Tag Archives: Benelli

Australia is like our second home but despite being one of the most popular tourist destinations in the world, we always end up doing something- anything but vacationing. We went around the vast continent riding for 20,000 km on a Ninja H2 and a Ducati Panigale 1299 (2017). We have traversed the terrain of the continent aboard a Ducati Multistrada (2013) and a Hyosung GT650 (2007) and then some… So why should this time be any different? The steed this time around is a Benelli TRK 502X, though it seems just like a run to the cafe compared to our mammoth 20000 km plus trip in Australia on a Ninja H2 and a Ducati Panigale in 2017!

Benelli has an abundance of history when it comes to making motorcycles. It has a history in India too and of course, with xBhp as well.

Benelli is one of the oldest Italian motorcycle manufacturing companies which was founded in 1911 in Pesaro, Italy by Teresa Benelli. Teresa became a widow and decided to invest all her savings into a small garage to secure the future of her 6 sons – Giuseppe, Giovanni, Filippo, Francesco, Domenico and Antonio “Tonino” Benelli. The workshop repaired bicycles and motorcycles and also produced spares for cars/bikes. They also produced guns for the Italian military during the First World War. Benelli produced their first motorcycle engine, a single-cylinder 2-stroke 75 cc machine, and it was put into a bicycle frame but it didn’t work that well. They built their first proper motorcycle in 1921 and have never looked back since. Benelli won many racing championships in Italy and Europe, thanks to Tonino Benelli, who was a gifted rider. The company went on to produce many different motorcycles for civilian and military use, including some groundbreaking models like a 250cc supercharged engine in 1940. Over its 100+ year history, Benelli has seen many ups and downs, the most prominent of them being the complete destruction of its factories during World War II and then shut down in 1988 due to declining sales. But each time, the company has risen up from the ashes like a phoenix and has given us some really desirable machines. Associated with one of the best looking (and best-sounding) motorcycles in history, Benelli has not seen the best of days in recent times. Now, a part of the Chinese group, Qianjiang, Benelli forayed in the Indian motorcycle market with the DSK Group but that did not go as well as Benelli would have expected. And since then, in India at least, Benelli has been, more or less, dormant. But when you have 108 years of heritage on the line, backing down is not an option. So, Benelli came back to India with Adishwar Auto Ride International (AARI), a subsidiary of Mahavir Group. DSK, in the hands of very abled and august, Mr.Shirish Kulkarni, had done amazing work in creating a solid foundation for the brand in India. And we are sure the new parents will take this rich brand ahead in India with the same fervour.

Our first brush with Benelli in India, you can read more about that encounter here 

Coming down to xBhp, we had the pleasure of racing a Benelli 1130 TNT in the 2015 JKChamponship and also decking up our Benelli 899 in VR46 livery and taking it to the track. We have to admit that even today, the design of the naked TNT blows most motorcycles out of the water, and that’s more than a decade old design!

That’s us, racing a Benelli TNT 1130 in the JK Tyre Championship Superbike Cup, this was the only naked motorcycle against all the race-prepped sports bikes there…and yet we managed to get a respectable place in the final score sheet!

Our Benelli 899 draped in VR46 livery – Forza Vale!

The most exotic Benelli – Benelli Tornado 1130 – that we rode during our #100Motorcycles project. You can read more about it here!

A brief history of time

When a brand manages to live for almost 110 years and still shows renewed promise, then reliving it is nothing short of being in a time capsule. Here we look at Benelli from 1911 till today, briefly.

First things first: Chinese? Err, Is that a problem?

In today’s day of a connected world where everything is vetted and cross-examined in the blink of an eye by armchair enthusiasts, we feel that a certain resistance to Chinese products remains. The fact is that this kind of reservation is shared by the developed countries for products made in India. Aren’t they? In fact, we are the biggest critics of our own Indian made products, riding gears for example. How is a company like Axor and Rynox supposed to rise up to the quality and prestige of brands like AGV and Dainese in a matter of a few months or years? But our brands are doing well!

Drawing an analogy to the Chinese, as creative guys, we have seen the best of the products being ‘Made in China’. And not only ‘made’, the world’s best camera drones and similar equipment, DJI, is entirely a Chinese venture from the ground up. It came as a shocking revelation. Similarly, Pirelli and Metzeler now have a new technical owner, ChemChina, with almost 46% stake in the company. Surprised?

It would have been more shocking if a brand like Benelli would have shut down due to lack of money, and dwindling interest and marketing prowess for the brand. Now owned by the Qianjiang Motorcycle Company it still continues to churn out fantastic looking bikes like the 502.

Sure there will be some niggles here and there, but the world is looking east and the future lies here in India and China.

Let’s start with the Looks

Everything automotive that has even the slightest touch of Italy, turns out to be a looker. With Benelli though, the scenario has been a bit… different. Their motorcycles are beautiful but take some time to grow on one. In some cases, they don’t at all. But the TRK 502X looks to break that tradition as the motorcycle looks fantastic. The familiar ADV beak, somewhat dual-purpose tyres, bigger front wheel and the generous use of metal in the build make for a motorcycle the presence (and weight) of which cannot be missed. But the biggest factor contributing to the attention-magnet personality of the TRK 502X is the size. Damn this thing is litre-class ADV big! If someone isn’t very well-versed with the motorcycle or if they aren’t carrying the brochure, they cannot say with confidence that this motorcycle is a middleweight.

The attention to detail is very Italian in some places and then very non-Italian in some places. The front fascia looks very good with the beak and the aggressive headlamps. The 19” wheel at the front reaffirms the off-roading intent of the TRK 502X. The wheels at both the ends (17” at the rear) are spoked and are shod with Metzeler Tourance tyres making the intent of the motorcycle clear. It is undeniable that it looks similar to the Ducati Multistrada, but then is it a fantastic compliment or not? That’s something for each one of us to decide! But there is no denying – it is a beautiful bike.

We mentioned generous use of metal while introducing the motorcycle and it starts right from the front. The tall and wide windscreen is mounted on a metal bracket. Then we have the crash guards on the sides and the muscular tank adds to dem big bike feels. On the rear, we have mounts for panniers and a bolt-on carrier for luggage or a top box. The engine cover is classic

Benelli which has an appeal of its own and features a small metal bash plate for the off-the-tarmac shenanigans. The beefy upswept exhaust end-can looks really cool with twin rectangular exit-holes. And like every other Benelli, it sounds like a million bucks and we seriously want to ask the folks at Benelli about how they do it.

