From the ŚM archives: Jacek Czachor. Specialist in “sebum”. Issue 9/1995

I met him in the early spring of this year at the Sochaczew motocross. He then did not start personally, but watched from the sidelines, occasionally providing professional and valuable advice to Andrzej Tomiczek, who eventually won the competition. Since Jacek Czachor is a very communicative person, we agreed to talk about motorcycles and the aforementioned “grease”.

The beginnings of Jacek’s motorcycle career were typical for any generation of motorcyclists beginning their careers in the 70s or early 80s. It started with a bunch of buddies roaming the neighborhood streets on mosquitoes, car markets, jaws and other similar vehicles.

It was popular at the time, and I remember from my own experience, participating in the so-called “Spinners”. These were events organized in front of the Youth Palace or the Dziesięciolecia Stadium, and consisting of passing a well-marked event on time consisting of a slalom, eight and a few tight turns. Such events attracted many young “riders”, and one of them was Jacek, who rode a motorcycle. During one of these “spinners”, Roman Umiastowski, then president of the Light Motorcycles Club at the Palais des Jeunes, caught Jacek’s attention and persuaded him to join the ranks of competitors. This is how the great adventure with the motorcycle began.

In the winter of 1981, Jacek received at the club an old, dilapidated CZ 511 frame and an order to insert a Simson engine into it and thus build a 50 cc dirt bike. The frame was cracked in several places, so it had to be welded together. The young competitor spent the winter months in the club’s workshops, where he assembled his first sports bike from a jumble of various random parts. At that time, Jacek had an accident. In Komara, on which he was riding, the front fork broke, causing the moped to hit the asphalt with its head. Following this accident, Jacek spent a month and a half in the hospital.

1982 saw the first sporting successes. Beginning in the Polish Cup, he obtained a moped license for a motorcycle and a motorcycle license on Java Mustang. He was then 14 years old. Although 13 years have passed since those first starts, Jacek vividly remembers his beginnings on a motorcycle. Just before removing the vehicle from the fleet, it turned out that there was a nail in the rear tire. There was no time to fix it, so Jacek hit the road with a flat tire, inflating it from time to time. Despite this, he managed to win the crossover test, but with no air in the wheel, he had to lose the observed driving stage, eventually taking fourth place in the Polish Cup final. Third place, horror of horrors, goes to the girl. Because of this, Jack was the butt of jokes for a few more years.

Also in 1982, the newly created competitor made his first starts in the Polish motocross championship in his 50s. Competition was fierce then. Today’s major competitors took part. Jacek finished the competition generally around the tenth position (out of forty starters). At the same time, he won the title of Warsaw district champion. In the first elimination of the championship, the second came, behind Artur Wajda (yes, yes, that’s not a mistake – Wajda also started with motocross), he won the other elimination. It was then that he received the club’s first “real” motorcycle, the CZ 125.

Lech Wangin: Since presenting the full rich history of Jacek’s departures would exhaust the volume of the issue of “The World of Motorcycles”, I asked about the greatest successes according to him.

Jacek Czachor: I consider attending and completing seven consecutive six-day training sessions my greatest reason to be proud. These are events of the rank of the enduro rally world championship and finishing them is a great feat that most of the several hundred competitors who each year stand at the start of the longest running motorcycle event (having raced on Isle of Man). My debut in six days took place in 1987 in Jelenia Góra. Then successively: in 1988 in France, in ’89 in Germany, in ’90 in Sweden, in ’91 in Czechoslovakia, in ’92 in Australia and in ’94 in the USA.

A car accident excluded me from the national team for a six-day trip to Assen, the Netherlands, in 1993. However, at the instigation of Marek Dąbrowski, a teammate, I went to the Netherlands and, as the “dwarf” of the bike, I helped our competitors if there was a fault on the course. And it should be emphasized here that outside of road competition and in special stages, the fight against the tenacious matter of motorcycle mechanisms is a salt that gives spice to enduro competitions. Considering that foreign aid is prohibited on the rally route, which does not prevent everyone from using it, one can realize what a responsible task the “dwarfs” have to perform.

So I also had my share in the great success of our team – winning the team enduro world championship title in 1993, for which, after my return from Assen, as a sign of appreciation, I received a special cut from the PZM authorities. In this lucky year for Polish competitors, I also took 10th place in the individual 80cc Enduro World Championship, only taking part in two out of ten eliminations. I just couldn’t afford to start in more kills.

