2013 Benelli Tornado Naked TRE 1130 R
The sporty spirit of the Benelli Tornado TRE 1130 R has conquered a lot of fans. Its tasty design lines inspire power, while the imposing note of the exhaust is an instant head turner.
At the heart of the Benelli Tornado TRE 1130 R stays a capable inline three-cylinder engine with 88 mm bore and 62 travel, exceeding little over 1,130 cm3 of displacement.
The unit features electronic injection through three large 53 mm diameter circular throttle bodies, two overhead camshafts and four valves per cylinder. The engine delivers a maximum output of 157.8 HP (116 kW) at 10200 rpm and 120 Nm (12.2 kgm) of torque at 8400.
Power is sent to the rear wheel through a 6-speed transmission with dry clutch, anti-skipping device and hydraulic control.
On the other hand, the frame is composed of a main section in the form of a tubular steel trellis completed with strong aluminium plates.
Hit the jump for more information on the Benelli Tornado Naked TRE 1130 R.
2013 Benelli Tornado Naked TRE 1130 R
Engine:In line 3 cylinders, 4-stroke, liquid cooled , 4 valves per cylinder double overhead camshaft, with balancer shaft
Horsepower @ RPM:85 @ 10200
Torque @ RPM:89 @ 8400
Energy:Electronic injection with three throttle bodies ø53 mm
Displacement:1131 cubic inches
Absolute performance: that’s the slogan encapsulating the sportiest of Benelli’s range, a model that makes no compromises when it comes to power and riding efficiency on the road or on the circuit. Originating from the experience at the Roadster Cup races, the TNT R is a tribute to performance, thanks to the inline three-cylinder engine in its most refined configuration, and the chassis enhanced by adjustable suspensions that leave nothing to chance, whether that means clinching the best lap time on the track or deriving the ultimate enjoyment from breathtaking mountain roads.
The engine is the core of the TNT R, and that obviously means the legendary inline three- cylinder engine that also equips other models of the TNT series. But here its interpretation is a sheer triumph, decidedly “superquadro”. With 88 mm bore and 62 travel, it exceeds little over 1,130 cm3 of displacement and in this configuration it boasts a compression ratio of 12.5:1. Featuring electronic injection through three large 53 mm diameter circular throttle bodies, it has a modern and efficient timing system with two overhead camshafts that activate four valves per cylinder. A balancing countershaft has the job of damping vibrations so that comfort isn’t sacrificed for the sake of performance.
The transmission is 6-speed with chain final drive but it’s the dry clutch featuring anti- skipping device and hydraulic control to command the attention: thanks to a much lighter weight clutch housing, nearly all of its structure can be admired in an ode to competition and lightness – and once again performance – because the anti-skipping device allows the rider to delay braking and brake even harder without the risk of the rear losing is ideal trajectory.
The exhaust manifolds wrap around the engine, tracing its profile with precision to join at the bottom, then climb back up again towards the tail, where they let it all out in the racing endpiece, which is compact and perfectly inserted between the light license plate holder and the small tail light. The catalytic converter and exhaust valve respectively have the task of reducing harmful emissions and optimizing power delivery at all speeds without getting in the way of the exhilarating notes and full roar that the three-cylinders provide.
TNT R means performance: 157.8 HP (116 kW) of maximum power at 10200 rpm, but also 120 Nm (12.2 kgm) of torque at 8400. These technical data say a lot about the characteristics of the Benelli three-cylinder, its acceleration as well as efficiency and response at medium rpm that few bikes can boast: engine architecture, smaller cylinder capacity, a painstaking process of fine-tuning allow the fans of the brand to enjoy this three-cylinder, years in the making, at its very best.
The TNT R is a unique Benelli when it comes to the chassis, too. The frame is composed of a main section in the form of a tubular steel trellis completed with strong aluminium plates in the pivot of the swingarm, which echoes the simple yet efficient trellis structure. The shock absorbers are the best on the market for racing applications: the Marzocchi 50- mm upside down fork is adjustable in all its elastic and hydraulic functions. The same features (spring preload, hydraulic compression and rebound damping) have been reserved for the ZF Sachs mono shock absorber, which is connected to progressive leverage suspensions that increase the performance of the rear suspension, allowing the R to transmit to the asphalt all the power it possesses.