The switchgear is alright although the ABS button on the mirror stalks is a bit… quirky, for the lack of a better word. Now, the instrument cluster is an analogue-digital unit and in this age of fully digital consoles, it just seems a tad outdated. We don’t really complain because an analogue tachometer has a charm of its own. In the digital part of the screen, we have a temperature gauge, a fuel-level indicator, a gear position indicator, trip meters and such. Nothing fancy here. What is fancy (or functional) is the inclusion of a centre stand as standard. That is very thoughtful of Benelli. The overall fit and finish are pretty darn good except for a few weld marks here and there.

Here’s how the Benelli TRK 502x fares size wise against some of the other motorcycles in its family, and outside! 

The BMW F 750 GS and the TRK 502X side by side

With the KTM 1190 Adventure

And with our Ninja H2…

Performance

The TRK 502X is propelled by a 500cc, DOHC, Liquid-cooled, 8-valve inline-twin engine that makes around 47 Bhp of power at 8500rpm and 46 Nm of torque at 6000rpm. The power is transmitted to the rear wheel via a 6-speed gearbox. Nothing spectacular here and the ordinary-ness, of the engine and its technical aspects, is even more pronounced when one considers the weight of the motorcycle. But the TRK 502X’s performance asks for some time to let it grow on you. The power delivery is very linear, the refinements levels are really good and noticeable vibrations creep in only after around 6000rpm.

The TRK 502X is a highway hero. It does not excite the rider like a sportbike but then, the TRK 502X is not supposed to be one. For munching miles, there are not a lot of machines out there which are better than it. The engine is very tractable too. It can do 120-130 km/h all day without breaking a sweat and there’s still enough grunt left for overtaking other vehicles. Not that you will find many doing those speeds consistently, at least in India. The fueling is also on point but we would have liked just a tad bit more grunt in the lower rev-range.

As we stated earlier, the vibrations are there but only in the higher rev-range and this is not the type of motorcycle that you’d want to wring to the moon. Even if you do, the vibrations are not enough to discourage a buying decision. One of the things that deserve a special mention is the gearbox. It is so slick and smooth that even the process of slotting into the first gear after neutral is devoid of the clunk. The clutch action is also rather effortless and it does not strain the rider even in stop-and-go traffic conditions. The heat management also deserves a special mention because the heat from the engine does not bother the rider while strutting around in the city.

For shooting videos on the go we use the Sony FDR-X3000 Action Camera. The image stabilization on these cameras is simply unparalleled! As far as we know, the Sony action cameras the only action cameras with optical stabilization. It can shoot at 4K and 120/100 FPS and has the Carl-Zeiss lens for that extra crisp image quality. The camera body itself is splash-proof, freeze-proof, shock-proof and waterproof (up to 60 m) casing in addition to the 16 GB memory card that came bundled with the camera.

Using a hefty camera is not possible in every scenario and therefore, a quick camera is the need of the hour for people like us. The 16/20 MP dual camera setup on the OnePlus 6T coupled with the Snapdragon 845 processor and up to 10 GB of LPDDR4X RAM in addition to up to 256 GB of internal storage works wonderfully even when you are using it in the burst mode. And it can take up to 20 images of approximately 16 MP each in a single burst so that you can take a crisp photo even in those blink-and-miss situations.

Handling and Ergonomics

The TRK 502X is big and it is hefty. But more than anything, it is quite tall. The seat height is 840mm which makes it a task to saddle up. But once you do, the ergonomics are very accommodating. The seat is big and the cushioning is perfectly balanced to make sure that long hours in the saddle do not turn into a saddle-sore. The reach to the handlebars is comfortable and the overall rider’s triangle shows that this motorcycle is meant to go long distances and get you a lot of attention as well. The big windscreen is deft at keeping the headwinds at bay and thus, enhancing the overall comfort of riding on the highways at triple-digits.

The handling of the TRK 502X is what surprised us the most. Not that we did not expect it to be a good handler but with the 19” front wheel, dual-purpose tyres and 235 kg of net weight do tend to limit one’s expectations. But the TRK 502X surprised us by the way it goes through corners. Straight-line stability was a given with the long wheelbase and the 19” front wheel but the TRK 502X is surprisingly adept when the going gets curved considering the kind of bike it is. While we may not know how all the Benellis sound the way they do, we may know how the TRK 502X handles the way it does. It is probably the sharp-ish rake…

Handling of the TRK 502X also comes down to the chunky 50mm forks at the front. The rear suspension is a Hydraulic Monoshock unit with adjustable rebound & preload. The setup is supple and tackles the imperfections on the tarmac with aplomb on the factory settings (for the average rider). Though for hardcore fun in the corners, the suspension may be a bit too soft. But then if someone tries that with a bulky ADV-tourer, the motorcycle should turn into a sentient being, take their helmet off and slap them!

The Metzeler Tourance rubber deserves a special mention because, despite the chunky-blocky tread, the suckers provide a lot of grip on the tarmac! Coming to the brakes, the TRK 502X gets twin 320mm petal discs up front and a single 260mm disc at the rear. The brakes are in-house and they perform decently with enough power to bring the bike to a halt without a lot of drama. Progression and feel at the lever are the departments where things could have been a tad bit better. ABS is standard and of course… switchable.

With great ‘capturing’ power, comes great ‘editing’ responsibility. With that, comes the need for some serious processing power coupled with easy portability. Lenovo ThinkPad P1  is what we rely on when it comes to editing high-quality pictures and videos on the go. With 8th gen Intel Core-i7 processor, Nvidia Quadro P1000 graphics, 16 GB of DDR4 RAM and 512 GB of storage space in the form of a PCIe SSD, this laptop packs as much grunt as most motorcycles while weighing just a bit more than 1.5 kg! 

Off the tarmac

Before we start this section, we would like to write it on the wall that ADV-tourers are not meant to be serious off-roading motorcycles. And a couple of slides with a disengaged rear ABS is not off-roading either.  There, we said it. So, now that we have that out of the way, let’s talk TRK 502X. If mild trails are your thing, the TRK 502X will be fine. If you want to go dune bashing, get a dirt-bike. The TRK 502X’s long-travel suspension, 220mm of ground clearance and the Metzeler Tourance tyres can handle mild off-roading but not the serious stuff. At least not unless you have some serious training under your belt.

