Benelli 654 S Tornado

2 Мар 2015 | Author: | Комментарии к записи Benelli 654 S Tornado отключены
Benelli 654 T

.The Benelli 654 is full of The handbook, in Italian, has a page caratteristiche techniche. A-Level or a moment’s thought will you the meaning. You may not grasp alesaggio e which features on the same but the adjacent figures are self-explanatory: x 53.4mm. Now, four 7rr2h where ft equals

Wait a minute, here’s I’m looking for, the totale or engine size to Giacomo: 603.94cc.

That is, id 604cc. It’s not a 650 at all. And you the Japanese were cunning.

You may too, why Benelli want to the field of the middleweight transverse at all, when there are some 25 models in that more than half of are four-cylinder machines. The answer, of is that Benelli produce the range of transverse fours in where high import neutralise Japanese competition.

The should properly be directed TKM, the new Benelli Concessionaires’ company. They’ve chosen to Benellis into Britain, 40 new dealerships to improve spares and (and spares are already dramatically reduced in price, this probably has more to do the strength of sterling) and mounted an campaign in the bike press to the new venture.

You’ve probably the legend The Benelli Brothers made Pizzas — sure they didn’t, but bikes cost a lot of dough. At the 654 is Ј450 more than the 650Z, its nearest counterpart the Jap fours, and Ј600 more Kawasaki’s 650B, which has a overhead cam. So, what do you get for money?

To start with, you get a which, despite its effectively engine, looks and feels Italian. Where the 504 has definite tendencies, the 654, with its bars and footrests mounted forward, offers more of a position, but the square styling, fly-screen and cast wheels the sports breeding. The finish is and the attention to detail reassuring colour has been described by one as a ‘dull, brick-red’ — the handbook it Amaranth'; either way, it many favourable comments).

The seat is broad but rather as is thejank, so at first the bike bigger than it looks. The while sensibly laid look like rejects an Italian Monopoly game in and colours. The designers have chosen to cap the rear wheel with a rubber, a fanciful which serves no purpose than to complicate the chain-adjustment to get the caps off you have to remove the

The 654’s compactness gives it, a heavyweight look despite its lines. Certainly it feels than the 4001b dry weight by the manual, but this initial may well be caused by the problems of the bike in a small space, a not helped by the slightly restricted lock.

The flimsy ignition key is into the handlebar-mounted switch: a of the progressive choke and a dab on the starter and the engine rustles and whispers life. There’s no need to that the sidestand is up — it won’t if it’s down — so I wait a to allow the last of a shower of to … away and then out onto the road.

The day is hot and muggy, the road already dry the shower. The bike feels but the throttle is responsive and the engine punchily through the gears. I I’m going faster I am, an illusion most fours when they’re kept in the half of the rev band but, only 1,100, miles on the I’m reluctant to use whatever lies above the 6,000rpm

Even so, I feel a little there’s still that of weight, as though the bike has a load somewhere.

Just as I I might open it up a little, a forces me to take shelter. I don my oversuit and set off into the gloom and the suddenly and surprisingly, becomes a joy to I sweep into roundabouts, white lines with brake firmly without and roll at less than pace between lines of to the head of traffic queues. The steering and balance are exceptional.

I home in sunshine again, and a closer, less dismissive at the 654.

The Michelin M38s are an contribution to the roadholding; they’ve the less rain-worthy Pirellis. The brakes are linked a la Guzzi, and I no difficulty in adapting to using the brake pedal only those who don’t know, the operates the front left and the rear disc simultaneously, 70 per cent of the load to the front and 30 per to the rear; the right-hand disc is traditionally, and is used for heavy or extra control). They perfectly in the wet but the discs, being left the front of the bike in a solution of rust and water.

The duplex frame and tubular arm offered no clues as to why the Benelli so well, though Marzocchi helped. But if it handled so well in the 1 thought, what would it do in the

Using the Benelli as a commuter there was little opportunity for me to the motor’s claimed 60bhp. town, fuel consumption 46mpg, though a leaking tap gave one reading of 38mpg. The bulb failed after 200 The mirrors remained vibration-free up to and were still more useful above that The light clutch and precise gave an easy ride in though the steering was slightly on corners.

