Kit Palmer | October 28, 2021
With its Italian heritage and attractive price, the Benelli TRK 502 X adventure has our attention.
Photography by Kit Palmer
Benelli is an Italian motorcycle firm that just keeps on ticking. It’s one of, if not the oldest Italian motorcycle brands still in business and has certainly seen its share of ups and downs throughout its 110-year history. Today, Benelli is owned by the Chinese company Qianjiang Motor Group, which acquired the brand in 2005. As a result of that transaction, Benelli motorcycles are now manufactured in China but still designed in Italy, so, in theory, you get the best of both worlds—Italian engineering without the sticker shock. Benelli is now distributed in the U.S. by SSR Motorsports in Southern California.
On the pavement is the Benelli TRK 502 X’s happy place.
One of the latest Benelli motorcycles to roll off the production line is the Benelli TRK 502 X, a midsize adventure motorcycle that sells for an attractive $6399. The TRK 502 has been around for a few years now, but this is the first time it’s made its way onto U.S. soil. The TRK 502 comes in two versions—the standard TRK 502 and the more dirt-orientated TRK 502 X, which we rode here. Compared to the standard, the X comes fitted out of the crate with wire-spoked wheels, a 19-inch front wheel (versus 17-inch), a tick more suspension travel at both ends, dirt-flavored Metzeler Tourance tires, and an additional center stand to go along with the side stand. You get all these things for just $400 more than the standard model. For another $1000, you can accessorize your TRK 502 with Benelli’s own aluminum side bags and top case (mounts included), which were fitted to our bike.
Both the standard and the X come with crash bars to help protect the bike’s pretty plastic and wrap-around handguards to protect your knuckles. There’s also a small windscreen and a substantial frame-mounted fairing.
Both bikes also come with a generous 5.3-gallon fuel tank, “switch-off-able” ABS (though not on the fly), semi-adjustable suspension, with massive 55mm front fork tubes.
Powering the 502 is Benelli’s own, Chinese-designed fuel-injected DOHC parallel-twin engine, with a two-into-one exhaust system and six-speed transmission.
At a claimed 467 pounds dry, the 502 is not a light motorcycle.
Comfort is one of the Benelli’s strongest selling points.
2021 Benelli TRK 502 X Review | Seat Time
You can feel the Benelli’s weight right away. It takes a fair amount of oomph to get it off the side stand, but once you’re there, the reasonably low 33.1-inch seat height makes it easy to keep it there. The Benelli is a big motorcycle, too; at least it feels that way—it’s far bigger than your typical 500cc motorcycle, but at least it’s comfortable. It has a good seating position with plenty of room, and the seat itself is cushy/firm with a nice contour. The footpegs have removable rubber inserts that we left in place.
The Benelli can handle some light-duty off-roading but that’s about it. Street-tuned suspension and being a little on the heavy side make it a bit of a handful on rough terrain.
The dash is modern-looking, and there are few buttons and switches to fumble around with because the Benelli has zero in the way of rider aids (except for ABS); you just get on it and go.
The first thing that grabs your attention is how smooth the Benelli is. Vibration is next to non-existent, even at high rpm, and the ride is enjoyable. Suspension is nicely tuned for the pavement, and the massive fork give the Benelli a safe, solid and secure feeling while pitched in for the corners. The bike also feels very stable at both slow and high speeds, and it takes little coaxing to make it do what you want it to do when it comes to maneuvering. It’s very responsive to rider input, making you quickly forget how heavy it is, especially for just a 500cc motorcycle.
The Benelli is not fast, but I wouldn’t call it slow, either. Max torque is reached at 6000 rpm, with max power arriving at 8500 rpm, according to Benelli’s stats. At 70 mph in sixth gear, you’ll see approximately 6000 rpm on the tach with, again, few vibes sneaking their way through to your extremities and little wind punching you in the chest via a well-designed windscreen (which is, by the way, not adjustable). Fueling is spot-on, and gear ratios seem to work in harmony with the motor. Shifting is effortless, and clutch pull is light enough with good feel. It’s a surprisingly good motor, which caught me by surprise.
