2009 Streetfighter Comparison: 2010 Ducati Streetfighter vs. 2008 Benelli…

14 Июн 2015 | Author: | Комментарии к записи 2009 Streetfighter Comparison: 2010 Ducati Streetfighter vs. 2008 Benelli… отключены
Benelli TnT 1130
Benelli TnT 1130

Italian motorcycle civil war

is good for business. It keeps the of innovation turning and prices And best of all, the consumer is the winner, reaping the benefits of products and greater selection of

A little intra-national rivalry is good for business, too. A of pride in being the best your own land keeps sharp and late nights at the routine when there’s player from your own vying for the same piece of the

Ducati is an undeniable presence in the motorcycle market these so it would seem the Borgo-Panigale-based has little to fear from Nevertheless, the Italian giant to innovate and refine, becoming an PIA for the Big Four, and distancing itself domestic competitors in the process.

Aprilia and MV Agusta are a couple from the Italian motherland Ducati honest. Nevertheless, serves a crushing blow, obliterates the competition. Figures from European motorcycle associations similar to the MIC in America are

Year-to-date total units in Italy shows Aprilia 2,400 motorcycles, with Guzzi at 1,200 and MV Agusta a 700.

Ducati, on the other seems to be in a world of its own with bikes on the road – or somewhere – in thus far. Makes ya why the others even keep

For now, it seems no one. But we Benelli has a shot at turning heads if only the aged firm would take a dip in the pool of money – tens of – given it by its large Chinese

…they still may be, but Benelli’s are something of an aging platform. And like the 2008 models tested here at Motorcycle.com . models available only in allegedly continue suffering issues.

Perhaps even than occasionally wonky and whatnot, is low-volume production Benelli MSRPs too high, crippling its chances at harassing Aprilia or even MV.

This crystal clear when we Ducati’s highly praised against the 2008 Benelli TnT . (Read previous reviews at the end to understand why it’s a ’08.) The TnT some respect, as it’s a package and was a streetfighter before the

Yet, when you start “Wudda git for the money?” well, the creamy Duc starts rising to the

Off the radar but not off the map

There’s a lot to like the Benelli TnT 1130. Its 1130cc Triple is a refreshing departure in-line Fours and V-Twins in the sportbike segment. And its single canister emits a raspy giving the TnT an additional character-defining

There’s a lot to like about the TnT 1130.

Unfortunately, the sporty and classes seemingly become defined each year by output. And so in this sense the 111 peak horsepower at 9,000 rpm a crushing blow by the Streetfighter’s 134 hp at 9,800 rpm from its 1099cc But any crusty veteran knows midrange stonk carries as or more value in the street, peak horsepower is often an ideal.

The Triple spools up well 95% of its peak torque for the better of 1,000 rpm, right it’s most usable in sitches: midrange 4-5,000 In fact, the TnT’s output 5000 rpm exceeds the Duc, and traces intermingle from until 7300 rpm when the shows its high-rev muscle.

5K twisting force dips a few feet over a spread of a thousand rpm, then climbs again, peaking at ft-lbs at 8,100 rpm. still at least 1,000 rpm of peak twisting power that. Nothing like a strong cup of torque to start off yer right!

Though the Duc’s Twin produces almost 3 ft-lbs at peak (8,400 it doesn’t see as a big a share of peak as in the rev range as the Benelli does.

the Streetfighter’s torque curve is more linear than the At 7K rpm the Twin begins a whopping gain in horsepower —and ft-lbs to go with it — spread over a 1,000-rpm range! The SF carries most of peak further, about 1,500 once past peak, does the TnT.

The Ducati its hand here, revealing its strong top-end engine

We can play the numbers game all but a bike is more than a sum of figures.

