On the move: Benelli 254, Moto Guzzi 254, Benelli 304

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On the move: Benelli 254, Moto Guzzi 254, Benelli 304
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On the move: Benelli 254, Moto Guzzi 254, Benelli 304

Three little Italians

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Where the lemons are blooming, the sky and the sea are azure blue, 231 cm³ displacement can also be distributed over four cylinders. Great even.

KTrain rocodiles. Collecting steam locomotives. Climb Nanga Parbat without an oxygen device. Move a production motorcycle with a displacement of 250 cc and four cylinders. Fascination and fun for one, pure irrationality for the other, but the main thing is that you have fun. Only two things would have come seriously into consideration, and although the thing with the locomotives would have its appeal, we’d rather have tried the 250 story. And experienced pure fascination plus enormous fun. Actually even fun³, because MOTORRAD CLASSIC rode three of the small multi-cylinders.

So three little Italians whose origins go back to 1975. At that time, there were two brand new 250cc four-cylinder engines at the Milan Salon: Benelli Quattro and Moto Guzzi 254. Identical except for the lettering and names, they became the number one topic of conversation. With completely different tenors: sensational, futuristic design, future of the motorcycle, a racing machine for the street on the one hand, unnecessary, toys, out of date and ugly on the other.

A car manufacturer was responsible for the heated discussions: Alessandro de Tomaso. He had bought Benelli and Moto Guzzi in 1973 and from that point on tried to whip up the rather inflexible companies. As extravagant as with his car brands, he focused on optics and the other on technology. Angular design, extreme lines, paired with something completely new: the look. Multi-cylinder models in all classes: the technology. And since the latter was practically a home game for the Japanese, an increase was needed: with four cylinders already in the 250cc class, with six cylinders in the large classes with 750 and later 900 cc.

Quattro and 254 failed accordingly. With a displacement of 231 cm³, the smallest series four-cylinder in the two-wheeled world went into production. Packaged in a completely new design. Pretty or ugly? At least avant-garde, unusual and therefore rejected by most viewers. MOTORRAD CLASSIC refrains from commenting, because optics are a matter of taste.

With the usual Italian delay then (finally) started in 1977 – at least in Italy – the sale of the Quattro and 254. Not successful, but still better than below "also ran". Whether Benelli or Moto Guzzi, the difference was made solely by the potential buyer’s affinity for people. In 1981 the Guzzi disappeared again from the program, inline four-cylinder cylinders simply couldn’t be sold under the Guzzi emblem, because the Guzzi clientele was calibrated to two cylinders in a V-arrangement and cardan drive. So there was only the Benelli, which was now called 254. At the same time, it presented itself in a slightly more relaxed look, now more like a traditional motorcycle, but still very angular. Technically everything stayed the same.

In 1978 the four-cylinder toys appeared in the MOTORRAD catalog under the importer Motobecane and rather with braked foam: "Price on request" was there to read. Should mean: actually not available. The Guzzi was then no longer to be found in the catalog, the Quattro made it into the motorcycle test fleet in 1979. But it did not come from the official importer, because Motobecane left the field to sub-importers, so to speak, because of the expected vanishingly low sales figures. Karsten Kracht supplied the north and Alois Demharter the south with little Benelli. First with the Quattro, then with the 254 and finally with the 304.

Hardy Mann provided us with his 1981 Benelli 254 for this comparison. First impression: an eighties with big cheeks, a toy. But a nice one. It continues in a playful way: jacking off, pushing, sitting on it, maneuvering. Something like affection arises, for example according to the motto: Don’t worry, if you don’t start, we’ll just cycle home. Petrol taps open, choke pressed, starter button pressed: It’s there, speed is stable and smooth, but now it wants to do more than just play. Hooray, I’ve shrunk the typical four-cylinder sound; although it sounds like a fat lip for such a small motorcycle, dwarf poisonous. Sitting position good and comfortable, the M-handlebar leads to the outside assembly.

Driving impression


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Pull the easy-to-use clutch, engage first gear on the gearbox that is to be shifted tight – again, silence. In the beginning, this happens to almost everyone who changes from other motorcycles. Shyness of revs is not appropriate. Second attempt and let the dwarf rotate even more poisonously – now it starts on the almost unlimited speed scale. And it has to, with 19 Nm torque at 9000 rpm. The 27 hp are generated at 10,000 rpm, the red area begins at 12,000 rpm, the speed range of the small four-cylinder is between 8,000 rpm and 12,000 rpm. A fast machine, but the engine has easy play with the 127 kilograms (dry) and accelerates Benelli and driver up to almost 150 km / h top. The range between 4000 and 8000 rpm is enough for a moderate country road speed, but the sound and speed work like a drug, it has to be easy to let the little valves turn up and down faster and faster.

