Whilst preparing our showroom for renovations we uncovered a T5 NOS rarity, which brought back memories of one of the strangest stories to involve a Vespa: the Paris Dakar rally
It’s one of motorsports most iconic races, but strangely the Paris Dakar is a relatively recent addition to the competitive calendar. Although The Mediterranean Rally had been held five times between 1951 and 1962, running between Algiers and Capetown, the Paris-Dakar only launched in 1977. It was the idea of French motorcyclist Thierry Sabine, who’d got lost in the Ténéré Desert during the 1975 ‘Rallye Côte-Côte.’ Unlike mere mortals, who’d simply have counted themselves lucky to have extracted themselves from that situation, Sabine decided that the terrain he’d got lost in would be ideal for an off-road endurance race.
The inaugural rally set off from Paris in December 1977, with 182 vehicles crossing the start line. Of those only 74 survived the 10,000 km course, putting the chances of completing the event at around 40%. The event rapidly grew in popularity, and in 1980 216 vehicles were at the start line. Amongst them was the most unlikely team ever to participate in the rally, four Vespa PX200s. The French team was led by Jean-Francois Piot with modifications being restricted to the air filter, tanks and presumably, tyres. Incredibly two out of the four Vespas finished the race; a success rate of 50% compared to the remaining field of entrants where only 79 out of 211 vehicles (37%) wrecked successful. The adventure, which covered 10,000km and crossed seven countries was a huge feather in Vespa’s cap, and soon afterwards the decision was made to enter a works team.
Transforming a T5
The model chosen by Piaggio to represent the brand was the T5. Although it wouldn't officially arrive in the UK until 1986, the model was launched in 1985 and to celebrate its arrival, four machines were specially prepared to take part in that year’s Paris-Dakar Rally. Unlike the machines entered by Piot, these were extensively modified. So much so that the best way to appreciate the extent of these changes is to take a photographic tour of the only surviving example which has been exhibited in various settings over the past few years at the Vespa museum in Pontedera.
First up, and most obvious, is the long range tank. On the face of it this is a simple modification, executed by extending the existing tank upwards using another, inverted, section of tank. However there’s more to this than meets the eye.
Because the tank pushes the fixed seat forwards there’s no room for the T5’s panel locks; so a set of Mk1 panels has been used. As these require a different frame mounting we must ask if this is a T5 frame with modified panel locks, or a Mk1 frame with a T5 rear frame section? Answers on a postcard… Eagle eyed enthusiasts will also note that the footboards have been shortened at the rear, presumably to give better access.
Whilst talking about panels it’s also worth noting that non-indicator panels have been used and the front legshields have no indicator mounts either. Whilst hanging around at the rear of the scooter, we can also see that an additional position light has been installed; surprisingly this is the only additional light on the machine.
Finally, the larger, externally mounted air filter box means that the petrol tap lever needs to be moved, now emerging on the left side of the frame.
As the Vespa’s engine is largely exposed, a substantial ‘rock plate’ has been added to protect the casing and exhaust. In this shot we can also just make out that the tyres are by Pirelli .
In a cunning move to avoid cracked ankles, the kickstart pedal has a reversed head, turning into, rather than out of, the frame. A modification that would have been appreciated by many road-going scooterists over the years! Finally, before we move forwards, the flow of air to the flywheel cowl has been increased by using honeycomb mesh rather than the standard slots.
Next up is the frame brace which runs from just in front of the engine mount to a point on the frame inside the toolbox. As the toolbox is still in place, this has required some very careful and neat cutting.
The final modification is to the headset, where it seems Piaggio engineers had already recognised the fragile nature of the T5 Mk1’s speedometer. In its place sits a rather agricultural alloy plate, to which a PX speedo has been fitted. This in itself is an unusual variant being orange and black, with Kmh reading and a neutral light.
There's also a unusual approach to the gear change switch gear- remember no indicators are fitted and the image isn't upside-down...
The biggest unanswered question is why, having expended so much time and money on the project, the scooters never made it to the start line? Instead three of the machines were broken up for parts with the museum example surviving, in the information board's own words: “By pure chance.”
Whatever the reason, this remains an enigmatic machine that’ s crying out for a road going replica to be built. perhaps the sheer volume of changes required to the standard machine has put off rally enthusiasts from embarking on such a project and with price of T5 Mk1’s rapidly climbing perhaps its just a pipe dream on our part.
However, back to the trawl through our parts shelves which set us off on this trip down memory lane. Whilst preparing for our new showroom and warehouse we’ve been into some long neglected corners and in one we found a piece of pure unobtainium, a New Old Stock, original Piaggio T5 tinted screen. We’ve only one in stock so if you need it for your restoration don’t hang around!
To search for T5 and other Vespa PX parts use our easy to search exploded views, give our sales team a call on: 01226 203377 or drop them a line at: sales@rondaleyscooters.co.uk
