trek amazonas 1130

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 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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Top test Benelli TreK 1130 Amazonas

• 1. Top test Benelli TreK 1130 Amazonas Sense and sensuality
• 2. The first contact
• 3. Engine and performance
• 4. Driving behavior
• 5. Comments Points
• 6. Conclusion
• 7. Data Benelli TreK 1130 Amazonas
• 8. MOTORCYCLE Measurements
• 9. Was there anything else?

Top test Benelli TreK 1130 Amazonas Sense and sensuality

She raises the hairs on the back of your neck and sends you off in the evening with a LÃ smile in bed. A sensory experience. But what sense does the Amazonas, the long-legged version of the TreK, make in everyday life?

It's dark. And lonely. Late in the evening in the MOTORRAD underground car park. In the dim glow of the nighttime low-power lighting, the silhouettes of around 15 current test machines can be seen, neatly lined up. Only one stands out: the Benelli TreK Amazonas, a powerful figure. Its mirrors end at a height of 1.34 meters, and the rear protrudes far above the Kawa ER-6f and Suzuki Bandit 1250 parked next to it. While the TreK leans more towards fun bikes, the long-legged Amazonas leans more towards enduros. The difference is primarily made by the wheels and spring elements: instead of cast cast wheels, the Amazonas rolls on spoked wheels with narrow rubbers in 110/80 R 19 and 150/70 R 17 dimensions. And the suspension travel increased to 175 millimeters at the front and 180 at the rear (TreK: 120/115 millimeters). Fold in the side stand to juggle the 240 kilograms of motorcycle out of the parking space. You can tell the weight of the Amazon. The three-cylinder is a massive engine and is also installed high up. And the 21.5-liter tank sits above it, which ensures that the “enduro fun bike” has a fairly high center of gravity. The seat is also at a dizzying height. At least the steering angle is okay and the tapered aluminum handlebars are quite wide, which makes dancing out of the parking space easier. At night, when the noise of traffic from the ventilation shaft shrinks to a breeze and no one slams doors or calls for elevators, there is an almost eerie silence in the editorial garage. Ignition key around. Press a button. What happens next is reminiscent of a commercial: a woman sits in an old American V8 engine and presses the accelerator pedal. Close-up: Her arm hair stands up with every gas stroke. With the 1131 cm tall triple of the Benelli TreK Amazonas all the hair stands up.Her hissing is so animalistic - you could be used as a synchronized roar for a dinosaur in the sequel to Jurassic Park. This scream is a triad, a mix of creaky airbox snorkeling, bassy exhaust rumble and the hard rattling noise from the engine's gears.

The first contact

Mechanically, the Benelli triple sounds healthier compared to previous test machines. For the 2007 vintage it received some detailed changes. For example, bearings were reinforced and the springs of the shock absorber in the clutch basket were preloaded more strongly. Walk in and circle around the four infamous underground car park bends with their concrete pillars. It's already noticeable: the clutch requires a lot of force on the lever. Open the gate, into the night. The low beam of the headlight, which is bizarrely designed like an insect, is quite spotty and does not illuminate the sides particularly well. The high beam has a selective effect. But somehow you only notice it peripherally. Because the senses are sharpened, sending messages of joy to the brain: the ear follows along, as does the eye, buttocks and legs report intimate contact, and cool night air flows through the nose - is there anything nicer? The destination of the night's journey is a few passes 400 kilometers away, where the Benelli is supposed to prove itself. Until then there is still plenty of time to get used to the motorcycle. The seating position is good, but the padding is too hard for long tours. In general, the Benelli is not an ideal touring machine. Although the adjustable windshield offers decent wind protection, the passenger has to make do with a less than comfortable spot. On shorter trips, the ergonomics are at least suitable for the driver. Because of the slim waist, the legs are not spread very far apart by either the frame or the tank. Nevertheless, every centimeter of leg length helps, because the Amazonas is a very large motorcycle. First fuel stop.On the country road, 6.2 liters of super fuel roared through the nozzles at a moderate speed. That's still a lot compared to the Triumph Tiger, which uses around one liter less on such a route with the same engine concept. But at least the Amazonas remains 1.7 liters below the consumption of the TreK in MOTORRAD 5/2007. On the motorway, at an average speed of 130 km/h, the triple turns out to be very thirsty as usual with 7.3 liters.

