Test Benelli TnT 899 S

Test Benelli TnT 899 S

Test Benelli TnT 899 S

The smaller dose of TnT

After three years, Benelli’s three-cylinder fun bike TnT 1130 is getting a little sister ?? the TnT 899 S.

Curve follows curve, barely a meter on which the strip of asphalt is not artfully intertwined against the rolling hills. If not here in the hinterland of the Italian Pesaro, then where then must motorcycling have been invented?

And yet it is precisely here, just a few stones throws away from the Benelli plant, that the relations are shifting. Even the most extreme leanings are degraded only as a prelude to this inexplicable acoustic big bang at the corner exit. When the three-cylinder blows its metallic, dry, rattling sound from the muffler as hoarse as Joe Cocker is, the senses shiver.

An experience that almost makes you forget that this TnT ?? the abbreviation for Tornado naked Tre ?? now also appears a little tamer. Instead of using pure force like its sister with 1131 cm3 displacement, which has been offered since 2005 and is a bit naughty about throttle response, the TnT 899 S should convince with good manners. What you also succeed. With the same bore (88 millimeters) as the 1130, but a smaller stroke (49.2 instead of 62 millimeters) and revised software, the “little one” is very balanced. Already at just over 2000 rpm the triplet sucks the mixture out of the American Walbro injection system without swallowing it, adds more coals from 6000 rpm and does not let go up to 10,000 rpm. Promised 120 and kept 118 hp come across subjectively.


The little sister of the TnT 1130 presents itself with a proud three-cylinder sound and easy handling.

Especially since the environment fits. Sporty, aggressive and yet comfortable, the driver sits enthroned on the new one, which is no different from the 1130. Neither does the driving experience. This is characterized by the short wheelbase of 1419 millimeters and, above all, by the massive engine that has been moved far forward, which first forced the dominant style element of the TnT line, the two side-mounted water coolers. Typically TnT that the greater part of the weight is on the front. The front wheel seems to be stuck to the ground, the orange joker pulls it around every corner with an accuracy of one millimeter, conveying reassuring confidence. Just like the brakes, which have the situation under control even without the trendy, radially screwed-on brake calipers.

In terms of suspension, the TnT also remains true to itself. The finely adjustable Marzocchi fork smooths out even wrinkled provincial roads, while the Sachs shock absorber makes the rear end uneasy on bumpy asphalt, sometimes trampling to the outside of the bend when you tilt. And there is another point where the Benelli have traditions. With 7.6 liters on the autobahn and 6.3 liters on the country road, she likes to pour herself a lot behind the bandage, and on top of that lets her rider grumble about exhaust gas through the short exhaust. And thus rather clumsily distracts from the control lights, which are much too small. But the 899 is definitely more sophisticated than the wild 1130. And a whopping 3000 euros cheaper.

Data Benelli TnT 899 S


Although TnT stands for Tornado naked Tre, the little sister can also convince with good manners.

Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 53 mm, alternator, battery 12 V / 14 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O -Ring chain, secondary ratio 41:16.
Bore x stroke 88.0 x 49.2 mm
Cubic capacity 898 cm³
Compression ratio 12.5: 1
Rated output 88.0 kW (120 hp) at 9500 rpm
Max. Torque 88 Nm at 8000 rpm

landing gear
Bridge frame made of steel and aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, tubular steel frame, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear , Ø 240, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Dunlop D 208 RR tires tested

Dimensions + weights
Wheelbase 1419 mm, steering head angle 66.0 degrees, caster 95 mm, spring travel f / r 120/120 mm, seat height * 820 mm, weight with a full tank * 224 kg, payload * 176 kg, tank capacity / reserve 17.0 / 4.0 liters.

Guarantee: two years
Service intervals every 10000 km
Colors: orange metallic
Price: 10490 euros
Additional costs: 250 euros

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