Provided that the four 18 Dell’Orto are a well-rehearsed team and are well positioned, the whole area can be rushed through quickly and without a hole. On the other hand, the braking effect when releasing the accelerator is low. It is better to enjoy the engine speed with your ear rather than looking at the rev counter. Because the arrangement of the instruments in the tank works digitally: either look at the street or at the clocks. So rather risk a parking ticket and see the oncoming combine harvester. Apart from the fact that the hands of the clocks flick like cow tails.

Anticipatory driving is the order of the day anyway. Because braking is a real challenge despite its low weight. The rear drum brake from Grimeca works properly and does not tend to lock up too early, whereas the single-disc system from Brembo urges caution. It is almost ineffective, and that depends only to a very limited extent on the condition of the brake system. Rather, it is due to the design: the master brake cylinder is located under the tank casing, the driver operates it from the brake lever using a Bowden cable. Too much friction, a flexible steel core and the poorly geared hydraulics create a negative aha experience in terms of efficiency. And if you have to pull like an ox, you cannot dose very well.

The chassis is a bit ambiguous. Super handy, a bit wobbly at low speeds, but accurate. Lean and lean, and on the flat road, it’s not just the sound that reminds you a little of the golden 70s with Renzo Pasolini or Kel Carruthers on the 250cc four-cylinder Benelli racing machine. If the road becomes uneven or has holes in it, you should be careful. The problem is deeper than the telescopic fork and struts. The tubular frame, open at the bottom, in which the motor is suspended, acts as a source of trouble. Only a single tube bolted to the top of the steering head and to the bottom of the engine is supposed to stabilize the chassis in the front area, but it doesn’t inspire confidence.

The telescopic fork is damped too weakly and the rear suspension struts have completely left the damping. There is room for improvement here. Only for a breakthrough – see above – it’s not enough with the 254. But at least an improvement. So take out a spike while driving and everything is in balance, the affection for the 254 remains. Simply take a touristic pace on rough terrain and play with the revs. When it is flat again, Renzo Pasolini can come out
come – in moderation.

The 304, a loan from Bernhard Conle, built in 1985, turns affection into passion. This is not only due to the engine, which, because it is the same, can naturally do the same thing. But the overall package looks much more coherent. Disc brake now operated purely hydraulically and effectively. The fittings sit where they belong on a motorcycle, you feel more comfortable and can concentrate more on the engine. Playing with the speeds is even more fun, you can drive and watch and free your thoughts for the filigree mechanics. You even find yourself wishing to turn all the way to the red area to see what’s coming.

The powerful and easy-to-dose brake at the front makes you feel cocky. There is always enough lean angle here and there, Bernhard Conle’s conversion to wide tires – 3.00 at the front and 3.25 at the rear instead of 2.75 and 3.00 as with the 254 – hardly makes a difference.
Everything feels a little more stable, the individual chest tube has had its day. The steering head is stiffer, two welded tubes lead from there to the engine and are screwed to it. Not only are the fork and struts more recent than the 254, they work better too. Two millimeters more standpipe diameter noticeably benefit the driving stability; usable path as with the 254: 120 mm. Suspension and damping represent a useful compromise. The rear suspension travel remained at the low 70 millimeters, the struts go hard, but just and tightly dampened. A couple of Konis and the world would be fine.

Model environment


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Benelli 304, Benelli 254, Moto Guzzi 254

The fact that subsequent models almost always gain weight also applies to the 304, but with a full tank of 140 kilograms still fall under the featherweight category. But it now has a tank that deserves its name: made of sheet metal, with a capacity of 14.5 liters. Still not the world, but the blown plastic potato of the 254 hidden under the cladding only held 8.5 liters. With a consumption of around five liters per 100 kilometers, the petrol station directory does not have to be quite as present. In contrast to many reviews of the past few days, we were pleasantly surprised by the build quality. Tidy, neatly laid wiring harnesses, functioning levers, tidy switches.