Engine and performance

The broom of the rising sun sweeps the night aside, the highway is free and without speed limits. Glove on, tank full to the brim, shower on. If you really let it go, you'll have 8.5 liters less in your tank after 100 kilometers. To pop? After 3.7 seconds the speedometer shows 100 km/h. The 200 mark is broken after 14.2 seconds. But somehow, despite the snappy acceleration from the top, the engine feels sluggish, as if it isn't really allowed to breathe freely. The impression is not misleading, but is confirmed by the measured values. The MOTORRAD test bench shows 116 hp at 9000 rpm, the TreK tested in the spring had 122 hp. Apparently the last engine management update cost a few horses. This is even more noticeable with the Amazonas because its air resistance reduces the forward thrust more strongly at higher speeds. The TreK versions can't keep up with the TnT, which is nominally ten hp more powerful. When it comes to pulling power, it outclasses its long-legged sister by a world: the Amazonas takes seven seconds to accelerate from 140 to 180 km/h in the last gear, while its sister TnT only needs 3.8 seconds.

The engines are identical in structure. The TreK versions were given different timing and the nominal output fell from 135 to 125 hp. At the same time, these measures should improve power delivery in the lower and medium speed ranges. However, this was not completely successful. The torque curve has clearly visible and tangible peaks and valleys. The Amanzonas starts off powerfully just above idle speed, but at a good 3000 rpm a little hang-up follows. At 4700 rpm it pushes with 100 Newton meters, the next nightcap comes at 6000 revolutions.The wave crests, but especially the troughs, in conjunction with the long final gear ratio (the Amazonas runs at 255 km/h) explain the comparatively poor torque values ​​and the feeling of motor lethargy. This feeling is extremely intensified by a very stiff throttle grip. In addition, there are large jumps in speed when switching between the lower three gears. The upper gears, on the other hand, are quite close together. Please note in this context: Benelli has recently revised the mapping of the injection system several times due to the stricter emission regulations of the Euro 3 standard and because of the exorbitant consumption values. In addition, the TreK sometimes had misfires in the lower speed range and it was extremely rough when accelerating. There can be no question of gentle smoothness with the Amazonas either, at least after the latest update the three-cylinder engine now accelerates without any hiccups.

Driving behavior

The sun is at eight o'clock, your bottom has a print tattoo from the angular, hard seat, and biker's dream stretches out in front of the front wheel. So let's send the Amazon into the curve jungle. Two or three metal bodies need to be overhauled. If you want to do this with a light push of gas from your wrist, you should have at least 6000 rpm on the tachometer. Speeds below this are intended for a tourist pace. When you quickly turn it over in an inclined position, the high center of gravity and the almost five hundredweight weight are of course noticeable. The narrow rear tire has a damage-limiting effect and promotes maneuverability. The Amazonas remains stable on course, but is not sailing completely neutrally. It needs to be steered more energetically than, for example, a BMW R 1200 GS, appears wobbly and wants to travel a wider arc than the driver intended. None of this is anything that you can't get used to after an hour or two of practice.

