Editing Benelli BN600GT

{{Infobox Motorcycle
|name             = [[Benelli]] BN600
|image            = [[File:benelli-bn600gt-14-04.jpg|frameless|Benelli BN600]]
|aka              = BN600R, BN 600 R, BN600GT, BN 600 GT, BN600I, BN 600 I
|manufacturer     = Benelli
|parent_company   =
|production       = 2014
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
|bore_stroke      =
|compression      = 11.5:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = Electronic injection, 38 mm [[throttle]] bodies
|spark_plug       = NGK CR9E
|battery          =
|transmission     = 6 Speed
|frame            = Decomposable frame, front steel trestle, rear aluminum alloy casting
|suspension       =Front: 50 mm Ø Upside-down forks <br>
Rear: Rear swing arm in aluminum alloy, rear [[shock absorber]] with extension [[hydraulic]] and spring preload adjustment
|brakes           =Front: 2 x 320 mm Ø floating discs, 4 [[piston]] [[caliper]] <br>Rear: Single 240mm Ø disc, 2 piston caliper
|front_tire       = {{tire|120/70-ZR17 58W}} 
|rear_tire   	  = {{tire|180/55-ZR17 73W}} 
|rake_trail       =
|wheelbase        = 1430 mm / 56.3 in
|length           =
|width            =
|height           =
|seat_height      = 800 mm / 31.5 in
|dry_weight       =
|wet_weight       = 223 kg / 492 lbs
|fuel_capacity    = 26 Litres / 7.1 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. The engine featured a 11.5:1 [[compression ratio]].  

==Drive==
Power was moderated via the Wet [[clutch]] with hydraulic command.  

==Chassis==
It came with a 120/70-ZR17 58W front [[tire]] and a 180/55-ZR17 73W rear tire. Stopping was achieved via 2 x 320 mm Ø floating discs, 4 piston caliper in the front and a Single 240mm Ø disc, 2 piston caliper in the rear. The front suspension was a  50 mm Ø Upside-down forks while the rear was equipped with a Rear swing arm in aluminum alloy, rear shock absorber with extension hydraulic and spring preload adjustment. The BN600GT was fitted with a 26 Litres / 7.1 US gal fuel tank. The wheelbase was 1430 mm / 56.3 in long.  
== Photos ==
[[File:benelli-bn600gt-14-04.jpg|600px|Benelli BN600]]
[[File:benelli-bn600gt-14-01.jpg|600px|Benelli BN600]]
[[File:benelli-bn600gt-14-03.jpg|600px|Benelli BN600]]
[[File:Benelli-BN600GT-14.jpg|600px|Benelli BN600]]
[[File:benelli-bn600gt-14-02.jpg|600px|Benelli BN600]]

== Overview ==
Benelli
BN 600GT / TNT 600GT















Benelli has
created a 600cc sport tourer based on its popular BN 600  the BN 600 GT.
Speaking of the BN 600 GT, Benelli says a bike easy,
comfortable, versatile, with soft and sinuous forms, with which anyone can find
a super confidence, appreciating immediately all the qualities.
A perfect vehicle for those who, riding the two wheels, runs
throughout the year many miles: BN 600 GT in fact can be considered as a viable
alternative to the car for the life of every day and on weekends, this Benelli
motorcycle became the ideal travel companion to escape from the routine of the
city.
This mid-sized motorcycle features same liquid-cooled, DOHC
inline four found in the BN600R. The four-valves-per-cylinder engine produces 82
horsepower at 11,000 rpm, and 41 ft/lbs of torque at 8000 rpm.
The powerplant features Electronic Fuel Injection that feeds
through four 38mm throttle bodies. The engine is hooked to a six-speed racing
transmission with well-spaced gear engagement for maximum performance.
The BN 600 GT features a steel trellis frame, with the rear in
aluminum allow casting for weight savings; all together, the BN 600 GT weighs
492 lbs.
The suspension system consists of a 50mm upside-down front fork,
and a rear aluminum alloy swingarm with rear shock absorber in extension
hydraulic and spring preload adjustment.
Braking is handled by two 320mm twin floating discs up front
squeezed by radial calipers, and a 260mm single disk out back squeezed by a
double-piston caliper.
The BN 600 GT rolls on 17″ aluminum alloy wheels shod in 120/70
(front) and 180/55 (rear) tires.
Knowing riders will use this sport tourer on long-distance
rides, Benelli enhanced the BN 600 GT with a 7.1-gallon fuel tank.




