Benelli 125 Sport

27 Фев 2015 | Author: | Комментарии к записи Benelli 125 Sport отключены
Benelli 125 T
Benelli 125 T


Kawasaki KE175D2, Yamaha Suzuki TS250ER and a Benelli 125

THERE has been a quiet going on in British biking in years as more and more turn to trail bikes, having no intention of ever their machines off-road.

easy to see why. Since the invaded and conquered the small market in the UK, they have to produce ever more motorcycles to display their prowess. All very clever, but not wanted multiple cylinders, camshafts, double disc and all the weight and bulk that with them.

Then an appeared. Small capacity that were true with highly-developed versions of the engines ever invented, two-strokes.

These bikes a delight to ride. No more countless valves up to zillions of to extract a decent performance. The bikes had torque and with no to speak of would fairly zip from any revs.

Steering, and suspension developed to cope the rigours of rough riding better on the road than road bikes. We reckon many of you aren’t too bothered one trail machine will up a sheer rock face, or will skim across mud. If you are looking for a bike to to work on or to pop wheelies with in the street on Saturday mornings, you to know how it goes on the road,speed, braking, fuel consumption.

what you need is a full performance analysis such as find on page 54. So much for you What we needed after of being cooped up in the office, countless hours of enforced drinking and similar hardships are all part of a journalist’s lot, was a of days let loose with trail irons and lotsa open spaces.

Salisbury has much to commend it. Firstly, only a few miles away Poole, so we don’t have to a day getting there and secondly, about 30 miles wide and 25 deep and is crisscrossed by tracks, and other vehicular rights of There are few roads and fewer and people.

You want to know

The population of Salisbury Plain is a race of men with dark faces and small trees out of their hats. They live in holes in the ground, they can be seen hastily in the copses that litter the or can be spotted tearing aimlessly in huge, noisy tracked burning up taxpayers’ money. are ‘the army’ and should be with caution, because don’t like people at them when they are at wars and they have the to display their annoyance. guns, howitzers, etc.

The arms and artillery ranges prominent red flags when are in use, so you’d have to be to get your head shot

Occasionally you’ll ride the middle of an exercise and if they are the Battle of the Bulge in the middle of RUPP, it’s best not to that you have a perfect to ride through their and tank formations.

With all in mind, Neil, Merril and Bob set off to try a KE175D2, Yamaha DT175MX’80, TS250ER and a Benelli 125 Enduro. Due to an dispute, the fourth rider who was our photographer, couldn’t come This meant we had to leave one behind each day.

125 Enduro

Benelli’s 125 Enduro so odd after the stereotyped Japanese bikes, you can’t help that it must be terribly at something in particular.

The feeling is by a variety of purposeful-looking bits. a box-section swinging arm and knobbly Or trials-style gearlever and rear lever, too far away from the to be used without lifting feet off the pegs.

These are the type, albeit not spring-loaded and aren’t any pillion pegs — no brackets, even, which the number-plate ovals on the side

There are precious few trick but the control cables have oilers as well as rubber to keep muck out of the knurled, adjusters. And Benelli definitely bonus points for having spring pre-load settings can be altered by hand.

It’s an Enduro so you’re prepared to put up a few of the on-the-road hassles that are to come from a refusal to off-road ability. Things having a tiny speedo gets inaccurate at speed, is by cables from 20mph, and no trip meter.

There’s no rev either, but I doubt whether any of the in this test need

The Benelli is the only bike to run on mix-in-the-tank petroil, which is and a nuisance, especially as there’s to store an oil bottle (or the handbook). But all competition bikes run on petroil, they?

There’s no off-road however, for having such a reach to the front brake that even an ape would two grabs to work up any leverage. The turned out to have the least brakes of the group, but not much than the Yamaha.

Then are a few things that start doubts growing. Things you seen since you rode last Bantam. The tin, switch blocks could he from any British bike of except that British used to have dipswitches.

If the Benelli’s got one, it’s hidden among all the other knobs.

There’s an MZ-type ignition key that doubles as a switch. This would be a eccentricity if only it would in. After a while, any rider reaches forward to poke the key down when the engine out.

Despite having its on the lefthand side, the Benelli reliably. Just as well, because the engine cutout is an on/off type that labelled on/off. If the engine was to start, you could be kicking for never knowing whether or not the was switched off.

