.

Back to basics

Using the desert racers from the Dakar Rally as inspiration, a number of interesting allroads appeared on the market in the 1990s, which have since achieved a completely different status. They now go through life as genuine classics and are thus treated with the necessary respect by their owners. This also applies to the quartet of riders gathered today near Alphen in Brabant. While the bikes are carefully placed on their jiffy, rally rider Mirjam Pol stares her eyes out. Although with 10 Dakar participations she can almost be considered a veteran, the 39-year-old Pol obviously has no experience with motorcycles from the 1990s. "I was in my teens when competition motorcycles of these models competed in the Dakar Rally. I did cross country at that time, but my sights were not yet set on the Dakar. That actually didn't come until I got my motorcycle license," indicates the current World Rally Raid champion. "The motorcycles of that time can't even be compared to my first Dakar bike, because in 2006 I debuted on a 450. Meanwhile, that has also been the standard for the rally world for years. So I never experienced those machines from the 1990s with their heavy cylinder contents."

Mauk Fleuren – Cagiva Elefant 750C ie Lucky Explorer from 1995

"You can consider me a true enthusiast of the Cagiva Elefant. In fact, in addition to this street model, I am also the lucky owner of an actual production rally bike of the model. Besides the looks, I also think it's cool that they used a sporty Ducati 750SS engine for the Elefant which has a totally different purpose as an off-road bike. The model received cult status as a result and you can see that in new types some thirty years later. Just look at Ducati's Desert X and the reference of MV Agusta's new Lucky Explorer series. I bought my Elefant in 2013 and after a few years the original block was pretty worn out. So now it hangs another block, from a Ducati Monster 796. That was quite a job, because we had to convert it from injection to carburetors. It has a bit more power now, but the difference is not huge. I certainly still ride the Elephant, but less than before. I also used the bike for commuting, but due to a move, that is no longer applicable. I may put a few less miles on the Elefant, but the Cagiva certainly won't disappear from my life. I'll just keep that one."

A bit more modern

While the owners try to give some explanation about their own machines, it is soon clear that the rally rider wants above all to experience how these bikes actually ride. So she is the first to get on Mauk Fleuren's Cagiva Elefant 750C ie Lucky Explorer. Although this street model is not technically comparable to the competition bike of the time, the color scheme and design do make it clear that the Italians like to refer to the Dakar successes achieved by the Elefant. Indeed, in both 1990 and 1994, it was Edi Orioli who cleverly managed to steer the Cagiva to victory.

While owner Mauk passes on some final instructions to Mrs. Pol, the Cagiva's 803cc L-twin has had nice time to warm up. Incidentally, anyone consulting the technical specifications of a 1995 Elefant Lucky Explorer will note that the displacement reported above does not quite match. Indeed, due to wear and tear, the original block (a 748cc L-twin known from the Ducati 750SS) has since been replaced by Fleuren and this Elefant is powered by the block from a Monster 796. The same block configuration, also from Ducati, but a tad more modern. The rally rider in question does not care at all and just puts the L-twin to work, as it should. After a few laps through the Alphen forest, she returns and tells her story about the Elephant. "So, that took some getting used to. I immediately noticed that you sit rather wide-legged on this bike, which means it's not really made for standing up. Something you normally do a lot on a rally bike. It was also difficult to change gears, because it was hard to get my foot under the short gear lever. I almost had to shift to get it done." Although the position on the Cagiva may not be entirely optimal for the rally rider, she is very pleased with the engine on the Italian allroad. "Nice and smooth and you get traction right away. The torque is nicely at the bottom and I personally like that."

Maarten Buitenhuis – BMW R100GS Paris Dakar from 1992

"In my childhood years I was already cross-country riding, but when I got my motorcycle license at 18, I switched to enduro bikes. My father bought a new offroad every year and at one point I thus got his Honda XR600. I still have that bike, by the way. I didn't ride for a while, but ten years ago I started again. In the beginning I rode around on the XR, but that was no good. That's why I ended up buying a KTM 300, two-stroke. About four years back I traded that in for a Beta and I still ride enduro on that. This BMW R100GS Paris Dakar is also in the garage and it came into my life in a special way. I am not particularly fond of BMW motorcycles myself, but a South African friend of mine was looking for this model. He wanted to go on a tour with me. So I started looking for that bike and eventually found two of them. I made them completely identical and from my house we drove to his house. Because I have my own business, I cannot be on the road for several weeks, so we did the trip in four parts. It was a really nice experience and for this particular trip the GS was a great bike."

BMW R100GS PD

After getting acquainted with the Cagiva, she steps right on toward the German of the bunch. After spending quite a few minutes on the BMW R100GS PD, the World Rally Raid champion arrives back at the assembly area, takes off her Shoi helmet and shows a big smile. "Fun y'all, to ride around on classics like this for a change. On the BMW again, I get a whole different feeling passed on. The start is already funny, with that shake of the boxer block when you start it and throttle it while stationary. The engine's weight distribution feels good, with clearly the weight being at the front. As a result, it also steers quite easily. The downside to that is a bit that the rear wheel is searching in a straight line. Fortunately, that can be quickly resolved by moving your own weight back a bit more."

