Good times ahead for motorcycle enthusiasts in India. All big bike manufacturers are now looking at India, and want to explore every possible opportunity by offering the best that they’ve got. It’s not only about launching bikes in India, many manufacturers have realised that India offers a lot of other benefits such as low cost manufacturing, cheaper labor rates etc. and hence are more inclined about starting operations down here. Harley-Davidson, an American company has its 2nd manufacturing facility in India. Speaks volumes doesn’t it? The oldest Italian bike manufacturer, Benelli is also soon going to tap the Indian performance motorcycle segment starting as low as 250cc all the way up to 1,130cc. Benelli’s plans for India are big, they even plan to enter mass production with mass market offerings in the next couple of years. DSK Motowheels, already a partner with Hyosung is the Indian arm for Benelli. DSK will assemble the bikes at the same facility where they assemble the Hyosung motorcycles, near Satara. The facility can churn out ~250 units a month on a single shift and if the demand per month exceeds 500, DSK Group will have to look at investing in a new facility.
Tourers in the mid-range price bracket are rare, nearly non-existent. The big bike segment here in India is dominated by bikes which are more performance oriented, and not really comfortable touring options. That coupled with the low fuel tank capacity & lower fuel efficiency numbers of these motorcycles makes touring long distances quite a task. Good touring options are seen in the higher end segment being brought in via the CBU route. But for someone who wants a 600cc tourer, there’s nothing available as of date. This is where the Benelli BN 600GT / TNT 600GT steps in. Probably the only motorcycle in its class, the 600GT will surely get a few heads turning and those looking at a good touring motorcycle will not have to spend more than a million rupees anymore. With a price tipping slightly over the Kawasaki Ninja 650, the Benelli tourer is expected to satisfy the middle-weight touring dream of many bikes out there. But what does it feel like? Does it ride well? Is it really a good touring option? We took the motorcycle for a spin and this is what we have to say…
Styling:
Styling on most of the touring motorcycles is the love it or hate it kind. The bikes look quirky, and are designed for more function than form. Yes, some might call them ugly, while some appreciate the way the work just fine in multiple riding situations. The Benelli BN 600GT / TNT 600GT also falls in the same category. The only faired (semi-faired) motorcycle in Benelli’s Indian line-up, is not what faired motorcycle lovers would prefer. But then, it isn’t meant to look sharp and edgy like a supersport motorcycle. It is a tourer, and the dimensions suggest just that – clearly.
Front end styling is reminiscent of the Kawasaki Versys 650. The bikes have a similar looking, quirky face, but the Benelli gets a larger semi-fairing compared to the Japanese rival. Here in India, we do not get the Kawasaki Versys 650, but a bigger Versys 1000 was recently launched. When you look at the bike from the front, it is unlike any other motorcycle currently available in the Indian market. Front end gets a dual tone, white and black effect and it helps distinguish the headlamp section from the side fairing very well. The headlamp setup is split in two parts, with a projector at the bottom and a regular bulb setup on top. Masked in black plastic, it looks well, quirky but still unique. You get a medium size wind deflector on top which works well when riding on high speeds. The semi-fairing juts out to the front to give a wrap around like effect and houses the LED turn indicators in a ‘C’ shape. Copper coloured upside-down front forks are clearly visible and the distance between the headlamp and the front mudguard is typical of tourers, give it a big bike look. Front mudguard is body coloured but ends slightly on the higher side at the back, which will result in mud spray during monsoons. The y-shaped alloy wheels painted in black house dual 320mm disc brakes. This brake setup is developed by Benelli and dumps the expensive Brembo setup which is available on the bigger TNT range.
When you look at the bike from the side, the bigger dimensions are clearly visible. Yet, the low saddle height suggests that the bike will suit even the shorter riders. Side profile is dominated by the semi-fairing. The semi-fairing reads ‘CXE Cruiser’. The fairing bolts on as from the tank to the headlamp and drops down halfway to cover the engine. The overall shape of this is nothing to write home about, it is designed primarily to reduce wind-blast and the likes, and not to pose in front of the camera. The next most noticeable thing from the side is the massive 27 litre fuel tank. 27 litres will guarantee you a long tank range and those who look at serious long touring will be happy with this. The tank is painted in white and gets a Benelli sticker, that’s it. Exhaust pipes coming out from the 4-cylinders are completely exposed and they the merge into one single underbelly exhaust. Although it looks similar to what we’ve seen on a Kawasaki Ninja 650, thanks for the 4-cylinder layout, the exhaust note on the Benelli is far superior, and smooth. From the right, you can also see the cross-mounted adjustable rear monoshock. Most of the motorcycle is covered only in two shades Black / grey and white. Moving up, the seats are of the step-up type, but not split. The compound is soft and supportive and riding long hours won’t be troublesome. The pillion seat also gets good room. The panel below the pillion seat gets a decal which mentions ‘600 BJ600GS-A’. We don’t know what it stands for. There is no mention of GT anywhere on the motorcycle. Since it is targeted to the touring class, we took the bike out with hard-case saddle bags on either side. They are accommodate your luggage well, but need to be accounted for when riding in the city.