It goes saying that the gearchange is on the and that the lever moves up to down. Try not to get confused if you stall in a because you have to find (without an indicator light) you can restart the engine. Time-warp continues with a chain only Raleigh would use although it never gave any or needed adjustment during the

Unmoving experience

Looking at the figures leads you to expect a 125 quick, nearly as quick as the DTI 75. But riding around on the road is an experience. The performance is there all but it has to be wrung out of each gear jerking into the next

Most of the time it’s to sit back and relax in the image of one hot stuff over mud and rocks.

way you’ll save money because the Benelli has a vicious for a 125. (As with all the bikes in test, expect more in road use than the 46mpg This reflects much screaming through the countryside.)

performance testing revealed one of the lesser design features. felt a bit insecure while through the timing lights on the prone run of 65mph. A quick round after the run showed the bolt to be missing its nut, the bolt not far behind.

And that’s all the bearing is a nut and bolt.

A few more showed up when we headed for the It didn’t take too many and rocks to shake off the sidestand Once again, Merril was the rider when one of us spotted the dangling, just waiting to dig in on the left-hander.

An aerolastic replaced the spring for the rest of the test.

problem was that we didn’t tackle any logs or large on the Benelli.

It has good ground a reasonable sump protector, and controls well out of the way, but the system dangles several below everything else! piece of design defies even though the Benelli unique in protecting its bash with an exhaust pipe. the NVT Rambler?

Mud was kept down at the back, but the 125 Enduro disgraced by obscuring its own headlamp and filling in the fins with mud. isn’t enough front But the run was finally over when (again?!) found herself a ripped tube in the rear

It has to be said that the Kawasaki have a security bolt but it didn’t disembowel itself.

when deflated to 15psi, the knobbly merely performed as as the trail tyres of the other Riding on wet tarmac demanded an helping of caution, obviously, but a low-speed squirming was the only quirk in the dry.

Off-road, the never quite felt In practice, wheelies aren’t unless you slip the clutch to get the up. As the figures show, the bike short of power at the top end and even pull is better than the Suzuki.

But, despite at least as low as any of the others, there’s down low.

No suspension figures are available from but it’s obvious that less movement available on the 125 than we’ve come to from trail bikes. spring take up is stiff and damped so, although the bike can get most trail hazards, the has to put up with a lot of pitching and bouncing.

suspension, low gearing, foot well out of the way. mmm. be set up for trials riding. while on the pegs — … up, head the front axle. Standing up your left leg to push the on to its ratchet, but once that has been silenced, it’s a position and accurate steering is at a snail’s pace.

You have to the technique of slipping the clutch two fingers while holding the with the other two for low-speed but that’s not so hard.

For a while, I I’d found the Benelli’s purpose, so I proceeded to ride slowly in figures of eight, trees with an impressive of body lean. But the illusion was because the Benelli couldn’t do that couldn’tbe done on the with much less


I’ve never an enduro, but I wouldn’t fancy my on the Benelli. True, trickleability be needed all that often, but I think the suspension could out many bumps at speed. the first stepped rock or trunk, you’d be running an exhaust system.

Trials riding would to be j ust for fun. Any competition would be as soon as you let the revs drop in a bit.

There’s no doubt the Benelli 125 Enduro would see you any trail ride. You’ll put a bit effort in than other that’s all.

As a road the Benelli falls down on With a flywheel magneto of 28W output supplying a 25W headlamp, 10W lamps, and a 5/18W tail/stop it’s not surprising that the glow varies with speed. The controls and switches do not easily to hand.

Many of the we’ve come to expect fall to hand at all.

At including VAT, UK importers TKM are to be able to undercut the Japanese trail bikes. But even the discount dealers move in, the isn’t great; Ј77 cheaper Suzuki’s TS125ER and only Ј22 than the Yamaha DT125MX.

yesterday’s technology at today’s doesn’t make a lot of sense. got to want very much to be

Neil Millen


AVERAGE is a dirty word in motorcycle market, where the for higher technology gets with every new model. Yet have scored an all-time record in our Star Ratings for the

The old TS250C was a bit of a throwback to the early trail bikes, but the ER promised to all that, even though it a modified form of the old engine. An frame hung with all the artificial aids to good and dressed up in the latest moto-cross looks impressive, so what wrong?