Behavior at the limit also requires getting used to.Just typical Benelli: the rear wheel slips easily when accelerating due to the powerful acceleration, and it also tends to slip when braking. Not that the assembled Metzeler Tourance didn't provide cornering grip; He reacts in an extraordinarily good-natured manner and announces the limit of detention with a very controllable rub. But when downshifting, the high engine braking torque causes the rear wheel to slide. This effect is particularly extreme downhill, when the wheel load distribution - 50/50 percent on the Amazonas - shifts in favor of the front wheel. Irritating for the less experienced, but a very special pleasure for experienced drifters. Anyone who is on the last groove will even take the slide into account. Like the toxicity of the rear brake, which snaps like a fighting dog and further stimulates the slide effect. The front stoppers are completely different, two Brembo four-piston fixed calipers that nibble on 320 mm wave discs. They are easy to dose and the braking effect is more than decent. However, the brake requires more than two fingers to actuate. The spring elements are tightly tuned despite the long stroke. Although the fork is fully adjustable, it reacts tightly even with the compression stage fully open and the springs not preloaded. Road waves are absorbed well, but short, hard, consecutive impacts only reach the pilot with little filtering. The same applies to the shock absorber. There are 400 kilometers left to travel back to the MOTORCYCLE underground car park. The wind blows data and facts out of your head. There are certainly better touring motorcycles or enduros. But who wants to think about the sense or nonsense of this Italian woman when all senses are beguiled?

Comments Points

Engine: It's the little things that make life with the Amazon difficult. Why does the clutch have to be so stiff and difficult to control? Or why do you often spend a long time on the organ when it's hot until the engine starts? Fine-tuning is required here. The injection could also use some fine-tuning, as the engine is still pretty rough on the gas. A shorter secondary translation would also benefit the Benelli. Chassis: The high center of gravity cannot be denied. The faster you drive, the more cumbersome the machine becomes.However, you can go extremely fast: the Amazonas remains very stable and only touches down when you are already on the ground. The coordination of the spring elements is unfortunate: tends to be too tight and the response is quite insensitive. Nothing can be changed even with the small setting range selected. Everyday life: Simply great: Thanks to the narrow waist and the well-contoured tank, even supermodels' legs don't have to be bent excessively. However, if they sit in the back, they have serious problems: no proper handle, extremely narrow seat, hardly any comfort. Multi-day tours are made difficult by the opulent rear silencer and lack of luggage hooks - you can't take much with you. Safety: Braking For professionals: The rear stopper requires extreme attention because it blocks quite quickly. The front one is easy to dose, but requires more than two fingers. Despite the tough basic setup of the chassis and the powerful engine, hitting the handlebars is hardly an issue. Costs: Nice bankruptcy: Each inspection takes 7.5 hours - that costs! And with a country road consumption of 6.2 liters per 100 kilometers, the Amazonas isn't exactly a savings miracle either. Price-performance: Sense or sensuality: You can't rate the latter, but you can judge the sense. There are better pack mules than a Benelli. But not one with so much charisma.

The mixture of high center of gravity and considerable seat height is not particularly recommended for motorcycle newcomers. But if you can get used to the characteristics of the Benelli Amazonas, you will receive a functional bike with a very unique selling point.

Data Benelli TreK 1130 Amazonas

Engine Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection à 53mm , alternator 550 W, battery 12 V/12 Ah, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, O-ring chain. Bore x stroke 88.0 x 62.0 mm Displacement 1131 cm³ Compression ratio 11.61 Rated power 92.0 kW (125 HP) at 9000 rpm Max.Torque 112 Nm at 5000 rpm Chassis Bridge frame made of steel and aluminum, upside-down fork, à 50 mm, adjustable spring base, rebound and compression damping, tubular steel swing arm, central spring strut with lever system, adjustable spring base and rebound damping Damping, double disc brake at the front, à 320 mm, four-piston fixed caliper, disc brake at the rear, à 240 mm, two-piston fixed caliper. Spoke wheels with aluminum rims 3.00 x 19; 4.25 x 17 Tires 110/80 R 19; 150/70 R 17 Metzeler Tourance tires in the test Dimensions and weights Wheelbase 1530 mm, steering head angle 65.0 degrees, caster 109 mm, suspension travel f/h 175/180 mm, permissible total weight 440 kg, Tank capacity 21.5 liters. Service data Service intervals every 10,000 km Oil and filter change every 10,000 km/3.5 l Engine oil SAE 15 W 40 Spark plugs Champion RG4HC Idle speed 1300 ± 10 0/min Tire air pressure solo (with pillion) front/rear 2.5/2.5 (2.5/2.5) bar Guarantee two years Colors anthracite/yellow Price12990 euros Additional costs250 euros

