Benelli TNT R160




Make Model

Benelli TNT R160




Four stroke, transverse three cylinder, DOHC, 4 valves per cylinder


1130 cc / 69 cu in
Bore x Stroke 88 x 62 mm
Cooling System Liquid cooled
Compression Ratio 12.5:1
Lubrication Wet sump


Electronic injection with 1 injector per cylinder
Exhaust With catalytic converter and oxygen sensor
Spark Plug NGK CR9E


Electronic injection 
Electric Electric

Max Power

116 kW /157,8 hp @ 10200 rpm

Max Torque

120 Nm / 12.2 kgm / 88.5 lb-ft @ 8400 rpm
Clutch Dry clutch


6 Speed 
Final Drive Chain drive, ratio 16:37
Primary Drive 44/79
Gear Ratio 1st 14/39 / 2nd 18/35 / 3rd 21/32 / 4th 23/30 / 5th 24/28 / 6th 26/27



95 mm / 3.7 in


Decomposable, front steel trestle, rear aluminium alloy casting

Front Suspension

50 mm ō Upside-down fork, with hydraulic rebound / compression and spring preload adjustments
Front Wheel Travel 120 mm / 4.7 in

Rear Suspension

Steel tube trestle swingarm, rear dumper with hydraulic adjustment (rebound, high and low speed compression) and spring preload assembled with progressive link

Rear Wheel Travel 120 mm / 4.7 in

Front Brakes

2 x 320mm ō discs, 4 piston caliper

Rear Brakes

Single 240mm ō disc, 2 piston caliper

Front Tyre


Rear Tyre


Length: 2000 mm / 78.7 in

Width:      790 mm / 31.1 in
Height:   1050 mm / 41.3 in

Wheelbase 1419 mm / 55.9 in
Seat Height 830 mm  / 32.7 in
Ground Clearance 135 mm / 5.3 in

Dry Weight

205 kg  / 452 lbs
Wet Weight 215 kg / 474 lbs

Fuel Capacity 

16 Litres / 4.2 US gal
Review Mark Fattore, Bikepoint

Naked bike performance in all its unrestrained glory! Thatís what Benelliís TNT R160 streetfighter is all about, as it doesnít rely on electronic aids, a steering damper or other support networks to get the job done: itís all about a stonking engine (with an awesome exhaust note) and a supreme chassis to tear apart twisty roads with conviction.

The R160, which was first released in 2011 as part of Benelliís centenary celebrations, isnít as refined as the Triumph or Aprilia, which is an issue around town with its jerky fuelling under 4000rpm, where itís difficult to maintain a constant speed; a heavy pull on the dry clutch, which replaces the cable version on the stock TNT; and average turning circle.

But when itís time to tap the top-end on the shoulder, the Benelli becomes the master. Above 5000rpm the power delivery is manic, and the sweet-shifting gearbox will allow clutch-less gearchanges if you want to increase the tempo even more.

And if you like to broadcast yourself with wheelstands and general mischief, well then look no further. This is uninhibited riding at its best Ė and a reason why the R160 is a fresh point of departure in the streetfighter stakes.

The R160 engine is an evolution of the companyís signature 1131cc inline three-cylinder engine, which now has a higher compression ratio of 12.5:1, more aggressive camshafts (increased lift and duration) and shorter intake trumpets. The bore and stroke is 88mm x 62mm.

The changes have been profound: maximum power has now surged to 155hp at 10,300rpm, an increase of nearly 20hp. Meanwhile, torque has been increased a little to 120Nm at 8400rpm. Healthy numbers on both accounts, and the balance shaft does a great job Ė for the most part -- of keeping all those power pulses contained.

By the way, the R160 chews up about 6.3 litres of fuel every 100km Ė not that fossil fuel conservation is a prime consideration when youíre riding this bike in fast mode. The tank holds 16 litres.

The suspension on the R160 has been uprated and is now fully adjustable at both ends Ė a 50mm Marzocchi upside-down fork working alongside a Sachs monoshock. Thereís a steel trestle frame, with an aluminium-alloy subframe. The wheels are five-spoke aluminium on Michelin Pilot Power tyres Ė 120/70-17 and 190/50-17.

The suspension is stiff, just like the Apriliaís, so it doesnít always massage away road imperfections. But on the flipside, the odd high-compression jolt through the body is a sacrifice for brilliant cornering prowess, where the R160 remains a beacon of stability and composure. In that heady environment, it certainly doesnít feel like 208kg (dry) of machine is being hailed around.

The riding position is quite upright, with just enough of a sporting bias without putting too much pressure on the wrists. And the cockpit itself is quite roomy, the pegs are mounted quite low in the chassis, and thereís a comfortable seat to top off the spacious accommodation.


Even though the Marzocchi fork is quite firm, thereís still quite a bit of dive once the Brembo monobloc brakes are engaged. And thatís because the brakes basically go from nothing to razor-sharp in one fell swoop, which always increases the risk of lock-ups without the back-up of ABS.

And Iím speaking from experience, as Iíve locked up another streetfighter with a similar brake package and speared straight off the road. More potent doesnít always equate with better real world performance.

The R160 isnít cut from the same cloth as its competitors, and thatís the beauty of it. Itís not micro-managed by a haze of electronics, so itís all up to the pilot to get the best out of it Ė whether thatís eating up hairpins or trying to keep it burbling along at a constant pace in the city. It isnít a perfect machine Ė even some of the panel fitment is questionable Ė but you canít hold a grudge against it.

The R160 is never going to be a volume seller, but riders looking for something with a distinctive style and demeanour should seriously take a look.

Source: Bikepoint