SPECIFICATIONS

ENGINE
Engine type: three-cylinder, four-stroke, liquid cooled, 12 valves, DOHC
Bore x stroke: 88 x 62 mm
Displacement: 1131cc
Compression ratio: 13.0:1
Transmission: Six speed
Power (claimed): 161hp
Torque (claimed): 91ft-lbs

CHASSIS
Frame type: Steel tube trellis, with boxed section
Front suspension: Fully adjustable 50mm Marzocchi upside-down fork
Rear suspension: Fully adjustable monoshock
Wheelbase: 1419 mm
Wheels (front/rear): 3.5 x 17” / 6.00 x 17”
Tyres (front/rear): 120-70/17; 120-65/17 / 180-55/17; 190-50/17; 190-55/17
Brakes (front/rear): Brembo 2 x 320mm floating disk with four piston calliper / Single disk with twin piston caliper

DIMENSIONS
Weight (claimed): 199kg
Seat height: 810mm
Fuel capacity: 19L

PURCHASE DETAILS
Price: $26,990 plus orc
Colour options: TBA
Test bike from: –

It’s close to hitting its mark, but just falls short in meeting the high standard of the modern era. That would have to be the best way to sum up the Benelli Tornado Tre 1130.

Far from being a bad bike, the Tornado just isn’t quite there in quality or refinement when shoved in with most of the latest and greatest sportsbikes on the market — lacking the high performance capabilities that leading brands can bring to the table in any environment.

The excellent sounding 1130cc triple-cylinder engine makes this bike unique in its field, with no similarities except for the Triumph Daytona 675 supersport, although the high capacity triple doesn’t seem to thrill like its younger ‘cousin’.

Even better than the note out of the exhaust is the raw engine sounds that come out of it, although I must admit I had the noises mistaken for a problem because it was that rattly at times. The noises of this bike catch the attention of onlookers at each set of traffic lights.

Not as grunty as the twins or as powerful as the latest 1000cc fours, what the three-cylinder does do is give a smooth zap of power that gives riders some good qualities of both worlds.

It’s got different power than a four-cylinder, but not as far separated as a twin, feeling somewhat similar to a tamed down four in a lot of ways. It has a decent amount of grunt when on the race track, although it doesn’t rev anywhere near as high as your R1s or ’Blades.

But it’s not supposed to. The point of buying something like a Benelli is to stand out in a crowd, even relinquishing a touch of performance just to be different.

While the engine’s only real downfall on the track when not pushing at 10/10ths is its vibrations at high revs, it does tend to feature a powerband that feels strong off the bottom, flat in the mid-range and then has one final hit up top before signing off quickly at around 10,500rpm.

Handling is its main shortfall on the track, with a heavy feel limiting its cornering, especially on the entrance, but it does have pretty good grip from its Dunlop Qualifiers on the exit.

Leaning from side-to-side on the change of direction isn’t bad either, but subtle bumps can really put it offline as the Marzocchi suspension bounces abruptly without as much control as some.

The clutch causes the rear tyre to lock too much on corner entry when hard under brakes, forcing riders to ease it down through the ’box.

Braking-wise, the Tornado’s Brembo stoppers actually pull it up swiftly despite its weight, allowing late braking if you are confident to tip it in on the front tyre with a bit of extra speed.

The funky shape of the tank and seating position, with sharp edges in weird places, tends to suit only a handful of selected rider sizes, otherwise they dig in to your leg or stomach when cornering.

That is also a problem when we take it out on the street, but the natural feeling of the seating position does make it fairly comfortable when touring around. It’s certainly not too racy for the road, but isn’t exactly a cruiser either.

The Benelli is comfortable when cruising

The most uncomfortable factor of this bike is the clutch lever pull weight. You seriously need to pop open a can of spinach for instant muscles like Popeye if you want to engage the clutch, because it is astonishingly hard. It gets tiring really quickly — especially in the stop and go nature of a photo shoot, or similarly, in the tight confines of city traffic.

Like the track, bumps cause the 1130 to bounce off line, but in a much more magnified way than what it does on the track because of the increased severity of the bumps in the real world.

In saying that, take it easy on the bike with no real intention of using it as a high performance sportsbike and the ride is actually quite enjoyable. It does the job, but it just doesn’t react as nicely as some of the more mainstream bikes when pushed hard.

The engine is enjoyable on the road as it graciously accelerates off each corner, and it is much more suited to the open roads without the pressures of taking that next step on the circuit.

The build quality of the bike isn’t as high as its European counterparts, but does look good in its own individual way. The mirrors are decent for shorter riders but no good for taller riders. As for the wind shield, it might as well be non-existent because it is that low.

The view of the dash isn’t too bad with a large size display, allowing riders to see exactly what’s happening when in the pilot’s seat.

Overall, the Benelli Tornado Tre 1130 is a wild beast yearning to be tamed, yet timid enough to be enjoyable on the road. It might not be as refined as most of the other sportsbikes on the market, but it gets the job done if you want to explore a whole new world.

At an RRP of $26,990 it is quite an expensive bike, but it’s definitely a bike that stands out in a crowd — especially with those fighter jet-esque fans hanging out below the duck tail.