The TRK 502X has a bigger front wheel which is spoked, a wide handlebar for leverage and the beak to make it seem like something that is meant to go off-road. Even the footpegs have removable rubber paddings to facilitate off-road riding. But… it is a bit difficult to stand up on the footpegs and hold the motorcycle because of the sharp protrusions on the fuel tank. Off the tarmac is where the heft and size of this motorcycle are the most apparent. And then dropping this 235 kg motorcycle is not a good idea because with the crash guards, the bike may not get seriously hurt but picking it up might just leave the rider in a bad state of tune physically!

Little things

So, little things that matter- the mileage; the TRK 502X will probably be able to manage around 25 km/l and 28 km/l in city riding and on the highways, respectively. This gives the TRK 502X a good range between full tanks with the massive 20L fuel tank. The headlights offer decent visibility when the sun is down and the TRK 502X will make for a not-so-difficult riding experience in the night. The rear-view mirrors offer good visibility and the refined engine makes sure that the view isn’t fuzzy. Like we mentioned before, the build quality is decent overall with a few niggles like some weld marks here and there. And finally, the exhaust note… do we even need to say anything here? It’s bassy, raspy and the symphony just gets better as the revs build up.

Differences between the 502 and the 502X

Now, as we stated earlier, the Benelli TRK comes in two flavours; the plain-jane 502 and the ambitious 502X. There’s not a lot that differentiates the two but the first visual cue is the graphics. While the 502 is rather plain with solid colours, the 502X tries its hand on some funk with graphics on the fairing and so. But what really tells the two apart, is the exhaust. The 502 has an underbelly exhaust while the 502X sports an upswept exhaust.

Another noticeable difference shows itself when one swings a leg over both the bikes. The seat height of the 502 is 800mm and the 502X sits much higher at 840mm. Also, the ground clearance of the 502 is 190mm while the 502X sports a ground clearance of 220mm.

The 502 features 17” alloy wheels on both the ends wrapped in Pirelli Angel GT tyres (Front – 120/70 | Rear – 160/60) while the 502X sports more off-road-oriented setup with spoked wheels, 19” on the front and 17” rear wrapped in Metzeler Tourance rubber (Front – 110/80 | Rear – 150/70).

The state of tune of the suspension is different between the two and the 502X’s rear suspension has 5mm extra travel. In the braking department, the bikes differ slightly in the sense that the 502 has regular discs while the 502X gets petal discs and the callipers are also mounted in a different manner.

The biggest (and the one that matters the most) difference is the price. The Benelli TRK 502 retails at INR 5.1 Lakhs (Ex-Showroom) and the Benelli TRK 502X retails at INR 5.5 Lakhs (Ex-Showroom).

Verdict

Verdict, eh? This is always the hardest part but one of the most important too since it might help a fellow rider make a decision. So, the Benelli TRK 502X ticks a lot of right boxes. It looks fantastic. The sheer size of it is enough to attract a lot of eyeballs which, we must say, is something everyone would want when they spend more than INR 5 Lakhs on a motorcycle. INR 5.5 Lakhs (Ex-Showroom, India) to be precise. Also, a lot depends on the after-sales service and spares availability, but let us tell you that unless you are going for a mass selling bike like the Bajaj Dominar, these things are always going to be a bit of an issue, at least for a few years to come with any big bike brand.

Since it is the first ADV-tourer from the house of Benelli, the TRK 502X is not devoid of scope for improvement. But do we have a better option for a middleweight ADV-tourer in this price bracket? We came up with a list of a few possible competitors for the TRK 502X, none of which are a direct competition of course. The two closest ones in terms of engine size and the number of cylinders would be the Kawasaki Versys 650 and the Suzuki V-Strom 650XT. While the Versys may be considered by a few to be a tad bit better, it is pricier and that too by almost 1.3 Lakhs. The Suzuki V-Strom XT, praised the world over for being a fantastic motorcycle, is undercut by the TRK 502X by almost 2 Lakhs!

The next one in line would be the SWM Superdual T, which has been hailed as a very capable motorcycle off the tarmac. But it is a single-cylinder motorcycle and a bit too off-road biased to make it as capable a tourer as the TRK 502X and yet, the TRK 502X is 1.1 Lakhs cheaper. Though the comparison of the BMW G 310 GS, Kawasaki Versys X 300 and Royal Enfield Himalayan with the TRK 502X may not seem very logical, the Benelli still makes a very strong case for itself. All said and done, give or take a few lakhs, for the asking price, the Benelli TRK 502X will make sure that the money is well spent. And even more so for the ones who are in it for the long-haul.

DSK Benelli 302R Review: Fairing Bashing!

When two motorcycles enter a corner together, both trying to get the perfect line, they end up touching and once in a while taking each other out. Motorcycle racing at such times does become a contact sport. Here, the DSK Benelli 302R is figuratively fairing bashing with the competition in India, as it tries to dive up the inside of the corner to take the lead. Will it come out tops or scuttle the competition?

Visual Appeal

The 302 is a bike seemingly tailor made for the Indian market, it looks bigger than a quarter litre, sounds better than most and oozes chutzpah. From a distance the bike looks bigger than it actually is. Multiple people asked me if it was a 600cc motorcycle as I roamed the streets of Delhi, and that was with the engine shut off! Once in motion, onlookers were convinced that it is indeed a 600 and I am misinformed. Oh well, that’s a confusion that no owner would mind!

We rode one in the silver and green paint which does a good job of reminding one of the magnificent Tornado 1130. The silver top half with the green tail and grey black bottom fairing are pleasing to the eye. On closer inspection the sculpted tank and exhaust really grab your attention; along with the twin discs up front (not something you usually see on a bike this size) the Benelli emblem embossed just below the tank and the shiny engine casing makes for a sweet looking package. Overall fit and finish along with the paintwork is satisfactory. The bike looks good, but does it do the business?

Rider’s POV

Throw a leg onto the motorcycle; settle into the saddle and two things are apparent. One, you nestle into the bike; you are sitting in the bike and not on the bike. Two, this is perfect for riders who aren’t tall; the majority will be able to flat foot the bike with ease. The bike’s ergonomics are skewered in favour of comfort rather than outright sportiness.

