The big photo show of Gary’s tour from Spain to Dakar offers great landscape shots …
The chain held, but ended after the tour.
Those who want to enjoy the view quickly get company.
The rule is more that you get visitors quickly.
… she is excited.
However, they are usually well guarded.
The slope into the Sahara.
So of course.
This picture is also deceptive:
These KTM riders are also amazed at the Benelli.
… Encounters with local people …
Also over: the shock absorber did not survive the trip.
Meeting in the center of Marakesch.
For example, curious children.
… and of course wants to sit a trial.
Sometimes the fuel is of extremely poor quality. But the Benelli swallows – and digests – everything.
Together with two off-road vehicle drivers, Gary hires the guide Mr. Abba for the desert.
The lack of traction means that every kilometer has to be worked hard from now on.
Actually, Gary and the TnT are good friends.
The Mauritanian adventure is nearing its end.
… Street scenes …
Here we go. The ferry brings TnT and driver to Morocco.
This pet is more likely to displease Gary.
The slaughter takes place in the open air, right next to the road.
Unfortunately, the spare parts dealer does not sell anything from Benelli.
The additional canister is always filled on the long stages.
First contact with the new customer’s strange motorcycle.
And as is well known, the desert is wide.
And there will be asphalt again.
On the ferry from Barra to Banjul.
Gary now needs several refreshments …
… and of course many pictures from the desert.
Africa welcomes the adventurer without off-road experience with good roads.
In the alleyways of the old town.
It goes on – towards the desert.
Route of contrasts: rest by the sea.
That was how the intrepid desert novice had imagined it.
Let’s get closer to the pilot’s driving skills.
Great camp by the sea.
On the way in Senegal and finally, finally asphalt again. So the vultures won’t get Gary.
… and the Benelli not only arrived, but – somehow – also showed it to everyone.
The problems that the unusual project brought with it are also reported.
Truly not a travel steamer: the packed Benelli.
Unfortunately too little space for souvenirs.
Out and about in southern Morocco.
Border post in the Western Sahara (occupied by Morocco).
The asphalt ends shortly before the border with Mauritania – also on the supposedly easy Atlantic route.
Unfortunately, sand and benelli often means pushing.
The finished picture novel follows.
In the – as it turned out later – the highly overpriced price of 200 euros for the tour, accommodation and meals are also included.
Gender-specific upbringing: Only the son of the house is allowed to sit a trial.
With a Benelli TnT through the Sahara? Only an Englishman can come up with the idea.
… and of the attention you get with a Benelli.
It is getting more hilly – the High Atlas is approaching.
Even if they are so beautifully colorful.
Coffee house and mosque in one.
Still a well-developed route, …
Gary discovers the offroad qualities of the TnT for the first time.
The picture is deceptive: Gary usually has to push himself.
The morning after: Gary had imagined the overnight stay in the desert camp to be a bit too romantic.
In Senegal, the fuel supply is also better again.
I agree. And that’s it: Gary Inman in the final planning.
First a look at Garry’s vehicle.
Well-developed roads here too …
Take a break – you’re less noticeable in the big city.
Here, too, Gary’s pedigree earns skeptical looks.
… so that you can refuel well even on the go.
On the border with Mauritania.
A Benelli like this does not provide enough shade either.
Seasoned desert drivers are astonished by the TnT.
Curve before Dakar.
The TnT remains essentially standard. Only two larger water coolers and an additional fan were installed.
The extra fan fell victim to a fall in the desert.
… and pure driving pleasure.
Rest areas where you don’t get company are rare.
The local mechanic gang is very different …
Greatest danger: collision with camels.
The last asphalt for some time.
But it is beautiful to look at during the evening rest.
In the desert you can of course also meet other motorcyclists:
.. and in Dakar.
Top test Benelli TreK 1130 Amazon
Sense and sensuality
She puts up the hair on the back of the neck and sends you to bed with a smile in the evening. A sensual experience. But what sense does the Amazon, the long-legged version of the trek, make in everyday life?
It is dark. And lonely. Late in the evening in the MOTORRAD underground car park. The silhouettes of around 15 current test machines can be seen, neatly lined up, in the dull glow of the nocturnal economy lighting. Only one thing stands out: that B.enelli TreK Amazonas, a powerful phenomenon. Their mirrors end at a height of 1.34 meters, the rear protrudes far beyond the Kawa ER-6f and Suzuki Bandit 1250 parked next to it. While the trek is more in the direction of fun bikes, the long-legged Amazon tends more towards enduros. The difference is primarily made by wheels and suspension elements: Instead of cast wheels, the Amazonas rolls on spoked wheels with narrow rubbers in 110/80 R 19 and 150/70 R 17 dimensions. And the spring travel grew to 175 millimeters at the front and 180 at the rear (TreK: 120/115 millimeters).