Some of the nicest about the way the Suzuki feels are due to its The side panels and seat in a fat, smooth curve is easy to grip with legs for long periods standing on the pegs for off-road The frame had none of the ground problems we found with the despite a seat height most people can cope

Now so average

Leading axle are now so average that they’re commonplace on street bikes. The goes for box-section swinging even though Suzuki painted theirs silver-grey to sure you notice it.

The rear end is by inverted gas shocks with the dual-rate springs I’ve seen. You’re nobody you’ve got monoshock set-up

said all that, the suspension did its job by giving a comfortable ride on any Combined with good of the bars, seat and footrests, it had a easygoing feel reminiscent of XL250S. The only times the let itself down were accelerating hard across — the rear wheel had a tendency to although this didn’t the steering.

Hopping under was virtually eliminated by the fully-floating unit. Stopping on the trail is an untidy process with of locked rear wheel, but not the Suzuki. At MIRA it was easy to the rear wheel on the verge; of for maximum effect.

The braking for the Suzuki compare well the best stopper in this the Kawasaki, but aren’t as good as the we got with the XL250S we tested February.

Living with a is often more demanding borrowing it for a few and we noticed a couple of on theTS that could endearing on one of our Marathon Tests. It is that every bike have fork gaiters to grit out of the oil seals, but surely is essential for an off-road bike. reckon that … look better, but I don’t the rubber wraps spoil the or the Yam in this test.

Keeping off the rider is also important on a bike. The Kawasaki’s

wrap-around is a good attempt, but the Suzuki’s hanging flap is particularly

If things go wrong and the tyre doesn’t work (it never for me), it’s nice to that the rear wheel out without disturbing the chain or its QD wheels are becoming a fading so you’d think Suzuki be proud of theirs, but the near-useless handbook keeps it a secret. repairs must be considered too for the home mechanic.

You’ll to leave the book at home because it’s too big to fit in anywhere on the

After riding the two 175s on our outing, the Suzuki felt Low down poke was nowhere to be This was especially noticeable if an handful was needed to keep the wheel light over a or ruts at an awkward angle.

was it so easy to trickle around on a throttle despite similar to the smaller bikes.

Mid-range is quite good, but it comes in at4000rpm. On a loose or otherwise surface, this can turn the sideways if you’re not ready for it. I became accustomed to the bike, green laning became opposite-lock fun by whacking the throttle at 4000, but don’t tell the Association I said so.

This of mid-range pull is subjective, because our flexibility figures the Suzuki to be much less than the 175s. Hauling its weight forward on grippy isn’t as easy as spinning the wheel on a loose surface.

As the engine speed approaches the red line, the power dies again. Not so important on the trail, but this lack of top-end prevents the bike from quick on the road.

Again, the figures tell the whole Despite the extra ccs the Suzuki was 0.28secs quicker than the up the standing quarter mile. wasn’t much difference in top either, and both 175s faster when carrying a

Even Honda’s four-… the XLS, can equal the Suzuki’s record.

Inevitably, the Suzuki’s engine used at least as fuel as the 175s — less the Yamaha but more than the and more than the four-… 250. The only bright here is that the smaller buzzed their way through a lot oil.

Gears were there when they wanted, with or without a that was light enough to with two fingers when the needed a little low-speed Despite the mud, water and starts, the chain only adjusting once, by a small

Headlamps that illuminate the in t dark seem to be surplus to i trail bikes and the Suzuki’s 6V unit is no exception.

Instead of time trying to poke back into points you can walking home before it dark if the electronic ignition up miles from nowhere. The two standard mirrors, and everything for that matter, survived stuffed intp the ground so often. Apart from the stripes on the side panels rubbed off on our legs, the detail and fittings on the Suzuki were

You get a rev counter to look at when bored and a spot-on accurate Below these are the usual lights. Mileometer and trip are in the speedo, but zeroing the trip is a one-mile-at-a-time chore.

Why do manufacturers that trail riders to stand around twiddling

The switchgear is standard, the seat is and has a built-in helmet lock, and the tools sit in a tray instead of stuffed up a not-quite-big-enough tube for to pinch them from. The oil filler is also under the where it’s easy to into and a low oil level shows up in the glass in the left-hand side There is a steering lock on the fork yoke and the ignition key all three locks.


So why you buy one? A good question and not an easy one to answer. I enjoyed the TS250ER and I wouldn’t have its lack of useable power so if we hadn’t had the Yamaha and Kawasaki for direct comparison.

