That's why we ALWAYS close the petcocks...

Legs said:
Haven't found a fuel tap on the new Monster.
Click to expand...

You can stop looking for the fuel tap. It doesn't have one.  :D

Bit of a pain in the arse if you want to remove the tank. It hinges at the back end but if you want to remove it entirely you need to disconnect the feed hose from the filter (which is bolted to the underside of the tank) and put your finger over the filter spigot, otherwise it'll dribble fuel until the filter canister is empty. You also have to disconnect the breather and fuel return hoses, but they go to the top of the tank and are unlikely to piss fuel unless the tank is chock-a-block full.

Not having a tap means it doesn't have a reserve either, so you have to rely on the (unreliable) low fuel light or reset your trip meter every time you fill up. Last one I rode, the fuel light came on when the tank was still half full.

 
And what do you think of the Monster Terry?
Click to expand...
Interesting question! :)
Did quite a bit of research before homing in on the Monster range as the weapon of choice; don't like the styling on most modern bikes and there is no way that I was going to choose a 'retro' styled bike (all hipsters must hang) ;)
The Bike Factory here in Adelaide had a few different Monsters to choose from, the 695 and an S4 for approximately the same price. The S4 was the first choice but I was warned off by the servicing expense , $2000 a go and the belts required replacing every two years regardless of mileage. I checked the horsepower output of the 695 which was quoted at 73 HP, down 10HP quoted for an RGS but as the 695 is 60 kilos lighter, I reckon the power to weight ratios are about the same. Incidently, I was recommended the new MotoGuzzi 750s but they are quoted at around 50 HP, a big difference I reckon.
it was quite a shock to ride a comparative modern bike for the first time, all the electronic wizardry, upside down forks and fat tubless tyres, I felt quite the modern, with it young hoon :D.
Found out the fuel range by running out after 200 kms, expect that the fuel range is a bit longer because I was riding around in fifth before I found sixth. Got about eighty kms between the warning light coming on and grinding to a halt.
The riding position is more cramped than the RGS' but that it to be expected. It corners much easier than the RGS, don't have to plan ahead so much, just drop it into the corner and around it goes but for long distances, like to Curdie Vale, the RGS is the go.
About to put the Yellow Peril on Historic Rego (thanks Ian) and give it the extended loving care it so richly deserves. kinda cool having two bikes in the shed, one yellow and the other satin black :LOL:
 
Vince said:
Always closing taps was part of my basic motorcycle training.
Paul

Maybe, but its now to the point of turning them off to pay for fuel and then back on to ride away from the fuel station.
Click to expand...

Always turned off, however short the stop.

Taps on and bike on sidestand is a disaster waiting to happen.

Paul
 
Legs said:
Interesting question! :)
Did quite a bit of research before homing in on the Monster range as the weapon of choice; don't like the styling on most modern bikes and there is no way that I was going to choose a 'retro' styled bike (all hipsters must hang) ;)
The Bike Factory here in Adelaide had a few different Monsters to choose from, the 695 and an S4 for approximately the same price. The S4 was the first choice but I was warned off by the servicing expense , $2000 a go and the belts required replacing every two years regardless of mileage. I checked the horsepower output of the 695 which was quoted at 73 HP, down 10HP quoted for an RGS but as the 695 is 60 kilos lighter, I reckon the power to weight ratios are about the same. Incidently, I was recommended the new MotoGuzzi 750s but they are quoted at around 50 HP, a big difference I reckon.
it was quite a shock to ride a comparative modern bike for the first time, all the electronic wizardry, upside down forks and fat tubless tyres, I felt quite the modern, with it young hoon :D.
Found out the fuel range by running out after 200 kms, expect that the fuel range is a bit longer because I was riding around in fifth before I found sixth. Got about eighty kms between the warning light coming on and grinding to a halt.
The riding position is more cramped than the RGS' but that it to be expected. It corners much easier than the RGS, don't have to plan ahead so much, just drop it into the corner and around it goes but for long distances, like to Curdie Vale, the RGS is the go.
About to put the Yellow Peril on Historic Rego (thanks Ian) and give it the extended loving care it so richly deserves. kinda cool having two bikes in the shed, one yellow and the other satin black :LOL:
Click to expand...
 
I just picked up another bike that doesn't have a fuel tap. It's a 2008 Laverda Benelli 120? triple. A Tre-K 1130. It's rumoured that the engine had its genesis on the drawing boards of Laverda, so presumably that's the direction Laverda triples were headed.

