2018 Benelli TRK 502 launch review

The learner market is awash with attractive new models, which means deciding on a first bike – if indeed you're fortunate enough to be able to afford a brand newie – is anything but straightforward.

However, one LAMS (Learner Approved Motorcycle Scheme) category has remained relatively undersubscribed – that of adventure tourers.

Adventure bikes are big business but their inherent format – lots of suspension travel to soak up bigger hits – means they usually go hand-in-hand with high seat heights. This means riders of average height or below struggle to get a foot down, which doesn't help confidence in a subset of riders where confidence isn't in abundance in the first place…

Enter Benelli's TRK 502 – a newcomer on the LAMS scene that fulfils all the requirements of a road-biased adventure bike, yet one with a reasonably low 800mm seat height.

Bikesales recently sampled the TRK 502 at the model's national press launch on Victoria's Mornington Peninsula, but first let's take a closer look at the company behind the bike and where it fits into the motorcycling landscape…

Proud history
Benelli was established in Italy in 1911, and it's still headquartered in Pesaro, not far from the principality of San Marino. However, the marque was purchased by Chinese automotive behemoth QJ (Qiang Jiang) in 2005 and has remained a part of that corporate monolith ever since.

Then, in 2016, another Chinese giant – Geely – acquired a 30 per cent controlling stake in QJ. Never heard of it? It's a big entity, owning brands like Volvo cars, Lotus, and even a significant stake in Volvo trucks…

So now Geely is pulling the strings at QJ, and a flood of new middleweights is now flowing through the Benelli pipeline – bikes like the TRK 502.

Like the majority of the modern Benelli range, the TRK 502 is designed in Italy but produced in China, under the watchful eye of Benelli quality assurance bods. This arguably gives the company the best of both worlds – Euro design flair, with the economies of scale only possible these days with production based in nations like China, India or Thailand.

To that end the TRK 502's $8790 ride away price tag seems on the money, but let's put it under the microscope to see what you're getting for your hard-earned…

Mid-capacity mile-muncher
What you're getting is a liquid-cooled 500cc parallel-twin engine slotted into a steel trellis frame with reasonably beefy suspension.

Just to be clear, the TRK 502 is a road-based adventure tourer – it's at home on the bitumen but happy enough to tackle a little light off-road work on decent unsealed roads – but in May Benelli Australia will be releasing the TRK 502 X, a harder-edged variant built for harsher environments.

The major differences comprise spoked wheels with a larger 21-inch front rim and a higher 840mm seat height, the latter presumably achieved through the bigger front wheel and longer-travel suspension. Pricing for the 'X' will be set a little closer to the model's local release.

The standard TRK 502 rolls on a chunky 50mm inverted Marzocchi fork (145mm of travel) and a Sachs rear monoshock (45mm of travel), with cast-alloy 17-inch rims front and rear.

The braking package, on paper at least, looks the business – up front there's a twin 320mm disc setup, those rotors gripped by four-piston, radial-mount Brembo calipers (although they're rebadged to say Benelli). Backing up the anchors is a Bosch ABS system which, thankfully, is switchable – the ABS can be turned off via a button on the left-hand handlebar, which is advantageous on the dirt.

Scenic loop
Our route, all of which was conducted on the tarmac, was simple: hop on the bike in Essendon, in Melbourne's mid-northern suburbs, and follow a circuitous path down to the Mornington Peninsula, returning to Essendon after a good feed at Red Hill's Red Gum BBQ (www.redgumbbq.com.au). If you're in the area and you love meat, it's a carnivore's paradise!

The TRK 502 looks well-proportioned and classy from a distance, and that sentiment remains following a closer inspection. The quality of construction is right up there, and with fuel injection, digital instrumentation, LED daytime running lights, LED indicators and a USB port on the tank, it's right up there in terms of modern tech.

In fact the only jarring thing that caught my eye was the wiring for the rear indicators, which was zip-tied to the pannier frames. It's a little unsightly and open to snagging, but it's a by-product of the pannier and topbox frame itself. And I should point out that while our test bikes came fitted with said frames, future examples won't – they'll be available as part of a package when you buy the factory luggage, which is made by Italian firm, Givi.

The seat is indeed quite low and it's easy to throw a leg over, while the seat is fairly broad. The padding gets fairly firm fairly quickly, but that's something that can always be addressed with a decent sheepskin or AirHawk inflatable seat, if long-distance trips are on the agenda.

And really, if you're interested in the TRK 502, long hauls should be. The ride position is upright and comfortable and the fixed screen is broad and offers excellent protection – all without any undue buffeting, too.

