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Driving report Benelli Tornado 1130
Wind force 1130
Don’t worry, with this heading everything is right. Because the 900s tornadoes from Benelli have strong offspring. An 1130 version casts its shadow and sound ahead.
No matter how experienced and hardened, there is still something exciting about driving a motorcycle of which only one specimen exists. Honor and obligation at the same time. Just like recently on a cold Thursday in the Motodrom in Hockenheim, when the author with the only roadworthy copy of the B.enelli Tornado 1130 was allowed to do a few laps. As the first journalist ever.
Since the appearance of the TnT 1130, fans have had the dream of experiencing real 1130 pressure in the middle instead of the high-speed characteristics of the 900 tornado three-cylinder. As an alternative not only to the in-house but also to other athletes. But Benelli didn‘t want to make it that easy. And as tests showed, simply planting the TnT motor in the tornado did not produce a satisfactory result either. “Even with a long gear ratio, you are constantly rushing into the limiter on the racetrack,” says racing driver, tester and press officer Gianluca Galasso, describing the problem.
After two years of experience with the 1130, the time was ripe, it was long-
to bring the heavy engine up to speed. With the aim of gaining a lot at the top and losing as little as possible at the bottom. The technicians played almost the entire classic repertoire: additional channels, larger valves, sharper control times and more valve lift, different pistons and connecting rods. They also went straight to it, the Ab-
the ignition and injection tuning as close as possible to the final state. Even before the combined endurance and endurance tests with full load and speed, which will begin soon.
Galasso encourages the robust nailing of the warm-running three-cylinder and the rattling of the dry clutch
somewhat tense MOTORRAD editor: “You don’t have to go easy on the engine. On the contrary. The sooner possible weak points emerge, the better. But if you fire the machine away, I’ll hate you. Ýя ýя That would be my smallest problem, ýÿ, the driver thinks and begins, clouded over by one-
printing soundscape the brand new Dunlops despite two degrees asphalt temperature on something similar to operating-
temperature to knead. All motorcycles mediate in low-liability conditions
a particularly vivid impression of how they steer. Whether they are tilting or standing up stubbornly, whether they push over the front wheel or over the hindquarters. The Benelli is not-
problematic, willingly gives in, rolls target–
precisely through the bends and gives honest feedback about the grip of the tires and the damping work of the spring elements. After four laps, the sections begin to merge into smoothly driven laps, and driving fun blossoms as a substitute for sun and warmth.
When braking hard from a higher speed, the high front wheel load of the Tornado, caused by the engine installed far forward, comes to the fore. The rear tire quickly begins to dance over the asphalt, and the banal realization matures that the fork’s relatively comfortable country road setting has to be tightened significantly for crisp racetrack driving. Which, thanks to their abundant reserves, will be easy. The rear suspension also offers a wide adjustment range and is equipped with separate compression setting for high and low speed ranges ýÿ based on the speed of the damper piston, not that of the motorcycle ýÿ, so that adaptation to different conditions is also easily possible here. Of course, it is to be hoped that Benelli will provide customers with extensive set-up instructions with a few set-up samples. For this driving report, playing with the adjustment knobs would have been pointless in view of the adverse conditions. The main thing is that the tornado does not react excessively to anything the driver does.
This is also due to their engine, which does not respond too rudely or with great delay when the load changes. Neither at low speeds in the narrow ski-
kane, even in the higher range between 6000 and 8000 rpm, as it occurs at the apex of the Sachskurve or the target entry curve. The big engine pushes out of the curves with force, and like that
TnT, the tornado is also acoustically large. Acceleration plus a throaty suction rattle add up to an exciting experience. When winding up gently in an inclined position, there is a small hook above 8000 rpm, but then up to the rev limiter with real 10800 tours there is no stopping ýÿ the needle of the tachometer is above 11000.
The next day, the mighty engine pleases with good manners, even in city traffic on the way to the MOTORRAD test bench, shows only slight constant jerking. And paints impressive curves on the test bench. Between 4000 rpm and the limiter it always presses more than 100 Nm, at its peak 117 Nm at 8300 rpm. Just as much as the TnT engine, just 1000 revs later, whereby the losses in the lower speed range remain low. The 152 HP measured on the clutch as the peak of an almost perfectly linear curve corresponds to around 155 HP on the crankshaft. That is 22 more than the TnT and 19 more than the Tornado 900. This puts the 1130 athlete at the top of the company’s own rankings, and its torque strength gives it its very own charm even compared to the best 1000 sports engines from Japan.
Technical data – Benelli Tornado 1130
engine
Water-cooled three-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 53 mm, uncontrolled catalytic converter, 550 W alternator, battery
12 V / 12 Ah, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain.
Bore x stroke 88.0 x 62.0 mm
Cubic capacity 1131 cm3
Output * 111.8 kW (152 hp) at 10400 rpm
Max. Torque * 117 Nm at 8300 rpm
landing gear
Bridge frame made of steel and aluminum, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with
Lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston-
ben fixed calipers, rear disc brake, Ø 240 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
mass and weight
Wheelbase 1419 mm, steering head angle 66.5 degrees, spring travel f / r 120/115 mm, seat height 840 mm, weight with a full tank approx. 210 kg, tank capacity / reserve 20.5 / 3.5 liters.
Two year guarantee
Price including additional costs 14990 euros
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