I liked the way the bike rode the bumps less pitching and a softer can make things smoother on the when you can’t always as much control over right wrist as you’d to.

For tarmac riding, the Suzuki has of a big-bike feel in comers and the is much more generous if you to survive a long run. isn’t much room for two on the smaller trail bikes.

But the 175s make more for serious off-road work at When you have to resort to yourself and your bike out of a there’s no substitute for low weight and the bike is also going to be the tiring at the end of a long day, roughly equal engine and performance.

Neil Millen


WITH ‘electro-fusion’ box section swinging arm, CDI and a broad power band system, the latest Kawasaki 175 iron promised to be an interesting especially off road. Even so, we surprised and delighted by the KE175D2’s nature on a wide variety of going and were equally with its tarmac performance.

At we found the Kawasaki was faster, and more flexible than the DT175MX’80, its nearest competitor. As trail bikes spend 90 of their lives on the road, and never see a trail at all, track advantage puts the clearly in the lead. But all trail are a compromise between off-road and on-road suitability, so from experience we guessed the Yamaha was all its glory for the trails, where it outshine the KE.

Yet the Kawasaki was not to be outdone on the by any of the other three puddle-jumpers we along on our exploration of the forgotten of Salisbury Plain.


The test started with the blue moto-cross styled D2 pounded over 170 miles to from our Poole office, by a hard thrashing up and down the straight and then another back to Poole. The Kawasaki not survived but passed this ordeal with flying

With a top spee

d around (72 prone, 67 upright) the KE buzzed the roads without running of breath. The broad spread of (equalled only by the Suzuki meant that the reed motor would pull out of roundabouts and when overtaking, the usual flurry of activity in the departments. The five ratios well-spaced to make full use of the power band which across 55mph in top against the 46mph.

This flexibility was clearly at the track. Whilst the time to accelerate in top gear from was only half a second than the Yamaha, the Kawasaki from 40-60mph in 8.67 compared to the DT’s sluggardly seconds. On the road this the Yamaha rider would to go down one, or even two of its six to overtake, while the Kawasaki just opened up in top (fifth) and past with ease.

to Kawasaki, the KE’s engine output has been substantially to produce this broader of power. Reed valve and a new exhaust system have peak power to be achieved lower, and peak torque, up 1.7kg.m. to 1.9kg.m. now occurs at instead of 7000rpm with the KE.

Not only did the KE accelerate quicker second better than the DT a lA mile) it stopped quicker

The Kawasaki’s brakes were under 10 percent better one up and 20 percent better two up.

Perhaps the surprising feature of the Kawasaki’s 16bhp motor was its fuel At MIRA we measured the fuel of all the trailsters with our Petrometa and the KE the least thirsty of the lot. At a 60mph it clocked 63mpg the 53mpg of the Suzuki TS250ER and 125 and the lowly 40mpg of the Yamaha.

blemish on the Kawasaki’s faultless and efficiency record was a 130 miles-per-pint oil but even this may have partly caused by the KE’s failure, which developed a drowning on the first day’s ride.

Merril ‘Boobytrap’ decided to give Neil a soaking when the effects of his o’booze session became

This involved Merril and KE a lusty plunge into the Neil was busily filling, but the was deeper than it appeared. As and the Kawasaki disappeared below the all that could be heard was hysterical giggling and the bike’s exhaust. The CDI electrics were so insulated that the engine to run until it filled with via the air intake under the seat and then one of the winkers could be stubbornly flashing two feet water.

After draining the carburettor and airbox, we were when the Kawasaki fired up and ran after two prods on the kickstarter. The ran happily for the rest of the day’s riding and only revealed its disgust at being used as a on a long, fast road to the next set of trails the following

Clouds of smoke

After fifteen miles, the motor faltering and pouring out clouds of white smoke. The oil injection was functioning correctly, so we deduced the smoke was the result of oil being into the crankcase from the via a strained gasket.

The plucky stroker still managed to back to base, even if it did out a sizeable portion of Wiltshire en Before the Kawasaki threw in the however, we had had plenty of time to its off-road capabilities on gravel, sand, mud, ruts, and a course, not to mention streambeds.

Benelli 125 T

The flexibility which made the so pleasant to ride on the road, endearing qualities on the rough Up on the pegs and manoeuvring round was a doddle with bottom pulling from 3.6mph, one mph slower than the DT managed.