Of the Benelli’s fueling and response, Kevin “Cool Duke likened the EFI’s abruptness, especially at small openings, to fuel-injection systems of or more years ago that had a “digital” on-off sensation. The SF is no either, as with most fueling below 2,000 rpm is

Chassis differences, good and abound

The Streetfighter underlines its with fully adjustable front and rear. However, as noted in the Ducati’s solo review, the Showa shock confounded us with its stiffness.”

painstakingly backing out a good bit of and fine tuning rebound and damping, the rear half of the SF was better balanced with the performing USD 43mm Showa The primary issue here is a delivered with a spring that’s likely too heavy for folks that’ll saddle up to the After all the springy parts squared away, what most were a planted with good feel and an stable chassis overall.

On the side of the suspension coin is the TnT. Though big and impressive, the 50mm Marzochhi fork is unadjustable. Despite this, the front is well damped, it will dive under braking.

The Benelli’s Extreme was the polar opposite of the Duc’s sprung unit.

To keep the balanced, and the rear from excessively through corners, all spring preload was required. The grace in the TnT’s suspension was the relative ease with the shock could be adjusted compared to the Duc’s unit seemed purposely designed to access.

One of the benefits from the Benelli’s more upright one-piece handlebar is the amount of leverage a can apply for initial steering

Pair this to a rake shallower than the Ducati v. 25.6 degrees), as well as an trail figure (4.13 v. inches) and a wheelbase almost 2.5 shorter (55.8 v. 58.1 and on paper the TnT looks like it move with the swiftness of a featherweight boxer.

Benelli TnT 1130

Indeed the Ben is for a bike with a claimed dry of 438 lbs (473 lbs wet). Yet its lower-spec doesn’t allow the rider to on the racy geometry. We preferred the minor sacrifice of slightly steering in exchange for confidence-inspiring mid-corner, and 65 fewer pounds dry), in favor of the TnT’s initial steering effort.

it or not, all Brembos are not created

The Benelli sports a pair of basic four-pot calipers and rotors. This budget-minded kit is adequate, but doesn’t offer levels of feel, and a healthy at the lever is required to stop the with authority. The Ducati’s radial-mount Brembo clampers and rotors package is at the other end of the

Feel at the lever is great, and force is unparalleled.

Look. about all the horsepower, badass and any other fancy caca you to say about the Ducati. The brakes are less than sublime, and are just about worth the of admission.

When you experience them understand.

We’ve ticked off a of shortcomings in the Benelli when to the Streetfighter. But if either of these is something you think you might day in and day out, consider the TnT’s upright, easy-going rider The SF on the other hand says Only!” to most of us hovering 40 years and above.

Where the upright bar makes for an easy from the narrow-waist saddle the rider 30.7 inches off the the Ducati’s handlebar is not only the ends actually have a bend that dictate an rider stance. A 33-inch height also might away those thinking thoughts.

Effort at the clutch is heavy on both steeds, but at the Duc offers an adjustable lever. The mirrors sit low and offer a view not better than most mirrors, while the Benelli’s are higher and provide a wider of view. The Duc’s instrument is essentially a replica of a GP unit and far to navigate than the Benelli’s LCD panel.

And we’d be remiss if we mention the SF’s “exhaust shield that intrudes on boot space when up on the of your feet … and slippery too,” as Duke noted. a demerit each of our test noted.

Digesting the (mostly) data between this of Italian rough necks, about any one can see the Ducati comes out

But factor in the sometimes-subjective issue of and the only thing keeping the from throwing in the towel is its styling and general rarity. low annual production burdens the TnT a $500 penalty over the $14,995 tag.

You can, however, purchase a TnT with suspension and braking to the Streetfighter, but MSRP on the TnT Sport Evo is and you still don’t gain any power over the base Then there’s also the of dealer support, or lack

Can Aprilia and MV offer any resistance?

The 1000 R and R Factory unfaired present a predicament similar to the

The standard Tuono is considerably at $13K, but again we’re about sacrificing 15 hp, or more, and you don’t get the Duc’s stunning Step up to the Factory to get premium springy parts and various fiber dress-up bits and find yourself on the other — like with the TnT Sport Evo — a $16,999 price tag, and no gain in power or higher-spec calipers.

Benelli TnT 1130
Benelli TnT 1130
Benelli TnT 1130

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