Looking at the bike from behind, the saddle bags on either side add a lot to the width. Behind the pillion seat, you also have a metallic rack for times when you have to carry and tie more luggage to you motorcycle. Below that you have the LED tail lamp setup with LED turn indicators mounted on either side. A small rear mudguard below houses only the number plate. The rear alloy wheel runs on 180/55/R17 patch tyre and also houses a single 260mm disc brake. Look closely and you will notice that the rear singarm is identical to the Benelli BN 600i / TNT 600i. Both bikes share a lot of parts, but cater to completely different riding styles.
The Benelli BN 600GT / TNT 600GT won’t be a very loved motorcycle for the way it looks. It needs more of an acquired taste in this class of motorcycling apart from the love-at-first-sight type of supersport design. The bike although quirky, has a lot to offer and meet your touring requirements.
Instrumentation and ergonomics:
Similar to the other Benelli range of bikes, the instrument cluster is average and the touch and feel is not up to the mark. It sports a digital + analogue layout, but looks very ordinary. The digital display reads out the engine temperature, speed, fuel gauge, time, trip meter and odometer. In the centre you have an analogue tachometer with redline starting at a high 11,000 RPM. To the left of the tachometer, you have a small section for a couple of tell tale lights. Key is placed ahead of the handlebar, and sits low.
If you look at the front console from behind, you will notice that the bike bulges towards the tank area, but the fairing looks thin towards the front end, thanks to the small wind deflector which covers only the instrument cluster section and doesn’t run too wide. Handlebar placement is high and the bar is painted in black. RHS switch gear includes the electric starter, engine kill switch and a hazard light switch. LHS switch gear includes the usual horn, turn indicator switch, high / low beam switch and a pass light switch. Benelli offers the hazard light switch on the LHS as well, we wonder why. Perforated handlebar grips will help when riding in the rains or if you have sweaty palms. Forged levers get adjustment for the front brake, but not for the clutch. This will be missed since the clutch is slightly on the harder side and it will leave your fingers stressed. ORVMs provide decent viewing range and angle.
The bike is not as intimidating as say for example a Triumph Tiger. It looks big, but doesn’t scare you. This will allow a lot more potential buyers to at least give it a try and hop on the bike and not shy away by just looking at it. Hop on the bike and the 800mm pilot seat height will make you feel at home. Not only because it is low and easy to get on to, but because it is soft and comfortable too. Footpegs are mounted right behind the engine and are moderately rear set. Coupled with a high handlebar position, the bike has a very relaxed riding position, although not completely upright. The riding position will keep taller as well as shorter rides happy. However, shorter riders will feel that the bike looks bigger than them. For the pillion, the rear seat height is also easily accessible. However, if you have saddlebags attached to your bike, things are a little tricky to get on and off. Once up, the pillion seat is also adequate and soft to support you on long rides.
Ergonomics on the bike are spot on. The bike makes city riding as well as riding over roads unknown very comfortable.
Engine, performance & handling:
The Benelli BN 600GT / TNT 600GT is powered by a 600cc, in-line 4-cylinder, 4-stroke, liquid-cooled, 16 valve, DOHC petrol motor producing 82 BHP of power @ 11,000 RPM and 55 Nm of torque @ 8,000 RPM. Peak power is produced exactly where the redline begins. Engine is mated to a 6-speed gearbox coupled with a wet clutch. The engine although a similar layout compared to the BN 600i / TNT 600i, power and torque figures differ a bit. The 600i produces 82 BHP of power @ 11,500 RPM and 52 Nm of torque @ 10,500 RPM, which means peak power on the 600GT is produced 500 RPM lower and the peak torque is higher than 3 Nm and is available at 2,500 RPM lower.