MOTORCYCLE Measurements

driving performance highest speed*240 km/h acceleration 0 100 km/h3.7 sec 0 140 km/h6.3 second Pull-through 60100 km/h4.2 sec 100140 km/h4.5 sec 140180 km/h7.0 sec Speedometer deviation Effective (display 50/100) 48/95 km/h Tachometer deviation Red area display9500/min Effective9500/min Consumption in the test at 130 km/h7.3 l/100 km Country road6.2 l/100 km Theoretical. Range 347 km Fuel type Super Dimensions and weights L/W/H 2220/990/1400 mm Seat height 895 mm Handlebar height 1140 mm Turning circle 5930 mm Weight with full tank 240 kg Payload 200 kg Wheel load distribution v/h 50/ 50% Driving dynamics1 Brake measurement Braking distance from 100 km/h42.9 m Average deceleration8.9 m/s² Comments: The rear wheel tends to stall in connection with the high engine braking torque. At maximum deceleration the front wheel also starts to stall. Handling course I (fast slalom) Lap time 20.9 seconds vmax at the measuring point 98.7 km/h Comments: The Amazonas requires a lot of physical effort and tightly coordinated suspension elements. At the turning point, the stamping rear wheel is disruptive. Due to the hard throttle response, the rear wheel brake has to be used to hold the line. Handling course II (slow slalom) Lap time 28.9 seconds vmax at the measuring point 54.4 km/h Remarks: It is important to drive through the course smoothly and under tension. As soon as the choice of line needs to be corrected or changed, you drive in wide arcs and struggle with the hard throttle response. Circular track à 46 meters Lap time 10.5 seconds vmax at measuring point 53.0 km/h Comments: good lean angle. When driving over the transverse joints, the motorcycle lurches, which is why the speed has to be reduced.

Was there anything else?

Plus Windscreen adjustment simple and effective Integrated indicators at the front Pretty good visibility in the designer mirrors Minus When filling up the tank, petrol runs out of the overflow very quickly Dirty hands when pre-tensioning the shock absorber due to chain grease on the Handwheel Grab handles for the passenger only have an alibi function Convoluted resetting of the trip odometer Hardly any noticeable difference between the two available maps Country road chassis settings Fork Spring preload: standard setting Compression damping ung: 18 clicks open Rebound dà Damping: 24 clicks open Shock absorber Spring preload: 4 turns in Rebound damping: fully open

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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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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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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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• Owner's manual

Benelli Tre 1130 K Amazonas Owner's Manual

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Table of Contents

• General Information
• Identification Data
• Engine Serial Number
• Vehicle Identification Number
• Identification Motorcycle
• Motorcycle Key Identification
• Identification of Motorcycle Colour Combination
• Colour Reference
• Safety Information
• Motorcycle Modification and Trim Personalization
• General Safety Regulations
• Vehicle Load
• Information on Carrying Capacity
• Use of the Vehicle in Competitions
• Advice for Safe Riding
• Protective Clothing
• Suggestions against Theft
• Safety - Visual and Acoustic Signals
• Location of Controls and Instruments
• Controls on the Left Side of the Handlebar
• Controls on the Right Side of the Handlebar
• Engine Run-Off
• Front Brake Lever
• Throttle Twist Grip
• Engine Start Button
• Ignition Switch and Steering Lock
• Instruments and Warning Lights
• Multifunction Display
• Using the Motorcycle
• Preriding Checks
• Selecting the Display Functions
• Resetting the Trip Mileage Counters
• Set "Chrono/Lap"
• Set "Clock/Trip"
• Set "Km/MI"
• Set "Service"
• Adjusting the Clock
• Parking the Motorcycle
• Using the Sidestand
• Saddle Disassembly Driver
• Starting the Engine
• Adjustments
• Recapitulatory Table of Adjustments
• Adjustments that Can be Done by User
• Front Brake Lever Adjustment
• Adjusting the Rearview Mirrors
• Front Projector Regulation
• Adjustment of Minimum Engine Rpm
• Regulate the Windshield
• Clutch Lever Play
• Adjusting Rear Suspension
• Adjusting Rebound Damper Hydraulic Device
• Adjustment Spring Preload
• Adjusting Front Suspension
• Adjusting Spring Preload
• Maintenance
• Tables of Scheduled Maintenance and Checks
• Maintenance Frequency
• Tools and Accessories Supplied
• Table of Lubricants and Fluids
• Checking the Engine Oil Level
• Topping up the Engine Oil Level
• Checking the Coolant Level
• Topping up the Coolant Level
• Checking the Wear of the Brake Pads
• Checkingt the Brake Fluid Level
• Checking the Tires and Rims
• Checking of the Rims and the Wheel Rims
• Cleaning Checking and Lubricating the Drive Chain
• Lubrication
• Replacing the Fuses
• Front Projector Lamps Replacement
• Cleaning the Motorcycle
• Prolonged Inactivity
• Technical Information
• Specifications
• Power Control System

