FEATURE – 2020 BENELLI 752S - JUST BIKES

FEATURE – 2020 Benelli 752S

Words: Phil Suriano

Photos: Urban Moto Imports

Since Benelli came under Qianjiang ownership in 2005, the development of the brand has been rapid, particularly in the last five or so years, where new models have come thick and fast.

FEATURE – 2020 Benelli 752S — 2020 Benelli 752S

From the BN302 urban commuter to the TRK 502 adventure bike, the pocket rocket TnT135 and the stunning Leoncino 500, there’s been plenty of variety, but all of these have been in the LAMS market.

A step up from that market has been some time coming, and the revitalised Benelli has finally made that step with the 752S, which has just arrived in Australia.

Long term Benelli aficionados will know that a large-capacity bike is nothing new from the Italian brand - you only have to look back at the TnT 1130 and Tornado 900 for evidence of that. But in this new stage of Benelli’s evolution, it’s a big step and a big deal.

Big Twin

The 752S is built around a 754cc parallel twin engine. With an 8-valve head, double overhead camshafts and electronic fuel injection, it’s familiar in terms of spec and configuration to the 500cc parallel twins that power the Leoncino, TRK 502 and 502C, but dig a bit deeper and some interesting features become apparent.

If you remember the TnT 1130 that was released some 15 years back, you may recall it had an inline triple of 1130cc capacity. Now, two thirds of that is 753cc, which is 1cc short of the 752S’s listed capacity. More intriguingly, the bore and stroke of 88 x 62mm, along with the compression ratio of 11.5:1, is the same on both engines. Look at pictures of an early version of the TnT 1130 (from 2004 to 2008) and there are a lot of visual similarities in the engines, too.

So, have Benelli taken the TnT 1130 engine and lopped a cylinder off? It certainly looks that way, but even if they have modified an “old” engine, you can be sure Benelli have brought it into the modern age with a much better spec level and a higher standard of finish.

The last of the pre-Qianjiang Benellis didn’t have the greatest reputation for build quality, but that’s an accusation you can’t level at the latest bikes bearing the Benelli badge. Having ridden many of them myself, I know – fit and finish is as good as anything coming out of Japan or Europe. And to be honest, the whole “Chinese quality” argument is pretty much invalid these days, especially on bikes like this that are attached to known brands.

Getting back to the TnT 1130 and 752S engine comparo, Benelli fiddled with the triple’s output in its decade or so on the market, but max power was usually 101kW. If my two-thirds-of-a-triple theory is correct, the 752S should be packing around 66kW. Unfortunately, it isn’t. Listed maximum output is 56kW at 8500rpm.

Looking at torque, the twin’s maximum 67Nm against the TnT 1130 triple’s 110Nm maximum is more flattering to the 752S.

The 752’s 56kW/67Nm maximums are more than respectable when compared against its direct rival, the Yamaha MT-07 HO, which puts out 56kW and 68Nm. Stretch a little above this and the Benelli is up against the likes of the Suzuki GSX-S750, KTM 790 Duke, Kawasaki Z900, Triumph Street Triple R and its most obvious visual rival, the Ducati Monster 821. Move in the other direction and you’re looking at sports nakeds on the top edge of LAMS legality, like Triumph’s Street Triple S, the Kawasaki Z650L and Suzuki SV650S.

I believe that Benelli may be holding something in reserve with the 752’s output and I wouldn’t be at all surprised if a more powerful version – and more direct rival to the likes of the Monster and those other larger capacity twins – comes in the future.

Impressive Spec

Beyond the engine, the 752S is packing a six-speed gearbox with multi-disc wet clutch and chain drive, steel trellis frame and swingarm, 50mm USD front forks, monoshock rear suspension, dual 320mm front disc brakes, a 260mm rear disc brake, 17-inch alloy wheels, 120/70 ZR 17 front and 180/55 ZR17 rear tyres, LED lighting all round and a 14.5-litre fuel tank.

What sets this spec level apart from the competition is in the components used. Benelli have chosen a Marzocchi fork for the front end, Brembo calipers for the brakes and Pirelli tyres.

That front end has full compression, rebound and preload adjustability, while there’s preload adjustability on the rear shock, which is a KYB unit.

The Brembo monobloc calipers are enhanced with braided brake lines and backed by standard ABS, which is the only level of technical assistance on the 752S. There are no riding modes, no traction control, no wheelie control, launch control or other electronic doo dads. This keeps the 752S pricing affordable at $12,990 ride away, but I believe it also fuels my theory that a more powerful, tech-laden version may come in the future.

I’ve yet to ride the 752S, so I can’t say how well Benelli have managed to combine that componentry and if it delivers on the corner-carving performance and “absolute fun on the road” that’s promised in the brochure.

On the 752S’s essential dimensions, the overall length is 2130mm, wheelbase is 1460mm, seat height is 810mm and the weight is 226kg. I’ll reserve my judgement on how this impacts the ride and handling until I test it, but 226kg is quite porky against its rivals, several of which are at or under the 200kg mark.

Impressive Style, Too

With its trellis frame and visual bulk, the 752S has obvious visual similarities to the Ducati Monster. Benelli were clearly looking at Ducati when they were styling this naked bike and they have some history with this, as the 502C cruiser was very much in the vein of Ducati’s Diavel.

It’s not an absolute rip-off, but the Monster similarities are undeniable. That said, the 752S is an attractive bike in its own right. It’s no Leoncino (which in my view is one of the best-looking bikes from any manufacturer in the past decade), but it’s no troll, either.

From the oblong headlight and tiny fairing over the instrument panel, to the sculpted fuel tank, stubby exhaust silencer and compact tail unit, all the design elements are well connected and the bike’s mechanical components sit neatly inbetween those alloy wheels shod with fat tyres, giving an impression of muscle and power.

You could argue that the swingarm-mounted licence plate holder is an exception to this visual symmetry, but it’s one of those necessary compromises for road legality. That unit appears to be lifted directly from the 502C and is different from the holder shown in some of the publicity photos.

There are differences in other details, too, like the radiator shrouds and plumbing, clutch cover, cat converter and heatshield for the exhaust, as well as some fasteners and trim elements. This may explain why the 752S took an inordinately long time to reach the market following its debut at EICMA back in 2017.

Based on the images seen so far, the wait’s been worth it, though. The 752S looks good. There is a choice of four colours – Red, White, Green and Black – with paint limited to the fuel tank and front guard. Everything else is a mix of satin silver, dark grey, or matte and gloss black.

Benelli branding is featured throughout, but it’s quite subtle (like on the headlight’s DRL), with 752S identification equally minimalist.

Future Test

Having ridden most of the current Benelli range and being particularly fond of the Leoncino, I’m looking forward to getting some seat time on the 752S. And I’m sure I’m not alone in that wish.

Ergonomics appear to be quite neutral, as you’d expect with a naked, with an easy reach to the bars and pegs.

The instrumentation features a fully digital TFT display, which is a nice feature and is in line with the quality benchmark set by the Marzocchi and Brembo componentry. But again, there are some discrepancies between what’s presented in the publicity pics and what appears to be on the finished bike. I’ll report on that following a test ride, but the display appears to include the standard speedo/tacho, odometer, gear position indicator, trip meter, clock, fuel and temp gauges, flanked by the usual selection of idiot lights.

So, will the 752S be Benelli’s trailblazer for a fresh assault on the mid- and large-capacity market? It’s too early to tell yet, but the 752S is certainly something new for Benelli. Here’s hoping it’s something great, too.