Top test Benelli TnT 1130
The beautiful beast
Benelli puts pressure on. The Streetfighter TnT not only looks exciting, but is also fueled by a brutally running, now 1130 three-cylinder.
Let’s start with an incident that is somehow-
how typical is for the first contact with the TnT.
Five minutes later, bright eyes and a grin from ear to ear didn‘t bode well for his Buell at home. “Booah …”, he pressed out, shaking his head, and after a good minute he added to the mental concentration: “… great! What should it cost? “” 12900 euros? That would be just fine! ”Gert, you won’t?
Whether Gert is really serious and swaps his Buell for a Benelli is still in the stars. What is certain is that the TnT has become a truly impressive machine that will cause many riders to ponder after a test run. What triggers this euphoria? Definitely the evil, tearing, animal-like hissing three-cylinder. The engine, which basically comes from the Tornado 900 Tre, has been thoroughly revised. 12.8 millimeters more stroke increase with un-
changed bore the displacement to 1131 cubic centimeters, short connecting rods keep the dimensions compact despite the increase. There are also changed combustion chambers, new cam profiles and modified control electronics. The adrenaline dispenser is ready.
If the 900 Tornado still suffered from a certain weakness in torque and a mediocre power development, the TnT pushes in every speed range with such vehemence and such
poisonous background noise forward that it spontaneously pops the hair on the back of the neck. So that this goosebump effect survives the homologation, flaps in the airbox and exhaust make a noise-
reduction in the metrologically relevant speed range.
The test bench curves with peak values of 128 PS and 115 Nm reflect
the thrust only partially reflected. The pulling power is more impressive. The TnT sprints from 60 to 100 km / h in six-
th gear in 3.2 seconds. For comparison: A Kawasaki ZX-10R with over 170 hp needs 3.6 for this intermediate sprint
Seconds. This is made possible by the shorter translation, but above all by the ample torque curve. 90 Nm are already available just above idle speed-
fortune, between 3000 and 9000 um-
rotations even more than 100 Nm. Regardless of which gear is engaged, the Benelli storms forward unrestrained and is only too happy to stand on her hind legs.
After a slight delay in the throttle response during load changes, the three-cylinder hangs softly and directly on the gas, turning if necessary with infernal throttling into the red area at 9500 rpm. The stated maximum speed of 250 km / h is by no means exaggerated. With the driver crouched, the TnT runs easily into the rev limiter, which means a good 270 km / h on the speedometer. Incidentally, a brisk driving style no longer has to be paid for with excessive thirst with the TnT, in contrast to the tornado, which is initially quite easy to swallow. 5.6 liters per 100 kilometers are appropriate and indicate an improved engine-
management. In order to achieve such low values, however, a ge-
submissive portion of self-discipline required.
But no light without shadow. While the constant slap in the slide-
operation is still tolerable, the pronounced constant travel jerk is annoying. Especially in the lower gears and in the middle speed range, the three-cylinder plagues an annoying hiccup at constant speed. And the quality of workmanship does not fit into the image of a beautiful Italian. The electrics in particular lack the necessary fine-tuning. Open plugs and loosely routed cables spoil the otherwise good overall impression. The light output of the headlight, which is equipped with six light bulbs, is not great either.
In contrast, other parts of the TnT are lovingly executed. From the elaborately manufactured tubular space arm with eccentric adjustment to the filigree rear with the rear silencer up to
the model designation on the tank makes everything appear from a single source. Just that
laterally open on display cooler
do not suit everyone’s taste. Responsible for the aggressive and provo-
kante Design is the Englishman Adrian Morton, who already worked under Massimo Tamburini, the creator of the Ducati 916 and MV Agusta F4.
Despite the colorful diversity in the streets-
traffic, a TnT attracts curious looks and questioning passers-by. Anyone who thinks they can use it to tow a courageous companion in front of the disco should be warned. The pillion seat is not recommended. The narrow and hard seat cushion maltreats the rear, and the missing handles and the acute knee angle due to the feet attached very high up-
Resting do the rest to put the new acquaintance to a severe test. For the single, however, the ergonomics are perfect. Loose, upright sitting with a moderate knee angle, at most tall pilots are bothered by the edges of the fairing below the tank that you bump against with your knees. The wide, butted handlebars lie comfortably in the hands and help the rider to keep the spirited beast under control more easily.
