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Benelli 1130 Tre-K motorcycle review

Just because you want to take the adventurous route doesn’t mean you have to suffer an ugly bike.

The Benelli 1130 Tre-K and Tre-K Amazonas not only tackle the rougher stuff, but also do it with Italian flair and pinache (or the Italian equivalent).

It doesn’t have the electronic trickery of the BMW R 1200 GS, Ducati Multistrada, Moto Guzzi Stelvio or Triumph Explorer, but it also doesn’t cost near as much.

The Tre-K starts at a low $16,990 ($18,490 ride away) and the Amazonas adds a bash plate, wave discs, longer and more adjustable suspension and handguards. It costs $17,590 ($19,390 ride away).

Ok, they don’t have ABS, traction control and electronically adjustable suspension, but it’s a lot prettier than the Ducati. in the fashion stakes, the Stelvio wins hands down, but the Guzzi starts at $20,990.

The Tre-K features the same 1131cc three-cylinder engine found in all other Benellis except for the entry level Tornado Naked Tre TnT 899 Century Racer.

It’s made in their Italian factory at Pesaro.

The engine is detuned in power from 118kW to 94kW and the torque is reduced from 120Nm to 112Nm, but the power and torque curves give more emphasis to the low to midrange revs with the maximum torque coming on song at 5000rpm.

This gives it a more tractable feel on dodgy back roads and makes touring that much more comfortable and stress-free.

There is a handsome beak with an instrument pod way out in front so you get good vision of the LCD screen and dials.

On top is perched a stylish windscreen that can be adjusted to three positions with the turn of some knobs. You have to stop to make the adjustments, but it’s quick and easy.

I preferred it in the lower position where it directed clean air past my neck with no buffeting.

Up high, it protects from the rain, but creates some buffeting.

The seat is well contoured with firm but fair cushion for the sit-up-and-beg riding position. However, the saddle shape limits room to move forward and back which is a must to stay comfortable on long trips.

The wide bars were adjusted to their highest point yet could still be easily reached. They also feel comfortable while standing without the need of bar risers.

Not that you’ll be standing all that often as the footpegs are very narrow pieces of metal, like arrow heads. This bike is quite capable of tackling good quality dirt roads where you may want to stand, but you’ll need to fit other footpegs as these are too uncomfortable.

The suspension features non-adjustable Marzocchi forks on the TRe-K, but adjustable on the Amazonas, while the Sachs rear shock is adjustable for pre-load and rebound on both.

It feels plush and will tackle quite big hits such as potholes and occasional rocks so long as you get the settings right.

The limiting factor for off-road riding will be the rubber. Up front it has only a17-inch wheel with road-oriented rubber, while the rear has a 180 section. It’s no different from the Multistrada, except that the Ducati has electronic wizardry to help overcome traction and suspension issues and take the bike further into the rough than this will go.

Still, it’s a good most-roads tourer with a 22-litre tank just like the GS, optional panniers and comfortable pillion seat.

It’s just right for long days in the saddle. However, in summer the heat on the backs of your legs from under the seat may be a problem.

The soft yet rigid panniers easily clip into discreet pannier racks. They are expandable and will fit any full-size helmet except those with peaks. The panniers will also unclip quickly with the touch of a button and can’t be locked in place so security is a problem. Once off, you can carry them with the convenient handle or attach a shoulder strap so it becomes a handy carry bag.

Despite wide handlebars, the turning circle is not great for this type of bike and u-turns on narrow back roads will become a feet-down three-point-turn affair.

However, those bars give you a good feel for flicking around obstacle and holding the bike stable on bumpy roads at a cracking pace.

The optional bash plate still leaves a lot of exposed engine parts and the front-facing radiator will need a stone guard for gravel roads. It will also have to be removed to get at the oil filter, but it’s not a difficult job.

At low revs the bike stutters a little and conked out a few times, then became difficult to start when hot. However, its midrange punch is a delight and there is a delightful bark from the exhaust to soundtrack your ride.

This is an ideal bike for Australia’s poor-quality roads. It’s also got a commanding riding position for commuting, a comfortable cockpit for touring and a style that will turn heads.

Benelli 1130 Tre-K and Tre-K Amazonas

• Price: Tre-K $16,990 ($18,490 ride away), Amazonas $17,590 ($19,390 ride away)
• Engine: 1131cc 3-cylinder
• Power: 94kW
• Torque: 112Nm
• Transmission: 6-speed, chain drive
• Suspension: USD forks, Sachs shock
• Brakes: 320/240mm wave discs, Brembo calipers
• Seat: 850mm (880mm Amazonas)
• Wheelbase: 1515mm
• Dry weight: 208kg
• Fuel: 22-litre tank
• Available: Motolife , Caloundra

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Benelli Tre-K 1130 Amazonas

The Benelli Tre-K 1130 Amazonas was a liquid-cooled, four-stroke, transverse three cylinder, DOHC, 4 valves per cylinder Adventure motorcycle produced by Benelli between 2007 and 2015. Max torque was 84.82 ft/lbs (115.0 Nm) @ 6250 RPM. Claimed horsepower was 122.97 HP (91.7 KW) @ 9000 RPM.

• 4 2007 Benelli Tre-K 1130 Amazonas
• 5 2008 Benelli Tre-K 1130 Amazonas
• 6 2009 Benelli Tre-K 1130 Amazonas
• 7 2010 Benelli Tre-K 1130 Amazonas
• 8 2011 Benelli Tre-K 1130 Amazonas
• 9 2012 Benelli Tre-K 1130 Amazonas
• 10 2013 Benelli Tre-K 1130 Amazonas
• 11 2014 Benelli Tre-K 1130 Amazonas
• 12 2015 Benelli Tre-K 1130 Amazonas

Engine [ edit | edit source ]

A 88.9mm bore x 88.9mm stroke result in a displacement of just 1130.0 cubic centimeters.

Drive [ edit | edit source ]

The bike has a 6-speed, manual transmission. Power was moderated via the wet multi-disc, manual.