Turn the key and thumb the starter and the 302 settles into a lovely thrum, as the engine idles steadily without any hiccups on a cold start. Pull in the tad heavier weighed clutch, slot the bike into first and let loose the in-line twin as you immediately feel the Benelli genes. The company has got the aural pitch spot on with the 302 as it has with all its other motorcycles sold here. As you wind up the throttle it sounds like a million bucks and pulls cleanly through the gears.

The 38 odd bhp of power and 27 Nm of torque does not launch you fiercely through the air, but it does have sufficient grunt as long as you are throttle happy. A gentle right wrist or a pillion on board and the fun is substantially diminished. The 190 kg weight is what plays spoilsport here and in the handling department as well.

 Handling

Once in motion, you will enjoy the stability of the bike at higher speeds in a straight line. Corners are no problem as the bike tips into a turn with a firm nudge on the handlebars. The steel trellis frame does its job well of getting you through the turn without any fuss. The Metzelers play a pivotal role in keeping the 302 glued as if on rails. The one place it is lacking in is the slow speed manoeuvrability in traffic. It isn’t easy to throw around and change direction as you filter through traffic. It doesn’t feel intuitive. An effort needs to be made and once again the culprit here seems to be the weight and longer wheelbase.

Braking

Braking on the 302 is good, not exceptional. The twin 260mm floating discs upfront and 240mm single at the rear will get the bike stopped in a hurry without any drama, but it isn’t razor sharp as you would want from a sports bike. This is a good thing for newer riders who tend to be wary of disc brakes which bite hard! ABS is switchable, so you can have fun without the interference of nosy electronics! The safety net is always there if you so need it. The ABS was setup nicely as it wasn’t intrusive when braking hard and thus chances are you won’t ever bother switching it off. Even though there is a nice big button standing out on the handlebar tempting you to push it!

Suspension

Suspension on the motorcycle is perfect for our urban roads. It doesn’t keep the rider in suspense when going over broken and patchy asphalt. The 41mm USD forks and 45mm mono-shock keep the rider grounded at all times. Bumps and undulations are absorbed with aplomb and you cannot help but be appreciative of your happy bum, aided in no small measure by the firm yet comfortable saddle. The suspension is setup for comfort and might feel a bit soft on a track, but to be honest, there are not a lot of buyers who are going to ride it on a racetrack.

Gearbox

The gearbox on the bike is very smooth and you can shift quickly and smoothly through the gears even when you are revving it up to glory. Downshifts are precise as well and at no point did we hit any false neutrals. The gearbox is one of the nicest bits on this motorcycle. Even in 5th gear one can chug along in the 30s without the engine knocking, but you do need to downshift to accelerate.

Working the clutch will tire out the rider in heavy traffic but feels nice when moving swiftly. There is engine buzz at higher revs but not so much to take away from the pleasure of the ride.

Cockpit

The console is simple and clear. No frills, but gets the job done. The analogue tachometer is coupled with a digital display indicating the speed, clock, odo, gear indicator, temperature and the other tell-tale lights. Switchgear on the 302 is satisfactory and smooth, falling to hand naturally. The front brake lever is adjustable, so those with short stubby fingers will have no problem with reach. The RVMs are okay, showing a decent amount of action behind you. Another happy note is that the bike doesn’t heat up in traffic. Though to be honest we didn’t quite encounter peak hour traffic, but the little first gear traffic we did face was a breeze.

Conclusion

So who should go for the 302R? Someone who wants to enjoy the joy of a quarter litre in-line twin packaged in a nice big fairing! Someone who isn’t looking for outright performance, but a bike which will look the part and still be comfortable enough to be used on a daily basis. The only downside being the excessive weight.

Right now with the BS IV Yamaha R3 not yet launched and Kawasaki finding its feet after the break away from Bajaj, the opportunity is ripe for DSK Benelli to seize the moment in this niche market. That depends a lot on how the company handles after sales support, one of the biggest challenges across manufacturers here. The 302R faces stiff competition from the Ninja 300 and R3 as both models have diehard fans as customers, but the Benelli is plenty different from the other two so as to attract its own set of riders.

Photos: Thulashi Dharan J & Mohit Gena

Read owners reviews on the xBhp Forums: Benelli 302 Ownership Thread

DSK Benelli 302R Review: Tech Specs and Comparo

Benelli is one of the oldest Italian motorcycle manufacturers established in 1911. They have been making motorcycles since then, although, they also made shotguns! Running short on budget? Buy your favourite Benelli bike on OLX.?  Given the longevity of the company it wouldn’t be really out-of-place to assume that it is a very successful brand, but the reality is a little bit different. The Italian company has had its fair share of troubles with various ownerships through the years that didn’t really enable it to reach the desired levels of success. However, Benelli did hard to produce some very interesting sportbikes with designs simply ahead of their times and features that were literally not found in any other production motorcycle. For example, the Tornado Tre Superbikes had the radiator fitted under the rear seat and the radiator fans that could be seen clearly from the back. From a distance, they looked like a pair of under seat exhausts. Incredible! Who would think of that? However, design wise, it wasn’t the most radical thing that Benelli had made. For that, we will have to look at the less streamlined Benelli, the one which exposes more flesh than the Tornado and comes with the TNT moniker. We actually also raced the Benelli TNT 899 and the 1130 at the Buddh International Circuit in the 1000CC superbike category and it performed quite well!

