Not an Egg

13 Фев 2015 | Author: | Комментарии к записи Not an Egg отключены
Benelli 125 2 C

Not an Egg

by Mark Daniels

In 1911, Teresa Benelli invested all the capital into a garage with the prospect of providing for her six sons, Giuseppe, Giovanni, Filippo, Domenico and Antonio

Benelli Garage Workshop at started in the business of repairs to and motor cycles, but turned to making firearms, aircraft other military parts Italy’s conflict with the Empire during World War

At the end of hostilities, and looking toward the demand for cheap transport, the brothers produced their engine in 1920, a 75 cc two-… for to a bicycle frame. Mounting was of the steering head, with drive down to the front The motor however, seemed to too much power, and with conditions of the time, tended to any unfortunate cycle upon it was fitted.

The company went on to its first complete motor a 98 cc two-…, in 1921. A further 1 50 cc was added in 1923, and Benelli racing history with place in its first event, the 175 at no less than the Italian Prix at Monza!

Tonino extraordinary racing talent, and Benelli 175 cc ohc models, won four Championship titles in five 1927, 28, 30 31. However, a heavy crash in 1932 cut short brilliant career that so much to promote Benelli cycles about this

Engine capacities grew the following years, as did the factory and the of machines it produced, until by the Benelli had become one of the ‘Big-5′ marques, with Bianchi, Gilera and Moto-Guzzi.

Tonino in 1937, following an unfortunate accident.

Benelli debuted an new supercharged 4-cylinder 2 50 cc racer, it to be campaigned in the 1940 season under the looming spectre of War Two, this was not to be, and the Benelli 4 limited to competition in just a of Italian domestic races.

bombing of Pésaro resulted in damage to the factory, then all the the brothers managed to salvage was commandeered and transported away by forces to support the war effort in the Fatherland!

This prevented Benelli resuming manufacture until when the reintroduced models still be largely based on 10 old designs of the pre-war period. to production with obsolete was seemingly a decision reached quite some disagreement. much argument about this opportunity to introduce new designs, a row with his brothers in Giuseppe walking out of the Benelli in a dramatic split from the business, and across the street to set up his own concern.

Press cutting of a B cyclemotor

Appearing at the Milan Fair in April 1950, initial motor cycles simply identified by a large B on the fuel tank, but the vague B identity was quickly and naturally into the brand more known today as Motobi.

The engines were 98 cc two-strokes horizontal cylinders, and characterised by a egg-shaped design, that was to identify the Motobi Pésaro Further two-… singles and up to 2 50 cc followed and, in 1956, introduced a new range of models on 125 cc and 175 cc horizontal four-… singles still followed the same egg-shaped engine style.

78, and eldest of the brothers, Guiseppe passed away in 1957, sons Luigi and Marco to the factory, and their 2 50 cc four-… designs becoming the final

Motobi merged back the Benelli business in 1962, at time the combined production some 300 bikes per day. established products continued the identity, but the progressive addition of Benelli models would begin to erode the marque’s

In the early 1960s, Benelli up to 2 50 cc were marketed in the States the American department store Montgomery Ward, under the brand of Riverside, including a 2 bhp Mo-Ped. The most striking of this Mo-Ped was its frame comprising two welded halves of a pressing, running from to the very tip of the back mudguard.

this undoubtedly simplified the of components and assembly of the chassis few manufacturers adopted this probably due to the enormous investment in producing press tooling of size. The stylish Finland-built Export moped modelled by Richard Lindh was another rare example, however the rather failed to capture the elegant lines.

While established products new Benelli models with a badge were added to the to increase the brand, and Benelli’s network extended sales wider markets, which is our featured machine enters the

1962 advert for the 75 cc scooter

branded lightweights came to the UK via Imports Ltd in Arkwright Road, Berkshire, starting in November with the B 75 ‘Picnic’ Scooter, up to 1963, then replaced by a of other models from 1964. Two mo-peds, a 48 cc sports cycle, and three scooters from 50 to 125 cc are stated in the press which continues with confusing references to, a 48 cc automatic at 79 guineas, an automatic moped, 2 or moped £74-1s-11d, and 48 sports cycle with 4-speed change.

That might more like three to us, at only one given price, so Europa Imports weren’t too themselves what they actually be getting! The moped were given as 40mm × 39mm …, 48 cc at 6:1 compression, for 2.5 bnp output @ 6,500rpm.

to Glass’s rather vague listing for 1964, what Imports (now in Reading Pangbourne) actually entered was an (presumably moped), a ’48 (which we take to be the 3-speed ’48 Sport’ (4-speed cycle), and a ’98 Scooter’. did Glass’s 1965 entry make the situation any clearer, the addition of the ‘Texan’, seemingly a version of the 48 Sport (which remained listed), and ‘Fabulous 48 (which appeared to be an ambitious new for the 48 Automatic scooter that was now its belated appearance).

Dated our featured machine with serial B* 813305 started as a Motobi branded 48 Automatic but subsequently experienced uprating by an change to a 3-speed Benelli, the original Motobi crankcase refitted to maintain the badging This would still been a correct period since the same Motobi 48 was also imported with the manual motor.

Symptomatic of a low engine with large arrangements, the motor seems lacking in torque at lower so needs to be buzzed up on the throttle, to pull away in first.

The Ali-Saker hand gearchange a considerable handicap to acceleration as the fails to positively locate the gears, which demands a lot of to ‘feel’ the twistgrip into position. Even when or second can be found, this requires the grip holding in as best as possible, just to the gear from ‘falling again.

The revs require up in first to allow ‘finding’ for the next ratio, before the falls away again, all the attracting disapproving attention pedestrians, who only appear that you’re some of delinquent!

