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Benelli 254
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Benelli 254
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It’s unbelievable how narrow a four-cylinder could be. Already in the first test in 1979, the suspension qualities of the 254 impressed and disappointed its brakes
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Instead of standing free on the rear mudguard, the flat rear light is neatly fitted into the seat edge.
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Small mechanics: In contrast to the six-cylinder Benelli models, each cylinder of the 254 is fed by its own carburetor
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The straight, thumb-thick manifolds underline the visual appeal of the filigree engine
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Benelli 254
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As unconventional as the whole motorcycle: the instruments are located in a console on the tank panel. The 8.5 liter tank and the handbrake cylinder are hidden under the flap
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The small two-piston caliper in the front wheel is a replica, but allows the pads to be changed
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The brightly colored handlebar fittings were definitely Italo standard at the beginning of the eighties
motorcycles
Benelli 254 in focus
Benelli 254 in focus
Dwarf grass
Content of
Large-displacement four-cylinders and even the first six-cylinders were on the advance in 1978, when the Benelli 254 entered the cabaret as the smallest series-produced four-cylinder. A title that the Drehwurm still holds today.
Andreas Bildl
December 8, 2016
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Benelli 254
At first glance it seemed like bold unreasonableness to distribute 231 cm³ over four cylinders. But at second glance it seemed almost logical – at least from Benelli’s point of view. Because it came home in the 1960s Benelli GP victories and championships with his 250cc racing machines. And these machines distributed their displacement to just four cylinders. So what could be more natural than to build a series-production offshoot that was supposed to transport this shine to the streets, even if it was late?
What then left the factory in Pesaro for the first time in 1978 was the finest small mechanics, but wrapped in a somewhat idiosyncratic robe. The second version, built from 1981, from which our copy also comes, already looked a bit more pleasing. Originally it wore a square handlebar cover, which the owner of the machine we drove, Rainer Pietzsch, swapped for a half-shell of the Guzzi Le Mans I. This can confidently be booked under contemporary accessories. Especially since it fits the little Benelli perfectly.
In any case, the center of the action was the fascinating four-cylinder – to this day the smallest series-produced four-cylinder ever. With its fine cooling fins and four thumb-thick bends, it is a really neat appearance. It is not only visually close to the little Honda Fours of the seventies, but also in terms of its mechanical structure. Timing chain between the second and third cylinder, primary drive via toothed chain, that was also what the Japanese Fours carried. But not such small cylinder units. From the four 57.8 cm³ single stroke spaces, the Benelli engine squeezed an impressive 26 hp at 10,500 rpm, where the yellow area of the tachometer also begins, and it sees red at an incredible 12,000 tours. What sounds material-killing is in reality only half as wild, because at the nominal speed the mean piston speed is a harmless 13.3 m / s due to the small stroke of 38 millimeters. Starting the engine begins with a kind of bow to the left and to the right, because two petrol taps have to be opened. The starter doesn’t have to bother for a long time, then the foursome is there with a cheeky growl, babbling with thirst for action.
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Hardly bigger than a moped
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The straight, thumb-thick manifolds underline the visual appeal of the filigree engine
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The worry about how 1.85 meters of body length can be stowed on the tiny thing only lasts for a short time. They can be accommodated surprisingly well, although the Benelli hardly looks bigger than a moped. Well, the legs have to be folded firmly, but the space is not nearly as tight as feared and the handlebar position does not require an unduly deep kicker from the pilot. Even maneuvering the 124 kilo flea brings two findings to light. First: When turning, your thumbs are at great risk of being trapped between the M handlebar and the tank. And secondly, if you should get stuck, you could safely tuck the Benelli under your arm and carry it home.
The first cautious kilometers through the city are a welcome opportunity to warm up the 2.5 liters of engine oil. Because high speeds with a cold engine did not like the filigree rocker arms at all, which gladly acknowledged such treatment with chipped running surfaces. On the occasion, the four-cylinder shows considerable manners, because it can be warmed up with a minimum of revs. With around 4000 rpm you can purr leisurely through the city in fifth gear. When the slide of the four 18 mm Dellorto carburettors is opened, he doesn’t choke in disgust at the fuel he has been given, but instead steadily accelerates. Thunderstorm.
Once the engine is warm and the city has disappeared in the rearview mirror, the fun begins. In the meantime you have got used to the sporty seating position, the engine demands the spurs and gets them. Because if you want to move ahead, you shouldn’t be afraid of high speeds. After all, the four-cylinder doesn’t have it either.
Its smoothness is excellent, it allows itself only slight vibrations when it enters the upper half of the speed range. Its comfort zone begins at 6000 rpm. Then you always have to keep the speed up, just don’t lose any momentum. There is a real racing atmosphere when the quadruplet roars hoarsely into the five-digit range and does not sound like a 250 by any means. That is sound, sound, music. Thanks to the retrofitted electronic ignition system, which also replaces the unreliable mechanical centrifugal governor, the four-cylinder turns hole-free and enthusiastically upwards. The clutch is as smooth as butter and perfectly adjustable, and gear after gear can be lined up cleanly. Nevertheless, high continuous speeds should be enjoyed with a little caution. In contrast to the Honda four-cylinder engines, the crankshaft has only three slide bearings, which means bending speed for longer rev orgies-
and thus promote wear.
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Benelli 254
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However, it is not that easy to keep an eye on the tachometer while swinging briskly around bends. The instruments are housed in a console in the tank fairing, which the pilot has in a stooped position directly in front of his chest. It is advisable not to look too long for the rev counter – which, by the way, contrary to older test reports such as the speedometer, also shows calmly and precisely – but to pay more attention to the route. Because you shouldn’t be too late on the brakes. It really is as toothless as described in previous tests. Only with proper hand strength can a reasonably acceptable delay be squeezed out of it. A curiosity on the side: The brake piston and brake pad of the original brake caliper consisted of one part, which is why Rainer Pietzsch exchanged the Brembo caliper for a replica part. So you can experiment with different toppings. But another quirkiness of the Benelli is responsible for the manageable braking performance. The hand brake cylinder sits under the tank and is operated by the brake lever via a cable. An arrangement that did not exactly ensure that the BMW R 90 S was able to be metered in an exhilarating way.
In spite of all this, the technicians have managed to tailor the racing flea to a chassis that more than lives up to its sporting ambitions. The fact that the Benelli can hit the hook like a rabbit is not really surprising in view of the low weight and the narrow 18-inch wheels, even for this displacement category. On the other hand, the stability of the chassis and the frame, which is open at the bottom, in fast corners. The attractive fork works better than some of the cheap parts of today’s imports from China. And the struts at the rear ensure appropriate stability. With a suspension travel of just 70 millimeters, however, they cannot come up with a lot of comfort. Swinging bends with the little Benelli is a thoroughly enjoyable affair, although petrol stations shouldn’t be too far away. In terms of consumption, the 250cc engine is quite frugal with just under five liters, but just 8.5 liters of tank capacity allow only a limited range of action.
After all, the fuel stops always give you the opportunity to take a good look at the pretty 254. Even if it was granted no more than an exotic status when it was released and the performance gigantism was already in full swing, it is nice that pure irrationality prevailed at Benelli back then. Because every now and then it’s refreshing and incredibly fun to be unreasonable.
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