TNT – Tornado Naked Tre – are the naked or the streetfighter motorcycles from the Benelli stable. And for the uninitiated, ‘Tre’ means ‘Three’ (in Italian) for the inline 3-cylinder engines found in the Tornado Tre 1130 and the TNT 1130 and the TNT 899. Today, under the ownership of the Chinese motor group Qianjiang, Benelli is looking to make a statement in various markets. Since the company’s entrance into India, it has left majorly no stone unturned to get itself noticed and become a prominent player in our market. While it is not easy to compete against the more established and successful brands, Benelli has done quite well so far and offers six motorcycles from the 250cc to the 1131cc. One of those motorcycles is the TNT 899 with the 898cc inline 3-cylinder, liquid cooled, DOHC, 12-valve engine. It produces 119.3 BHP of power at 10,000 RPM, 85.6 NM of torque at 8,000 RPM and weighs 231 kg ready-to-ride. It looks like a robot transformed into a motorcycle. No wonder I wouldn’t be surprised to see it in a Transformers movie. The headlight has a sort of a diamond-like shape and it looks like a face of a humanoid. Frankly, that is enough to give it a personality. But the rest of the motorcycle carries the same design language throughout. The fuel tank is substantial and sharp enough but not overly edgy and the tank shrouds house the radiators. The seat is well-padded but a bit slim. What adds to the TNT’s looks is the twin-tube steel frame and the similarly manufactured swing-arm and they are both finished in bright red colour. The swing-arm, particularly, is quite unconventional. The rear sub-frame further adds to the fleshy design of the motorcycle. The 3-into-1 under seat exhaust might tell something about the not so low centre of gravity. Italians are known for their design and the TNT 899 isn’t short of that. The fit and finish of parts are good but clearly, it is not as good as that of a Ducati for instance. Overall, it is an interesting looking motorcycle. At the front, there’s a pair of Marzocchi upside-down forks along with twin-disc Brembo brakes. At the back, there’s a mono-shock with a single disc to assist the stopping duties. There’s no ABS on offer and that is one of the biggest downfalls of the motorcycle today. ABS is the most basic safety feature which is now available in most motorcycles and the TNT 899 doesn’t get that. The 898cc inline 3 engine is quite smooth and generates a nice inline-cylinder hum, however, there’s a lot of mechanical noise at idle and lower revs at times. The seat height feels a bit tall for shorter riders but it’s not intimidating at all and the ergonomics are not bad for city riding at least. Handling is predictable but tight U-turns can be a bit tricky at times at very low speeds and since there’s no ABS, braking on not-so-perfect surfaces require lots of concentration. In corners, the TNT turns predictably but seemingly it is not in the league of, for instance, the Monster 821. Lack of development since its launch in 2008 is quite clear. It is like stuck in two worlds – the design makes it look futuristic, otherwise, though, it is quite outdated. It needs to lighter first and foremost, then the under seat exhaust needs to go for better centre of gravity and pillion comfort. And no matter how cool it may look, it is long in the tooth and is begging for a styling upgrade as well along with a brand new engine. This becomes continually apparent as you spend more time in the saddle. Yet, it is impressive that the TNT 899 still looks as futuristic as ever. The motorcycle hasn’t lost its appeal at all as far as aesthetics are concerned and Benelli needs to be applauded for that. With all the trouble it has been through, this company which has its roots in Italy continues to produce some of the sharpest looking motorcycles. And with their rising popularity in India, which is again a very bit motorcycle market, we only wish that Benelli will come out with ever more stunning and cutting-edge motorcycles.

A 600cc inline 4 is often considered an ideal combination of high performance and usable power. A mix which is fun in city traffic, blast on highways and immensely satisfying on the fastest race tracks. No doubt that the middle-weight motorcycles are some of the highest selling performance motorcycles in the world. See all used DSK-Benelli Bikes for sale on OLX and you might find your favorite one! In the last five years or so, India has also been witnessing a rise in performance motorcycles in different segments from international manufacturers. Unfortunately, while we have some of the most expensive and the fastest motorcycles, we are still a bit devoid of options when it comes to the middle-weight category. The proof of which is in the fact that we have only one 600cc inline 4 from Japan so far and that is the Honda CBR650F. There are more such motorcycles that will do well in our market. Triumph Daytona 675’s success proves that there’s good potential for Supersport motorcycles in India. We believe it is only a matter of time that other companies realize this and so, we would love to see the likes of Yamaha YZF-R6, Honda CBR600RR and Kawasaki ZX-6R on our shores. Interestingly, lack of these motorcycles demands our focus on the presence of Benelli, the Italian motorcycle manufacturer that has been through the toughest of times and has managed to make a comeback under the ownership of the Chinese group Qianjiang. Benelli has an interesting lineup of motorcycles and has been quite aggressively making efforts to expand their business across the country through various DSK dealerships. And while we feel frustrated that most Japanese manufacturers are yet to make a move, it is good to see Benelli stepping up with a couple of sportbikes with precisely the right hardware and price.

One of these is a streetfighter, TNT 600i, with a 600cc inline 4 DOHC liquid cooled engine and a 4-into-2 under seat exhaust setup. The design is spot on to get our attention but what about the power? Well, it is far from disappointing at 85.1PS at 11,500 RPM and 54.6NM at 10,500 RPM. One of the only negative points in the motorcycle is the high wet weight of 231 kg and the lack of ABS. We Sincerely thank DSK Benelli and Mr. Shirish kulkarni for letting us ride TNT 600i – The Special Edition Minus these, the 600i is an impressive motorcycle with good performance and sound. Like a typical naked with slightly sporty ergonomics, it offers an involving riding experience around bends. The steel trellis frame, upside-down forks and mono-shock at the rear ensure that the overall riding dynamics are on the sportier side. Benelli introduced a limited edition of 600i with metallic golden colour and it looks quite premium as well. The TNT 600i is proving to be the best-selling sportbike from Benelli in India and we are not surprised. It is precisely for reasons we started this feature with. We hope that it continues to sell well as it is a pretty good motorcycle at a very competitive price. Its success is important for the betterment of this segment and, of course, for us. You can find it even cheaper on OLX. So, do a quick search and give realization to your dream of owning a multi-cylinder sportbike.