Acceleration was always and, as you would expect, changing was unnecessary for most in town. The oil warning light capriciously and the indicator warning showed on after the leftside packed in at 1,350 miles: the light panel is theatrically anyway.

The toolkit, in its nasty roll, is reasonably inadequate the screwdriver is a bad joke and there are no keys — but then it’s under the seat after There’s no helmet lock, and the indicators are integral with the rail, demanding a complete for the fitting of carriers. However, problems didn’t affect riding which was always although towards the end of the 400 miles I in and around London two faults

One was disconcerting, but not serious: the motor cutting out on the overrun, especially on

The second, while only a suggested future problems: the lever required two hooks of the foot to change up. No amount of adjustment improved matters, and clutch-less gear changes easily effected from gear up at speed, second to needed the clutch and some if the inevitable false neutral to be avoided.

A motorway dash to a cricket in Bath gave me the opportunity to

the engine, which was now spinning and the whole machine to the limits. A of blasts down the A3 had already a pair of potential trouble-spots: the stand grounded much too and the front suspension seemed a soft. Two up on the M3, however, the suspension no problems whatever the speed, as the bends demanded little clearance.

What motorways do up, though, is top end performance. And in that the Benelli 654S is lacking.

was steady up to an indicated 85-90mph. there the bike gained — you could hardly term it — to an indicated 110. And that was as far as it go.

Benelli 654 T
Benelli 654 T

Not very impressive, even if we driving into a strong on an exposed road, because the speedometer error hid a top speed of under the ton.

The engine under no strain, however. consumption worked out at exactly and no oil was used. During a break in the I took our six foot, 12 stone keeper for a run up half a mile of road alongside the ground.

too, the Benelli accelerated up to 95 but no further. My passener was impressed the machine’s stability which, true, was scarcely affected by his

I took the A4 back to London. The were perfect; a late afternoon, warm and sunny, a light tail wind, and pillion passenger. We were in no but the empty roads invited speeds and the Benelli’s precise and bedrock road-holding helped the run pure joy. The engine’s characteristics allowed effortless cruising on the open roads as as coping with walking-pace in the centres of villages and towns.

the motorway had been a slog, the back felt like

The 654 redlines at 10,000 rpm, would give 120mph. It has a yellow line at 8,000 no-one could explain. power is a claimed 60bhp at or 105mph,and the top gear will cleanly from 2,000 (25mph).

As the frame far exceeds the demands on it, all the Benelli’s broad of power is useable. We did see almost 120 on the coming back and I’d that, when the motor’s run in, a true HOmph would be possible without recourse to a dry racing leathers, etc.

The again returned 50 mpg and used no The lights proved poor, was only to be expected from the electrics, while the low ground restricted the scratching that the could offer.

Yet, for all the ride was immensely enjoyable.

It be tempting at this point to out a case for a comparatively low-performance machine such as this, as I liked it, but it would cloud the Put at its simplest the Benelli is, like motorcycles, a collection of compromises. more than most, it between several stools.

With its outmoded sohc it’s clearly not a sports Nor is it a tourer: its light weight and drive are evidence of that, as are the capacity tank, giving 150 between stops, and the general styling.

At 600cc it’s no bike. It will probably be as a sports tourer, but in the light of shaft-driven 16-valve 650 the Benelli’s of a positive designation is cruelly I’m afraid that, them, Italy’s Ales-sandro de and our own TKM are backing a loser.

Mr de Tomaso may not be too the 654 could sell well in where it’s protected competition and, besides, also Mr Ducati and Mr Moto-Guzzi, other things. But TKM have a on their hands with model.

Benelli’s 250 and 350 fours at have the cachet of exclusivity to for their necessarily high price. At Ј2,000 the Benelli is an expensive way of remaining anonymous, cza

Benelli 654 T
Benelli 654 T
Benelli 654 T
Benelli 654 T
Benelli 654 T
Benelli 654 T


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