An problem with stiff was overcome when we readjusted a steering head bearing. front wheel to a vertical depending on the riders’ weight and was controllable enough for even us journos to avoid rolling up the plate. The KE would also the front wheel in second and gears with a pull on the useful when potholes underneath the front wheel.

It was impossible to be caught in the wrong and third and fourth were for smoother lanes, although it was fun to one gear and step the back out under power for bends.

was light and easy thanks to the shift drum being on ball bearings in this KE. Even clutchless changes, a finger daren’t be spared gripping the bar to operate the equally clutch, were smooth, but were some false particularly between third and which were annoying.


The leading axle forks and laid-down rear with 8in. and 5V2in. of respectively, provided good and springing at both ends. the worst surfaces tackled at did not manage to confuse the suspension throwing the bike off line or letting the shocks get through to the As we have frequently noticed trail bikes, the suspension better ride and handling on the than many roadsters.

for road-only machines can be designed to under much more conditions, so it suggests there is a lot of suspension development work undone.

Tyres were a compromise, being progressive cornering on the road, and reasonably in most off-road conditions

Box section swinging arms to be all the rage this year, and have even painted silver in contrast to the black

to make sure you notice it. As as aiding torsional stiffness, feature matches well the moto-cross styling of the D2. Other MX features have varying of merit.

The high-level exhaust system is well clear of the rider, good access to maintenance and is difficult to dent, even in a

Lightweight conical hubs and rims reduce unsprung but there are no security bolts to tyre creep and rip-out when running low tyre for extra grip in the mud.

impact resistant plastic is for mudguards and engine covers, a useful weight saving. But the guard is too short at its rear to mud clogging the motor when the gets sticky. Also, is nowhere to store the handbook.

The sleek tank and seat looks good, but there is no knee-gripping point when up on the so difficult sections soon get The tank’s slim looks its 2.1 gallon capacity which around 120 mile range. The 1.5 gallon tank, by comparison, only 60 miles per refill, but would be stretched to 80 miles by a road-only user.

Despite the KEs weight saving wonders, the DT in just 71bs. below it We weren’t very impressed the trip meter, which its digits to be cancelled one at a time by twiddling and none of us were when the knob got fed up and dropped

The standard of switchgear and electrics was and the 35/35 watt headlamp was for night use. The toolkit was the bare minimum, but average for bikes. Qverall standard of was good.

Perhaps one of the most advances made with the KE175, in terms of sales at is a price reduction of Ј20 to Ј669 In value-for-money terms it’s a

Bob Goddard.

Yamaha DTI75

DT range of trail machines has quite a reputation in recent for highly efficient off-road combined with excellent characteristics. And the DTI75 has established as the firm favourite with of bikers in Britain.

Both and Merril considered it THE number one machine and in 1979, the DT175MX was top selling motorcycle, bar none.

it is hard to improve upon the Yamaha made a number of to produce their DT175MX’80 which we assessed on the road, at and over Salisbury Plain. the monoshock rear swinging arm is of square section tubing for cosmetic reasons, but might improve its strength too. A air filter box and different carburettor give smoother running and acceleration.

Somewhere along the the MX’80 has gained an extra at the same 7000rpm and torque is up 1.64kg. m. to 1.7kg. m. at 6000rpm.

A new cable has been fitted to all the DT singles which removes the to ever reset the oil pump. A and pulley wheel, combined a junction box, does all the for you automatically.

Fresh colour

The only other changes are a new guard and fresh colour and graphics.

Clearly none of changes can be considered a retrograde but Geoff and Merril no longer the DT175 to be top dog. What has is the competition has caught up and overtaken top seller.

Geoff rode the DT up to a journey including every type in its 170 miles. While is prepared to admit that his posterior takes some on small bike seats, he the DT’s uncomfortable after 40 and by the time he got to our hotel near needed several pints he could talk about else. Others agreed the was harder on bums than the three trailsters and there was room for a pillion passenger.

speed sitting upright at t lie track was 64mph. Although the unusual tendency to read low this was ;i is still that a bike with six to choose from should the engine running out of revs in top 70mph. Perhaps, we thought, the Y am aha has of low torque to enhance its off-road but the KE had a lower non-snatch speed, a higher first gear, as as achieving a higher top speed at revs than the DT.