Fold in the side stand and juggle the 240 kilogram motorcycle out of the parking space. You can tell the weight of the Amazon. The three-cylinder is a block of an engine, also built high. And above it is the 21.5 liter tank, which gives the »Enduro Funbike« a fairly high center of gravity. The seat is also at a dizzying height. At least the steering angle is okay and the butted aluminum handlebars are quite wide, which makes it easier to dance out of the parking space.
At night, when the rush of traffic from the ventilation shaft shrinks to a breath of wind, no one slams doors or calls for elevators, there is an almost eerie calm in the editorial garage. Ignition key around. Push of a button. What happens then is reminiscent of a commercial: A woman sits in an old Ami V8 engine and presses the gas pedal. Close-up: Her arm hairs stand up with every thrust of the gas. In the 1131 cm tall triple of the Benelli TreK Amazonas, all the hair stands up. Your hissing is so animal? In the sequel to Jurassic Park he could work as a dubber for a dinosaur. This scream is a triad, a mix of creaky airbox snorkeling, bassy exhaust rumble and the hard rattling background noise from the engine’s gears.
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Top test Benelli TreK 1130 Amazon
Sense and sensuality
The first contact
The rear consists practically only of a silencer.
Mechanically, the Benelli Triple sounds healthier compared to previous test machines. For the 2007 vintage it received some changes in detail. For example, bearings have been strengthened and the springs of the shock absorber in the clutch basket have been preloaded more strongly.
Enter the corridor and circle around the four infamous underground parking spaces with their concrete pillars. It is already apparent that the clutch requires a lot of force on the lever. Open the gate into the night. The low beam of the headlight, which is bizarre like an insect, is quite spotty and does not illuminate the sides particularly well. The high beam acts selectively. But somehow you only notice it marginally. Because the senses are sharpened, send messages of joy into the brain: the ear moves with you, the eye anyway, buttocks and legs report intimate contact, and cool night air flows through the nose? is there anything nicer? The destination of the night drive are passes some 400 kilometers away, on which the Benelli should prove itself. Until then there is still a lot of time to make friends with the motorcycle.
The seating position is good, but the padding is too hard for long tours. In general, the Benelli is not an ideal touring machine. The adjustable windshield offers decent wind protection, but the front passenger has to be content with an uncomfortable place. On shorter trips, the ergonomics are at least suitable for the driver. Because of the slim waist, the legs are not spread very far apart by either the frame or the tank. Nevertheless, every centimeter of leg length helps, because the Amazon is a very large motorcycle.
First refueling stop. On the country road, 6.2 liters of Super are whizzed through the nozzles at a moderate speed. That is still a lot compared to the Triumph Tiger, which is satisfied with around one liter less on such a route with the same engine concept. But at least the Amazon remains 1.7 liters below the consumption of the TreK in MOTORRAD 5/2007. On the highway, with an average of 130 km / h, the triple turns out to be very thirsty with 7.3 liters as usual.
Engine and performance
Of the promised 125 hp, 116 ultimately remain on the test bench.
The broom of the rising sun turns the night aside, the motorway is free and speed limitless. Glove sits, tank full to the brim, shower head on. If you let it pop right, you will have 8.5 liters less in the tank after 100 kilometers. To pop? After 3.7 seconds the speedometer shows 100 km / h. The 200 mark is cracked after 14.2 seconds. But somehow the engine feels sluggish despite the biting start, as if it shouldn’t breathe freely. The impression is not misleading, but is confirmed by the measured values. The MOTORRAD test stand shows 116 HP at 9000 rpm, the TreK tested in the spring produced 122 HP. Obviously, the last engine management update cost a couple of horses.
This is all the more noticeable with the Amazon because its air resistance reduces the forward thrust at higher speeds more. In any case, the TreK versions cannot keep up with the TnT, which is nominally ten HP stronger. When it comes to pulling power, it outclasses its long-legged sister by worlds: the Amazonas takes seven seconds to accelerate from 140 to 180 km / h in the last gear, while sister TnT needs just 3.8 seconds.
