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Posts posted by Dutchbike
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Still...... it's an opportunity ( although with Chaperones) to take your own bike into Myanmar.
I checked the route on Google Maps and it looks like a nice area.
Curious what the penalty is when after the event, riding out of that Tachileik erea and getting caught.
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I drive an Alfa Romeo which was built here in Thailand (they were CKD assembled in Rayong).
Sorry a bit off topic, but since I'm a big Alfa Romeo fan. I had to look up which model was made in Thailand,...... never knew that the 156 was produced in Thailand as well:-) (and I have many books about the brand and it's history) Any other models were made here?? How's availablity of parts / service for the 156 in Thailand?
Yep, the 156 is the one I have. The model built here was the selespeed, pre-facelift on the outside, 2.0 TS engine (thank god not the JTS..) and face-lifted interior. It's fantastic to drive, the sharp steering, the Momo leather interior, the engine sound... OK I better stop here lol I've had this car for over 3 years now and aside from normal wear and tear and scheduled maintenance I've not had any issues, never broke down on me, never been towed.
No other models built here unfortunately. Their cooperation with GM back then fell through and since then the brand is dying off here :-( There are a few GT's, a few 159, a few Brera and I mean a handful. You can still find some classic cars too if you're into it.
There are 4 garages here in Bangkok that I know of, including the original dealer (which sells mostly Fiat 500 now). My usual garage are real experts in this model, they only do Alfas and occasional Fiat / Abarth so technical know-how, diagnostics etc. is not a problem. They even have some projects like conversion to GTA using engines imported from Japan. Parts is a big issue though especially for large or unusual items, they carry the typical TRW parts, suspension, belt kits etc. but many people end up having to order less common items from eBay or re-use parts from totaled cars.
What did you own? There's a semi active club and we go for drives and track days sometimes. If you're a fan you're welcome to join (send me a pm) even if driving another car now, doesn't matter.
I attached some pics from trip, garage, track day.
Never thought I'd met a fellow Alfisti here in Thailand :-) Thanks for the Thailand Alfa 156 info
I still own a GTV ( 916) 2.0 V6 TB but sadly 10.000 km's away in storage, back in Holland :-(
Have a long History with Alfa's and also owned a 156 ( A 156 sportwagon selespeed)
I can't resist to every now and then check sites like one2car to see what's out there, apart from the 156's very little indeed, and some are asking crazy money ( 777K for '98 GTV TS!!)
You showed me yours here's mine :-)
Sorry people back to the Benelli.
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I drive an Alfa Romeo which was built here in Thailand (they were CKD assembled in Rayong).
Sorry a bit off topic, but since I'm a big Alfa Romeo fan. I had to look up which model was made in Thailand,...... never knew that the 156 was produced in Thailand as well:-) (and I have many books about the brand and it's history) Any other models were made here?? How's availablity of parts / service for the 156 in Thailand?
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R.I.P for those poor trekkers, what should have been a great trip, ended in tragedy.
Done the Annapurna circuit as well and it remains one of the best trips in my life.
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" Encounter" between a D-Tracker and a Harley rider...... What you would have done ???
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Here is a ( older model) parts manual might come in handy
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12/13/14 December 2014 R2M Track days at Buriram International Circuit a.k.a Chang International circuit.
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Do you know of any races at the track Nov 20th to 26th? I'd love to see one while we are visiting wife's family that week.
No events/races on the calender, but i believe it's possible to have a look at/around the track at anyday
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for those interested another Benelli "engine copy story" from the old Benelli quattro 500 maybe a similair story with this new BN 600 engine?
All too often dismissed as an Italian facsimile of the CB500, the Benelli 500 Light Sport spices up the UJM concept like pepperoni on a pizza.
Selwyn Stickler is fed up with people telling him that his Benelli is just an Italian copy of a Honda CB500. Look, he says, Benelli didnt need to copy Honda to make a four. They were racing a 250cc inline four back in 1939 and whats more, it was liquid-cooled, supercharged and produced 52bhp at 10,000rpm. That was eight years before Soichiro Honda bolted a 50cc two-stroke generator engine to a bicycle frame, and 20 years before the first Japanese four-cylinder motorcycle. Who copied who?