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2015 Benelli Trek 1130 Amazonas first ride review

Benelli’s 126PS adventure tourer is set for launch very soon. What’s it all about then?

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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2008 Benelli Tre 1130 K (Tre-K Amazonas)

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2008 Benelli Tre 1130 K (Tre-K Amazonas) Back to 2008 Benelli Motorcycle Index Page

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– 2008 Benelli Tre 1130 K (Tre-K Amazonas)

As at home off road as it is on road. The Amazonas provides agility and ability in abundance giving the rider total confidence and maximum enjoyment.

“Outside the known limits…” A fully new bike for a new way of ride from the research and development dept. A new product for exclusive adventures.

FRAME The frame is designed to resist every shock in any situation. An easy ride and sensitivity to reactions were the targets of Benelli’s technicians during the project. New geometry for new adventures.

FRONT RADIATOR The new position of the radiator allows high thermal exchanges at low speed and during off road use. All made to improve reliability. The new frame is suited to the new requirements. The new shape guarantees an easy ride and a ride neutrality, both being unique features for a bike in this class.

REAR SUSPENSION The rear end is designed to guarantee the best stability and the easiest way to ride without loosing comfort or suspension reaction. The TRE 1130 K is safe to ride in any conditions.

US SPECIFICATIONS: 2008 Benelli Tre 1130 K (Tre-K Amazonas) Price $15,699 MSRP Colors Yellow Engine Type Liquid cooled in line triple, valve arrangement dohc 12 valve Bore x Stroke 88 x 62 mm Displacement 1130cc Compression Ratio 11.9 to 1 Transmission 6 speed cassette type Final Drive 525 x-ring chain, engine sprocket Z-16, chain sprocket Z-38. Chassis weight dry 451lbs, weight wet 486lbs Rake 25.0 degrees, trail 4.21 inches Wheel Base 55.87 inches Seat Height 30.70 inches Fuel Capacity 6.07 gallons Brakes Brembo Front 320mm dual floating disc with 4 piston Brembo calipers. Rear 240mm fixed disc with 2 piston Brembo caliper. Suspension Front 50mm inverted Marzocchi forks, w/5.8 inches travel Rear Extreme Technology single shock with adjustable rebound damping and adjustable spring pre-load w/5.9 inches travel Performance Horsepower 123.37@9,250rpm Torque 84.8ft/lbs@6,750rpm. Quarter mile,11.55 sec., 0-60mph 3.88 sec., 0-100mph 6.52 sec.,0-120mph 11.76 sec Fuel Mileage 35.5 mpg city / 40.50 highway.

