Sahara by 2WD Fat Bike

Some images and info from Cyclo Long Cours and Blida Nostalgie

See also: Fat-e-Bike 2022

In 1986, long before the current fat-bike fashion (left), Jean Naud, a 55-year-old Frenchman set off to ride his three-wheeled bicycle 3200-km across the Sahara from Algiers to Timbuktu.

Brought up in Blida, just south of Algiers at the foot of the Atlas mountains, Jean Naud had made two previous cycle tours in the Sahara. One, as a 23-year-old way back in 1954, from Algiers as far as Ghardaia where he was born in 1931. And another in 1980 (below) from Zinder in Niger, north via Agadez and across the Sahara to Tamanrasset – a distance of some 1300-km. This time he was riding a bike running prototype, low-pressure Michelin fat tyres. At that time this route would have been just about all piste, but he recalls passing some Brits stuck in the sand near the Algerian border in their Peugeot 404, as he cycled silently past.

Although the Sahara isn’t all a wasteland of soft sand dunes, the thin tyres of a regular bike would easily sink or damage the rims on rocks under the required loads needed for desert travel.
I’ve met the odd cyclist in the Sahara. The big problem with off-highway pushbiking is the load needed to maintain autonomy, not least, water. On a conventional bike it’s barely possible without relying on passing traffic, because the tougher the terrain the greater your water consumption. Even in winter in the central Sahara, I’d guess you’d need five litres to cover about 60 kilometres on a sandy piste. And that would be a long day.

An automotive engineer, Jean Naud’s initial solution was to run fat tyres in 1980 in NIger. This time he added a second driven rear wheel to improve traction and aid flotation at pressures as low as 7psi. He then went one step further and devised a hefty hinged subframe (above) which could both raise and disengage drive from the middle wheel to reduce the drag and pedalling effort on firmer surfaces, or when running lighter loads. Mechanically, disengaging axles (as well as hubs) was commonly done on pre-electronic 4x4s in the 1980s, for the same energy-saving reasons. And today on lorries we commonly see lifting axles.

Using the modern Bob trailer on a fat bike (left) is a similar and probably more efficient solution. The added effort in towing the loaded-down third wheel, rather than powering it as Naud’s 2WD bike could have done, is negated by the weight savings and the lower centre of gravity. You get the feeling Naud was merely experimenting with novel engineering solutions, as he discusses in the video below.

Naud’s three-wheel ride to Timbuktu (below) included at least 2000-km of piste. The route he took to the Mali border across the Tanezrouft is actually a firm gravel plain, about as easy surface to ride or drive as you get in the Sahara. Naud reckoned 20kph was easy. Beyond that, it gets progressively rougher and sandier down towards the Niger River and, having ridden it on a moto in 1989, it’s hard to believe he managed to cycle the final section west along the Niger’s north bank to Timbuktu. It’s very sandy.

Even then, the Tanezrouft was the preferred route of the earliest Saharan motor crossings from the 1920s onwards by Citroen and Renaults (left; also using a ‘double-wheel’ idea to spread loads). The only problem in Naud’s time, was the Tanezrouft route lacked regular wells compared to the sandier but shorter Hoggar Route which Naud rode in 1980.

After visiting his childhood home in Blida, early in the trip while still unfit, it took Naud no less than eight hours to cover 14km on the climb to the 1300-m Col de Medea where the N1 tops out in the Atlas, before descending to the Saharan peneplain. Once fully loaded with 72 litres of water and another 60kg of gear, his 50-kilo monotrack three-wheeler weighed in at 180 kilos. That’s at least three times more than a modern touring bike, or five or six times heavier once fully loaded. Or, about the same as a small lightly loaded motorcycle ready for the desert. Imagine pedalling that!