What could go wrong if the extravagantly wealthy son of an Italian politician and a Spanish landowner in Italy decides that he wants to regain world dominance in motorcycles from the Japanese from Italy? Especially if the approach is that this has to be done quickly and to start that offensive with an almost 1-on-1 clone of the Honda CB500 and a Honda CB500 x one and a half.
4 x one and a half is six, 500 x one and a half is 750
And there we have the Benelli 750 Sei. A motorcycle with a six-cylinder in-line. That machine ran so smoothly that the testers at the time this milestone was presented almost all included a photo in the article of a coin(!) balancing on its side on the tank of the Benelli. It is now 2023. We tried the balancing act with a credit card. That didn't work. Whether those standing coins were fake news? The engine of a Benelli van runs silky smooth. When we visit the next Sei, we will take coins with us!
First there was the reveal
The 'Hondabeater', the Benelli 750 Sei (six), was unveiled in the autumn of 1972. The global motorcycle press stood by and watched with many Italian dignitaries: The first series-built motorcycle with a six-cylinder in-line engine was shining in the spotlight. His red dress had been given a subtle dash of orange. Very nice. And Alejandro De Tomaso, who had bought the ailing Benelli the year before, made his legendary declaration of war against Japan.
No chance in advance
The Italians had no chance against the big four Japanese who had divided the world. But Italians are not the kind of people who are held back by rational analysis. They go for the passion rather than the pasta. But Italians have some super strong points that always help them score. Italian motorcycles had a sterling reputation for elegance, styling and handling. The negative side has traditionally been about sub-module reliability and the fact that the on-board electrical equipment usually fell under the Gambling Act.
The Benelli 750 Sei was the figurehead of what was to become the resurrection of the Italian motorcycle industry.
The motorcycle was developed – without CAD/CAM facilities – in the incredibly short time of one year. There must have been time savings in the fact that the Italians were more than a little inspired by the Honda ohc types. The general opinion was that De Tomaso had simply put a disguised CB500 plus one and a half Honda CB500 in an Italian jacket on the wheels. When De Tomaso was challenged about this, he referred to previous copying behavior of the Japanese: “There is no shame in stealing from thieves.”
The weak points
Although the six-cylinder engine relied on Honda's ideas, it had a few weaknesses. The Smit Bros remove them on Texel. They provide the six-cylinder engines with a primary chain with a tensioner, so it no longer has the tendency to grind through an oil pipe and the engine runs quieter.
The oil pump of a Honda CB650 provides better lubrication and a Honda oil pan is good for an extra liter of oil. The gears in the gearbox are shimmed out. The link is also adjusted. The original switches are undersized. The full current passes through it. They can't handle that. Small relays are installed on Texel, so that the switches only control the control currents. The tin-lipped catch for the speedometer is also pre-programmed to fail. At Smit Bros. a digital ignition is installed. Much better than the three separate sets of contact points. And better than the original Ellettronica.
The cockpit gets a support. Otherwise it is guaranteed to tear off. A modified rear suspension appears original, but has been fitted with a Koni interior in Texel.
And if originality isn't your thing? Then there are plenty of options. This 'racer' is made in NL and is located at Gallery Aaldering. Also nice
I also had a sei in 81 with cast wheels from Laverda. In maintenance by Gerrit Eekhuis in Brummen (importer). After a service I saw that there were other exhausts on it, better ones. I asked Gerrit why he had done that. I was his driving showroom. Costs zero! Bought in 81 for 2500 guilders, new price in 78 towards 10000! Sold in 90 before 2000, hardly anyone was interested. Still regret it...
But you still have the memory. And here in Dieren is the son of Gerrit Eekhuis and the most beautiful Sei is also here!
If I remember correctly, Hans and you can admire that sei somewhere?
I found a sei 900 last year. From the first owner with less than 500 km on the clock. Immediately knew this was a great opportunity, I bought it and it will age beautifully under a heated rug!
I hope he gets to play outside sometimes when the weather is nice! And serious congratulations!
I was able to renovate two benelli sei, one for my brother and one for myself. Bought the mine near Utrecht from a motorcycle engineering student. The thing was completely apart down to the last screw. The student wanted to turn it into a chopper, but he didn't get that far. I put everything back together in my attic. And what was missing from Honda 500 borrowed. Made the wiring myself and installed an electronic ignition by a friend. Fun thing to drive. Ultimately sold for far too little.
Oh well…. What difference does that money make? You've had one!
I also had the opportunity to drive/own such a beautiful red six pack. I still regret ever trading it in. There was 1 disadvantage. At that time, I was regularly stopped by the motorcyclists of the National Police to take a look because it stood out because of the six exhausts.
That must have been in the days of the slogan 'The police is your best friend!'
I also drove a Benelli. When the exhaust burned out, it turned out that there was no new exhaust that fit my Benelli. My supplier canceled half of Italy, without results (I'm talking about 1965, computers and the internet did not exist yet). My Benelli has been rusting unused in our garage for years. After this debacle I started cycling. I still do that, by the way. Cees.
Nothing wrong with cycling. But the parts supply is better now. Do you still have a nice winter job!
I was once the happy owner of a 750 Sei for a while. But also a very unhappy owner for a while. For example, my entire wiring harness has burned away twice. Ultimately, the Sei lost his life when the chain broke and crashed through the block with 180 on the clock. RIP Sei. I often think fondly of my time with the Sei. I bought it new at the time for 7500 guilders. Unbelievable when you consider that you have to pay that for an electric bicycle nowadays.
On the other hand, you can easily pay 750+k for a nice 20 Sei.
Oh well, nothing is more boring than perfection. And we know someone who said that such an E bike can be much more expensive.
My moped days, Kreidler and Zundapp remain a wonderful time for me to look back on and here in Alkmaar there was the Peereboom two-wheeler center at the Nieuwesloot, which was a dealer of Benelli, among other things. At that time we regularly stood there almost drooling in front of the shop window with our mopeds. dreaming about a red Benelli 750 sei which was on display in the shop window for months, what a gem it was, after my moped days I opted for a car and not a motorcycle, but the Benelli was certainly very high on my list.
Never too late to…
And then there are like 900 of them. . .
Unfortunately without the 3 impressive pipes on the left and right
Impressive bike, even if I say that myself as an almost incurable adept of Germanic two-cylinder boxers. I immediately believe that the 'Laufkultur' of such an Italian six-cylinder engine is very beautiful. I once sat on the back of a Honda CBX. That block also ran so devilishly well. It's wonderful that there are six-cylinder enthusiasts who, after all these years, have managed to get the teething problems out of the 750 sei. It makes them even more beautiful. Beautiful bike. Without a doubt!