Benelli Tnt
Benelli TNT
CW RIDING IMPRESSION
Totally Naked Triple
BRUNO DE PRATO
BENELLI HAS TURNED A PAGE AND started anew from an almost totally blank sheet, at least in terms of marketing policy: no more scooters, only high-level motorcycles, conceived and developed with more attention to the market. The new policy logically starts from the Italian company’s existing three-cylinder engine. Never mind the Grand Prix successes enjoyed by MV Agusta in the 1960s and '70s, these days the non-naturally balanced inline-Triple is not the way to go for high-revving racetrack performance. It does, however, remain a rational solution when the target is a compact streelbike engine with strong, smooth torque. Triumph did it with its most successful bike to date: Speed Triple. And now, Benelli follows the same path with its naked TNT, a drastic philosophical departure from the 900 Tornado Tre superbike.
The TNT uses the same basic frame as the Tornado, consisting of two large, cast-aluminum swingarm-pivot plates that are screwed and glued to four large-diameter, tubular elements to create a sort of twin-spar structure. Steering geometry is slightly different, the TNT’s front end raised .6-inch and its rear end lowered a similar amount to set rake to 24.5 degrees-the Tornado’s was adjustable from 22.5 to 24.5. Also, the Tornado’s aluminum swingarm has given way to a braced tubular-steel arm on the TNT, resulting in the same 55.9-inch wheelbase.
Also new is the front suspension, a very massive (though non-adjustable), Marzocchi 50mm inverted fork. Brembo supplies both the cast-aluminum wheels and the brakes.
Tires are Dunlop Sportmax radiais, a 120/70-17 front and 190/50-17 rear.
The TNT sits fairly tall for maximum cornering clearance, yet the seat is significantly lower than that of the Tornado, just 30.7 inches above the ground. This alteration of the riding posture-regarded as a must for a naked bike-forced the radiator and its twin fans to be relocated from their unusual position under the seat on the Tornado. They’re now located one on each side at the front of the bike, where they play a major aesthetic role with their edgy cowls that add mass ^ around the center of the body, to produce that big-chest/ slim-hips design that translates into an all-important visual feeling of explosive power.
Adding to the TNT’s muscular persona is its exposed engine, which is right there for all to see. Basically a stroked version of the 898cc Tornado mill, the 1130cc TNT unit represents the most sensible evolution the Benelli Triple could go through.
From a physical point of view, the engine retains its overall dimensions, but incorporates a number of internal modifications. The intake cam is now set higher to get a straighter shot at the valves while increasing the length of the runners for enhanced midrange torque. Also, the combustion chambers are now hemispherical rather than pentroof, with the valves slightly sunk into the head and radiused squish-area profiles. Reminiscent of the “Twin-Swirl” Suzuki GSX-Rs of yore, this configuration reportedly helped reduce emissions to the new Euro 2 standard. New cam profiles with reduced overlap complete the retuning process, giving the Triple a claimed 137 horsepower at 9250 rpm and 86.8 footpounds of torque at 6500 rpm.
As a result, on a humid day, on the damp roads surrounding the central Italian medieval town of Gubbio-where the TNT’s formal press introduction was held-it took a lot less to break the rear end loose in an excess of enthusiasm. The riding posture is ergonomically very correct, and induces an immediate sense of confidence. The feeling at low speed, through the narrow, steep, cobblestone streets, was nimble and surefooted, and the chassis proved more competent and capable at every comer. The front end felt so solid that even in semitreacherous road conditions, the steering response was impeccable.
Unlike on the Tomado, throttle response from the new engine-management system is cough-free, instant and very eager-even below 2000 rpm-yet not as aggressive as it might sound. Torque is delivered in huge bags, but smoothly and with proper progression.
On the twisty, uphill road to Gubbio, things started to get exciting. Past 4500 rpm, a pair of solenoids open the butterfly valves on the intake and exhaust systems and the engine changes personality and note, producing an instant run-up to higher revs. Above 7500 rpm, the engine is a scream, producing massive thrust that rockets to the 9500rpm limit in an ultimate surge of vengeance. It’s a Triple at its best, with top-speed potential in excess of 150 mph and enough torque and flexibility to turn any ride into an exhilarating experience. Not just fun for showing off-though popping wheelies is a simple matter of flicking the throttle-but for the genuine, old-fashioned pleasure of motorcycling.
While the engine is fairly smooth, a surge of vibration between 2500 and 3500 rpm in the first three gears accompanied by a quick snatch at the rear wheel had me wondering if the chain tension or alignment was off. Talking to Benelli’s technicians, the problem would appear to be the massive (and otherwise well-executed) eccentric-type chain tensioner, which may just be too eccentric-the Tomado had a straight-pull tensioner. As a result, when the rear axle is in its uppermost position, the relationship between the countershaft, swingarm pivot and wheel sprocket is inappropriate for optimum traction, and the chain gets into a resonance vibration. A less-eccentric eccentric might be the simple answer to the problem. After all, chains need minor and far-between adjustments these days.
Aside from that one glitch, this “barrel of TNT” proved to be one of the most rewarding rides I’ve experienced this year. Blindingly fast, very aggressive and blessed by an excellent chassis, it is prepared to hit the European market, where it will take aim at the MV Agusta Brutale-announcement of a U.S. importer is said to be pending. More powerful and enormously torquier, the TNT will also be priced competitively at 12,900 Euros (approximately $15,450 at current exchange rates). Young entrepreneur Andrea Merloni has geared the factory for production of 300 units per month, an enormous leap forward that should establish Benelli as a real player in the motorcycle market, not a minor-though-creative craftsman.