Chassis [ edit | edit source ]

It came with a 110/80 ZR19 front tire and a 150/70 ZR17 rear tire. Stopping was achieved via dual 320mm discs, 4-piston calipers in the front and a single 220mm disc, 2-piston caliper in the rear. The front suspension was a 50mm Marzocchi upside-down fork while the rear was equipped with a adjustable mono-shock. The wheelbase was 60.2 inches (1529 mm) long.

2007 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2007 MY Benelli Tre-K 1130 Amazonas is a powerful adventure machine, that can tackle almost any kind of road or terrain out there. It has, at its heart, a liquid-cooled, four-stroke, 1130cc, transverse three cylinder powerplant mated to a six-speed manual transmission, and can reach a maximum power output of 123 horsepower and 115 Nm of torque.

Also, standard features include laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

2008 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2008 MY Benelli Tre-K 1130 Amazonas comes with features that allow it to tackle any type of terrain and road, such as laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

In the tech/engine department, it sports an a liquid-cooled, four-stroke, 1130cc, in-line three cylinder powerplant mated to a six-speed manual transmission, and can reach a maximum power output of 123 horsepower and 115 Nm of torque.

2009 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2009 MY Benelli Tre-K 1130 Amazonas has, at its heart, a liquid-cooled, four-stroke, 1130cc, in-line three cylinder powerhouse paired to a six-speed manual transmission, that can produce a claimed 123 horsepower and 115 Nm of torque.

Also, it comes with features such as laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

2010 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2010 MY Benelli Tre-K 1130 Amazonas is a powerful adventure machine, that is sure to overcome every type of road or lack-of, with ease. It comes standard with laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

In the tech/engine department, it sports a liquid-cooled, four-stroke, 1130cc, in-line three cylinder powerplant mated to a six-speed manual transmission, and can reach a maximum power output of 123 horsepower and 115 Nm of torque.

2011 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2010 MY Benelli Tre-K 1130 Amazonas is sure to fit the taste of those riders on the market for a powerful two-wheeler that is capable of reaching its destination, no matter if a road is present or not. It has, at its heart, a liquid-cooled, four-stroke, 1130cc, transverse three cylinder powerplant mated to a six-speed manual transmission, that reaches a maximum power output of 123 horsepower and 115 Nm of torque.

In addition, it boasts features such as laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

2012 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2012 MY Benelli Tre-K 1130 Amazonas is one of the most powerful adventure machines available on the market, boasting a power output of 123 horsepower and 115 Nm of torque from the liquid-cooled, four-stroke, 1130cc, in-line three cylinder engine.

In addition, it also comes with features such as laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

2013 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2013 MY Benelli Tre-K 1130 Amazonas is a modern and aggressive adventure machine, that is sure to reach its destination, no matter the road or the terrain it has to get past. It has a power output of 123 horsepower and 115 Nm of torque from its liquid-cooled, four-stroke, 1130cc, transverse three cylinder powerplant.

Also, it comes with high-end features such as laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

2014 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2014 MY Benelli Tre-K 1130 Amazonas sports a liquid-cooled, four-stroke, 1130cc, transverse three cylinder powerplant mated to a six-speed manual transmission, and can produce a claimed 123 horsepower and 115 Nm of torque.

It also comes standard with features such as laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

2015 Benelli Tre-K 1130 Amazonas [ edit | edit source ]

The 2015 MY Benelli Tre-K 1130 is one of the most versatile machines from the Italian brand, and boasts standard features such as laced-wheels with off-road tires mounted on them, an under-belly to under-seat exhaust system, a dual seat, passenger grab rails, a fork-mounted fairing with an adjustable windscreen, dual front disc brakes, a digital and analogue instrument panel, plus a 50mm Marzocchi upside-down fork coupled to an adjustable mono-shock as a rear suspension.

In the tech/engine department, it sports a liquid-cooled, four-stroke, 1130cc, transverse three cylinder powerhouse paired to a six-speed manual transmission, that can produce a claimed 123 horsepower and 115 Nm of torque.

Videos [ edit | edit source ]

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BENELLI TRE K 1130 (2006 - on) Review

At a glance

Overall rating.

Arguably the most ‘complete’ motorcycle from Benelli in modern times. It may be ironic that the best bike this Italian firm, which is steeped in racing history, has built isn’t a superbike, but the Benelli Tre K is a superb, Multistrada-esque, do-anything, all-purpose street motorcycle and it really is very, very good.

Ride quality & brakes

One of the things that makes the Benelli Tre K so good is its versatility on the road. An upright riding position, soft suspension, comfy seat and decent wind protection make it easy to live with but it also rewards when you want to play. The Benelli Tre K's supple suspension offers lots of control and the chassis won’t go all wobbly at the knees during bouts of hard riding.

Big Benellis have rasping in-line-three-cylinder engines and the Tre K is no different. Its 1030cc motor is also used in the Café Racer, TNT and Tornado but for the Tre K is retuned for mid-range usability. As well as making a beautiful high-pitched racket like a NASCAR on helium when you thrash it, there’s a nice spread of usable power right through the rev-range too.

Reliability & build quality

There are plenty of nice touches on the Benelli Tre K such as a beautifully made tubular steel frame and swingarm, the styling is funky and quality items like Marzocchi forks, Brembo brakes and an Extreme Tech rear shock come as standard. With new management, a new UK importer and stricter quality control, Benelli is addressing reliability problems of old.

Value vs rivals

Costing £8349 the Benelli Tre K is a lot of bike for the money. It’s fun, easy to ride and versatile; the badge on the tank adds extra kudos too. This could be the bike that takes Benelli forward into the 21st Century. Find a  Benelli Tre K 1130 for sale .

Standard fare is on par with the Benelli Tre K’s closest rival: the Ducati Multistrada . There are no real juicy gadgets or ABS but you get a decent half-fairing with adjustable screen to keep off windblast on long journeys, and there are panniers and sat nav available as options. Compare and buy parts for the Benelli Tre-K in the MCN Shop.

