ASD steel tube
trellis swingarm with Extreme Technology single shock absorber with
adjustable rebound and spring preload.
Front Brakes
2 x 320 mm Ø, discs 4 piston caliper
Rear Brakes
Single 240 mm Ø disc, 2 piston caliper
Front Tyre
120/70-17
Rear Tyre
180/55-17
Dimensions
Length: 2183 mm / 85.9 in
Width: 850 mm / 37.4 in
Height: 1320 mm / 51.9 in
Wheelbase
1515 mm / 59.6 in
Seat Height
838 mm / 32.9 in
Ground Clearance
140 mm / 5.7 in
Dry Weight
205 kg / 451.9 lbs
Fuel Capacity
18 Litres / 4.8 US gal
Consumption Average
5.6 L/100 km / 17.9 km/l / 42.1 US mpg
Standing
¼ Mile
11.5 sec
Standing 0 - 100km/h / 62 mph
3.5 sec
Standing 0 - 140km/h / 87 mph
5.4 sec
Standing 0 - 200km/h / 124 mph
9.9 sec
Acceleration
60-140 km/h
6.8 sec
Top Speed
221.4 km/h / 137.5 mph
.
Outside the known limits". A new bike for a new way of riding.
The frame was designed for an easy ride and sensitivity to
reactions, to resist every shock in any situation. The new
position of the radiator allows high thermal exchanges at low
speeds and for off road use too. As for the new frame, the new
shape guarantees an easy ride and ride neutrality, both being
unique features for a bike in this class. The rear suspension
was designed to guarantee the best stability, without losing
comfort or suspension reaction. The TRE K 1130 is safe to ride
in any condition.
When Benelli Moto was acquired by Chinese conglomerate
Zhejiang Qianjiang, Benelli already had plans to develop a full range of models
based on their mainstay three-cylinder engine. The new Chinese management gave
the bright-green light and now the range of Benelli models has grown from the
previous two—the Tornado sportbike and the naked TNT—to no less than six. A new
chassis has been developed to give life to a new generation of models, including
the TreK 1130.
Unlike the Tornado unit, the new frame uses steel tubes to create a twin-spar
structure, with the new tubular spars bolting to the engine mounts at the rear
of the cylinder head. The rear suspension uses the same massive triangulated
tube-steel swingarm and link-actuated shock absorber originally developed for
the naked TnT. The front end looks tidy, with a massive Marzocchi 50mm inverted
fork that—though adjustable only for rebound damping—produces a superbly rigid
and precise front end. This frame is used by both the Benelli TreK multi-purpose
bike and its enduro extrapolation, the TreK Amazonas.
Both bikes are powered by the mildest and
most flexible edition of the Benelli Triple, producing a claimed
125 hp at 9000 rpm, with 82.6 ft.-lbs. of peak torque at just
5000 rpm. There is an excellent span of revs separating peak
torque from peak power, making the motor flexible and very
appropriate for an adventure-bike like the TreK.
In spite of the narrow profile and minimal bodywork, Signore
dePrato reported good wind protection from the TreK’s faring and
windscreen.
It is a big bike, tipping the scales at a claimed 457 pounds,
with a 59.6-inch wheelbase. The elegantly crafted and
well-sculpted seat is a moderate 31.9 inches high—the reach to
the ground is comfortable for those 5-foot-8 and up—and there’s
a natural reach to the high, wide handlebar. The riding posture
is very comfortable and the fairing does its job effectively.
The engine is very impressive and motivates
the bike with ease. Solid oomph is available from as low as 2500 rpm and you can
cruise on a twisty, hillside road in fifth gear just feathering the throttle and
letting the big torquey Triple burp along. When the mood strikes, a handful of
throttle will instantly produce very impressive forward thrust. Downshifting
isn’t mandatory, but exploring the tachometer’s high-rev territory is still
rewarding.
Although the engine is very strong and pleasant—the bike’s strongest point—it
could use refinement. Depending on the speed selected and on the engine load, my
TreK testbike generated some vibration between 3000 and 4500 rpm, possibly from
an imperfectly synchronized or counterweighted balancing shaft.
I rediscovered the pleasure of riding up and down the twisty roads of the hills
surrounding my hometown on the fast, comfortable and adequately agile TreK. I
easily negotiated long stretches of dirt roads, and on the highway I could keep
an impressive 100 mph pace with little strain.