On the other hand, in the national backyard, I won the title of Polish Enduro Champion twice and the second six times. I won my first runner-up spot in the first year of competition. I have been in the national enduro team since 1986 until today. I have always viewed my participation in motocross as enduro training. The greatest success in motocross is fourth place in the Polish championship in the 125 class.

Jacek Cachor is one of our leading specialists in the field of motorcycle infiltration through sand and mud, grassy meadows and rocky mountain trails – in short, he is one of the leading motorcycle riders. enduro

LW: Seeing Jacek talk about his starts with a twinkle in his eye, I decided, a little out of spite, and a little in the hope that he would let me in on some rally driving secrets, to ask him a question. stupid: Listen, but what fun in the mud on a motorcycle that hits all directions?

JC: When I’m walking in the streets, normally I would never go into a puddle, but on a motorbike it’s completely different. Driving in rough terrain is great fun. Only here is it possible to cross it, and in relatively safe conditions, since the speeds in fine sand or marshy mud are lower than on dry, hard ground, not to mention the asphalt.

An off-road motorcycle is characterized by the fact that in swampy mud or sand, if left undisturbed, it practically rolls on its own. The competitor must not be tense, he must not hold the steering wheel firmly, he must be loose and flexible in general, and he must not be afraid when the machine “lunges”. The engine should clearly “pull”, but at the same time you should avoid too high revs, the machine maneuvers better at full throttle than at closed throttle, while braking should be decisive, but sensitive.

Contrary to popular belief, the front wheel also plays a major role in off-road braking. And, of course, braking with gears. You have to be very sensitive to the brakes to keep the wheels from locking up. Also, the key to success is gas sense. The rear wheel shouldn’t spin too much, because that’s where you lose it. Also, you have to add weight to the machine by resting your legs in the footrests, you often go standing in the field.

LW: How has your gear changed over your riding career and how has it influenced your riding technique?

JC: When it comes to riding technique, more has changed in motocross than in rallying. The power developed by the engines of off-road motorcycles has increased considerably, modern disc brakes brake much better than the old drum brakes, but the greatest revolution has occurred in the suspensions. All these technical modifications made to the motorcycles make it possible to drive faster on hilly terrain and above all to make much longer jumps.

Following the change of motorcycles, the motocross tracks have changed, where competitors now fly several tens of meters in the air. These long jumps require you to learn the difficult art of steering a motorcycle through the air. Enduro rallying is now faster than before, but thanks to the features of modern rally cars, which differ from cross bikes only in the presence of lights, rally driving has become easier. In addition, modern motorcycles are much more reliable and durable than before.

LW: What advice would you give to those who would like to start a competitive career and follow in the footsteps of Peterhansel and Kinigadner?

JC: Don’t hesitate because it’s really fun. Don’t be discouraged if they don’t have a lot of money. You don’t have to start riding a superbike right away. To start, an ordinary Simson is enough. If someone has more money, he can buy small Japanese. Practice riding on the terrain, but don’t jump straight onto the motocross track or over muddy puddles, but exercise on flat gravel or hard-packed dirt.

Practice off-road cornering technique (weigh the front end; sit as close to the steering wheel as possible when entering the curve), learn to stand on the bike. Learn the basics and gradually venture into increasingly difficult terrain. Having a light motorcycle (for example a Simson), you can join a club, for example the Youth Palace in Warsaw (of which I am one of the instructors), and then just climb higher and higher.

LW: When and where will you be seen in action?

JC: The most important thing for me is, of course, the start of the six-day race in Jelenia Góra. I want to do my best there, especially since it may already be my last six days. I would like to win the gold medal individually, that is to say to stay in time at most 10% worse than the best player and of course to take the best place for the team.

At the Polish Championships, I would like to be in the top three (at the moment I am third, but there are still two qualifying rounds to go). After the season, I would like to sell my bike. If I can’t find a buyer, I will start motocross in Sochaczew on November 11, and during our conversation I want to thank the Automobile Club of Poland for helping me, in whose colors I currently compete.

Thanking Jacek for the conversation, I made an appointment with him for the next meeting on the roads of Jelenia Góra, from where Jacek would warmly tell the readers of “Świat Motorcy” about his impressions.

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