Model history & versions

Model history.

2006: Benelli Tre K launched in September.

Other versions

Amazonas: Adventure bike version with off-road wheels and tyres, wavy discs hand guards and taller screen. Launched in 2007 costing £200 more than stock Tre-K.

Owners' reviews for the BENELLI TRE K 1130 (2006 - on)

5 owners have reviewed their BENELLI TRE K 1130 (2006 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your BENELLI TRE K 1130 (2006 - on)

The Trek is a bit like marmite you'll either love it or hate it. Me? I love mine. The engine is a thing of joy, the exhaust sounds fabulous. Ok it sounds like a bag on nails when it starts but that means little once you are on the move. For me the Trek is comfortable and I can easily do 3 or 4 hours with out getting that numb bum feeling. The suspension copes with most that I have chucked at it. The chain is a doodle to adjust. Due to the design of the adjuster there is no need to check alignment after adjustment. Its a tall bike and I had to have mine lowered this didnt upset the handling at all. It is not all positive. As many have commented some of the finish leave a lot to be desired. The sub frame is shedding its paint (but then so did my Guzzi 750 Breva) The mirror stems are rust magnets. Getting spares can be slow but this seems to be getting a little better. Benellis in general need to be service by knowledgeable mechanics and there aren't many of those around. When I first got my bike I had some fuelling problems, which needed a new TPS and remap. One of the rear indicators broke off which was sorted under warranty. I had problems with the speedo which was traced to a terminal in a connector not being correctly inserted. But since then I have experienced no further reliability issues. The bike starts first time all the time (even when left for 2 weeks when I forgot to put it on the battery tender). The screen and fairing are adequate. There is bog all storage under the seat. Finding neutral can be a pain sometimes when stopped. My Trek has the drinking habits of Father Jack, averaging between 33 and 37 MPG. If you are thinks of getting one make sure you get a fairly long test ride. 20 minutes will not enough.

This for me was at the time the greatest bike ,i loved every minute of riding it while it was actually on the road .For all its faults i still love it ,the looks ,the engine performance ,the handling etc all great .The downsides for me have been its reliability and quality of finish and the fact that the manufacture was well aware of other potential defects waiting to happen .Due to the amount of repeated failures i have had and the the time it has been off the road that is why i have scored it as i have . That said the finish on the latest ones has improved a lot and the front suspension has been fixed .Due to the faults ,that are not suffered by all i must add the value of the bike has been badly de valued .The package to me was the best compromise between sports bike and tourer and it looks superb .The bike has bags of engine character and a sound that is so addictive .I have yet to find another bike that i love so much yet really hate it at the same time .I have called mine the ex wife as like her it will have to go in the end .Spare parts for repairs are long winded in there arrival a lot of the time .The only pice of advice i will give is if you buy one make sure you get it from a dealer who actually knows what he is talking about .Service and history are paramount .I now buy with the head and would not buy another .

this is very nearly a perfect all rounder its defo the best compromise between sport and tourer in my opinion .my face allways has a big smile when i take the trek out .if i was to complain the only item at fault really has been the finish on the mirror stems and paint peeling on the rear sub frame and peg hangers but this should be getting done under warranty i hope .I might add that usually we all nearly want to change loads of parts on our machines but this bike the only thing i had improved was the seat and lowered the bike an 1" as its a bit tall.

Just a brilliant motorcycle. If you're after a Tiger or similar all rounder make sure you try the TreK...you won't be sorry.

really pleased with the trek, it does everything. i have just done a tour in france it didn`t miss a beat even after two days of rain. fuel consumption is an issue but i am waiting for a new fuel map from benelli who say i should see another 15 miles a gallon?

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Benelli TreK 1130 Amazonas

Hear it roar Getting the effect without surgery

Among the Amazons, breast surgery didn’t mean inserting silicone pads. It meant removing one so you could use a bow without it getting in the way.

Tough women, in every way. Is the Benelli Amazonas a tough bike?

No, it’s not. But it does sound like it.

The bike is presented as another BMW GS dual sport or “Big Chookie” competitor. BMW started the whole thing nearly two decades ago with the G/S, as it was then, and still leads the market with its GS, as they are now, models. They sell a staggering number of bikes – the 1200 is Germany’s best-selling bike, bar none.

It’s little surprise then that others would like a slice of the action. The Japanese have all tried, pretty much unsuccessfully and now it’s the Italians’ turn. Four Italian factories now offer contenders.

None are true competitors for the BMW. They all lack the single-minded “adventure” dedication and the sheer off-road competence of the GS bikes.

But are they good bikes?

Press the Amazonas’ starter and there’s initially a slight reluctance, very Italian, and then all hell breaks loose. There’s noise from the air box, noise from the exhaust, and more than anything else there’s mechanical noise from the engine. It suggests carnage, but that’s just how Benellis sound. At first it’s almost scary, then it becomes familiar and finally it sounds right; this is a machine. It should sound like a machine.

Pull away. Keep the revs up, the fuel injection needs confidence from you. It really lets it rip from about 3000rpm. Acceleration is not entirely linear, there are some flat spots, especially after about 5000rpm. If you’re not careful you may find yourself losing traction with the rear wheel on this bike just as on the TnT.

The suspension is stiff and the brakes are more than adequate – in fact, the rear brake can be a bit too adequate. The moral of the story is probably that the Amazonas is not a beginner’s bike, but then Benellis aren’t. They’re huge fun if you know what you’re doing, though.

Among the good news is that the Amazonas, in fact the entire TreK range, has less of a drinking problem than the TnT. That sucks the stuff down like Oliver Reid on holidays in Kentucky. But the Amazonas is still a heavy drinker, putting away about 7 litres per 100km with, let’s call it “enthusiastic” riding and more if you use more of its potential. It’s geared for more than 250km/h. I think the gearing is a bit too long but you can always fix that with different cogs. Don’t go too far, though, or you’ll end up with another TnT.