A decade ago, I would be super excited on the rare sighting of an imported motorcycle which would be anything from a sportbike to a cruiser. So much so that I wouldn’t blink until it would be out of sight. At that moment, nothing else on this planet would distract me from staring at one of the most remarkable things made by man. To see one then was so uncommon that among the crowd of our domestic motorcycles, a sportbike was an alien with superpowers. Back to the present, I’ve gotten used to seeing them since a lot are now available in India (and I would barge into a showroom shamelessly just to take a look at one!) and also because it’s part of what I do. What hasn’t changed is that I still get as excited to see a sportbike as I used to some 10 years back, although, the expressions are much calmer now unless there’s something extremely special and unique. A Ducati or an Aprilia, yes! An MV Agusta, hell yeah! But I didn’t really mean them when I said special and unique. Right now, what we are looking for is something from the history books perhaps and not too long ago really. Need Money to buy your dream Superbike! Sell your old motorcycle on OLX 2002 – 2014 Why are these thirteen years of any significance? Because during this time, Benelli made a name for itself by making one of the most unforgettable sportbikes of modern times. From 2002 to 2014, Benelli produced their only Superbike line-up by the name of Tornado Tre (900 & 1130). First launched in 2002 with a 900cc inline 3 engine, the Tornado Tre 900 gained instant popularity and presented Benelli as a manufacturer of competitive sportbikes even though the earlier models suffered from fuelling and reliability issues. To increase the performance, the Tornado Tre 900 was upgraded to the 1130cc engine in 2004 and was called the Tornado Tre 1130, the one that excited me again like a decade back. Tornado Tre 1130 The Tornado had a remarkably modern styling from the beginning and looked radical compared to the Japanese Superbikes. Its edgy design and especially the angular fuel tank grabbed everyone’s attention. But that isn’t the reason why it became so popular. What caught everybody off-guard was the fact that the radiator was placed under the rear seat. It looked like two under seat exhausts from a distance, but were actually the radiator fans. Irrespective of what people felt about it, it was a sight to behold. It was something that nobody had done before and still hasn’t been done, and in all likeliness, it will never be done again. The inline 3 engine was placed quite far ahead in the chassis, in order to reduce the tendency to wheelie under hard acceleration. But this left absolutely no space for the radiator up front! Hence, it was placed under the rear seat. To ensure that there was enough space left between the rear wheel and the tail section, the seat height was raised considerably, creating a high and an even more aggressive riding position. 2004 – The Onslaught of 1000cc Superbikes Although full-faired Superbikes were being produced since the late 1980s, it wasn’t until the year 2004 when all motorcycle manufacturers entered the 1000cc engine specification. Honda and Kawasaki upgraded their CBR954RR and ZX-9R to CBR1000RR and ZX-10R respectively while Yamaha introduced under seat exhausts into its YZF-R1. 2004 was a major turning point in the world of Superbikes. For this reason, Benelli’s decision to update the Tornado Tre 900 to Tornado Tre 1130 in 2004 was well-timed. Its 1130cc, inline 3, liquid-cooled, DOHC, 12-valve engine was good enough to produce 163.2PS of maximum power at 10500 RPM and 124 Nm of peak torque at 8000 RPM. While the power figure was competitive, the torque was noticeably higher than what Japanese Superbikes produced at the time. This is because compared to the 1130cc Tornado, the Japanese Superbikes were 998cc (Suzuki GSX-R1000 was 988cc till 2004).   Benelli Tornado Tre 1130 also used high-quality components. The frame was a steel trellis unit with a die-cast aluminium subframe. The swing-arm was also made of aluminium while the 50mm upside-down forks at the front were from Marzocchi and the mono-shock at the rear was from Extreme Tech. Two double disc 320mm Brembo brakes were radial-mounted along with a single 240mm disc brake at the rear.

The WSBK Experience Due to the racing experience, the Tornado was competitive in the real world with the top speed hovering in the 280s. The sorted chassis and suspension package ensured that the handling was impressive; however, the high seat meant that the riding posture was a too aggressive for prolonged riding. The Afterlife It could be possible that due to the ever-rising standard of Superbikes from the Japanese and other European manufacturers like Ducati and Aprilia, and also due to the lack of required finances, Benelli decided to stop the production of the Tornado Superbike in 2014 and instead, concentrate more on their TNT line-up of streetfighters. But the Tornado will remain the most important chapter in the life of the Italian manufacturer. In the late 1980s, Benelli was merged with Moto Guzzi, its motorcycle production stopped and the production plants sold. After years of struggle and under a new leadership in 1995, Benelli started working on their first Superbike and hence, the Tornado was born. It was the motorcycle that brought Benelli right into the game and established it as a serious motorcycle manufacturer. Benelli is now owned by a Chinese motor group Qianjiang. There is no doubt we have missed certain gems of the past that acted as the blueprints for the motorcycles of today. From the late 1960s all the way to the present, the motorcycle industry has seen possibly the most iconic, important, remarkable and trend-setting motorcycles that were ever put into production. And as we continue to move towards the future, a small part in the history of motorcycle making will always be occupied by the Tornado Tre 1130 by Benelli. Riding Impressions The Tornado 1130 was ridden by me on the Pune-Mumbai Old Highway which is a lot better than your city traffic but by no means a place to actually ride such an exotic motorcycle! But I can’t complain, I had created my own utopia – me with the Tornado beneath, the beautiful roar of the engine and the enchanting gleam of the silver and green paint. The bike’s engine and sound reminded me a lot of the DSK Benelli 1130 TNT which I actually raced in the JK Championship in 2015. The fuelling, though far from perfect, did not hamper my realization that this was a super quick motorcycle which handled very well indeed. Another point to be noted was that this bike was started after many months, if not years. The gear shifts were precise, the throttle response a bit twitchy, and the overall ergonomics almost spot on, except as mentioned – the seat was a little too high. But then a bike like this does not need to be ‘reviewed’, it  needs to be used to pamper your ego, your soul and drive your rider friends into a fit of jealously until they match the green paint of this bike. No matter what they have, it will outdo any superbike available today in terms of exclusivity and design. Any bike!

Ever since the DSK Motowheels group brought the iconic brand Benelli to Indian shores a little over a year ago, the brand has seen considerable growth thanks to its competitive pricing and the value for money tag apart from other goodies that the DSK-Benelli bikes offer. Apart from these, it has also caught the fancy of the motorcycle aficionados in the country is the poser value (read radical design) and/or the aural pleasure that they get when they go for a Benelli. And there is one Benelli available for every pocket, starting from the TNT 300 to a litre class TNT-R, and in between you have the inline four 600s and an alien looking 899. Buoyed by the response they got, the folks at DSK-Benelli recently brought the TNT25, a single cylinder 250cc machine, to make further inroads in the Indian market. The pocket friendly Benelli TNT25 was launched evidently to reach out to a bigger pie of Indian audience and to give some volume to their sales. We were there at the launch of the baby Benelli in Pune and were really impressed with the overall package that was offered. What remained was a road test to actually see how the bike performs and we got to do that last weekend when we got the bike for a couple of days to ride in and around Delhi. Here’s what we could make out of our date with the Benelli TNT25.

