Benelli 1130 TRE-K 2012 — Specifications

Imagine an engineer from Pesaro looking at the Ducati Hypermotard with a sour expression and thinking: what if we did the same, but with three cylinders? That's roughly how the TRE-K 1130 must have been born. Benelli already had the engine, that booming triple that powered the TNT roadster, and rather than keeping it exclusive to the naked bike, the Italian brand decided to dress it differently. The result is this hybrid machine with the physique of a steroid-enhanced supermotard, somewhere between a sport trail and a characterful naked, without fully belonging to either of those categories.

The first impression, on the winding roads of the Adriatic coast hills, is that of a motorcycle that is visually more accessible than the TNT. The sculpted tank is a real, worked body panel, the steel trellis frame and swingarm have presence. At a seat height of 810 mm, the upright riding position is that of a trail bike, but the dynamic sensations quickly remind you that you’re on something else. The 205 kg dry weight disappears from the first few chicanes, the bike feels lively and agile, almost easy. Almost.

The engine is where the TRE-K plays its full hand. The 1130 cm3 three-cylinder develops 125 horsepower at 9000 rpm and, more importantly, 111.8 Nm of torque at 6750 rpm, and this torque is felt well before the redline. From the mid-range, the beast stretches with a vigor that surprises. The sound of the triple is something unique, this mixture of deep rumble and high-pitched melody that rises with the rpm, an acoustic signature that neither the Yamaha TDM nor the Honda Varadero can claim. Benelli offers two injection maps via a switch on the dashboard, but the difference between the two modes remains modest. It doesn't matter, the engine's character asserts itself. We note, however, some stumbles on throttle reapplication, a calibration defect that deserves a software revision.

The original tires, on the other hand, are a real problem. The versatile profile of the Dunlop D270, designed for mixed use, doesn’t live up to its promises on dry roads when you start to seriously solicit the 125 horsepower. A few light rear slides in tight corners remind you to behave. The first recommended investment after purchase: a pair of sport tires. The braking, ensured by two 320 mm discs at the front with four-piston calipers, is powerful but lacks progressiveness. At the rear, the 240 mm disc with its two-piston caliper locks the wheel easily, without disrupting the trajectory.

In terms of everyday ergonomics, the Italians from Pesaro clearly entrusted some details to a team of interns. The bubble and side plastics vibrate to a point that questions the solidity of the assembly, finding neutral gear is a podiatric precision contest, the side stand requires a contortion of the left foot, and the triangular mirrors, beautiful but useless, offer a rear view close to nothingness. The exhaust pipe running under the seat is aesthetically successful but condemns any storage. None of this is a dealbreaker, but on a machine priced at 9990 euros, one is entitled to expect better.

This price is, in fact, the last argument for the TRE-K, and not the least. Repositioned after a significant promotion, it is aimed at a rider who seeks the mechanical character of a large-displacement naked, a little extra suppleness in everyday use, without wanting to swallow thousands of kilometers of tourist tarmac. It’s not a tourer, and it would be doing it a disservice to use it as such. It’s a raw pleasure machine, to be reserved for drivers who know how to manage an engine with a strong temperament, and who accept the usual contradictions of Italian production: mechanical genius, perfectible finishes, and that extra soul that few manufacturers still know how to put into an engine.