The price is high, but that’s what we get for having a currency that every greedy trader can manipulate as he wishes. Is it worth it? Well, I’d shell that out to have an Amazonas in the garage; and it would probably stay the only one on the block. ARR

Quickspecs Model: Benelli TreK 1130 Amazonas Price: $23,990 (plus on-road charges) Warranty: Two years, unlimited distance Power: 92kW @ 9000rpm Torque: 112Nm @ 5000rpm Engine: Liquid cooled inline triple, four-stroke, DOHC, four valves per cylinder, fuel injection and digital ignition Bore x stroke: 88 x 62mm Displacement: 1131cc Compression: 11.9:1 Transmission: Six-speed, wet multi-plate clutch, final drive by O-ring chain Suspension: Front, 50mm upside-down fork, fully adjustable, travel 175 mm. Rear, link-type monoshock, preload adjustable, 180mm travel Dimensions: Seat height 840mm, weight 208kg (dry), fuel capacity 21.5 litres, wheelbase 1531mm Tyres: Front, 110/80 R19. Rear, 150/70 R17 Frame: Trellis steel tubing with glued box section Brakes: Front, twin 320mm petal discs with four-piston calipers. Rear, 240mm petal disc with twin-piston caliper Fuel consumption: 7 litres per 100km, premium unleaded Theoretical range: 307km Colours: Black/yellow Verdict: Where’s that piggy bank?

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2012 Benelli Tre-K 1130 Amazonas

Back to 2012 Benelli Motorcycle Model Review Page

Click photos to enlarge. They make great desktop images.

– 2012 Benelli Tre-K 1130 Amazonas Review

Benelli. 100 years ahead Quality, innovation, range. Benelli reboots after their 100th year anniversary in 2011 to take on the market with even greater determination. The goals have been stated clearly: maximum product quality, an updated, more polished range, production in Italy but with marketing operations throughout the world. With all this, 2012 is sure to be a banner year with consolidation of the existing production organization in view of the gradual introduction of brand new models that will top off Benelli’s offer and complete the manufacturer’s relaunch started five years ago following the acquisition by QJ. Quality takes first priority: the enormous task of testing, developing and fine-tuning the entire 2012 range has allowed us to achieve the highest standards on the market and guarantee the Benelli buyer reliability, optimized fuel consumption and meticulous bike construction. And that naturally includes the joy of riding a Benelli, which is the distinctive, essential trait of every motorbike that comes off the assembly line of the Pesaro plant. Pesaro, Italy: this is where Benelli’s hub lies, in an efficient, modern structure vaunting the highest standards of quality that was maintained as the chief production headquarters. The “Made in Italy” stamp remains an indispensable element for Benelli, which is looking ahead to seize the opportunities offered by the global market, conscious of the fact of its role as a brand leader with a legendary history and confident of its offer of top-end products standing out for their quality, design and sporty allure. The Benelli motorcycle range for 2012 has been renewed, refined and enriched with new models.

2012 Benelli Tre-K 1130 Amazonas Features

Tre-K, touring and sport for 2012: the new calibration of the suspensions guarantees maximum comfort in all riding conditions, even with a passenger on board, at the same time enhancing the sporty feel of the Tre-K models. These bikes have also benefited from the increased quality of components and assembly to offer the Benelli enthusiast the best in terms of reliability and just plain fun. What’s more, the renewed colour themes highlight the multi-faceted and dynamic lines of the Tre-K even more than in the past. Tre-K 1130 Amazonas: the queen of the sporty grand tourers is back with a new take on many of her details, including the mapping of the three cylinders intended to reduce fuel consumption and increase the regularity of fuel injection, and the new suspensions, chosen to improve riding efficiency while lowering the seat. The updated Tre-K 1130 Amazonas will be available at Benelli dealers from March 2012.

2012 Benelli Tre-K 1130 Amazonas – North American Specifications USA/Canada MSRP Price – TBA USD

2012 Benelli Tre-K 1130 Amazonas – Europe Specifications EU MSRP Price – Price (On The Road): £TBA

All prices include VAT at the current rate and ‘On The Road’ charges (First registration fee, road tax, delivery to the dealer, registration plate and pre-delivery inspection).

2012 Benelli Tre-K 1130 Amazonas – Indian Specifications Indian MSRP Price – See dealer for country pricing.

All specifications are provisional and subject to change without notice.

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2015 Benelli Trek 1130 Amazonas first ride review

Looks good, doesn't it? Benelli's newest motorcycle based on their 1,131cc inline triple is this, the Trek Amazonas which was launched in September 2006 as an adventure tourer. The motorcycle makes the savvy decision to stick with what it knows in terms of design and even if we were to strip the Trek of all badging and decals - a considerable task - you would recognise it as a Benelli. And yes, that does mean that distinctive compound-eyed insect-y front end with those headlights that started out on the TNT. From there, the design follows Benelli's typically busy but careful design that shows up in all the aggregates and looks very nice up close. Step back a bit and there's a lot going on but the effect isn't off-putting and if you run your mind over all the other adventure tourers, the Trek is actually amongst the top lookers across the board. Not bad for a nine-year old design, eh?

It isn't just the looks either. The Trek gets the mildest form of the fuel-injected 1,131cc triple. Torque peaks early at 6,250rpm and the peak horsepower arrives at 9,000rpm and 126PS is a fair amount of power. The engine appears to have an extremely light flywheel so the rev rise and drop extremely fast, almost as if the Trek thinks it is a race bike.

The engine is hung from a tubular trellis frame that forms twin spars which connect to a very sharp looking set of pivot plates. Tubular extensions are used to hang the engine from the frame. At the back is the usual tubular swingarm with the underslung brace that looks very nice indeed. Suspension? The front is a 50mm Marzocchi upside down fork with rebound and compression adjustment available and at the rear is a mono shock adjustable for preload and rebound made by Extreme Tech. The spoked Excel aluminium rims (19-inch front and 17-inch rear) wear Metzeler Tourance tubeless tyres with a large block tread that signifies a lot of time on tarmac, and a little bit of off-road moonlighting.

