Английская Википедия:Benelli 650 Tornado
Шаблон:Use dmy dates Шаблон:Use British English Шаблон:Short description Шаблон:Infobox motorcycle The Benelli 650 Tornado is a Шаблон:Convert parallel twin motorcycle produced by the Italian manufacturer Benelli from 1970 to 1975. The model was intended to compete with the British big twins in the lucrative American Market but by the time the model was introduced the market had changed following the launch of multi-cylinder bikes by the Japanese manufacturers, most notably the Honda CB750.Шаблон:SfnШаблон:Sfn The Tornado was also badge engineered as a Motobi, Benelli's sister company.Шаблон:Sfn Around 3,000 Tornados were produced with half being sold in Italy.Шаблон:Sfn
Model History
Benelli had only made 250 cc and smaller machines since WW2 and wished to expand their range, particularly into the lucrative North American Market which was dominated by British twins. Шаблон:Ill, who had designed the Benelli 4 cylinder racers, designed the undersquare engine. A prototype was shown at the 1967 Milan Motorcycle Show.Шаблон:Sfn
The bike was more complex than previous designs and required the factory to purchase new machinery for production. Financial restrictions and disagreements between the Benelli brothers delayed setting up of the production line. Development of the machine continued during this time,Шаблон:Sfn including by Renzo PasoliniШаблон:Sfn and actor Steve McQueen, who was the US ambassador for Benelli.Шаблон:Sfn McQueen suggested a Metisse-type chassis would improve handling.Шаблон:Sfn Luigi Benelli, who had never designed a frame for a motorcycle this heavy or powerful before, designed such a frame. A second prototype was shown at the 1969 Lombard Fair and production started in 1970.Шаблон:Sfn
Tornado
The first production bikes were delivered to the US in 1970 and in early 1971 it was introduced in Europe.Шаблон:Sfn It was now known as the Tornado and had a less restrictive exhaust system and larger Шаблон:Convert Dell'Orto carburettors.Шаблон:Sfn Low speed handling was criticised which was attributed to the engine sitting too high in the frame.Шаблон:Sfn
650S
Following Alejandro de Tomaso's acquisition of Benelli in 1972, a revised version, the 650S, was introduced that had an electric starter fitted. It also had a rebalanced crankshaft, increased compression, revised gear ratiosШаблон:Sfn and instruments by Veglia.Шаблон:Sfn To counter the effects of vibration, many components were rubber-mounted (silentbloc) and weights added to the handlebar ends.Шаблон:Sfn
Tornados for the American market differed from those for the European market in small details such as handlebars and seat.Шаблон:Sfn
650 S2
The final version, the 650S2, was introduced in 1973. It had a higher compression ratioШаблон:Sfn giving more low-end torque, further rubber-mounting of components, a humped seat and clear handlebar fairing.Шаблон:Sfn
Tour of Italy
Organised by Milan dealer Lombromotori to demonstrate reliability, a S2 was run continuously around Italy for 25 hours by a team of 18 celebrity riders. These included Шаблон:Ill, Tarquinio Provini, Gigi Villoresi and Walter Villa. In total Шаблон:Convert were covered.Шаблон:Sfn
Technical details
Prampolini's racing background prompted him to design an engine that was as oil-tight as possible. The engine used horizontally split crankcases; o-rings on mating surfaces and external oil-lined were kept to a minimum. Also carried over from racing was the over-square bore and stroke of Шаблон:Convert, which allowed relatively large valves of Шаблон:Convert inlet and Шаблон:Convert exhaust. The short stroke allowed the conrods to be short and reduced the engine's overall height.Шаблон:Sfn To reduce piston slap, the cylinders were offset Шаблон:Convert rearwards from the crankshaft. A wide squish band was employed between pistons and head to improve combustion at low revs.Шаблон:Sfn
The crankshaft was supported on four large main bearings, the outer ones being double row ball and the inners roller bearings.Шаблон:Sfn A large flywheel was place between the centre bearings.Шаблон:Sfn Needle bearings were used on the big and small ends.Шаблон:Sfn Piston to cylinder friction is normally greatest at the rear of the cylinder. Prampolini reversed the rotation of the engine so this source of heat was brought to the front of the engine where is would be better cooled by the airflow around the engine.Шаблон:Sfn
Originally fitted with a single Шаблон:Convert Dell’Orto VHB carb,Шаблон:Sfn twin Шаблон:Convert VHB square slide carburettors were fitted on the production models.Шаблон:Sfn Lubrication employed a wet sump systemШаблон:Sfn with a Шаблон:Convert sump.Шаблон:Sfn
A Bosch dynamo was mounted being the cylinders,Шаблон:Sfn driven by a belt.Шаблон:Sfn This was replaced by an electric starter on the S models, driven by a chain,Шаблон:Sfn and an alternator fitted on the end of the crankshaft.Шаблон:Sfn
Primary drive was by helical gear to the multiplate wet clutch. The same helical gear drove the camshaft which was located at the front of the engine.Шаблон:Sfn A 5 speed gearbox was fitted and chain drive took power to the rear wheel.Шаблон:Sfn
Front suspension was by 38mm Marzocchi forksШаблон:Sfn and rear suspension was by swinging arm with twin Ceriani shock absorbers.Шаблон:SfnШаблон:Sfn Brakes were drums from Шаблон:Ill, the front being a twin-sided Шаблон:Convert unit and the rear Шаблон:Convert diameter.Шаблон:SfnШаблон:Sfn
References
Bibliography
- Шаблон:Cite magazine
- Шаблон:Cite magazine
- Шаблон:Cite web
- Шаблон:Cite web
- Шаблон:Cite magazine
- Шаблон:Cite web
- Шаблон:Cite web
- Шаблон:Cite magazine
- Шаблон:Cite magazine
- Шаблон:Cite magazine
- Шаблон:Cite web
External links