Review:
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, theres 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
Benellis Indian line-up, is not what faired motorcycle lovers
would prefer. But then, it isnt 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, thats 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
weve 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 wont be troublesome. The
pillion seat also gets good room. The panel below the pillion
seat gets a decal which mentions 600 BJ600GS-A. We dont 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 tire 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 wont 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
doesnt 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 doesnt 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.

Fire up the engine, and the NVH and refinement levels are
typical of a 4-cylinder motorcycle  brilliant. There is no
knocking or vibration felt, heard or seen. The bike idles with a
very soft exhaust note. The exhaust note is tamed down compared
to that on the 600i. Although in different categories, the
pricing will result in a comparison between the Ninja 650 and
the Benelli 600 GT. But if you compare the engine performance,
the Benelli will have an upper hand. Thanks for the 4-cylinder
refinement and not so loud engine. If you revv the bike at idle,
the exhaust note still remains quite mellowed down considering
it is a 600cc-class motorcycle. But this is a good thing. If
youre looking to travel long distances on a touring machine, a
throaty loud exhaust will get your ears tired much before your
body gives up.

Slot the gears and the bike moves with ease in city traffic.
Yes, it looks big, and actually is big considering the saddle
bags. But then, you dont feel all that weight while riding. The
motorcycle is well balanced and stays planted at all times.
Crawling speeds in the city can be tackled easily and the engine
doesnt feel very nervous while doing so. Engine temperature
remained in the range of 85-90 degrees while we were stuck in
stop & go Pune traffic. Torque availability lower down the revv
range is ample and doing speeds of about 50 kmph in top gear
doesnt make the engine hesitate. Power delivery is also very
linear and the bike accelerates in a very mature manner. There
is no explosive punch felt when you wring the throttle. It pulls
clean, all doesnt unsettle you while doing so. Gearshift
quality is smooth and the gears did not false shift even once.
Clutch however is on the heavier side, and will leave your
fingers stressed. Benelli also doesnt offer adjustable clutch
lever on the bike, making it a heavy stretch. The bike will
deliver anything between 20-22 kmpl and coupled with a fuel tank
capacity of 27 litres, you have a good riding range of over 500
km while touring.

Move to the highways and drop a couple of gears, the bike
redlines clean all the way up. The exhaust note also climbs nice
and sounds like a loud fizz. Accelerating over 100 kmph is a
breeze and the bike feels comfortable while doing so. Wind-blast
is well controlled, thanks to the semi-fairing and it wont be
tiring riding on the highways all day long. Gear ratios are also
shorter than the 600i, which allow you to reach the redline when
you want to have some fun. Shorter gearing also means lesser
number of gearshifts, you can simply open the throttle when you
want to overtake someone rather than having the need to drop a
gear.

Although it might look like a big bulky motorcycle, handling
department fares well. The weight is not felt too much while
tackling corners and you can tip the bike from one end to the
other without feeling nervous. The suspension setup is soft, yet
very complaint to handle the city as well as highway
requirement. The bike doesnt bob around on undulated patches
and this will not throw in a random surprise when on high
speeds. With a slightly upright seating position, you dont feel
the potholes on your wrists at all. Yes, it is not a corner
carving machine, and is not meant to be ridden that way. The
setup is more comfort oriented. You will find a few reports
mentioning that the suspension is too soft to tackle corners,
but then the motorcycle isnt meant to do things the supersport
way. The pillion rider will also remain happy with not too many
jerks felt on his back when on the go. The rider at all times
however needs to account for the bikes width while switching
lanes in traffic. The weight is definitely felt while making
U-turns and you need to have a wide section to make a non-stop
U-turn.