The electronics are pretty simple. There's a large button on the dash marked 'Power Control' that selects a mild ignition map for slippery conditions or the full-hard map that releases a few extra revs on top and sharpens things up slightly. And that's it. The Benellis are still analogue motorcycles in that sense and there isn't any electro-nannification to discuss at this time. On the flip side, the Trek also doesn't get ABS - neither do any of its other siblings - and I think that's a big miss and something Pesaro/China needs to fix post haste or as I'd put in my bad Italian, molto velocemente.

Start the Trek up and it sounds like a Benelli. It clatters to a start with a gruff, almost unhappy voice and then settles into a throaty idle. The sound is much nicer on the move but like all the 1130s, the Trek can easily accommodate a lot more refinement. Unfortunately, as happened with the 899 TNT earlier, our Trek wasn't running right. In fact, this poor Trek is the only one here and it's been through a fair bit. It got dropped in transit to India and then it's been ridden by all manner of people. As a result, this one squeaks and rattles a bit and on our test, the engine didn't feel like it having the best day.

Anyhow, riding it was fun. The real surge starts at 4,000rpm and after that, the power is quite linear. I kept waiting for a second intensification of the acceleration but it never really came in either mode. Despite which, the Trek throws big numbers into the wee digital speedo so hard it's disconcerting. You can bet that when the Trek comes for a road test, we will be watching whether the speedo's urgency is optimistic calibration or actual acceleration. But once you get over the numbers fixation, you'll find that the Trek cruises easily at highway speeds and beyond it, feels good.

When the corners come up, it remains firmly in its element too. Turn in requires a fair push on the bars but it responds smartly taking up lean steadily while feeling just a little bit tall. I suspect that you'll grow used to the sensation and then be able to fling it around pretty handily in short order. The suspension feels firmly damped but never harsh and the Trek, feels well up to the task of bad-roading or handling a sudden stretch of government ignorance without complaint.

We did try our hand at light off-roading and here the suspension surprised us. The Trek's suspension is actually quite compliant and it handled some pretty large undulations at speed far, far better than I expected. But this light off-roading also exposed an issue - that again could just be our bike. It turns out that at low speeds and low revs, the Benelli is very sensitive, far more so than the Suzuki GSX-S1000 which also had similar issues. But the Trek is too sensitive. It made rolling behind the tracking car at a steady 40-80kmph hard work even as high as third gear and in the dirt, I lit up the rear wheel a lot more than I intended to. The long chassis is pretty good so a spinning rear wheel isn't very scary on the Trek, thankfully.

The Trek is a potentially likeable adventure tourer with extremely limited ability off-road. I say that because of many reasons. Top two of those are easy to see. The bash plate isn't. It's just prettification that leaves the bottom exposed. And two, the foot peg design - shared with the TNTs - works well on dry tarmac. Once it's wet, trying to stand up to handle a bump or pothole will immediately have your boot slip clean off and that quickly ends any confidence in standing up and riding. If I bought one, I'd be getting rid of these silly, slippery pegs and get something a lot more functional.

But would I buy one? I don't think I have enough information to make that call yet, unfortunately. The Benelli is expected to cost about Rs 12.5-13 lakh when it goes on sale shortly and in there, potentially, is a really nice highway machine with excellent mountain road manners. In stock form, running well, a decent rider should be able to handle anything from open highway to a mountain pass on the Trek. But until we test a clean, well-running example, we're just going to go with that we know - looks good, doesn't it?

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Benelli Tre1130k Amazonas

Benelli Tre1130k Amazonas BLAKE CONNER November 1 2008

BENELLI TRE1130K AMAZONAS

Dual-sport & Triple play

BLAKE CONNER

LEAVE IT TO THE ITALIANS TO TAKE THE CONCEPT OF A heavyweight adventure bike to new levels of power and performance. It's as though Benelli's Pesaro, Italy-based engineers took one part Triumph Speed Triple and one part BMW R1200GS, then threw them into a blender, with the Trel 130K Amazonas the resulting concoction.

Based on the company's standard street-oriented TreK, the Amazonas is easily distinguished by its tall stature (35-inchhigh seat) and off-road-oriented wheel and tire package.

As with all of Benelli’s motorcycles, the TreK shares many of the family platform’s traits: Triple power, hybrid tubular chrome-moly/cast-aluminum frame and tubular swingarm featuring eccentric chain adjusters-which, by the way, aren’t as easy to adjust as they look, we discovered.

What sets this bike apart from its main adventure-bike competition is the engine. While the two leading bikes in the category are lOOOcc Twins, the Amazonas is an 1130cc inline-Three. And on the Cycle World dyno, the liquid-cooled, dohc, four-valve-per-cylinder Triple pumped out 104 horsepower at 9200 rpm and 70.5 ft.-lb. of torque at 4800 rpm.

As on the previous TnT 1130 we tested (October, 2007), the Amazonas has a dash-mounted Power Controller button (similar to Suzuki’s SDMS), but it is not nearly as effective

this time around. Road Test Editor Don Canet commented that he couldn’t feel any difference between the two maps when doing quarter-mile times in either mode. After running the Amazonas back-to-back on the dyno in both modes, the results were negligible, with only a 3-hp and 2-ft.-lb. difference between them. The TnT, on the other hand, varied by a whopping 16 hp and 7 ft.-lb. The downside is that if you decide to take to the dirt, a mellower power curve would be a welcome attribute.

Despite the Power Controller’s shortcomings, you won’t find a more potent adventure bike on the market. The Amazonas streaked to an 11.23-second, 119.33-mph quartermile time, hit 60 mph in 3.2 seconds and reached a measured top speed of 137 mph. Not bad considering it weighs a portly 511 pounds dry.

Around town, the TreK leaps from stoplights with smooth clutch engagement and ample low-end torque, easily surprising unsuspecting Ferraris around our Newport Beach home base. Same can be said on a curvy road, where midrange power yanks you out of corners in any number of its six gears. The transmission likes to be shifted quickly and deliberately to get precise gear changes, but short throws and only a hint of driveline lash earned the unit positive remarks.

