Benelli 1130 TRE-K 2013 — Specifications

Imagine a trail bike that grew up on the wrong side of the tracks, hung out with the most aggressive roadsters in the neighborhood, and decided one morning to put on an adventurer's outfit to fool everyone. That's pretty much what Benelli offers with the Tre-K 1130: a motorcycle in adventurer's clothing, but with intentions clearly geared towards burning rubber rather than dirt tracks.

On paper, the figures are unambiguous. One hundred twenty-five horsepower at 9000 rpm, 111.8 Nm of torque available from 6750 rpm, all housed in a steel tubular trellis frame whose design owes as much to racing as to the Italian tradition of looking good while being powerful. The 205 kg dry weight seems reasonable for a machine of this size, and the 810 mm seat height won't discourage pilots of average height. On the winding roads of the hills around Misano Adriatico, this weight quickly disappears as soon as the right hand gets going. The motorcycle proves to be agile, playful, almost teasing in its behavior. And then the three-cylinder comes into play, and everything changes.

This engine is an anomaly in the category. Full from low revs, ferocious on the climb, it expresses a vitality that one does not expect on a trail bike, even one tailored for the road. The mechanical sound is a permanent invitation to push the limits, and the two injection maps available via a button on the dashboard don’t fundamentally change things: the difference between the two modes exists, but the engine remains volcanic enough that the question becomes secondary. Some hesitations on throttle input signal an injection that would benefit from refinement, but nothing really spoils the pleasure. On the other hand, the original Dunlop D270 tires, with their mixed road-path tread, struggle to contain the available energy as soon as you attack frankly: a few light rear slides remind you that a more sporty tire setup would be the first sensible modification to consider.

The braking, with its two 320 mm front discs and its 240 mm rear disc, has sufficient power to stop the 240 kg fully fueled, but lacks progressivity. The rear locks up quickly, which, on a machine as lively as this, calls for a certain caution. Alongside this, daily practice reserves a few typically Italian surprises: finding neutral is a form of meditation, the side stand is positioned as if to discourage frequent use, and the triangular mirrors are aesthetically pleasing but optically disappointing. The under-seat exhaust gives the whole thing a real cachet, while making the storage space perfectly non-existent. On a machine priced at 12,490 euros, the vibrations of some plastics and the screen raise questions about the care given to the final assembly.

The Tre-K doesn't play in the same category as a BMW R 1200 GS, a Honda Crosstourer or a Yamaha Super Ténéré. Its touring profile is just a façade. It is closer in spirit to a Ducati Multistrada 1200 or an Aprilia Caponord, that is to say a motorcycle of sensations dressed as an adventurer. It is aimed at those who want to rediscover the lively and sonorous character of the TNT in a slightly more versatile setting, with a more upright riding position and slightly increased comfort. For long journeys, the firm seat will quickly put ambitions back in their place. But for devouring winding roads while looking for what this three-cylinder still has in its belly, it has few rivals at this price. It’s a shame the finish isn't up to the mechanical ambition.