The 304 remained in the program until 1990. Alois Demharter is certain that he brought around 50 of them to the Italophile people, but it should not have been much different with colleague Karsten Kracht. In any case, the smallest production four-cylinder in the two-wheeled world of that time always remained an outsider. A look at the 1980 model year shows why. For example, Yamaha offered the water-cooled RD 250 with a two-stroke two-cylinder engine: a rocket for the road. The X7 came from Suzuki: also with a two-cylinder two-stroke engine, lively and light, the Yamaha for the poor, so to speak. At the same time, Suzuki sent the GSX 250 E into the country: a two-cylinder four-stroke in a cultivated form. Something similar from Kawasaki: the Z 250 A with a lively two-cylinder four-stroke engine. There was even an offer from Germany: the Maico MD 250 wk with a water-cooled single-cylinder two-stroke engine. Even more for individualists and lovers of two-stroke horror, but super light and super fast. Similar to the 250 from Bultaco; And of course, the all-rounder, the Honda 250 N, shouldn’t be forgotten here either. And in this illustrious field, there was a small Italian four-cylinder named Benelli 304…

In terms of price, it was also above the competition, but not as much as the four cylinders would lead one to expect: The Benelli cost around 5,000 marks, the rest settled at around 4,500 marks. "It cost so much" Incidentally, does not arise from the laziness of the editor, one could think of "Floating" speak. Price on request, price almost 5000 marks, price 1985: 4935 marks from Alois Demharter, 3900 from Karsten Kracht. And don’t ask now where this is coming from. Maybe action was allowed and even wanted?

If only you had done that. Alois Demharter still raves about them today "beautiful specimens", which he sold at the time speaks of the filigree four-cylinder’s acceptable durability. As the main problem of the engine, he identified excessively high oil temperatures with excessive speed orgies. The engine then mutated into the Italian sardine oil. In extreme cases, the mechanics ran dry and stuck, but before that the oil film could tear and give damaging friction, especially in the cylinder head, a chance.
What could be guessed at the comparison drive: The oil pressure lights went out later and later. It was hot, but it still seems remarkable. Because, of course, the oil level was right, and of course we operated the throttle as appropriate for the age of the machines. Here it is important to be particularly attentive and to avoid modern low-viscosity oils like the devil does holy water.

What remained at the end of an enlightening tour was affection, if not passion, for the little four-cylinder from Italy. From there it is not far to the desire to own and drive one of these unusual motorcycles yourself. But the little Benelli have become rare, Guzzi 254 virtually no longer exist. So on your next vacation in Italy you shouldn’t just lounge lazily on the beach or besiege the gelateria, but rather the program "Look at barns" to include. Or, even better: go to Italy now and just look at barns. And that is avanti.

Technical specifications


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Benelli 304.

Benelli 254 (304)

Engine: Air-cooled four-cylinder four-stroke in-line engine, an overhead camshaft, driven by a chain, two valves per cylinder, operated by rocker arms. Pressure circulation lubrication with Eaton pump, oil content (with filter) 2.5 liters, bore 44 mm, stroke 38 mm, displacement 231 cm³, compression 10.5: 1, 27 HP at 10500 / min, 20 Nm at 9000 / min, four Dell’Orto slide carburetor, PHBG 18, Ø 18 mm

Electrical system: E-starter, contact-controlled battery ignition, alternator, 180 W.

Power transmission: Multi-disc oil bath clutch, claw-shift five-speed gearbox, secondary drive: roller chain

Landing gear: Tubular frame open at the bottom, load-bearing motor, telescopic fork at the front, standpipe diameter 29 (31) mm, two hydraulic at the rear
damped spring struts, front / rear spring travel 120/70 mm, cast light alloy wheels, tires front 2.75 x 18, rear 3.00 x 18, front mechanically / hydraulically (hydraulically) operated single-disc brake, Ø 260 mm, rear Grimeca drum brake Ø 158 mm

Measurements and weight: Wheelbase 1270 mm, seat height 780 (800) mm, weight 133 (140) kg with a full tank, tank capacity 8.5 (14.5) liters

Driving performance: Top speed 150 (140) km / h

Price: 4950 Marks, 1980, (4935/3900 Marks, depending on the importer, 1985)

Manufacturer: Fratelli Benelli S.p. A., Via Mameli 22, Pesaro, Italy

On the move: Benelli 254, Moto Guzzi 254, Benelli 304

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