Braking performance is adequate by segment standards. The front
brake does lack initial bite, but isnt too bad. ABS would
sweeten the deal, but Benelli isnt considering adding it to
their range of bikes anywhere before the end of 2015. The
Pirelli tyres also add a lot to the brilliant grip levels and
riding confidence. 150mm of ground clearance also allows you to
handle the rough roads easily. An engine sump guard or a small
underbelly would have rounded off the package well.

So for those who are looking at a no-show, practical touring
motorcycle, the Benelli BN 600GT / TNT 600GT surely ticks most
of the boxes. Yes, to convert someone to the touring class, the
600GT doesnt look quite spectacular to attract a potential
buyer. But once ridden, the bike provides the right balance
between performance and comfort to keep one happy on the highway
as well as on roads unknown. The bike will be a solo contender
in the touring category in the 600cc-class, and should be able
to keep the touring enthusiasts happy.







{|  class="wikitable"
|- 
!Make Model
|Benelli BN 600 GT / TNT 600GT
|- 
!Year
|2014
|- 
!Engine Type
|Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
|- 
!Displacement
|600 cc / 36.6 cu in
|- 
!Bore X Stroke
|65 x 45,2 mm
|- 
!Cooling System
|Liquid cooled
|- 
!Compression
|11.5:1
|- 
!Lubrication
|Wet sump
|- 
!Induction
|Electronic injection with 1 injector per cylinder
|- 
!Exhaust
|With catalytic converter and oxygen sensor
|- 
!Spark Plug
|NGK CR9E
|- 
!Ignition
|Electronic injection, 38 mm throttle bodies
|- 
!Electric
|Electric
|- 
!Max Power
|60 kW / 82 hp @ 11000 rpm
|- 
!Max Torque
|55.5 Nm / 5,66 kgf-m / 41 lb-ft @ 8000 rpm
|- 
!Clutch
|Wet clutch with hydraulic command
|- 
!Transmission
|6 Speed
|- 
!Final Drive
|Chain
|- 
!Primary Drive
|44/82
|- 
!Gear Ratio
|1st 2.846 / 2nd 1.947 / 3rd 1.556 / 4th 1.333 / 5th 1.190 / 6th 1.083:1
|- 
!Final Drive Ratio
|3.286
|- 
!Frame
|Decomposable frame, front steel trestle, rear aluminum alloy casting
|- 
!Front Suspension
|50 mm Ø Upside-down forks
|- 
!Front Wheel Travel
|120 mm / 4.7 in
|- 
!Rear Suspension
|Rear swing arm in aluminum alloy, rear shock absorber with extension hydraulic and spring preload adjustment
|- 
!Rear Wheel Travel
|123 mm / 4.8 in
|- 
!Front Brakes
|2 x 320 mm Ø floating discs, 4 piston caliper
|- 
!Rear Brakes
|Single 240mm Ø disc, 2 piston caliper
|- 
!Wheels
|Aluminum alloy
|- 
!Front Wheel
|17 x 3.50 DOT-D
|- 
!Rear Wheel
|17 x 5.50 DOT-D
|- 
!Front Tire
|120/70-ZR17 58W
|- 
!Rear Tire
|180/55-ZR17 73W
|- 
!Dimensions
|Length: 2160 mm / 85.0 in Width: 800 mm / 31.5 in Height: 1180 mm / 46.5 in
|- 
!Wheelbase
|1430 mm / 56.3 in
|- 
!Seat Height
|800 mm / 31.5 in
|- 
!Ground Clearance
|180 mm / 7.1 in
|- 
!Wet Weight
|223 kg / 492 lbs
|- 
!Fuel Capacity
|26 Litres / 7.1 US gal
|- 
!Manuals
|Owners, Parts, Wiring
|- 
!Review
|Shifting Gears

|}
== External Links ==
* http://www.shifting-gears.com
* http://www.benelliforum.com

[[Category:Benelli motorcycles]]