Test Benelli TreK 1130

Test Benelli TreK 1130
Jahn

Test Benelli TreK 1130

Three fed up

The full thrust of the Benelli three-cylinder was able to inspire from the start. Now the 1130 comes with Euro 3 homologation and in new packaging, namely as a Funbike TreK. Is the drive reduced to 125 hp still so much fun?

It sends a cold chill down your spine: Even when standing, the Italian three-breasted suit offers a unique mixture of rattling mechanics and irregular rumbling.

He responds to every thrust of gas with an animal hiss. From 4000 revolutions, when the exhaust flap clears the way, the hoarse rattle turns into a rousing screeching. No other engine offers such an acoustic presence, even an English tiger seems tame against so much wild force.

That has not changed with the new TreK either. Despite Euro 3, despite a reduction in output. Originally 135 horses of the explosive TnT went B.enelli returned to 125 hp on the long-legged trek. And at just under 12,000 euros, it remains around 1,000 euros below the more powerful naked bike. In return, the buyer has to forego a few goodies, such as the adjustable spring elements.

Tired, the starter turns the engine for a few seconds until it starts running. The well-known unwilling start behavior of the three-cylinder has not eliminated even the latest set-up. The gears click into place precisely and silently over a short distance. Engage clutch ?? and oops, from 2000 rpm the trek pushes ahead properly in order to force the driver into the seat at 4000 rpm and literally explode with power. Until the triple locks suddenly at 9300 revolutions, the TreK does not give up.

Just like the stronger sister. The MOTORRAD test bench provides the proof that the promised 125 horsepower are fully available when the power button in the cockpit is pressed. Without the boost, however, it is only a tiny bit less; in contrast to the previous TnT models, the switch makes practically no difference.

Anyway, you can do without this gimmick anyway. On the country road, you can fully enjoy the enormous thrust from the center, high speeds are superfluous. Between 3500 and 7000 rpm, the three-of-a-kind fluff up so that it can always sprint impressively without having to downshift. No wheelies, no nervousness, it’s just moving forward.

Unfortunately, the low engine speed has no effect on petrol consumption. The TreK is a swallowing woodpecker in front of the gentleman, almost eight liters of super tipped behind the bandage on the country road. Mind you, on a ride, when other big bikes are satisfied with six liters or less. Occasional short misfires when accelerating and the smell of uncleaned exhaust gas also feed the suspicion that the Italians have not yet succeeded in setting up the three-cylinder properly.

After half an hour of swinging around the curves, the anger about the deep grip in the wallet is gone again. Whereby the spontaneous, bearish use of force simulates more power than is actually available. The companion machine, a current Triumph Tiger, cannot follow in a sprint, but can in a pull. The Triumph accelerates from 60 to 100 km / h in 3.5 seconds in the last gear, the Benelli takes 0.8 seconds more. Between 100 and 140 km / h the Tiger is still ahead with 3.9 seconds, while the TreK lets 4.8 seconds pass. All this despite more pressure at every speed. A look at the gear diagram clarifies: The trek is translated as miserably long, the sixth would theoretically reach 280 km / h.

Nevertheless, the Benelli’s propulsion is impressive, and it feels good to find a relaxed spot on the trek. Everything is made from one piece: the slim seat, the perfect knee fit, the moderate knee angle and the wide aluminum handlebar that fits comfortably in your hands. The only thing you want is the seat bench that is a bit better padded for long stages and the three-way adjustable windshield is mounted without shaking.

On well-developed, winding expressways, the trek conveys this unique, rich feeling, which was already inspiring at the TnT. Although it does not turn in particularly easily, it whistles precisely around the corner when it is inclined. There is not a hint of uncertainty, pure trust. The fat Marzocchi fork responds sensitively, and the Sachs shock absorber works equally comfortably. No more comparison to the tight pre-series counterpart (see MOTORRAD 23/2006), but very balanced. At least as long as you don’t set the requirements too high from a sporting point of view. The harder the riding style, the faster the fork and shock absorber show their limits. In bends with an undulating surface, the underdamped front starts to chew, and when you accelerate hard over frost breaks, the rear wheel whimpers about traction. The double disc brake with four-piston brake calipers, on the other hand, does not show any nakedness, delays transparently and with moderate manual force powerful.

So the bottom line is that the Benelli is a long way off a perfect motorcycle. Apart from the weaknesses mentioned, there is still a lack of workmanship here and there. Nevertheless, the TreK is one of those machines that can grab you and seduce you on the spot. Or it leaves you completely cold. You have to try it.

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Test Benelli TreK 1130

Test Benelli TreK 1130
Three fed up

Conclusion

The greedy, untamed engine, the unfiltered three-cylinder acoustics, that’s what makes the TreK so attractive. Some people graciously ignore various shortcomings.

Benelli TreK 1130 (T)

MOTORCYCLE measurements

Performance
Top speed1 245 km / h

acceleration
0 100 km / h 3.2 sec
0 ?? 140 km / h 5.2 sec
0 200 km / h 11.6 sec

Draft
60 ?? 100 km / h 4.3 sec
100 ?? 140 km / h 4.8 sec
140 180 km / h 8.1 sec

Speedometer deviation
Effective (display 50/100) km / h 45/92

Fuel consumption
Fuel type super
at 130 km / h liter / 100 km 7.3
Country road liters / 100 km 7.9

Theoretical range 272 km

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