Benelli 1130 TRE-K 2007 — Specifications

When Pesaro decides to cross the DNA of a brutal roadster with the posture of a trail bike, it results in an object difficult to classify, almost unclassifiable. The TRE-K 1130 looks like nothing Benelli had produced before, and that’s not a criticism. It's more of a statement of intent: to offer the electrifying sensations of the TNT to a rider who demands a high handlebar and a few extra millimeters of suspension travel to digest rough roads. The result is a machine that towers over the competition with an extraterrestrial gaze and a frame that commands respect, with a high seat at 810 mm from the ground for an empty weight of 205 kg.

The inline three-cylinder engine of 1130 cm3 is the heart of the matter, and that heart beats strongly. Very strongly. From the first revs, you understand that the engine has been slightly detuned compared to its roadster alter ego, but 125 horsepower at 9000 rpm and 111.8 Nm of torque at 6750 rpm is far from a slimming cure. Torque settles early in the rev range, the engine growls convincingly, and the sound of the three-cylinder has that carnal something that Japanese four-cylinders, though effective, cannot reproduce. Two injection maps are accessible from the dashboard, as on the TNT Sport, but the difference between the two modes remains discreet. It doesn't matter: in both cases, the response to the throttle is frank enough to keep you attentive on exit from a tight corner. The original tires, mixed-profile Dunlop D270s, struggle to keep up with this level of energy as soon as the tarmac starts to turn. First recommended investment before playing kamikaze on mountain roads.

The chassis, however, behaves better than you would expect from a trail bike. The steel trellis frame associated with an inverted 50 mm diameter fork manages transitions with a liveliness that more closely resembles a supermotard than a touring bike. Faced with a Yamaha TDM or a Honda Varadero, the TRE-K plays in a different league, that of machines that bite rather than those that swallow up kilometers. The braking system, two 320 mm discs at the front with four-piston calipers, lacks a bit of progressiveness but is not lacking in efficiency. At the rear, the 240 mm disc quickly locks the wheel, which does not destabilize the bike but reminds you that you would like a little more dosage. A few corrections to note also on the injection, with slight jerks when re-applying the throttle, a common defect on motorcycles of this generation and correctable by reprogramming.

What slightly spoils the party is the finish. On a machine displayed at 12,660 euros, some details are disturbing. The tank vibrates, the side panels tremble at acceleration, the rear fender shakes at the slightest bump as if looking to take off. It's not catastrophic, but it doesn't match the price asked. The mirrors also deserve a special mention: pretty on paper, almost useless in practice. Finding neutral requires patience and the precision of a surgeon. As for the side stand, its access would benefit from being revised. These are typically Italian irritants, and those who know the brand know what we’re talking about.

The TRE-K 1130 is aimed at a rider who wants the sensations of a roadster without accepting its ergonomic compromises, and who doesn't really travel, just moves quickly between two sessions of attacking on national roads. Forget long touring: the firm seat and the 20.5-liter tank won't take you far in comfort. But for those seeking character, sound, and an engine with a true personality, the Benelli three-cylinder remains a unique proposition on this market. It’s not perfect, far from it. It’s alive, and that’s not found everywhere.