The greatest credit goes to the stiff chassis. The frame, which consists of a composite of steel tubes with cast aluminum parts, is known from the tornado and, in conjunction with a 50 millimeter thick upside-down fork in mighty triple clamps, gives the TnT a high level of stability. Also
the rocker arm made of thick steel tubes with strong beams makes a solid impression. Despite the powerful engine
and a steering geometry that is designed for handling, the Benelli can do without a steering damper.
Ein was also dispensed with-
adjustment possibilities of the chassis, one disregards the adjustable spring base and rebound stage at the rear. With a lot of preload in the shock absorber, which reduces the wheelie tendency, you can cope well with the selected basic setup. The soft fork is sensitive; it only reaches its limits under extreme stress, such as emergency braking in two-person operation, and then goes to block. The shock absorber is designed to be harder and helps to achieve exemplary handling even when fully loaded.
In the slalom course, very good times and high speeds underline the easy handling and high steering precision of the fully fueled 220 kilogram TnT. Only the strong righting moment of the Dunlop D 207 RR and the small moment of thought when accepting the throttle have a disruptive effect at the point of reversal. The lean angle is more than sufficient. The sides only set on the circular path at racing-like inclines-
stand uncomfortably hard.
The Brembo brake does its job perfectly. The four-piston fixed calipers still pack a lot into the 320 discs and even after long-term use
inspire with little manual force, exact pressure point and fine dosage-
availability. In contrast to the rear counterpart. The line between gentle braking and locking is so narrow that the 190 rear tire quickly begins to smoke.
The editors’ testers are already making the first bets: Will Gert sell his beloved Buell? And, more importantly, how does the author finance a TnT? 12900 euros is probably a reasonable price
for the three-cylinder, but a lot of money. In any case, the colleagues are already looking forward to the big naked bike comparison (MOTORRAD 14/2004) when the Benelli TnT meets the Triumph Speed Triple and the MV Agusta Brutale, among others.
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Top test Benelli TnT 1130
The beautiful beast
Was there anything else? – Benelli TnT 1130
Easily readable tachometer
Good visibility in the rear-view mirrors
Hazard warning lights, clock and outside-
Ignition lock fiddly
No grab handles for the passenger
Coolers at risk of falling
Little setting options for the
Exhaust gases and spray are in the back
of the driver whirled
Suspension strut preloaded by two thirds
Rebound 17 clicks open
Conclusion – Benelli TnT 1130
Aggressive, provocative, fascinating, just awesome ?? all attributes that apply to the Benelli TnT 1130. Due to the increase in displacement, the three-cylinder is hardly recognizable again. The rest
get the stiff chassis and the famous brake. This combination makes the TnT the most beautiful beast that ever had to be tamed.
Scoring: Drive – Benelli TnT 1130
And it’s true. Cubic capacity cannot be replaced by anything, except with more cubic capacity. The beefy torque helps to astonishing torque values and a lot of driving pleasure. The delayed gas makes itself annoying and as a little fun brake-
assumption, the constant speed jerk and the somewhat stiff clutch noticeable.
Scoring: Chassis – Benelli TnT 1130
It doesn’t always have to be a fully adjustable chassis. The feather-
elements of Benelli speak
sensitive and work very well in everyday life, only in extreme cases-
load, the fork lacks damping reserves.
Scoring: Safety – Benelli TnT 1130
In terms of driving stability, the TnT sets standards. And that without
Steering damper. In addition, the excellent Brembo stoppers that are in each
Being able to get high scores for discipline. One downer is the pronounced Auf-
torque of the Dunlop D 207 RR. With the big headlights you could get a better light-
Scoring: Everyday Life – Benelli TnT 1130
The TnT is a real fung device.
In those important for everyday life
She also collects criteria
their short range and
Load only a few points.
The handling is good, however.
Scoring: Comfort – Benelli TnT 1130
TnT? preferably alone. The
Passenger seat is more than uncomfortable.
Overall, the three-cylinder runs
Low-vibration, it only gets a bit rough in the middle speed range.