Of course, Selwyn is right. The Italians have a long history of making four-cylinder motorcycles. When Benelli announced in 1960 that it had built a four-cylinder 250, some thought even that was an inferior copy of the RC160 which Honda had introduced a year earlier. But come on who believes that Benellis technicians ever got the chance to look inside an RC Honda?
Designed by Savelli, the racing air-cooled Benelli four used a 44mm bore (just like the RC160) and featured double overhead camshafts driven by a train of gears between the centre cylinders. A geared primary drive ran on the left side, between the first and second cylinders, with a six speed cluster and dry clutch. Although the Honda had 16 valves, the Benelli made do with eight but that didnt stop it spinning to 13,000rpm and developing 40bhp.
It was nearly two years before the Benelli made its race debut. Then in an early season warm-up, before the first GP of 1962, Grassetti beat Jim Redman and Tom Phillis on their works Honda fours at Cesantico, a circuit on the Adriatic coast about 40 miles from the Benelli factory at Pesaro. Things were looking even better when new signing Provini beat Redman by a healthy 22 seconds after 33 laps of Montjuich Parks twisty track to take the Spanish GP, with Phil Read and the disc-valve RD56 half a minute behind the Honda.
Although the Benelli factory was cash-strapped, development continued and by 1965 the 250 racer featured a shorter, lower and lighter chassis, a seven-speed gearbox, American-made disc brakes (soon changed back to Italian drums) and a power hike to 52bhp at 16,000rpm. Provini won every race in that years Italian national championship but the highlight of the season was when he won a rain-soaked Italian GP at Monza, although with 11 rounds already run Phil Read had delivered the 250 title to Yamaha with seven wins.
There was a new 343cc version with four valves per cylinder for 1966, and for 1967 a 500 class bike was made by boring and stroking the smaller engine to give 414cc. Both engines were revised for 1971 with inclined cylinders, shorter strokes and capacities closer to the full size. The 350 was fast Pasolini was timed at 152.5mph through the speed trap at the Isle of Man TT, the same as the MV triple and he ended the season runner-up behind Agostini in the world championship series. Australian Kel Carruthers took over the 250 Benelli and won the 1969 world championship ahead of a string of screaming Suzuki, Yamaha and Ossa two-strokes the last time the title would be won with a four-stroke.
But the Pesaro factory was in deep financial trouble, and struggling to make a profit from the 643cc vertical twin Tornado and four-stroke 250 singles with horizontal engines. In 1971 the company was bought by the Argentinean racing car driver and supercar designer Alejandro de Tomaso, who decided to update the Benelli range with a new four and also a six.
Benellis long-time designer Piero Prampolini wanted to design engines based on the racers, but de Tomaso put the brakes on that idea as it would have been too expensive so Prampolini had a good look at the single overhead camshaft CB500, which had been introduced that year. First he designed the 750cc Sei (Six). The prototype caused quite a stir at the 1972 Milan show after all, this was six years before Honda came up with the CBX.
The production Benelli Quattro (Four) debuted for the 1975 model year with the same chassis as the Sei and bodywork designed by Ghia, the styling company also owned by de Tomaso.
While the CB500s barrels sat vertically on the crankcase, the Quattros were tilted slightly forward to give a more rakish look. Power output was claimed at 55hp, substantially up on the CB500, but whereas the Honda had a disc front brake the Benelli had a twin leading shoe 230mm drum. That was soon replaced with a single Brembo disc, and later twin discs.
With 49 horses the LS version (Light Sport) of 1977 was not as powerful as the Quattro, but the engine was more flexible and the frame was shorter and lower. The LS was also 25kg lighter.
For 1979 there was another new version the 504 Sport which wore a bikini fairing from the MkI Guzzi Le Mans (the name did not refer to a capacity increase but 50 centilitres, four cylinders). There was also a 350cc Benelli four and a 604cc version with 654 badges. Production of these fours ended in 1988. There was also a 254 Quattro introduced in 1976, but the 231cc engine was completely different.
Prampolini may have had a good look at the CB500 but he did not copy it. Yes, it has the same bore and stroke dimensions of 56 x 50.6mm and a single overhead camshaft, but there are subtle differences. The Honda has a compression ratio of 9:1 while the Benelli runs with low-domed pistons to give 10.2:1. Benelli rings are narrower, and the piston with rings and pin weighs only 166g compared to the Hondas 180g. Honda connecting rods weigh 320g, 40g more than the Italian ones, and the big end shells are completely different. The Benelli camchain is heavy-duty and with a different pitch. The valves may be the same size, but the Benelli ones have waisted stems and the collet grooves are higher on the stem. Fit Honda valves in a Benelli and, thanks to the high-lift cams, the valve collets will hit the valve guides with disastrous consequences.
