2018 Benelli TnT 125
The Australian launch of the Benelli TnT 125 was late last year, but after the launch on the Leoncino, I decided to revisit my impressions of this stylish, fun and capable naked roadster.
Breaking Moulds. First thing to get your head around when approaching the TnT 125 is exactly how to categorise it. Like the Z125 Pro from Kawasaki that preceded it and the Honda Grom that kicked of this whole market segment, the TnT 125 isn’t a full-size naked, while a “pocket bike” or “fun bike” tag implies it’s much smaller than it actually is.
The term “compact” has been bandied around a bit and it’s probably the label that fits this LAMS-legal bike and its competitors best, as they’re all smaller in terms of engine capacity, wheel size and overall dimensions than “full-size” bikes, but they’re by no means “mini” bikes either.
Unless you’ve actually ridden one, it’s easy to dismiss these machines as clown bikes, but they’re much larger than that and comfortable to ride, too, with pretty good ergonomics, even for taller riders. So, “compact” it is, then.
Benelli Style. As mentioned, the TnT 125 arrived last year into what’s been a hot market segment, led by the Grom that made its Aussie debut in 2016. Exactly what has made the Grom so popular here is hard to define, but my take on it is that there are plenty of city-based riders out there who want a daily ride with the ease-of-use and compact dimensions of a scooter, but wouldn’t be seen dead on such a machine, as it doesn’t have the requisite “cool” factor.
Benelli must have been thinking the same way, as their tagline for the TnT 125 is ‘Redefining City Transport’. So, given the market it’s trying to appeal to, Benelli has ensured the TnT 125 has a lot of street cred. In my opinion, this pocket rocket nails it in the style stakes and has more visual ‘wow factor’ than either the Z125 Pro or Grom. But it’s Italian, so style is mandatory, right?
Seriously, though, the TnT 125 does have a striking look, with a big dollop of streetfighter in its styling. This is enhanced by its multiple LED headlight arrangement, exposed frame and double barrel exhaust set up. For a 125, it’s got aggression!
Colour choices are simple – red, white or black – all featuring complementary graphics, red brake calipers and black alloy wheels with red rim stickers. The black and white versions feature a red finish on the trellis frame, while the red version has a black frame. Aside from that, pretty much everything else is the same, appearance-wise.
The lighting is a highlight (no pun intended), with four LEDs encased in a housing that’s well-integrated with the rest of the bike. Front indicators are LEDs, too.
As good as the head light is, the TnT 125’s tail light is even better. What really caught my eye was the integration of the tail light and rear indicators into the actual tail - it’s a very clever design. Relocating the number plate hanger to an extension of the swingarm presents its own aesthetic challenges, but it does leave the tail free of clutter, enhancing its streetfighter-esque look.
Like all modern Benellis, the TnT 125 is built in China, but the quality control – in this instance at least - is obviously a match to anything coming out of Japan or Europe, with no evidence of poor fit and finish throughout the bike.
Larger than you Think. With its compact dimensions, even the shortest rider will feel comfortable on the TnT 125, but as already mentioned, it won’t be a challenge for the 6-footers, either. The overall ergonomics are pretty good, with the 780mm-high seat combined with handlebars that have a reasonably broad spread to deliver a comfortable, upright riding position, which was a surprise. Footpegs could be a bit lower, though, as there’s a bit of “knees-up” in the riding stance if you’re taller.
While the TnT 125 isn’t light compared to the opposition (more on that later), it’s certainly lighter than anything I’ve ridden lately. That light weight and compact size make for a bike that’s easy to manage, whether at speed or when manoeuvring during parking. However, this can be a double-edged sword, as more experienced riders will treat this bike like a toy – it certainly isn’t as it can reach speeds of 100km/h.
Switchgear is simple and straightforward, as is the instrumentation, consisting of a large analogue tacho, with a digital speedo, fuel gauge, clock and trip meter. The size and placement of these made them all easy to read, whether stationary or on the move.
There’s no rider assistance tech beyond the Benelli ‘Combined Braking System’ (CBS), which isn’t ABS and shouldn’t be compared to it. The CBS works by applying one piston of the front brake’s twin-piston caliper when you activate the rear brake, so applying the rear brake adds a degree of front wheel stopping, too. The system doesn’t work the other way (ie. applying the front brake doesn’t also activate the rear brake) and it’s not as effective as using the front brake in isolation, but it’ll give new riders some reassurance.
Three Way Fight. Benelli’s confidence in the TnT 125 was demonstrated in the head-to-head comparo they made against the Grom and Z125 Pro in their literature. Normally, manufacturers shy away from even suggesting the opposition, but Benelli laid their cards on the table, listing their specs against the Honda’s and Kawasaki’s. But when you’ve got the sort of hand Benelli does, you can afford such a ballsy move.
