Benelli Tre-K 1130

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.