The motors are identical in structure. Changed valve timing was prescribed for the TreK versions, and the nominal power dropped from 135 to 125 hp. At the same time, these measures should improve the power delivery in the lower and middle speed range. However, it was not entirely successful. The torque curve shows clearly visible ?? and tangible ?? Ups and downs.
Just above idle speed, the Amanzonas really gets going, and at a good 3000 rpm, a little hitch follows. At 4700 rpm it presses with 100 Newton meters, the next drop comes at 6000 revolutions. The wave crests, but especially the valleys, in connection with the long final transmission (mathematically the Amazon runs 255 km / h) explain the comparatively poor pulling power and the feeling of motor lethargy. This feeling is intensified extremely by a very stiff throttle grip. There are also large jumps in engine speed when shifting between the lower three gears. The upper gears, on the other hand, are quite close together.
Please note in this context: Benelli has recently revised the mapping of the injection system several times due to the stricter emission regulations of the Euro 3 standard and due to the exorbitant consumption values. In addition, the TreK sometimes had misfires in the lower speed range, and it accelerated extremely roughly. There can be no question of gentle suppleness in the Amazon either, at least the three-cylinder now accepts gas without hiccups after the latest update.
Half-heartedly executed manifold / engine protection – the exhaust flap in the collector is unprotected.
The sun is at eight o’clock, the bottom has a print tattoo of the hard-edged bench, and Biker’s dream stretches out in front of the front wheel. So let’s send the Amazon into the jungle of curves. Two or three sheet metal bodies have to be overtaken. If you want to do that with a light throttle from your wrist, you should have at least 6000 rpm on the rev counter. Speeds below that are intended for a tourist pace. The high center of gravity and the almost five hundred pounds are of course noticeable when you quickly turn it over in an inclined position. On the other hand, the narrow rear tire has a damage-limiting effect and promotes maneuverability. The Amazon remains stable on course, but not quite neutral. It wants to be steered more vigorously than, for example, a BMW R 1200 GS, looks more wobbly and wants to go a wider arc than the driver aimed at. However, none of this is something that you can’t get used to after an hour or two of practice.
The information from the on-board computer can be called up via the starter switch; the power control button activates two different maps.
The behavior in the border area also needs getting used to. Typical Benelli: Due to the powerful acceleration, the rear wheel slips easily when accelerating, and it also tends to wedge on the brakes. Not that the mounted Metzeler Tourance didn’t provide cornering grip; he reacts exceptionally good-naturedly and announces the limit of detention with a very controllable rub. But when downshifting, the high engine braking torque causes the rear wheel to slide. Especially downhill when the wheel load distribution ?? at the Amazon 50/50 percent ?? shifts in favor of the front wheel, this effect is extreme. Irritating for the less versed, but a very special pleasure for experienced drifters. If you are on the last groove, you will even take the slide into account.
Just like the toxicity of the rear brake, which snaps like a fighting dog and stimulates the slide effect. The front stoppers, two Brembo four-piston fixed calipers that nibble on 320 wave discs, are completely different. They can be dosed well, the braking effect is more than decent. However, the brake requires more than two fingers to operate. The spring elements are tightly coordinated despite the long stroke. Although the fork is fully adjustable, it reacts tightly even when the compression stage is fully open and the springs are not pretensioned. Bumps are well absorbed, but short, hard, successive impacts only reach the pilot with little filtering. The same applies to the shock absorber.
There are 400 kilometers of return journey to the MOTORRAD underground car park. The wind sweeps data and facts out of your head. There are certainly better touring motorcycles or enduros. But who wants to think about the sense or nonsense of this Italian woman when all senses are infatuated?
Two Brembo fixed calipers in conjunction with the 320 wave discs ensure good deceleration.
It’s the little things that make life with the Amazon more difficult. Why does the clutch have to be so stiff and difficult to dose? Or why do you often toggle long until the engine starts when it is hot? Fine-tuning is required here. The injection could also use fine-tuning, because the engine is still quite rough on the gas. A shorter secondary translation would also benefit the Benelli.
The high center of gravity cannot be denied. The faster you drive, the more unwieldy the machine becomes. However, you can drive extremely fast: The Amazon remains very stable and only touches down when you are already on the ground. The coordination of the spring elements is unfortunate: tediently too tight and quite insensitive response. Nothing can be changed about this even with the small setting range selected.
Simply great: Thanks to the narrow waist and the well-contoured tank, even the legs of supermodels do not have to be bent excessively. If they sit on the back, however, they have serious problems: no proper handle, extremely narrow seat, hardly any comfort. Multi-day tours make the opulent rear silencer and missing luggage hooks difficult? you can’t take much with you.