Interestingly, the Amazonas isn’t equipped with a slipper clutch like its fully faired sibling, the Tornado, which shares the same engine in slightly hotter tune. A low level of flywheel inertia and three big 88mm high-compression pistons create a lot of engine braking, allowing the TreK to easily chirp the rear wheel when downshifting. We’re not talking about full-boogieMark-Cernicky-backing-it-in hackers; normal backshifts from second to first approaching a stop will routinely emit a yowl from the rear tire.

As previously mentioned, the hybrid frame is unique to Benelli, with the cast-aluminum head tube and swingarm pivots bolted and bonded to the steel spars. The fully adjustable, 50mm inverted Marzocchi fork (25 degrees of rake/4.2 inches of trail) and Sachs shock are more asphalt oriented than the bike’s image conveys. In light off-road conditions, the Amazonas simply doesn’t have enough travel to be a serious contender against bikes like the KTM 990 Adventure or BMW R1200GS. The TreK’s 6 inches of wheel movement front and rear come up short to the KTM by almost 3 inches and the Beemer by around 2 at each end, so it blows through its travel way too easily to be taken seriously off the pavement.

On a twisty ribbon of asphalt, though, the suspension works very well, allowing the rider to maintain a quick, controlled pace. Handling is highlighted by very good stability (59.6-inch wheelbase) and nice turning characteristics, aided no doubt by the wide MX-style bars. Black-anodized,

spoked Excel rims are mounted with 110/80-19 and 150/70-17 Metzeier Tourance tires, which provide good traction on about every surface imaginable. Excellent brakes also add to sport-riding competence. Twin 320mm wave discs with a pair of four-piston Brembo calipers provide an instant and powerful bite, but the rear two-piston unit is a bit touchy on-road or off. Anyone shorter than 6 feet tall who throws a leg over the high seat will find that only his toes touch the blacktop. The seat itself appears to be thinly padded but the shape is actually good and offers decent comfort unless you plan on spending long days in the saddle. But that shouldn’t be an issue, since you’ll be taking a break about every 150 miles: Despite the large, 6-plusgallon fuel tank, we never got more than 30 mpg and only averaged a pathetic 24.4.

At least the riding position is well-laid-out. The footpeg and handlebar placements are comfortable, and a threeposition adjustable windscreen offers good protection from the elements. The hybrid LCD/analog dash looks clean, but you need to learn its near-secret sequence of short, medium and long clicks on the selection button to access all the functions.

So, don’t let the Trel 130K Amazonas fool you, as its Dakar-inspired image is just that, an image. Sure, it’s capable of light off-road duty, but where this $15,699 bike excels is attacking the urban battleground and partaking in weekend adventures. And there’s absolutely nothing wrong with that. □

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Cycle World

2008 Benelli Tre-k 1130 Amazonas

• HISTORY (1)

Market Summary

The benelli market. see similar markets, vehicle history, a timeline of events that we've detected for this vehicle., comparable recent listings. see related attributes next to the score..

1979 Benelli Sei 750

• TMU 

1972 Benelli 125 Sport Special

1969 Benelli Fireball 50

1973 Benelli 650S Tornado Racer

1976 Benelli 750 Sei

1951 Benelli Leoncino

1936 Benelli 250 tn

1980 Benelli 254

1977 Benelli Quattro 500

1972 Benelli 65 Enduro

2005 Benelli Tornado TRE Novecento

1971 Benelli 175 Enduro

1980 Benelli 250 Four

1976 Benelli 500 Quattro

1965 Benelli Sport 50

1983 Benelli 900 Sei

1966 Benelli Motobi

1981 Benelli 900 Sei

1949 Benelli 250CC Racing Motorcycle

1974 Benelli 500 Quattro

1977 Benelli 750 Sei

1978 Benelli 750CC Sei

1979 Benelli 750 Sei

1972 Benelli Tornado 650S

1964 Benelli Sprint 3V

1974 Benelli Volcano

1971 Benelli Hurricane 65

1972 Benelli 125 Twin Race

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Benelli All Models

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With three 53mm throttle bodies, and four valves per cylinder, this triple makes a very healthy 126 horsepower or 92 kilowatts which rips the 205 kg (dry weight) Tre-K down the road nicely thank you.

Power peaks at 9000rpm, but it is the mid-range area, where riders will want to spend most of their time, that the engine produces its best torque, and with the raspy note exiting from the under seat exhaust, it begs to be ridden with gusto in this rev range.

Keeping the Tre-K 1130 on the bitumen is well and truly catered for thanks to the fully adjustable Marzocchi 50mm upside down forks, which keep the front end pointing in the right direction.

One noticeable omission which some riders may be on the lookout for is ABS, which is not available at this stage on this model. The rear end, which is certainly a talking point due to the triangulated swing arm, and has an Extreme Technology rear shock with both compression and rebound adjustment.

We first came upon this brand after testing the Bimota DB8 SP and have found it’s hard to fault on both bikes. This tells you the company can build suspension to suit all types of terrain. No longer is it the Italian way of making it super stiff so it handles, which is a good thing.

The rear suspension works very well on the Tre-K, whether cruising along at highway speeds or having a larrup through the twisties out in the boonies. As a whole the suspension package really does work well when the ‘red mist’ is about and spirited riding is in order, cracking the motor through its paces certainly shows the handling is well suited to what the bike can deliver.

And when this type of riding is in order the rider has the option of using the Benelli Power Control, which is a two stage ECU map. You simply press the button on the dash, further livening up the motor, allowing the rider a few more revs to play with, along with more initial response from the growling triple. On the flip side, the tamer setting can be chosen for around town riding or to assist with wet weather riding, or dirt roads.

It’s not just about the power and torque with this machine, as the upright riding position and comfortable seat and height of 850mm, makes time in the saddle a real breeze, no matter whether it’s around town or on the open road.