Scoring: costs / environment – Benelli TnT 1130
The workmanship should be better for a motorcycle in this price range
his. The very high amount of work involved in the inspections that the
large three-cylinder were prescribed every 5000 kilometers, suggests
itself in the cost and thus also
reflected in a few points.
MOTORCYCLE Measurements – Benelli TnT 1130
Top speed * 250 km / h
0 100 km / h 3.3 sec
0 ?? 140 km / h 5.1 sec
0 200 km / h 9.9 sec
60 ?? 100 km / h 3.2 sec
100 ?? 140 km / h 3.5 sec
140 180 km / h 3.8 sec
Effective (display 50/100) 45/93 km / h
Consumption in the test
at 100 km / h 5.2 l / 100 km
at 130 km / h 5.9 l / 100 km
Country road 5.6 l / 100 km
Theor. Range 286 km
Fuel type super
mass and weight
L / W / H 2112/980/1190 mm
Seat height 810 mm
Turning circle 6800 mm
Weight with a full tank 220 kg
Load 180 kg
Wheel load distribution v / h 47/53%
Tank capacity / reserve * 16/5 liters
Driving dynamics 1
Braking distance from 100 km / h 38.4 meters
Average braking deceleration 10.1 m / s2
Comments: very easy to adjust and a clear pressure point of the brake. The motorcycle is very stable, but the fork is deeply immersed.
Handling course I (fast slalom)
Best lap time 20.4 sec
vmax at the measuring point 100.6 km / h
Comments: stable and direct driving behavior. The slightly too soft fork in conjunction with the slightly delayed gas-
acceptance prevents the exact line selection. At the turning point, the gas must be applied extremely gently.
Handling course II (slow slalom)
Best lap time 27.9 sec
vmax at the measuring point 54.7 km / h
Comments: very stable and neutral to drive. When changing lean angles, the soft fork is noticeable through indifferent steering behavior.
Circular path Ø 46 m
Best lap time 10.6 sec
vmax at the measuring point 53.8 km / h
Comments: a lot of lean angle. On the right the side stand is very late, on the left the footrest. The tightly tuned shock absorber moves the rear wheel over joints. Otherwise good feedback.
Technical data – Benelli TnT 1130
Water-cooled three-cylinder four-stroke engine, two overhead camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 53 mm, electric starter, alternator 550 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O- Ring chain, secondary ratio 16:36.
Bore x stroke 88 x 62 mm
Cubic capacity 1131 cm3
Compression ratio 11.2: 1
99 kW (135 PS) at 9250 rpm
118 Nm at 6750 rpm
Pollutant values (homologation) in g / km
CO 3.094 / HC 0.857 / NOx 0.182
Bridge composite frame made of steel and aluminum, upside-down fork, Ø 50 mm, tubular steel swing arm, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-
Fixed piston 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; 190/55 ZR 17
Dunlop D 207 RR tires tested
mass and weight
Wheelbase 1419 mm, steering head angle 65.5 degrees, caster 99 mm, spring travel f / r 120/115 mm, permissible total weight 400 kg, tank capacity / reserve 16/5 liters.
Service intervals every 5000 km
Oil and filter change every 5000 km / 3.5 l
Engine oil SAE 10 W 40
Telescopic fork oil SAE 5
Spark plugs Champion CH5
Idle speed 1200 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.5 (2.5 / 2.5) bar
Two year guarantee
Colors black, gray, silver
Price 12900 euros
Additional costs 300 euros
This is how MOTORRAD – Benelli TnT 1130 tests
“What do I care about the price of petrol? I only fill up for five euros.” Sure, you can easily do it yourself
do. However, with today’s fuel prices, filling up with fuel is a big hole in the budget
More and more bikers are worrying about consumption. Apart from that, consumption should be of interest from an environmental point of view. And finally, you can continue with one tank of fuel with less consumption
drive. The basis of the assessment is consumption
on a specified section of the MOTORCYCLE-
Test lap that is driven at a moderate pace. The full 30 points are used when used
Awarded less than 2.9 liters per 100 kilometers, zero points
are available from 8.8 liters. The Benelli Tornado has not been particularly economical with fuel so far, 6.8
The RS last swallowed liters per 100 kilometers. The TnT consumes less, for 5.6 liters of country roads-
consumption there are at least 16 points. gt
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