More obvious differences are the Bosch generator on the crankshaft, and the Bosch starter motor mounted behind the cylinders. Carburettors are 22mm VHB DellOrto. The original five-speed Quattro had three dogs on the gear cogs, but this was soon changed to six dogs. That made slick changes difficult, so by the time the LS version was introduced there was a new gearbox with five dogs on the cogs.
The alternator is on the left of the crankshaft, while two sets of ignition contact breaker points are hidden under the round cover on the right. Each set of points supplies the sparks to two pots simultaneously, so one spark is wasted. You can fit a Honda ignition points cover, agrees Selwyn, but the logo would be about 30 degrees off horizontal. You can also fit one from a Suzuki or a Kawasaki they all have 115mm centres between the screw holes! Other bodges would be to fit a CB500 gearbox sprocket, but the mainshaft splines are slightly smaller on the Benelli. The sprocket will rattle and knacker the mainshaft, warns Selwyn.
If you check out the specification of the Benelli you could be fooled into thinking that it is just an Italian version of the UJM thats Universal Japanese Motorcycle. But facts and figures dont tell you everything you need to know.
While the engine might look like a Honda, the chassis and ride feel decidedly Italian. Steering is pin sharp and always accurate, thanks to a frame that is sturdier and suspension that is firmer. Earlier versions of the Benelli four used Marzocchi forks but those on this original finish 1981 LS are Benellis own, made in the Moto Guzzi factory, which was also owned by Tomaso. They are damped and sprung lightly enough to soak up the bumps but firm enough not to dive under hard braking and with twin 260mm Brembo discs to squeeze the speed the Italian job stops a lot quicker than a CB Honda. The Marzocchi rear shocks have five preload settings, but for my weight the middle notch was perfect. That short wheelbase, sharp steering angle and low centre of gravity make for nimble handling, and the Benelli can be flicked from side to side effortlessly with complete confidence.
To get the best from the Benelli you have to rev it, but that is not difficult as the needle swings into the red zone remarkably quickly. There is pulling power from 2000rpm but when you get the engine on the boil the Benelli sings like Pavarotti. Keep it between 6000 and 9000rpm and really enjoy the ride. The engine has a harder edge than a CB500, which feels as mild as a pussycat in comparison. Top speed is about 105mph, and you can cruise effortlessly at 90mph, but this bike was designed for charging through bends not humming along motorways.
Of course, by 1981 Japanese manufacturers had moved on and were offering DOHC engines with three- or four-valve heads, and improved chassis. The CB500 and the Benelli were from a different generation.
De Tomaso had saved the Italian motorcycle industry. Besides rescuing Benelli and Guzzi he also convinced the Italian government to ban the import of sub-350cc motorcycles, and to hit large capacity foreign bikes with a hefty sales tax to give other home market manufacturers a chance. He knew that Italian motorcycles were too expensive a 500 Benelli cost 25% more than a Japanese four. That was down to high labour costs and, as de Tomaso pointed out, a Japanese worked 23,000 hours a year compared to only 15,000 hours for an Italian. Unfortunately for Benelli, there werent enough motorcycle riders out there who were prepared to keep subsidising Italian workers, so Benelli sold far fewer motorcycles than Honda. Today you can pick up a very nice Benelli four for around £3000 which means that the Italian job still costs more than a CB500.
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Hi AllanB, let me know if you have room in your suitcase for another pot of Belgom Alu, I'm almost running out of stock can pay you in advance.
I will buy some and be back at the end of this month, I will let you know how ell it works.Thanks Spoonman, I may have to visit your man at some point.
AllanB - ok thanks, that's worth knowing. I always thought Autosol was a good one. I'm visiting Europe later this year so can buy some supplies then if need be.
Okay I will buy two, if this works it may be worth importing some and getting my wife to sell it in Thailand, as so many of the other products like Autosol and Brasso don't work long term. Like everything else not always the best products prevail in the marketplace.