Styling

Overall, the Benelli TNT25 offers mean and muscular streetfighter looks that are minimalist in nature. The bike get a large portion of its muscular character from a tastefully designed tank with 17 Liter fuel capacity that has a black tank pad/ plastic tank lining running all the way from the beginning of the tank to the edge of the rider seat. The engine is held together by a trellis frame that also adds to the visual appeal of the bike. The headlight has a tiny wind screen on top and looks similar to its elder sibling, the Benelli TNT300.  Apart from the red, white, and green stripes on the underbelly hood and on the tail portion that add an Italian flavour to its styling,  the TNT25 sports minimal graphics on the tank and elsewhere on its body. The  digital + analogue console doesn’t offer anything fancy except for a gear indicator; however, it has all the necessary information that you’d need during your rides, like the speedometer, tachometer, 2 trip meters, digital fuel gauge, and a digital clock as well. The grips are comfy and plastic on the switchgear is of good quality as well. The rear view mirrors do their job without hiding too much from the rider’s field of vision. Other goodies on the bike include LED tail light and the turn indicators. The material on the seat has been given a carbon fiber type finish. The paint quality and the overall fit and finish is very upmarket.

Click to see the enlarged images

Engine

The Benelli TNT25 has a 4-stroke, single-cylinder, 249cc, liquid-cooled engine that makes a healthy 28.16 bhp at 9800 rpm and a torque of 21.61 Nm at 8000 rpm. This engine is mated to a six-speed gearbox that was smooth and functioned flawlessly. The engine itself was rev-happy and quite responsive to throttle inputs. The bike moves effortlessly from standstill. There is truckloads of bottom and mid-range torque available, making the TNT25 super fun to ride in the city and for those highway sprints. The power delivery is smooth and linear. The engine holds itself effortless in the high revs too. Needless to say, with the TNT300, the DSK-Benelli folks have set a benchmark when it comes to the exhaust note, and the TNT25 does well to match up to that. There is a lot of grunt and volume to that exhaust note. It makes you feel like you are going much faster than you actually are. Such an aural pleasure it is.

Ride comfort and handling

The split seat on the Benelli TNT25 offers a generous saddle space for the riders, even for those with big bottoms. Though we could not say the same for the pillion seat. It is comfortable but not big enough. Otherwise, with the flatter handlebar and the rearset footpegs, the overall riding stance and ergonomics give it a big bike feel. Even the riders with large body build would find it comfortable with an upright sitting posture with perfectly placed footpegs that are neither too commuterish nor too awkward like the Duke 200. It handles well too. The meaty upside down forks at the front and a monoshock suspension at the rear are well sorted and keep the bike planted in all sorts of riding condition. The ride felt balanced and neutral to take on those quick turns and never-ending long curves quite effortlessly. Though it didn’t feel as sharp or as intuitive as a Duke 200 does.

Braking

To tame the 28 horses of the TNT25, Benelli has fitted a 280 mm single petal disc upfront with 4-piston caliper and a 240 mm petal disc with twin-piston caliper at the rear, which felt enough on paper, but not in real world. The brakes on our test mule felt spongy and did lack the bite, and the same was the feedback from a couple of other riders from other cities who rode the bike. Clearly, this is one area where there is a scope of improvement. The good news is that Benelli is working on an in-house ABS system and will be fitting it on the TNT25 and the ABS version should be available in the market in around 8-9 months from now.

Customization options

To make it stand apart from the crowd, DSK-Benelli has thrown in a set of sticky Metzeler rubber and a bunch of customization options for the buyers, which is available at a price of course. The standard variant of the TNT25 comes fitted with MRF tyres; however, those willing to pay an extra 8 grand, can get the premium version that has Metzeler rubber. Quite a deal we must say. Do go for it if you can because you can have much more fun on tyres that offer extra grip and that extra grip can be a lifesaver as well.

And like we said, DSK-Benelli is offering a bunch of other customization options in the form of decals and accessories like foldable brake and clutch levers, custom brake oil reservoir cap, and other CNC machined parts which would let the buyers customize their bikes according to their taste.

Benelli TNT25 Review and Comparison with KTM Duke 200

Let’s talk about the design and aesthetics first. Fundamentally, both the Duke 200 and the Benelli TNT25 follow a similar design philosophy of a minimalistic naked streetfighter. The Duke 200 adopts a bare-bone and sharp/edgy styling, while the TNT25 goes for more muscular looks. The Duke 200 evokes a sense of hooliganism, while the TNT25 settles for more sophisticated and a little subdued looks but overall a big bike feel. And since this is a very subjective matter, it will ultimately boil down to the individual choice of the buyer.

Performance

The Duke 200 is a versatile performer that has already proven itself over the years in a variety of roles, be it a rally bike, a street bike, or a tourer. Much credit goes to its ultra-responsive and torquey engine, a sorted chassis, and its ultra-light weight. While riding, it lets you do things which you probably didn’t even think that you could do.

The TNT25 has a herculean task ahead of itself if it wants to reach or breach the parameters set by the Duke in terms of performance. But the fact that it has all the ingredients to perform as well as the Duke gives us a lot of confidence. The rigid chassis, a responsive engine, linear power delivery, and power/ torque figures of the TNT25 all indicate a bright future for it. Of course it is approximately 30kg heavier than a Duke 200 and the handling and riding stance also seem to be tweaked towards comfort and ease of riding than pure performance.

Talking about ride quality and comfort, the TNT25 has plentiful of it. The feet rest perfectly on the rearset footpegs. The fuel tank provides enough space even for tall riders to grab it with their knees and move around. The seat space is generous as well. On the other hand, the word comfort and Duke 200 don’t even go together. And no, we don’t mean to say that the Duke is uncomfortable. It just has a very peculiar riding stance that literally keeps you on your toes, wanting you to push the performance envelope. Not to mention its tiny seat, particularly for the pillion. So the TNT clearly scores better than a Duke 200 when it comes to ride comfort.

Price/Value for money

The KTM Duke 200 is retailing at around 1.6 lakh on road in Delhi and the standard variant of the Benelli TNT25 can be bought for INR 1.96 lakh on-road Delhi. Considering the goodies Duke 200 offers in terms of performance and style, this price point seems hard to beat for anyone. Bajaj manufactures the KTM bikes locally, so it has much better control on the price. The TNT25 on the other hand comes as a CKD and is assembled at DSK plant in Maharashtra with very little to almost no localization. So the final retailing price of the TNT25 contains a big chunk of the tax component that DSK-Benelli pays to the government. But is the 2 lakh plus price tag justified for the TNT25? Well, almost! We’d say! For those extra cash, you are getting a marquee Italian brand and extra riding comfort without losing too much on the performance front.