Comfort doesn’t stop there as the front screen has a three step adjustment allowing the rider to change screen height to suit their own height, and although it does seem a little flimsy, it does the job of keeping the breeze flowing over the rider just fine.

The side mirrors although being an odd shape, do a great job of keeping an eye out of what is looming behind the Tre-K. On the flip side of the mirrors, the front indicators are mounted and well concealed.

A mixture of both analogue and digital fixtures adorn the dash, along with the power control button, with the tacho and temp gauges feeding instant information to the rider via the easy to read dials.The digital dash features a large number speedo, vertical bar fuel gauge and clock, along with both a trip meter and odometer.

If a bout of touring is in order, Benelli has a set of semi-rigid panniers, which offer both good looks and enough room to throw in enough gear for an overnight stay or weekend away. The panniers can be easily attached or removed with a simple press of a clip on the back side of the panniers, and lift them straight off the frames.

More than just a good looker

There is no question the Benelli is a versatile bike, as it is very capable of regular around town riding, but can also accommodate the tourer in us as the riding position is right on the mark, and with 21.5 litres in the tank, allows a good few hours of riding before a fuel stop is warranted.

It’s designed for mainly tar riding, and rough tar at that, but it can also cope fine with dirt roads, and the odd fire trail if you are a keen and capable rider. It’s not just an all-roads bike masquerading as an adventure machine. Of course if it’s a case of the ‘boy racer’ coming out to play well, the Tre-K is also capable of getting the heart racing thanks to the raspy growl from the engine, and the power on tap.

Italian manufacturers are well known for their build quality and the folks at Benelli have certainly kept up this tradition with the Tre-K. It is a niche bike in a broad market and due to this it may not appeal to all lookers, but when stopped on the road side or in a group of bikes, it certainly will turn a few heads.

This model has been around for a few years now, and it still is an impressive machine in both the looks and performance department.

First ride: Benelli Tre-K 1130

For me, Benelli is a bit like the gorgeous girl who lived in my neighbourhood during my teenage years. I’d occasionally catch a tantalising glimpse of her as we went about our lives, but, sadly, our paths never directly crossed.

Benelli celebrated a birthday in 2011 – a centenary, in fact. Now I’ve been around for nearly 40 of those 100 years; I’ve been riding bikes for 20 of them and writing about them for 15, but in all that time I’ve never tested a Benelli product, be it a motorcycle or scooter. However, as fate would have it, my luck was about to change...

While that girl of so many years ago hasn’t leapt from the shadows of my past to finally lay those ‘what if’ romantic scenarios to rest – I suspect my ever-patient wife might have something to say about it if she did –  I did get the opportunity to embrace my first Benelli, a Tre-K 1130. And, just like the initial stages of any new romance, half the fun was simply getting to know this complete stranger.

To be fair, Benelli hasn’t exactly been flouting its wares to all and sundry. It’s been something of a ‘boutique’ marque in recent years and it’s weathered its share of financial storms. In fact, it’s only settled down into a steady rhythm since 2005, after Chinese giant QJ purchased the company from Italian entrepreneur Andrea Merloni, a development that has smoothed its passage through the GFC.

Still, this Chinese-owned marque is still very much Italian, in that the factory is still in Italy, its products are largely made of Italian parts, and its products are assembled by an Italian workforce. It’s got just as much right to display the tricolore as Ducati, even though – in a parallel twist – the latter is now owned by German car maker Audi.

In Australia it’s also had a rough-and-tumble ride – it was under the umbrella of importer Stoney Creek Power Sports until that concern hit the skids at the end of 2008. For the last couple of years, however, Benelli has found new stability here thanks to importer Urban Moto Imports, which also sells Bimota (another Stoney Creek refugee), Erik Buell Racing, Confederate and Viper products.

Powered by Benelli’s mainstay powerplant, an 1131cc in-line triple, the Tre-K is an all-rounder with oodles of Latin character. Based on the TnT 1130 streetfighter (the Tre-K 1130’s swingarm even has “TnT” stamped on it), it’s one of a pair, with the Tre-K Amazonas 1130 having more of an off-road focus, care of spoked rims, a larger 19-inch front wheel, longer-travel suspension and handguards, plus ‘wave’ brake discs, at a $1000 premium. The standard Tre-K then is more of a ‘soft-roader’, but as I was about to find out, that term does little to accurately convey its ample ability.

The styling is unique and distinctive – angular, yet somehow organic. The chunky tubular trellis frame and swingarm catch the eye, but the welds aren’t the neatest I’ve seen and the sharp points remaining on the outside of the two main engine mounts detracted from the overall package – far better, then, to cover them by fitting the optional factory crash protectors.

Hopping aboard the thing the 810mm seat height was entirely manageable for this 188cm rider – as it will be for most – while the gel seat was immediately accommodating – nicely sculpted and very supportive.

The instrumentation is modern – a digi LCD display with two analogue dials – but not without its foibles. The LCD display brings up a range of information – clock, trip meter, ambient temperature and a lap timer (bit odd, that one), among others – but the means of accessing that info is far from intuitive. To the left of the engine temperature gauge is the ‘Power’ button, which lets you choose from one of two ride modes. Choosing the ‘power’ mode opens a butterfly valve in the exhaust, minimising backpressure to free up some extra horses down low and through the midrange, while also accessing a more aggressive fuelling/ignition map. Peak torque and horsepower remain unchanged, but the seat-of-the-pants difference is appreciable.

The beefy triple crackles into life with a growl – the single underseat pipe spits out a wonderfully evocative note, the growl rising to a chilling howl as the revs rise. Cold starts require a good few seconds on the starter, however, and it does appreciate a bit of a warm-up. With a bit of heat in the oil I let out the heavyish hydraulic clutch and was spearing down the road, the shroud of mystery surrounding the Benelli name now confined to the past – just like that cutie of the late ’80s.