It's probably a bit of a mad purchase. I was actually in the market for a used Multistrada at a reasonable price, but the Benelli equivalent was so cheap compared to any Ducati I figured I may as well give it a try. I only paid $4300 and it came with a set of brand new Givi hard panniers that are worth about $1800.

It was for sale in Melbourne by a young chap who'd just bought himself a KTM adventure. I flew over on Saturday morning and checked out the bike. It appeared to be in remarkably good condition with only 19,500 km on the clock, so I handed him a wad of cash and took the bike to the Tassie ferry that night. Arrived in Devonport (Tas) on Sunday morning and rode the 300km back home. I hadn't got out of 2nd gear riding in Melbourne traffic, so was looking forward to giving it a blast on the highway. Engine has plenty of grunt and it gets to illegal speeds very quickly - great for overtaking. There's a bit of mechanical noise from the engine but after reading several reviews before buying it, I was expecting that. I suspect some of the mechanical noise is from the spur gear (straight cut) primary drive. Most bikes with gear primary drive have helically cut gears to reduce noise. The bike is comfortable to ride long distances (which is what I was after) and I arrived home feeling like I could easily do another 300km. It has a few other interesting little quirks as you'd expect from Italian machinery, but I quite like it so far.
 

Attachments

  • Benelli at ferry terminal.JPG
    Benelli at ferry terminal.JPG
    188.1 KB · Views: 70
That was the Tornado Tre and TNT models Vince.  I'm not sure how the Tre-K keeps its cool, but the needle on the temp gauge never got more than half way up the scale. There's nothing under the tail end apart from a muffler, mudguard, etc. I'll do a bit more exploration over the coming days. I wanna get my hands on a workshop manual before I delve too far into its innards.

Someone has tricked it up a bit by ditching the catalytic converter and putting a free-flowing (loud) exhaust on it, and re-mapping the ECU. I dunno what sort of power it's making but the PO seemed to think it's around 150 HP (standard tune is 125). I haven't explored the upper reaches of the rev range yet but I gave it a brief squirt up to around 7000 rpm (red line is 9500) and it felt pretty strong.

PS:
Just nipped up to the shed for a look. Radiator is just under the steering head like the Laverda oil cooler. Fan sits behind radiator.
 
Interesting bike. How about a thread in the next few weeks with your experience and findings.

All the best
Gerald
 
Is that Benelli made in Italy? I was at a dealers a few weeks ago and he had a couple of new ones in there, a custom thingy and an adventure thingy but they were Chinese.
 
As far as I'm aware they're still made at the Benelli factory in Pesaro, Italy. But the company is owned by Chinese interests.

From Wikipedia:
"Benelli is now part of motor Group Qianjiang, a corporation in Wenling, southeast China. Benelli Q.J. is located in Pesaro, with the same workforce in the same premises as previous proprietor Benelli S.p.A."

Gerald, I'll let you know what I think of the bike when I know myself what I think of it.
 
Cracking deal Cam, well done! You'd be paying another $10k for an equivalent Ducati I suppose.

I did see that one advertised and thought someone was going to get lucky.

Here's a clip that might interest you now https://m.youtube.com/watch?v=PLUiKULlIBo

Yes I'm interested how it rides too.

And back to the original post.......bugger

Cheers
Jason

 
agreed, way off post, nice bike though Cam, I am quite envious, I have a picture of the Laverda unit that was shown at a show in the UK a while back, it was in a glass case and I suspected that it was not quite what was assumed! I will try to find it, I think its analogue.


I haven't seen engine damage quite like that before, never even heard of a broken gudgeon (wrist) pin, somehow I don't think its hydraulic lock, which inevitably causes the con rod to consetina, and shorten a bit, and then later to snap as the motor goes through its rotating process with the continual, and many thousands of times per minute, compression and tension forces on the rod(s) usually snapping when the piston is on the travelling down stroke, this looks to have been caused by some massive force pulling one side of the gudgeon pin down whilst the other side is "stuck up"  and not playing, possibly something "hooked" like a piston ring? but on what?  its not got liner in liner has it? and that slipped down the bore a bit, regardless it looks like new liners will recover the block.
CLEM
 
Oh dear what did we see last night at the club meeting hmmm

normal_IMG_3422.JPG
 
You must log in or register to reply here.
Back
Top