For example...Many years ago I was renovating a classic Range Rover which had some rust problems, it wasn't economically viable to remove all the rust by going back to bare metal throughout, so I was looking for an inhibitor. I had a lot of experience of the commonly available products and all lasted only a short time before the rust bubbled through again. Then I read an article in Classic Car magazine where they tested a half a dozen of these rust inhibitors and one stood out a mile. Unlike all the others it beat, the winner was made by a little, obscure company in eastern England, so I bought a can.
The 1 litre can was as heavy as lead, as apparently it was almost 100% zinc, so I painted the bad areas and finished the vehicle. I kept that RR for over 4 years and nothing came through. Like me, the guy I sold it to was very impressed.
Thanks!! send me a PM for your details.
I've been using this stuff for about 30 years and it's really good, but it needs manual labor and a lot of repeating before you have the shiny result, apply with a cloth which will turn black then use a clean cloth, and again and again. After you happy with the result it only needs every now and then a quick polish to restore the gloss.
I used it on the valve covers of old twin cam Alfa engines, which took quite some hours but the results where great.
With bike engine casings, I start with steelwool/fine sanding paper and then use the Belgom, again, it's takes a fair bit of time but the results are rewarding.
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Thanks Spoonman, I may have to visit your man at some point.
AllanB - ok thanks, that's worth knowing. I always thought Autosol was a good one. I'm visiting Europe later this year so can buy some supplies then if need be.
I will buy some and be back at the end of this month, I will let you know how ell it works.
Hi AllanB, let me know if you have room in your suitcase for another pot of Belgom Alu, I'm almost running out of stock can pay you in advance.
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A marine/boat shop probably would have stainless fasteners.
stainless fasteners are usually much weaker then plated ones.
True, so you want to use stainless fasteners best go for the best quality availble which is A4 - 316 AISI Also bear in mind that the combination Aluminium/Stainless fasteners causes corrosion, where the lower quality metal ( aluminium) is "eaten" by the stainless.
A1 DIN 1.4305 303 AISI
A2 DIN 1.4303 305 AISI
A2 DIN 1.4301 304 AISI
A4 DIN 1.4401 316 AISI
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Ok it's not really motorcycle riding related, but let's see who can first identify the motorcycle PART used (rather curiously I must say) at the world's highest bungy jump (AJ Hackett's Macau Tower Bungy). It'll probably be easy for you as I've given you the heads up, but I swear I watched and edited this video about 30 times before I even noticed it...
0:28 ?? motorcycle mastercylinder/brakelever
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You see, the TV bike forum is going down the drain now comparing bikes with hookers LOL
150cc two stroke sport bikes ( NSR/TZM etc) Cute sexy girl., high demanding, needs constant attention ( high rpm's) to keep her happy, if you fail do so, she will be bored and you will not enjoy the ride, if you neglect her, she will leave ( seize) you.
Since I'm not from BKK or Pattaya and therefore not know any of the places you guys are talking about, I can't give the anwser to this type's favorite hang out spot.
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Yesterday visited that Dragrace event which wasn't very spectacular ( some nice old skylines though)
But was really impressed by the track and the grandstand, it was allowed to wander around.which we did.
BTW the dragstrip is seperate from the track an a full 400mtrs, January 2015 grand opening of the permanent dragstrip.
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As more people say: choosing a bike is not always a matter of "common sense" what is the best value for the money, most reliable bike etc etc. While many play it safe, and choose an esthablished brand/model others choose "different" maybe they like that particular bike more or they just want to ride something less common, and take a lesser quality/reliablity for grantage, some might call it "character"
In Holland I drove all my life various Alfa Romeo cars, which were not always that reliable, but there was something about them which kept me coming back for more :-)
Maybe it's Benelli's long interesting history what attracks people to buy them. Haven't almost all big brands been eaten by large companies mostly it only improves the quality.
Back then Benelli made nice bikes but they were not really that good/reliable,but had character.
beaufitul vintage racer based on a sei
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Not very close to KK, but Buriram, Nong Ki and Nang Rong have (sub)dealers all in Buriram province.
No dealer info on the Lifan site??
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1st Myanmar Tachileik Bike Week
in Motorcycles in Thailand
Posted
So riding with the brothers from the Eastern Eagles MC, buys you a safe guarded passage
Unlike some MC's in Europe/USA the Asian MC's seem to be quite easy going, and a friendly bunch of bikers.