Braking For professionals: The rear stopper requires extreme attention, because it blocks very quickly. The front one is easy to dose, but requires more than two fingers. Despite the hard basic set-up of the chassis and the powerful engine, handlebar slap is hardly an issue.
Nice bankruptcy: Each inspection takes 7.5 hours ?? it costs! And with a country road consumption of 6.2 liters per 100 kilometers, the Amazon is also not exactly a miracle in saving.
Sense or sensuality: You can’t evaluate the latter, but the sense can. There are better pack mules than a Benelli. But not one with that much charisma.
The mixture of high center of gravity and considerable seat height is not particularly recommended for newbies to motorcycles. But if you can make friends with the peculiarities of the Benelli Amazonas, you will receive a functional bike with a unique selling proposition.
Data Benelli TreK 1130 Amazon
Water-cooled three-cylinder four-stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection Ø 53 mm, alternator 550 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 88.0 x 62.0 mm
Cubic capacity 1131 cm³
Compression ratio 11.6: 1
Rated output 92.0 kW (125 PS) at 9000 rpm
Max. Torque 112 Nm at 5000 rpm
Bridge frame made of steel and aluminum, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression stage 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 mm, two-piston fixed caliper.
Spoked wheels with aluminum rims 3.00 x 19; 4.25 x 17
Tires 110/80 R 19; 150/70 R 17
Tires in the Metzeler Tourance test
mass and weight
Wheelbase 1530 mm, steering head angle 65.0 degrees, caster 109 mm, spring travel f / h 175/180 mm, permissible total weight 440 kg, tank capacity 21.5 liters.
Service intervals every 10000 km
Oil and filter change every 10000 km / 3.5 l
Engine oil SAE 15 W 40
Spark plug champion RG4HC
Idle speed 1300 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.5 (2.5 / 2.5) bar
Warranty two years
Colors anthracite / yellow
Price 12990 euros
Additional costs 250 euros
Top speed * 240 km / h
0 100 km / h 3.7 sec
0 ?? 140 km / h6.3 sec
0 200 km / h 14.2 sec
60 ?? 100 km / h 4.2 sec
100 ?? 140 km / h 4.5 sec
140 ?? 180 km / h 7.0 sec
Effective (display 50/100) 48/95 km / h
Display red area 9500 rpm
Effective 9500 rpm
Consumption in the test
at 130 km / h 7.3 l / 100 km
Country road 6.2 l / 100 km
Theor. Range 347 km
mass and weight
L / W / H 2220/990/1400 mm
Seat height 895 mm
Handlebar height 1140 mm
Turning circle 5930 mm
Weight with a full tank: 240 kg
Payload 200 kg
Wheel load distribution v / h 50/50%
Driving dynamics 1
Braking distance from 100 km / h 42.9 m
Average deceleration 8.9 m / s²
Comments: The rear wheel tends to stamp in connection with the high engine braking torque. At maximum deceleration, the front wheel also begins to stamp.
Handling course I (fast slalom)
Lap time 20.9 sec
vmax at the measuring point 98.7 km / h
Comments: The Amazon demands a lot of physical effort and tightly coordinated spring elements. At the turning point the stamping rear wheel bothers. Due to the hard throttle response, the rear brake has to be used to keep the line.
Handling course II (slow slalom)
Lap time28.9 sec
vmax at the measuring point 54.4 km / h
Comments: It is important to drive through the course smoothly and with pulling force. As soon as the line choice has to be corrected or changed, you drive wide arcs and struggle with the hard throttle response.
Orbit Ø 46 meters
Lap time 10.5 sec
vmax at the measuring point 53.0 km / h
Comments: good lean angle. When driving over the transverse joints, the motorcycle lurches, which is why the speed has to be reduced.
Was there anything else?
Window adjustment simple and effective
Integrated front indicators
Quite a good view in the designer mirrors
When filling up, gasoline runs out of the overflow very quickly
Dirty hands when pretensioning the shock absorber due to chain grease on the handwheel
Grab bars for the pillion passenger only have an alibi function
Cumbersome resetting of the trip odometer
There is hardly a noticeable difference between the two maps that can be called up
Landing gear settings
Spring preload: standard setting
Compression damping: 18 clicks open
Rebound damping: 24 clicks open
Spring preload: 4 turns pure
Rebound damping: fully open
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