Driving report Benelli TnT 1130

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Driving report Benelli TnT 1130
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Driving report Benelli TnT 1130

Hi, that’s me!

Medieval walls shake, terracotta pavement vibrates, Orvieto is in an uproar. What happens? An Englishman draws Italoschick, a three-cylinder roars in full rut, MOTORRAD gives the extravagantly designed TnT the first run.

Benelli no longer builds scooters. What for? Never had a chance anyway, given the overwhelming power of Piaggio / Vespa and the cheap competition from the Far East. Benelli now only builds motorcycles. Well. Three-cylinder. Very well. Why? Sound good, draw good, are different. Two-cylinder come from Aprilia, BMW, Ducati, Moto Guzzi, four-cylinder from Japan, three-cylinder? Okay, triumph. The English had great success with the Daytona 955i, a strong performance with the Speed ​​Triple. And what are they doing now? Cruisers, retro bikes. But something will definitely happen again soon.
But the gap is there. Into the show-
rooms with a hot street fighter,
with the logical further development of the Triumph idea, a three-cylinder with real steam from the basement, transplanted into an athlete chassis of the highest quality.
The B.enelli TnT 1130 looks evil, grins like a snarling Tyrannosaurus Rex from the lamp mask. With its two radiators prominently next to the cylinder head, there is only an exhaust muffler in the rear. It looks bold, original, brave, crazy. Design, you can do that,
the Italians. Italian? Because of that, Adrian
Morton drew the Benelli. British style
instead of Italian chic, island line instead of boot kick. Adrian studied with Ducati Head of Design Pierre Terblanche. Can really let off steam at Benelli.
And causes a stir. The TnT is ready in a piazza in Orvieto, the
People run together, the photographer goes mad, Carabinieri ask for permission »per la targa prova«, that
provisional license plate. The tank is full, the ignition key is hidden deep behind the steering head, gloves off, turn to “On” with pointed fingers, the fuel pump turns, the starter, the triple. Wow! The throttle a couple of times
open that grunts. Seems like a pretty snotty guy, this 1130s. In contrast to the sports engine from which it derives.
The three-cylinder hit its roots as an ultra-short stroke for a racing motorcycle. The Tornado Tre ambitiously drove the field ahead of it in the Superbike World Championship and only achieved first places in the sound evaluation. The regulations cut triple
to 900 cm3 displacement, the road derivative Tornado Tre fascinates with a lot of flair at speeds up to over 12000 / min, but does little against the Japanese 1000cc four-cylinder.
The 1130 is very different. Thanks to a trick: much more stroke, now at least 62 millimeters. That lowers the possible speeds? at 10500 / min is the end ??, but ensures together with a lot of fine work
on pistons and combustion chambers for real lard from the cellar. Like that
first tender gas ripper in one of the
shows roundabouts so popular with Italian road builders. The triple notices lustfully, and the TnT wedges mightily
sideways out. May be that on this one
Too much Gasolio contaminated the new asphalt, but this 3000 rpm pace gets you started. This is how an engine should be when it’s in such a grim bike. Not a paper tiger, a real guy with muscles.
The Benelli drive has it. 117 Nm maximum are promised. Not bad. From 3000 rpm it is over 90. That is enough to heat up the running surface of a new 190 Dunlop, especially since the gear ratio is pleasantly short. One had already forgotten that. Motorcycles have been translated too long for years because of noise regulations. Because laws say that
must be fully accelerated from 50 km / h in second and third gear. The lower the speed, the quieter
the machine. So leave out a tooth at the back if necessary.
Or do it smarter. A flap system in the exhaust simply closes when it is. Comes from the automotive industry, fin-
is also the case with other two-wheelers. At some point Yamaha introduced it and it was called the Exup System. At the same time, another flap system in the intake system takes care of an »improvement in the torque curve«. If then open the flaps…
Anyway. The Benelli pulls
at least powerful, waiting in one
from a certain speed range to be even more vehement from this brand
accelerate. Temperament enough, more than enough, to gleefully pull past gentlemen on the phone. You can do this with the rear wheel spinning slightly or with the front wheel slightly raised, earning applause from the suburban world, crazy about the engine.
For German thinking he comes
warning index finger. Attention! A flashing light at the exit of the town could measure the true speed and the driver’s license is in danger. But this is Italy, which is why there are an infinite number of curves in medium-high mountains that require either an Enduro or a Benelli TnT to drive.
The wide, butted handlebars could even come from an enduro, the radiator hood from a motocrosser. And that’s how you feel too. Casually and comfortably housed, and also sufficiently front wheel-oriented for sporty exercise. It’s like the MV Agusta Brutale. The athlete F4 is great, but uncomfortable.
The Brutale is comfortable, casual and drives just as great. The TnT drives even better than its sporty sister Tornado Tre. More comfort in the suspension, much easier handling and still a confidence-inspiring feedback through the stiff frame.
It’s simply wonderful how the TnT throws itself in curves, can be controlled even in deep inclines and remains reliable even on fast, wave-like slopes. No banging the handlebars, no
Commuting, enjoyment without regrets. The easy-to-swallow spring elements ensure good grip for the tires, only the engine, this triple beast, repeatedly overwhelms the grip limit on the rear wheel. The Italians give 137 hp.
For the brakes, Benelli relies on Brembo material from the penultimate Ge-
generation. Simple four piston calipers. That works properly, nothing more. In return, the price brings you to more realistic regions. For 12,900 euros, the Benelli TnT owner is committed to a bearish, very special engine and one
courageous design language. True to the motto: Hi, that’s me! Hello It’s Me!

Technical data – Benelli TnT 1130

Engine: water-cooled three-cylinder four-stroke engine, two overhead camshafts, four valves per cylinder, injection, balance shaft, six-speed gearbox, chain.
Bore x stroke 88 x 62 mm
Cubic capacity 1131 cm3
Rated output 101 kW (137 hp) at 8800 rpm
Max. Torque 117 Nm at 6800 rpm

Chassis: Bridge frame made of steel-aluminum composite, upside-down fork, Ø 50 mm, tubular steel rocker arm, central spring strut with lever system, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 240 mm, two-piston fixed caliper.
Tires 120/70 ZR 17; 190/50 ZR 17

Dimensions and weights: wheelbase 1419 mm, seat height 780 mm, weight without petrol 199 kg, tank capacity n / a.
Two year guarantee
Colors red, yellow
Price without additional costs 12,900 euros

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