Reading through the specs, the TnT 125 trumps the opposition in terms of power, despite the exact same engine capacity. This is thanks to the 4-valve head on the Benelli, but the differences – 8.2kW versus 7.2kW and 7.1kW respectively for the Grom and Z125 Pro – are admittedly minor. The TnT 125’s 10Nm of torque also beats the 9.6Nm of the Z125 Pro, but not the 10.9Nm on offer from the Grom.
The Benelli uses a five-speed transmission where the others make do with only four gears, while the front end is beefier, with the 41mm forks outpunching the 31mm (Honda) and 30mm (Kawasaki) front ends of the opposition.
The main mark against the Benelli is its weight. Granted, none of these bikes are behemoths, but at 121kg the TnT 125 is a full 19kg heavier than the Z125 Pro and 17kg more than the Grom. Exactly where all that weight is is hard to tell, as you’d imagine things like the Benelli’s trellis frame would reduce weight compared to the backbone frames on the others.
Seat height on the Benelli is in between the Honda (760mm) and Kawasaki (805mm), the ground clearance is marginally higher, the CBS is an advantage, and the Benelli’s electronic ignition is only matched by the Kawasaki, but perhaps the most crucial advantage the Italian machine has over its rivals is on price.
At $3,250, excluding on road costs (under $4K ride away), the TnT 125 is just under $100 cheaper than the Grom and almost $800 cheaper than the Kawasaki. For some new riders, that will be the deciding factor over and above any style considerations and minute power differences.
Road Warrior. With my first taste of the TnT 125 being on a go kart track, the ‘no limits’ nature of the venue meant the bike could really be thrown around – and I certainly did that! Super-smooth on take-off thanks to a light clutch action, the TnT 125 was easy to get up to speed, but with only 125cc between your legs, working through those gears is essential, so the ease of shifting was very welcome.
Away from the track and on the road, the compact size of the bike made it seriously easy to move through even the tightest traffic to get to the front of the lights, so it’d be great for city commuting, while the reasonable seat height means you aren’t face-to-face with a B-Double’s hubcaps in traffic.
However, being at the front of the lights meant you had to be on you game when the lights changed to quickly get the bike up to speed. I found this more of an issue on larger roads – ones with 80-90km/h zones, but around the 40–60km/h inner city streets it wasn’t a problem, as you can reach 60km/h fast enough not to annoy even the heaviest-footed cagers.
On road or track, the fun factor with the Benelli can’t be denied. Thanks to its light weight and easy handling, I felt like I was in control, which always makes riding more enjoyable.
Aiding this is the fact that you can’t achieve brain-melting speeds. A dab over 100km/h is the TnT 125’s limit, but it feels more comfortable and responsive around the 60-70km/h mark. As such, inner suburban roadwork will be ideal, but highway stretches are not recommended.
Around that 60-70km/h zone, where the majority of riding would be done, the TnT 125 felt remarkably stable, with easy cornering due to its size and light weight.
The wide handlebars also assist the cornering process, with the bike holding a reasonably good line on both the road and the track, but on high-speed left-handers, I did find the side stand scraping and in some instances hit to tarmac hard enough to make me skip around the corner. However, this was only on the go kart track where we were all getting overzealous.
Like all these compacts, the Benelli’s 12-inch wheels are its Achilles Heel (bigger wheels usually mean improved stability) and will find their limits on rough, potholed roads, so riding outside of well-maintained inner-suburban tarmac will be a challenge.
On the launch, there were mixed responses to the CBS – some weren’t a fan of it, while anyone who’s used to applying a touch of rear brake to improve stability through corners won’t like it much, either.
That being said, the brakes were effective and a long stint on a go kart track didn’t see serious brake fade, despite some very aggressive stopping. Another surprise to come out of the test was how well the Benelli handled two-up riding. Sure, performance and acceleration was down, but the TnT 125 can handle a pillion without the rider feeling like they’re dragging an anchor.
Small Bike, Big Impact. Having already ridden the Z125 Pro, I came to the TnT 125 launch somewhat jaded about what the Benelli was likely to deliver, but I left both surprised and impressed.
Obviously, these bikes have their limitations, but as an uber-cool city commuter or for short hops on the weekend, they’re hard to beat. The Benelli goes a long way on a drop of petrol, which is another huge plus, and is even compact enough to fit in most city lifts, which I’m sure some owners concerned about kerbside theft will do.
With their distinctive style and appearance, compact bikes like the TnT 125 are almost the café racers of the new millennium, in that they’re bikes to be seen as much as seen on. Upping that image and cool factor is a range of Benelli accessories to suit, including anodised pegs and pedals, handlebar guards, crash knobs and sticker kits.
Noticeably different from what were used to in terms of an inner-city roadster, most on the launch agreed that the Benelli aces the Kawasaki and Honda rivals in terms of style, but the riding experience is a much closer contest and will really come down to personal preference.
I was surprised with the Benelli’s look, performance and everyday usability, and I reckon anyone who goes down to their Benelli dealer to check one for themselves will be pleasantly surprised, too.
Words: Phil Suriano. Photos: Urban Moto Imports and Phil Suriano