So to conclude, we’d say that although KTM Duke 200 and the Benelli TNT25 have a lot of similarities that would confuse a prospective buyer, you just need to set your priorities right before deciding as to which one of these is for you. If you have budget constraints and are looking for an out and out performance machine, then you should look no further than a Duke 200. But if riding comfort tops your priority list and you want something sober and have 40k extra lying in your pocket, then the Benelli TNT25 is for you.

Technical Specification comparison of the Benelli TNT25 and its closest rivals

Benelli TNT25 Vs Mahindra Mojo

Benelli TNT25 Vs KTM Duke 200

Benelli TNT25 Vs KTM Duke 390

Benelli TNT25 Vs Kawasaki Z250

If your memory serves you right, you’d remember a mid-size semi-faired bike with a couple of panniers thrown in, sharing the stage with all the other nakeds during the DSK-Benelli joint venture announcement. I saw the same bike at EICMA at the Benelli stall. The bike showcased there was the Benelli TNT 600GT, which is a touring variant of Benelli’s popular TNT 600 naked with a wider seat, semi-fairing, huge tank (27 L), and a dual projector headlamp setup. Powering the Benelli TNT 600GT is the same liquid-cooled, DOHC inline-four machine that is fitted onto its naked sibling, the TNT 600. Available on tap from this engine are 82 horses at 11,000 rpm and around 56 Nm of torque at 8000 rpm. This fuel injected engine is mated to a 6-speed gearbox, which transfers the 82 horses to the rear wheel in a rather calm and subdued manner. There is no sudden rush of adrenalin even if you twist the throttle vigorously, but a smooth and seemingly unhurried surge of power. This makes the TNT 600GT a suitable bike for those who are planning to upgrade to a powerful yet unintimidating machine that would take care of their city commutes as well as occasional long hauls to the Himalayas or some other unexplored territory. A change of tyres to something which can handle gravel and off roads would however be prudent.

Absorbing the impact from the road is the suspension system consisting of a 50mm USD fork at the front and a single side mounted monoshock at the rear. Braking was well taken care of by two 320 mm twin discs up front and a 260 mm single disc at the rear. This bigger tank and the fairing do make the Benelli TNT 600GT appear huge from some angles; however, once you sit on it that bulkiness seems to disappear completely. From the saddle, the GT looks well balanced. Even riders of short stature would find themselves at ease sitting on it. Despite all its visible bulk, the best thing about the 600GT was the way it handles. Thanks to the sorted chassis and the suspension setup, the bike simply surrenders itself to the rider and does exactly what he wants it to do and goes exactly where he wants it to go, be it in crawling city traffic or high-speed runs on the highway. Ample low end torque let it take the bumper-to-bumper city traffic with utmost ease. Thanks to the ultra-sticky Pirelli rubber, it seemed eager to take on the corners of Lavasa with aplomb and even while riding in the Pune city traffic on a Monday evening for around an hour, the bike showed no signs of overheating and that for me was a wonderful thing. Fit and finish wise as well, the bike didn’t leave us disappointed.

The color options that are going to be available in India for the Benelli TNT 600 GT

The Benelli 600i was a sweet surprise. I will start off with a verdict first: This is one of the best 600s I have ever ridden.

Looks:

Edgy and futuristic. Except for the front headlight which is pretty ordinary (but by no means bad) compared to the rest of the bike, the whole package is attractive. I rode the red one and it was the red we are used to seeing on Ducatis and Ferraris, in other words – Italian red. Nothing suits better than red on an Italian machine somehow, eh? Well, this is another proof.

The frame is comprised of a front steel trestle and rear aluminum. I would have preferred the trestle to be red as well ala the 899, perhaps it would it give the bike a sportier look? (see below)

The instrument cluster is again minimalistic, but by no means ugly. The panels lines are angular and the stickering minimal.

The best part of the bike for me was the rear with its dual edgy and triangular underseat exhausts. It should look better with tail tidy and mini aftermarket indicators. I find no reason (other than perhaps gaining more power) that one should replace the stock exhausts with aftermarket ones. They also look and perfectly match the lines of the bike.

The side scoops give the bike a meaty streetfighter look. I would still prefer a projector lamp up front ala the 600T should Benelli thing of making this bike a perfect looker.

Overall the bike looks very attractive, though not obviously Italian (like the 899). The fit and finish is top notch and you would have to try pretty hard to fight the fact that it is made in China (with all due respect many luxury products and electronics are indeed made in PRC).

Performance and Engine:

There are hardly any 600s in the Indian market today. And I suspect that the BN600i will be amongst the more exciting ones. Once you thumb the starter the bike gives you instant aural pleasure. It is already loud and sweet in it’s stock form. The seating posture is comfortable enough for long rides and it feels torquey right off the mark though the real fun starts at around 4500 rpm. It is an inline four (unlike the 899 which is an inline three) and it revs pretty high for a street naked – 82 Bhp at 11500 rpm and 52Nm at 10500 rpm.
The bike feels pretty light and peppy. Despite being an inline four 600 the initial pull is good enough for slow traffic. Overtaking is also relatively easy with a linear powerband that also makes it suitable for touring. A fly screen and saddlebags should turn it into a good long distance machine. Maybe spacers would help take off more loads from the wrists for that odd Iron Butt ride you may plan.
It will also serve to be a great transitory bike before jumping onto a litre class from a quarter litre. The power is not brutal and the overall nature of the bike is forgiving. In fact I sometimes thought I was a riding a Japanese, yes it was that smooth (despite it being a media test bike).

I was particularly at home in the corners with the bike – light and flickable. Though definitely ABS would make it more newbie friendly, the brakes do a good job.
It has also got the best ground clearance (178.5mm), the best being that of the Hyosung GT650N at 185mm in this CC segment, so you can think of taking it to Ladakh with appropriate tyre, underbelly plate and a handlebar riser mods.

I think this will be one of the hottest selling bikes in India, if they price it right and have the appropriate service backup and spare part inventory.