JURASIC DINOS  OR 70´s GEMS

                                        1-.ON THE MAIN STAND:

                    For most of the old bikers, the 70´s it´s the “golden era” in the motorcycle word. In these days were created the aesthetic and technical bases that determinated the evolution of the modern concept over the motorcycles that we are living yet today.

                   The japanese manufacures were fighting in two fronts: racing victorys and market sales. Both aspects were conected: to win races it´s to win sales. Japanese makes as Honda, Yamaha and Suzuki accepted the challenge and protagonised the best circuit battles against MV, Benelli, Gilera or Norton.

                   The battles for sales were as exciting as the circuits, with massive launches of new models, more and more sophisticateds and exotics. Two or four stroke, singles, twins, fours and six cylinders, even the rotary engine were wellcome!.

                   Honda launched his first four cylinders on 1968 at Tokio´s Moto Show and Benelli showed his 750 Sei on 1972 Modena´s Expo. De Tomasso made a forward steep recreating the japanese technology recovered with an italian design.

         We must to wait till 1978 when Honda launched his CBX 1000 Six and Kawasaki created his moster Z1300 on 1980. No more six on line has been manufactured. We want to know why reading the following lines.

                   Side by side, the four bikes selected (750 Sei, 900 Sei, CBX and Z1300) look very diferent ones of the others. The 750 Sei it´s minimalist in comparison with the massive Z1300 and the 900 Sei confront his italian design against the classic lines on the CBX.

                  Piero Prampolini designed the engine of the Sei and introduced some intersting technical solutions, as the generator behind the cylinder block or fitting only three carburettors to feed the six cylinders. Honda a Kawasaki take good note and these italians solutions were adapted into the japaneses bikes. No more similaritys.

                   BENELLI 900 SEI:

                   The 900 Sei engine it´s an evolution of the 750 Sei, with a new long stroke crank, new 4 mm bigger pistons, a Bosch electronic ignition and a dry cluth. The rest it´s the same mounted on the 750, including head and carbs with the same valves and jetting. Unbelievably the power raised from 65 to 80 hp. , and the most important, with loads of torke via the long stroke.  The engine mounted the generator and the end of the crank and all the black points concerning the gear box and lubrication system were resolved. (Oh dear!!)

                   For increasing the handle some points were reinforced: the steering head received a pair of conic bearings, the swingarm it´s 25 mm longuer than the 750 and the engine was fitted forward and highter into the frame. A new plastic bodywork an a set of alloy wheels with three Brembo discs completed the job.

                   The final result it´s not as positive as desired. The engine feels powerfull with good performances but the rest of the bike, mainly the riding position it´s a disaster. The seat is unconfortable and made the bike too hight. Pilot footrest are placed too forward, the original handlebar it´s too hight and the fuel tank it´s too long, so the riding position it´s delicated, may be contorsioned, and not permet to control the bike under fast acelerations or hard braking . The centre of gravity has been elevated with the new engine and riding position, so cornering at low speed need to be concentrated. All these problems were not present on the 750 Sei, so the factory desing departement has failed his work.

                   To solve all this problems we need to sacrifie some of the original concept. We need a new lower handelbar, (Tomasselli, please) a set of backward foot rest (Torozzi, please) and a new pair af rear shocks (Koni or Marzochi, please). If your pocket can paid for a new six-into-one (Marving or BSM, please) take away this ugly original Silentium system and then enjoy of an exclusive café-racer that Benelli never osed to made.

                   Dont´t forget in fitting an oil cooler (the Yamaha XJ650 or FZR 600-750 system fit neatly, including the oil filter cover, specials bolts and oil pipes). For increasing the engine oil capacity in 500 cc, we can fit the pan oil sump cover from a Honda CB650 (part nº: 11210-426-000) with his oil strainer (part. nº:15150-426-000) and the original gasket (part nº: 11398-323-000).

                   HONDA CBX 1000:      

                   With the japaneses machines no matter in changing a nut. Everything it´s in the right place and work as suposed: perfectly.

                   The CBX is becoming an icon in the collectors world and is really a lovely machine. In my opinion it´s the top in the “golden era”. An incredible faster and reliable engine bolted into a beautifull motorcycle. The result it´s magnificent, even more now than when the machine were launched.

                   KAWASAKI Z1300:

                   The Kawasaki Z1300 it´s a massive machine. Everything it´s superlative on the bike, from his engine to his general dimensions. Too big, too heavy, too macho, probably it was launched too early and the market was not too preparated to asimilate his challenge. This bike it´s too much.

                   2-. ON THE ROAD:

                   The only similarity into these four bikes it´s his number of cylinders. Six. Just at all. Both Benelli look and feels very diferent. The 750 Sei it´s the smaller, lighter and simple to ride of the team. Smouth and styled with his six pipes it´s a pleasure to ride it into the city or in open roads, but in any case for a racing use. In his original trim it´s a bike to ride and to be admired while riding it.

                   The 900 Sei need more activity but his confort (his lack it´s a better sentence) need open roads to segregate enought adrenaline hearing his engine notes to forget the rest of the world. If the machine has been “café raced” then the level of adrenaline you can segregate could be dangerous for your health. Really it´s an adictive machine!

                   Riding the CBX it´s to feel the sophistication in the technology and the good maners that only the japaneses has created. Everything run and work perfect. The engine is a master piece of enginering and only after riding one you can describe his sensations. This engine is valid with today criterions but the rolling frame it´s clearly updated. Anyway you can rode faster as you´ll used to, and that could be dangerous because his brakes and front end are obsolete.

                   What about the Z1300 ¿ My only comments it´s that I´ll sold my bike because I never could put the bike on his main stand and I was enable in moving the bike forward or backward into my garage. I do this operation on my CBX with only a hand!. Once running the feeling it´s fantastic but soonner or later you´ll need to stop and then... On this case the adrenaline it´s segregated by diferent stimulation.

                   It´s a great bike that need a “macho-rider” for enjoying all his potential value.

                   3. CONCLUSION:

                    If you´re thinking about in buying a six cylinder bike, it´s sure that is not for his top peed, or for his handling or for being a conmuter every day bike. You want it because it´s a “rara avis” an item for collecting, the best way to ride “diferent”.

                    I can´t sugest you wich one it´s the best, that´s a personal option but in any case you´ll be deceived with your election.