The oldest of the bunch, with a 1992 build, certainly does not disappoint Mirjam Pol. Also due to the fact that the BMW proves to be a very fine motorcycle on the paved road. "It was only a small stretch, but this GS gives off a very stable feel and will probably also be the most comfortable bike of the bunch to cover quite a few miles on." The rock-solid confidence that the R100GS gives the Twente Dakar rider will partly be caused by its high weight of 236 kilograms. "It's not a featherweight of course, but you don't actually feel the kilos at all once you're riding." As with the Italian Cagiva, Pol notices that the BMW's 980cc boxer block spits out its torque very smoothly. "Heavier engines also sometimes have too much power in them, but that's not the case with this oldie. In fact, it's just enough, so you don't receive a lot of wheelspin when you get on the gas. Nice and strong, without being able to suddenly surprise you. That engine just runs wonderfully smooth and as with the Cagiva, the torque is also mainly found at the bottom end."

Justen Zuidema – Yamaha XTZ750 Super Ténéré from 1997

"As a five-year-old kid, I was put on a PW and I've always crisscrossed as well. I still do, with an old 125cc two-stroke Kawa. I have to admit that the old stuff appeals to me. I got my motorcycle license recently, last year. So this Super Ténéré is also my first road bike. With my cross-country background, I naturally wanted to buy a machine that is also suitable for off-road use. I'm actually a Kawasaki fan, but they didn't really have a suitable bike for me. After hesitating between an Africa Twin and the Super Ténéré, I chose the Yamaha. And I am very happy with it, especially in this setting. I came across it online, with this 1996 Dakar decal set. The previous owner had put quite a bit of work into the looks of his bike, but there was one point where I made a change. The rear end was really ugly, so a Dakar-style one has been added in return. I haven't had the bike very long, but the plan is definitely to use it for foreign adventures. I'm even thinking about participating in rallies. That seems like a lot of fun."

Yamaha

After the two European competitors, that leaves a Japanese duo for Mirjam Pol. She decides to put the Yamaha XTZ750 Super Ténéré through its paces first. One with the color scheme of the 1996 Dakar Rally on it. In this "outfit" Edi Orioli managed to take victory for Yamaha. And indeed, it is the same rider who is also responsible for all of Cagiva's final victories. "Justen, I'll be honest," indicates our Dutch Dakar heroine. "Purely on looks, your Yamaha does win the fight. Beautiful thing!" But since looks are not everything, it is also important for Pol to judge the Super Ténéré on its handling. Therefore, after a short drinking break, she thunders toward the first sharp left corner and seems to feel right at home aboard this Japanese.

"It's weird, but you can actually tell by the shape of the engine. I'm not talking about the good looks, but the geometry and construction. This rides totally different from the Cagiva and BMW. The position when I stand is just a little too straight. Furthermore, you automatically sit a little higher in the gears on the Super Ténéré. On the forest trail I was in third gear, while the Cagiva was in first gear. That one, in fact, has a rather long first gear. That did stand out." The rally rider also has a comment to make regarding the suspension. A positive one fortunately. "I think Justen told me that this has HyperPro springs in it and you clearly notice that. In fact, it really is a lot better than on the two previous bikes."

Tom Vermeulen – Honda XRV750 Africa Twin from 1996

"I've had this bike for about five years now and I'm definitely not tired of it for the time being. I like it, especially after some modifications. Different brakes in the front wheel, good studded tires and I replaced the original fork for one from a 2006 Honda CRF250. Of course, the springs were adjusted for the weight of an Africa Twin. That really makes a difference, because before I was right up against the crown plate at the first best bump. It also makes the bike much more stable, especially with luggage on the back. This is important, because every year I try to make one or more trips abroad with my Honda. Then it is important that the suspension can handle those extra kilos and that is no problem now. The big advantage of such a motorcycle is that I can get anywhere. Last year, for example, I went wild camping in Slovenia for two weeks. Via off-road roads I ride up a mountain and then find a nice spot. I love it and that also works perfectly with my Africa Twin."

Iconic Japanese

After spending time on the Super Ténéré, it's time for the 10-time Dakar contestant to move on to another iconic Japanese. Without a doubt, the Honda XRV750 Africa Twin has undergone the most modifications from the original. The entire front end has been modified single-handedly by owner Tom. And it has had its effect on the experience Mirjam Pol receives from the Africa Twin. "The suspension feels great and of this quartet, it also has the strongest front brake. It feels much more contemporary. Of these bikes, the Africa Twin is the closest to my own Husqvarna rally bike. Also, the stance when I stand is pretty similar." In addition to these positive words, Pol also praises the 742cc V-twin, although she doesn't credit the Honda as the winner in that area. "If I have to make a choice in terms of block performance, I would put the BMW at No. 1. Of course, that is very personal and besides, the differences are not really extremely big. For example, the Honda also has a pretty smooth block, but the torque is mostly hidden in the mid-range. I prefer it a little lower in the revs, but fair is fair ... there is really very little to complain about with the Honda."

Surprising conclusion

In addition to making a personal top-4, the enjoyable day also provided Mirjam Pol with another surprising conclusion. "I am purely offroad oriented, but I now understand very well why the allroad segment has been so popular for years. Although you make an obvious compromise with a bike like this, it's nice to see that you can also seek out the unpaved terrain. And that certainly doesn't have to be done with the latest stuff, as this quartet of classic allroads clearly shows. This way you discover offroad riding for relatively little money, while you can also have super fun with those oldies. That's wonderful, isn't it?"