Test: Jeff Ware Photography: Heather Ware

The 752S is the largest Benelli to come out of China since the Benelli brand was acquired by Qianjiang in 2005. Focussing on the smaller and middleweight capacity class until recently, we've seen models here in Australia such as the BN600, TNT 899, TNT 135, TRK502 range, Leoncino range and the 502C cruiser. QJ Benelli's, as they are now known, are developed in Italy and manufactured in China under the guidance of Stefano Michelotti...

Powered by a parallel twin-cylinder four-valve, DOHC liquid-cooled engine, and looking every bit as cool and stylish as a Benelli should, and definitely the best looking QJ Benelli so far, the 752S is an all-new bike. However, the 88 x 62mm bore x stroke, 11.5:1 compression ratio and engine appearance and design reveals the 752S motor is fundamentally an 1130 (135hp/80ft-lb monster) triple with one cylinder lopped off, well, you know what I mean!

THE RIDE

I have to admit I went into the test with the low power figures in mind and not expecting too much. I was right about the power-to-weight ratio, the 752S is slow, in fact, I am not convinced it is much faster than the Leoncino or 502C, however, where the 752S more than made up for lack of go was with brilliant handling. After spending a few weeks on the bike, I'm convinced this is one of the best handling bikes in its middleweight naked class, mostly thanks to the communicative front-end and engaging, lively nature of the geometry. Despite the weight, the bike is sporty and fun and not hard work.

The bumpy country style roads are not the perfect hunting ground for the 752S, where the heavy swingarm and wheels can react slowly to the bumps, meaning a series of, particularly high-speed compression jolts, can 'build up' and the suspension won't recover by the next one. But the ride is still OK and comfy enough and countryside cruising is not out of the question. Touring, or long days on rough roads, on the other hand, would be a chore - at least here in Australia.

The overall package is a good compromise, though, as once you arrive at your favourite scratching road and the curves smooth out, the 752S really shines. Steering is stable, very stable, yet despite the weight of this bike, it is flickable thanks to the wide 'bars. Corner entry is accurate, on or off the brakes, and there is no chassis stand-up on the brakes or when hitting mid corner bumps.

Ground clearance is ample and the bike is neutral and predictable from upright through to full lean, with no sudden fall on its side. Once there, it will happily sit at full lean and track through the apex, unless you need to change lines, in which case it will happily respond - again, on or off the brakes. Even on long downhill sections, it is good. Some bikes just don't feel right when riding fast on the 'way down' and only feel good on the gas on the 'way up'... Not the 752S.

I really liked the rider triangle. At 187cm I fit the bike OK and particularly liked the position when scratching through the hills. I rode the bike a lot just around the place, to the shops, to the beach and not just up the hills. Mike Cameron had the bike for a while and, like me, found that it grew on him but took a few days. This means that anyone test riding one from a dealer won't get the full impression that the 752S can leave. So, if that is you, try and convince the dealer to let you take it for a long test.

Braking is impressive, with a serious Brembo package up front - dual 320mm rotors and four-piston calipers, while out the back there is a Brembo caliper and oversized 260mm disc. The master-cylinder is conventional, but the package is impressive with great feedback at the fingertips and good power. The front brakes do, however, need a decent squeeze and the weight of the bike is highlighted when the braking really gets serious...

The 752S is hard work around town, as mentioned, with a grabby clutch, notchy gearbox and inconsistent fuelling. It will get you around, of course, but is not such a refined bike so would not be an ideal daily rider.

General things like mirrors are OK although the stylish shape does compromise the view. The seat is soft enough for about two hours yet firm enough for good feedback. Vibrations are minimal considering the engine design, and the headlight is good at night without being amazing. The TFT dash is a neat touch, however, it does lack the features of other TFT displays and looks a bit old school to me.

Back to the engine. Like the bike, the engine takes time to endear itself to you. In fact, it wasn't until I experienced a particular section of road at a fast pace that I began to understand the motor and how to use it properly. Using lots of corner speed and keeping the slow revving twin in the mid to upper rev range, with lazy gear shifts and no pointless overreving, was where it all sort of came together and worked. It feels so old fashioned and there is almost no feeling of acceleration, yet you can go fast on the bike. However, Benelli really need to build something a bit punchier to win hearts...

Overall, I have to admit, I really grew to like the 752S, but not as much as I liked the much more lively, engaging and fun Leoncino. If Benelli can put the 752S on a weight-loss diet and give it a quicker revving, more powerful engine, the bike will be a class leader if that handling is retained.

2021 Benelli 752S Specifications

benelli.com.au

Price: $12,990 Ride Away, two-years unlimited km warranty

Claimed Power: 56kW[76hp]@8500rpm

Claimed Torque: 67Nm[49ft-lbs]@6500rpm

Dry Weight: 220kg

Fuel capacity: 14.5L

Engine: Liquid-cooled, DOHC, two-cylinder parallel liquid-cooled fuel-injected four-stroke, bore x stroke 88 x 62mm, 11.5:1 compression ratio, 37mm throttle-bodies, TLI ECU, Euro4, two-into-one exhaust Gearbox: six-speed Clutch: wet multi-plate, cable actuation.

Chassis: Tubular steel trellis frame and swingarm.

Rake: N/A

Trail: N/A

Suspension: 50mm Marzocchi forks, full adjustability, 130mm travel, KYB shock, preload adjustability, 60mm travel

Brakes: Brembo 320mm rotors (f), dual four-piston Brembo calipers and conventional master-cylinder, 260mm rotor (r), single piston caliper, ABS.

Wheels & Tyres: Cast alloy, 3.50 x 17in (f), 5.50 x 17in (r), Pirelli Angel GT 120/70 – 17 and 180/55 – 17in tyres.

Dimensions

Wheelbase: 1460mm

Seat height: 810mm

Ground clearance: N/A

Overall width: N/A

Overall Length: 2130mm

Overall height: 1100mm

Instruments: TFT Dash

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