The Tre-K is handy enough around town, but at around 5000rpm the bike does display a slight tendency to ‘hunt’ when making small throttle adjustments at more or less constant lower speeds, such as in heavy traffic. It’s a bit more pronounced in Power mode, where the throttle response is sharper, but hooking the next gear and dropping the revs did the trick. At 4000rpm the progress smoothes right out, and there’s still ample torque on tap for fast acceleration.

That lusty triple is a highlight. I’m a big fan of the format and the Tre-K’s unit is simply bursting with useable low-down and midrange stomp. However, this gives way to an equally strong top end, the donk freely revving to its 9500rpm redline in most of its six gears. In everyday use, however, I generally found myself swapping cogs in its midrange, making the most of its ample torque. Mechanical sympathy also played a part here, because when I picked the demo bike up it had just 30km on the clock. That’s a big vote of confidence for the bike on the part of the Aussie importer, right there.

The first gear is a little too tall for stop-start city work, requiring a some clutch at speeds under 20km/h, but beyond this the Tre-K has useable grunt everywhere, a handful of throttle seeing it surge forward in just about any gear. At a claimed dry weight of 205kg it’s no heavyweight, and with the upright riding position and a low centre of gravity it’s easy to thread through traffic, provided you mind those high and wide mirrors.

Come Saturday I was eager to escape metropolis and stretch the Tre-K’s legs on the open road. On the highway it’s sublime – at 100km/h the engine purrs away at a lazy 3400rpm in top, barely breaking a sweat. The seat is the best standard perch I’ve sampled in recent years, while with the three-position, manually adjustable screen on its highest position, I was spared the worst of the wind’s blast.

The ride position is spacious, the legroom generous, although the small pillion perch is better suited to day trips rather than interstate epics. The mirrors remain clear and there are no nasty vibes. In general the Tre-K would be an excellent mile-eater, save for one issue – its range.

Fact is, it’s a thirsty beast, sucking down anything from 8.2lt/100km to 8.8lt/100km while in my care (that upper figure was achieved just running around town on the more conservative fuel map, too). With a 21.5-litre tank that’s an effective working range of about 215-235km and that’s a pity – it’s comfy enough to do far more between fill-ups. That economy might improve with a few more miles on the clock – let’s hope so.

Still, fuel economy was the last thing on my mind when some sweepers swung into view, because here the Tre-K was truly inspiring. It has a decent Marzocchi/Sachs suspension set-up, and for me the standard settings felt just fine. It’s supremely stable and sure-footed, with neutral steering. However, it’s quite agile in tighter going, where it tips in with little effort and holds a line beautifully. The excellent ground clearance allowed me to exploit the Pirelli Scorpion Trail rubber to the full, while playing tunes on the pipe via the slick-shifting gearbox.

While there are far more powerful and ferocious bikes prowling the streets these days, the Tre-K is still capable of a decent turn of speed. I’d didn’t explore its true top-end potential, but there’s enough there to get yourself into plenty of trouble. More importantly, there’s a heap of urge available for fast and safe overtakes.

The brakes are everything you’d expect of a quality Brembo set-up, offering gobs of power and excellent feedback. Unfortunately there’s no anti-lock option at present, but it’s in the pipeline. Those wheel sensors are in fact part of the Tre-K’s traction control system. It’s permanently on and it’s relatively basic – when it kicks in, it simply cuts the engine output by 10 per cent. This means you can continue to feed in more power – the output will just be 10 per cent down on what it could be until the rear wheel regains traction.

On paper this seems a long way off the intelligent anti-lock and traction control systems we’re seeing on an increasing number of bikes these days, but regardless, it really is a welcome addition. On the fire trail that snakes through Victoria’s Wombat State Forest I had a blast on the Tre-K, spinning up the back and hanging it out on corner exits without fear of the rear wheel inadvertently overtaking the front. I’m no Stéphane Peterhansel – far from it – but the traction control did give me a chance to indulge in a little Dakar daydreaming…

The suspension handled the dirt just fine and the brakes were good in this realm too – no excessive initial bite, just nice, progressive power. If a steady diet of dirt is on the agenda I’d be looking at the Tre-K Amazonas, but the standard Tre-K is all you need for the occasional off-road exploration.

I had a blast on the Tre-K 1130. At $17,900 rideaway, it’s right there in the ballpark with what I perceive to be its closest competitor, Triumph’s $15,990 (plus ORC) Tiger 1050 Sport. The latter does have anti-lock braking and it also comes with factory panniers as standard. It’s a little more refined than the Benelli in general, but then the Tre-K has something of a raw edge to it, which may well push many buyers’ buttons.

That mystery lady of my distant past will forever remain a memory, but the exotic Tre-K 1130 is here and ‘available’. For anyone after a competent, capable and character-laden ‘soft-roader’, a long and beautiful relationship with this Latin lovely could be just around the corner…

Tre-K 1130 in Bike Showroom

SPECS: BENELLI TRE-K 1130 ENGINE Type: Liquid-cooled, four-valves-per-cylinder, DOHC, four-stroke, in-line three-cylinder Capacity: 1131cc Bore x stroke: 88mm x 62mm Compression ratio: 11.6:1 Fuel system: Electronic fuel injection Maximum power: 126hp (93kW) at 9000rpm Maximum torque: 115Nm at 6250rpm

TRANSMISSION Type: Six-speed Final drive: Chain

CHASSIS AND RUNNING GEAR Frame: Trestle steel with aluminium alloy subframe Front suspension: 50mm inverted Marzocchi fork, fully adjustable Rear suspension: Sachs monoshock, adjustable for preload and rebound Front brakes: Twin 320mm disc with four-piston radial-mount Brembo caliper Rear brake: 240mm disc with twin-piston Brembo caliper

DIMENSIONS AND CAPACITIES Dry weight: 205kg Seat height: 810mm Wheelbase: 1515mm Fuel capacity: 21.5lt

OTHER STUFF Price: $17,900 rideaway, including hard panniers Colours: White, metallic grey or yellow Bike supplied by: Urban Moto Imports, www.urbanmotoimports.com.au , www.benelli.com.au Warranty: 24 months, unlimited kilometres

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