Canada SPECIFICATIONS: 2008 Benelli Tre 1130 K (Tre-K Amazonas)

ENGINE TYPE 3 cylinders, 4 stroke, liquid cooled, 12 Valves, DOHC(double overhead camshaft) CYLINDER CAPACITY 1131 cc BORE X STROKE 88 X 62 COMPRESSION RATIO 11, 9:1 MAXIMUM POWER 125hp MAXIMUM NET TORQUE / RPM 83ftlb FIRING ORDER 1 > 3 > 2 INTAKE VALVE DIAMETER 33 mm EXHAUST VALVE DIAMETER 29 mm INTAKE ENGINE TIMING 12°BTDC44° ATDC EXHAUST ENGINE TIMING 36°BTDC20° ATDC MAXIMUM VALVE LIFT Int.7,5 exh.7,5 THROTTLE BODY,DIAMETER 53 mm LUBRICATION SYSTEM Wet sump FUEL SYSTEM Injection EURO 3 CLUTCH Wet clucth 11 discs IGNITION Digital – inductive type via electronic engine management STARTING Electric GEARBOX 6 – speed TRANSMISSION 525 chain type PRIMARY RATIO 44 / 79 FINAL RATIO 16 / 34 GEAR RATIOS (SECONDARY) 1°14 / 39 2°18 / 35 3°21 / 32 4°23 / 30 5°24 / 28 6°25 / 26

CYCLE PARTS FRAME ASD steel tube trellis, with boxed section FRONT SUSPENSION “Upside down” fork Ø50 mm FRONT TRAVEL 180 mm REAR SUSPENSION ASD steel tube trellis swingarm,preload adjuster REAR TRAVEL 180 mm RAKE 25° TRAIL 127 mm OFFSET 33 mm FRONT BRAKE DIAMETER Ø320 mm with radial caliper REAR BRAKE DIAMETER Ø225 mm FRONT TYRE 110-80-/19 REAR TYRE 150-70/17

SIZES LENGHT 2255 mm WIDTH 790 mm HEIGHT 1362 mm SEAT HEIGHT 840 mm WHEELBASE 1531 mm DRY WEIGHT 208 kg FUEL TANK CAPACITY 22l FUEL RESERVE 4l

EUROPE SPECIFICATIONS: 2008 Benelli Tre 1130 K (Tre-K Amazonas)

ENGINE TYPE In line 3 cylinders, 4-stroke, liquid cooled , 4 valves per cylinder double overhead camshaft, with balancer shaft DISPLACEMENT 1131 cc BORE x STROKE 88 x 62 mm COMPRESSION RATIO 11.6:1 RATED OUTPUT 92 kW (123 cv) @ 9000 rpm MAX. TORQUE 112 Nm (11.4 kgm) @ 5000 rpm FUEL SUPPLY Electronic injection with three throttle bodies ø53 mm EXHAUST SYSTEM With catalytic converter and oxigen sensor CERTIFICATION Euro 3 CLUTCH Wet clutch GEARBOX 6 speed FINAL DRIVE Chain drive, ratio 16:37

CHASSIS FRAME Decomposable, front steel trestle, rear aluminium alloy casting FRONT SUSPENSION Ø48 mm upside-down fork, with hydraulic extension / compression and spring preload adjustments FRONT SUSPENSION STROKE 175 mm REAR SUSPENSION Steel trestle swingarm, progressive rear dumper with hydraulic extension and spring preload adjustments REAR SUSPENSION STROKE 180 mm FRONT BRAKE Twin floating disk ø320 mm with 4 piston calipers REAR BRAKE Single disk ø255 mm with double piston caliper FRONT RIM 3.00”x19” REAR RIM 4.25”x17” FRONT TYRE 110/80 – R19 REAR TYRE 150/70 – R17

SIZES LENGHT 2200 mm WIDHT EXCLUDING MIRRORS 865 mm HEIGHT EXCLUDING MIRRORS 1370 mm SEAT HEIGHT 840 mm WHEELBASE 1530 mm UNLADEN WEIGHT* 215 kg ROAD READY WEIGHT** 240 kg PERMITTED TOTAL WEIGHT 440 kg USABLE TANK VOLUME 22 lt RESERVE 4 lt

* without fluids ** According to guideline 93/93/CEE with all fluids, fuelled with at least 90% of usable tank volume

(Benelli Q.J. reserves the right to change technical specifications, equipment, set ups, and colours without prior notice.)

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