Only third and holds correctly, so the readily technique is to rapidly work up to in top, then staying in gear as much as possible, to the prospect of labouring the engine.

hard to imagine that selection was normally expected to be this, there’s probably a with the mechanism somewhere, but how this bike came, and how the has to work round these

With the peaky power characteristics of the motor, and the limitations of the selection, riding this becomes something that is in very classic Latin — so with a great of revs and gnashing of gears we get

Motor response is noticeably and once the revs drop the power band, the motor flat and barely seems to at all, just feeling as if overgeared, whatever ratio in. Generally it’s necessary to cog to get the speed back up again for the gear as the motor appears to be to labour up from low revs.

The riding experience seems all thrashing, and crashing of gears.

climbs are just the same, lots of revs in low gear you might have any chance of up.

Once you’ve finally got up to Motobi does pull cruising easily on the flat to around 35 on its A.Rolle Milano The tall top gear allows a high top speed when you favourable conditions to get it up there, our max reading 48.

The back pedal brake very efficient at stopping, was just as well, since the brake proved particularly

No fireworks either when we the light switch, just yellow filaments that certainly deter riding in the

A novel cutaway relief at the of the front number plate to be of functional intention, so the plate catch the headlight rim on full of the forks.

Balance wise, the rode confidently and kept a line with hands The undamped rear suspension somewhat bouncy over the stuff, but effectively absorbed any before they bothered the

Glass’s Index shows a 16′ (whatever that may added to Europa Imports for 1966, with the same 100′ line-up then until UK imports stopped in 1968, after its Motobi-branded failed to achieve any competitive of sales.

The infrequency of surviving in Britain only goes to the lack of impression the range upon its commuting public.

So our moped really be classified as a thoroughbred Motobi, or just a engineered Benelli?

Benelli 125 2 C

Well. the always say, If the engine’s Not an then it really doesn’t

Established as an offshoot of the Benelli cycle factory in 1967, Armi SPA was founded as a firearm producing shotguns, rifles, and at Urbino (southwest of Pésaro).

In the Argentinean industrialist Alejandro de acquired Benelli together its competitor Moto-Guzzi. This led to the of fantastical new multi-cylinder engined to briefly leapfrog the Japanese such as the 2 50. 3 50 500 Quattros, topped by the Sei with a monstrous 750 capacity engine, and later expanded to 900 cc.

technically advanced, the complicated and Benelli motor cycles of time seemed haunted by and quality problems.

The Motobi continued into the 1970s, by time its identity was pretty lost, since most had become little more re-branded Benelli models.

motor cycle production stopped in 1988 when the was merged with Moto-Guzzi to Guzzi Benelli Moto and the manufacturing plants in Pésaro sold into general applications.

The brand drifted through the under other ownerships of and Merloni, until April when the Benelli name was by the Chinese Qianjiang Motor

Now calling itself Benelli QJ, low manufacture of motor cycles producing some 20 to 25 machines a day of Benelli sports models, in and located upon the same that the original proprietors their facilities!

Motobi cycles still continue in a small way, made by Motobi works racer Zanzani and sons Athos who build Motobi Zanzani 250/6 Tiranti classic replicas in very limited for specialist customers, priced at Euros.

Zanzani Primo C. SNC produces multi-spindle boring for woodworking machinery, but also Motobi spares.

Next Joining the queue of passengers to fly to Britain, we hand over our at the passport control, and the Italian officer scrutinises our details. Ah, you are the man IceniCAM. yes? We have waiting for you.

You cannot Italy yet. You have an old in Bologna, to meet Alfonso .

Puzzled, we are escorted outside to a taxi. As our vehicle pulls off the traffic, we notice how unnaturally the cab has become, the dials of the meter to be running backward, then we appear to have arrived, and is something strangely familiar the driver as he turns and says be 1898 thanks guv

[Text and 2010 M Daniels. Period from IceniCAM Information .]

Making Not an Egg

Our article on the Motobi started in March 2009, a run up north to see Keith Glover in for a road test and photoshoot on the at The Boar at Moddishall. It was part of a day, some 400 miles and back, mixed in with a of parts deliveries in Burton-on-Trent and a at VMCC Headquarters.

However, the bike ‘bagged tagged’ was the part, as subsequent research find hardly any references to generating any text. The Motobi was a pretty obscure moped, and was going to be a tough nut to crack.

Researching for the Raleigh Rackabout in the British Newspaper Library at on 27th August, and going 78 copies of Motor Cycle Trader magazines incidentally up a number of snippets, so we took the to bag these useful period The period advert didn’t room in the printed magazine so look for the extras in the article’s Cut’.

There never was any break-though in the research, just the collation of lots of little and a growing appreciation that the was so inextricably interwoven with that the two would inevitably to be presented together to enable the This proved the key to seeing a structure to the article, and it was bravely in December to commit with the leader included at the end of Autocycle The title Not an Egg. was firmly before the feature was written, the shape of the Motobi engines so the brand, and the moped so obviously

A fair portion of text was drafted in New Zealand and during the but it wasn’t until January that the text file started coming together. and March saw numerous re-visits to the developing the structure and working in

Taking a whole year to from beginning to end, really was nothing easy Not an Egg. It was one of those articles was just a long hard all the way through.

Production costs rather muddled, since of the expenses were shared other stuff, but was probably represented by about £20 and £25 for library file The article was sponsored by Peter Beccles, Suffolk in appreciation for his bikes on IceniCAM Market so thanks Peter.

Benelli 125 2 C
Benelli 125 2 C
Benelli 125 2 C
Benelli 125 2 C
Benelli 125 2 C


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