The aluminium alloy rims feature a five-spoke design that is both lightweight and full of character; at the front end, a 3.50” rim holds a tyre in the traditional size of 120/70, while at the rear, on a 6.00” rim, the rider can choose between the 190/50 of original equipment and two other type-approved sizes, 180/55 and 200/50, the latter particularly indicated for use on the track. The braking system is worthy of the TNT R’s absolute performance: the two front 320 mm-diameter discs with wave profile are equipped with Brembo monoblock calipers, emblem of efficiency. Lightweight and powerful, they are activated by a radial pump, also by Brembo. Behind is the 240-mm diameter disc, again with wave profile but with a twin-piston caliper.
The wheelbase smacks of a sporty bike: 1,443 mm, a measurement that signifies agility on mixed surfaces, quickness in entering curves, and plenty of excitement to offer in any riding condition. The dry weight, contained in only 205 kg, is split between 52.6% on the front end and 47.4% on the rear end.
The TNT R comes in two colours that exalt its style and aggressive character: white with red frame, elegant yet indisputably sporty, and racing red with matte titanium grey frame for those accepting no compromises.
For the TNT R, Benelli offers some non-standard accessories that are truly unique: carbon chain casing, handlebar ends in ergal, frame sliders, racing filler cap, single-seat tail in carbon, motorbike covers and semi-rigid panniers.
|ENGINE TYPE||In line 3 cylinders, 4-stroke, liquid cooled , 4 valves per cylinder double overhead camshaft, with balancer shaft|
|BORE x STROKE||88 mm x 62 mm|
|RATED OUTPUT||116 kW (157,8 cv) @ 10200 rpm|
|MAX. TORQUE||120 Nm (12.2 kgm) @ 8400 rpm|
|OIL CAPACITY||4 lt|
|FUEL SUPPLY||Electronic injection with three throttle bodies ø53 mm|
|EXHAUST SYSTEM||With catalytic converter and oxygen sensor|
|CLUTCH||Dry clutch with hydraulic command with slipper device|
|FINAL DRIVE||Chain drive, ratio 16:36|
|SPARK PLUG||NGK CR9E|
|FRAME||Decomposable, front steel trestle, rear aluminium alloy casting|
|FRONT SUSPENSION||Ø50 mm upside-down fork, with hydraulic rebound / compression and spring preload adjustments|
|FRONT SUSPENSION STROKE||120 mm|
|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 SUSPENSION STROKE||120 mm|
|FRONT BRAKE||Twin floating Wave disk ø320 mm with radial monoblock 4 pistons calipers|
|REAR BRAKE||Single Wave disk ø240 mm with double piston caliper|
|FRONT RIM TYPE||Aluminum alloy|
|FRONT RIM DIMENSIONS E||17”x3.50” DOT-D|
|REAR RIM TYPE||Aluminium alloy|
|REAR RIM DIMENSION||E 17”x6.00” DOT-D|
|FRONT TYRE||120/70-ZR17 (58W); 120/65-ZR17 (56W)|
|REAR TYRE||190/50-ZR17 (73W); 180/55-ZR17 (73W)|
|WIDHT EXCLUDING MIRRORS||790 mm|
|HEIGHT EXCLUDING MIRRORS||1050 mm|
|PILOT SEAT HEIGHT||830 mm|
|PASSENGER SEAT HEIGHT||975 mm|
|GROUND CLEARANCE**||135 mm|
|STEERING PIPE ANGLE||N.D.|
|UNLADEN WEIGHT**||205 kg|
|ROAD READY WEIGHT**||215 kg|
|PERMITTED TOTAL WEIGHT||400 kg|
|USABLE TANK VOLUME||16 lt|