Nothing about the Italian-designed China-built Benelli looks cheap. The fit and finish is quite good.
Unfortunately (well, at least for some people), the Benelli is no dirt bike. Despite its ADV/dirt bike-ish good looks, anything more than a well-maintained dirt road is a handful on the Benelli. The Benelli shows its size and weight on the dirt, and the suspension is no match for any notable bump or rut in the road, which you do not want to ride over at speed. However, on a perfectly groomed dirt road, go for it; the Benelli is just fine, thanks to the bike’s smooth and predictable power delivery and decent off-road-performing tires. The key to having fun in the dirt on the Benelli is not to be in a hurry. Instead, take your time and enjoy the scenery.
Crash bars are a nice touch. Fuel tanks hold a generous 5.3 gallons.
The large side bags and top case hold a ton of stuff which is handy but they are bulky and scratch easily. Latches are simple to operate but require a second key from the ignition.
For those concerned about purchasing a motorcycle made in China, all I can say is that the Benelli seems to be built well. It does not have the China-made feel. From the outside, fit and finish appears to rival most other higher-priced motorcycles from Japan and Europe, and we didn’t notice any unusual noises or wear during our short time on the bike. Nothing broke or fell off, either. Long-term reliability is a bit of a mystery, of course, but so far, so good with our test bike, which shows 700-plus miles on the odo.
Benelli offers its own accessory side bags and top case for approximately $1000. They do hold a lot but, as you can see, are bulky.
2021 Benelli TRK 502 X Review | Apples To Oranges
So, what would we compare the Benelli TRK 502 X to? That’s hard to say. Price-wise, the Benelli sells for a few hundred dollars more than Kawasaki’s Versys 300 ABS, KTM’s 390 Adventure, and BMW’s 310GS. Displacement-wise, you could compare it to Suzuki’s V-Strom 650, Kawasaki’s 650 Versys, or Honda’s CB500X, which are considerably more expensive (by approximately $600-$2400) than the Benelli. You could also include in the mix the new Kawasaki KLR650, which starts at $6699 and is a far more capable off-road bike. As you can see, the Benelli fits somewhere in the middle.
The Benelli TRK 502 X’s $6399 MSRP is attractive, especially if your ADV plans include entirely pavement and well-maintained dirt roads.
On its own, though, the Benelli is a surprisingly good motorcycle—for the street—however, it can handle some light (and we mean light)-duty off-roading. For the money, you get quite a lot for your $6399. It’s a very comfortable motorcycle that performs well on the street, is seemingly well-built, and, hey, looks every bit Italian. And the cherry on top is that Benelli name on the tank. CN
2021 Benelli TRK 502 X Specifications
| MSRP: |
$6,399 |
| Engine Type: |
Inline, 4-stroke, twin |
| Valvetrain: |
DOHC, 4-valve |
| Cooling System: |
Liquid |
| Displacement |
499.6cc |
| Bore x Stroke |
69 x 66.8mm |
| Compression Ratio |
11.5:1 |
| Rated Power |
46.9 hp at 8500 rpm |
| Rated Torque |
33.9 ft·lb at 6000 rpm |
| Fuel Supply |
EFI w/ 37mm throttle body |
| Starter |
Electric |
| Transmission |
6-speed |
| Front Suspension |
50mm inverted fork w/rebound damping adj. |
| Rear Suspension |
Single shock, spring pre-load, and rebound damping adj. |
| Front Brake |
Dual disc 320mm, w/4-piston caliper; ABS |
| Rear Brake |
Disc 260mm, w/1-piston caliper; ABS |
| Front Tire |
110/80-R19-in. 59V |
| Rear Tire |
150/70-R17-in. 69V |
| Seat Height |
33.0 in. |
| Wheelbase |
60 in. |
| Ground Clearance |
8.6 in. |
| Fuel Capacity: |
5.28 gal. |
| Weight (claimed): |
469.6 lbs. |