In short, the MX model is not so flexible, although it be remembered that its spread of would have been excellent only a couple of ago, such is the rate of in trail bike design,

the Red I .ion’s best began to

the pain in his …, Geoff that the DT was very easy to handled and steered well and had a motor. The tyres gripped on tarmac but had some unsettling The light front end and sensitive let the rider feel every of the front tyre as it bit into the which gave a juddery to the bars.

Leaning for bends was a affair as the weight transferred centre tread blocks to blocks then sidewall Not surprisingly the tyres whitelined too.

On the trails, the tyres excellent. The DT flew up a stepped covered in loose sand wheelspin, while the KE ran out of grip and Merril half way up. Bob decided it was to show Merril that and technique were the only preventing her from getting to the top and to charge the hill on the KE as he had with the DT. to Merril’s delight, he landed in a only a couple of feet where her excursion had ended.

A second attempt failed earlier and proved conclusively (so Bob that the DT’s tyres infinitely better than the in deep loose sand.

were also very at dealing with mud, the bike to climb out of a stream up a wet bank without wheelspin all the other bikes had to be legged up. The efficiency could be further by safely lowering tyre thanks to security bolts to both front and rear rims.

Traction at the rear was aided by the De Carbon monoshock suspension, which gave 5.7 of well-damped rear wheel The effect was deceptive. The rear soggy but never bottomed, all bumps and coped with from fast deep to hefty jump landings getting upset.

The nitrogen-filled unit had five pre-load

Gasping and wheezing

The front were also softly and damped, closer to trials than moto-cross, but didn’t on the downhill steps of the scrambles They were fitted gaiters which could be gasping and wheezing like a octogenarian. Any manufacturer who produces a bike without fork plans to sell a lot of spare stanchions, bushes and oil seals, so should be congratulated for their practice.

The steering which so light and sensitive on the road off on the rough, where wheelies easily and slow speed was excellent. Steering through the water of a river bed was simplicity at less than walking and the engine kept chugging at low revs despite being submerged in cold water. The circle was noticeably smaller the Suzuki 250.

The brakes a good deal of drying out the stream riding and squeaked protest thereafter, hut the single-leading-shoe stoppers were not very before we went trailing.

At they gave the worst stopping distance at 182 feet BOmph,

and were hopelessly with a passenger, taking 232 to stop at the same speed.

If the did not encourage two-up riding, the consumption did not suit long touring either. Geoff had to three times for petrol on his …-busting burn-up to MIRA only 77 miles before Our Petrometa tests showed

At a steady 60mph the Yam burned a for every 40 miles, compared to 53 for the and Suzuki and 63 miles for the miserly The overall 38mpg figure is low most of the miles involved on the trail, but even so an owner expect no more than with normal road Oil consumption was also heavy at

What was the DT doing with all juice and lube?

Although the beat the Yamaha in the flexibility the 250cc Suzuki flunked the top acceleration tests taking 13 from 30-40mph and 12.8 from 40-60mph. The Yamaha 8.96 seconds and 11.02 respectively, while the Benelli 9.65 seconds and 11.08 not so far behind the DT on the higher speed where the 125’s peaky began to show through.

The six speed gearbox gave and smooth changes, both and without the use of the wet multiplate clutch. The was well placed to operate the toe of your riding boot standing on the pegs over stuff — very handy. The leg’ clutch lever was as were all the handlebar controls and the was up to Yamaha’s usual high

The electrics were fed by a 6-volt,

hour battery, kept up with power from a magneto which also the capacitor discharge ignition. MX’s had a 6-amp-hour battery. A watt headlamp provided illumination for night riding on lanes up to 60mph and the big, 5/21 watt tail/brake was a good safety feature.

The calibrated speedo and rev counter illuminated by a soft, green which prevented glare. 17 watt indicators winked at without the headlamp dimming in

The Yamaha looked smart and in its latest colour scheme, but the was somewhat conservative and it was not so eye-catching as the or bright yellow Suzuki. standard of finish was high.

Despite being overshadowed by the new KE175D2, especially on engine the DT175MX ’80 still on suspension thanks mainly to the cantilever system at the rear. The tyres are much better off than the Kawasaki’s, although feel a little less on the road. All in all it is still a good buy at inc.


Benelli 125 T
Benelli 125 T
Benelli 125 T


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