Importantly, the fuel tank has a decent 20-litre capacity. I wasn't able to get an accurate fuel figure on the day, but Benelli says you can expect around 400 kilometres from a tank – no complaints there. This seemed to be backed up by the bike's fuel gauge, which was reading half a tank after we'd completed our 200 kilometre loop.

Weightwatchers
There seems to be some discrepancy between specs listings for this bike when it comes to its weight, but I suspect 235 kilograms wet – not dry – is probably the one that's on the money. Now that's 39 kilograms more than Honda's claimed figure for its CB500X, and with 35kW on tap that spells steady if not exactly scintillating acceleration.

In truth, the amount of go is entirely acceptable for a LAMS model. The delivery is totally linear from tickover to its 9000rpm indicated redline and highway overtakes are calculated affairs, but there's still enough on tap to keep riders entertained.

It appreciates, ahem, an enthusiastic right wrist and so it's an engaging ride on a winding road, and I found a grin fixed to me dial as we tackled Arthur's Seat near Dromana, and its many hairpin bends.

The serpentine descent showed the TRK 502 to be a sweet handler, with neutral steering, quality Pirelli Angel road rubber and healthy ground clearance adding up to plenty of fun. Actually, the sidestand did touch down a couple of times on left-handers, but this was more indicative of the general joie de vivre of the moment than any shortcoming on the Benelli's part…

Anchors away
Less enthralling are the bike's brakes, however. They're perfectly adequate, mind you, and the inclusion of Bosch ABS gets a big tick, but the front stoppers just don't offer the power and feel you'd expect of a setup that, on paper, promises much.

There's a fair amount of lever travel before the pads start to bite and a fair old squeeze of the lever is required to slow the bike's not-insignificant bulk. The rear brake, a single-pot item, is decidedly weak – something I noticed during the many U-turns required when 'performing' for the camera.

Still, the broad handlebars afford a high degree of control and it's easy to move around on the bike when attacking the bends. I found I could even stand up easily without stooping – not something I was expecting given I'm 188cm tall, and the Benelli's mid-size stance.

The springs soak up the hits reasonably well and it's easy enough to access the rear Sachs monoshock to alter preload.

The instrumentation is basic by modern standard but they're clear and easy to read. All the main info is there, including a clock, gear indicator and two trip meters (but no range-to-empty feature).

Room to move
Legroom is good but if you do need a stretch you can always shift your weight back to the pillion seat for a spell or hook your legs over the pillion pegs. Oh, and the chunky rubber pads on the footpegs unbolt to reveal enduro-style bear-traps – this provides an extra two or three centimetres of legroom, too.

As for negatives, the TRK 502 does buzz with vibration quite a bit through the 'pegs, seat and bars, although thankfully it's not too intrusive when cruising along the open road at 100km/h in sixth, at which point the engine is pulling just over 5000rpm.

There's at least one Benelli dealership in each Aussie state and territory but the network is still limited compared to those of the major European, Japanese and American brands. Still, the distributor, Urban Moto Imports, is a well-established operator with a few brands under its umbrella, including MV Agusta, Royal Enfield and Gas Gas, among others.

The TRK 502 comes with a two-year, unlimited-kilometre warranty and two years of complimentary roadside assistance but – somewhat bizarrely – the factory quotes 4000 kilometre service intervals. That's well below the vast majority of bikes these days and an issue Urban Moto Imports is taking up with QJ. In any case, Benelli Australia says it will honour the factory warranty even if owners haven't adhered with those intervals to the letter, within reason.

Summing up
It takes a different sort of buyer to look beyond the major brands but purchasers of Benelli's TRK 502 will gain a very competent, accessible and manageable adventure bike for a relatively modest asking price.

Its pricing is very much in the ball park with its arch rival, Honda's CB500X ($7699 plus on-roads), but the Benelli has the edge in terms of switchable ABS, a longer fuel range, and two years of roadside assistance. Then again, the Honda is lighter and has the bigger support network – you pays your money and makes your choice…

As for the TRK 502, I like it – and I'm looking forward to checking out the 'X' model down the track. Learner friendly yet still able to tackle a lap of Oz – sounds like a recipe for success to me…

SPECS: BENELLI TRK 502
ENGINE
Type: Liquid-cooled, four-stroke, DOHC, eight-valve parallel-twin
Capacity: 500cc
Bore and stroke: 69mm x 66.8mm
Compression ratio: 11.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Maximum power: 48hp (35kW) at 8500rpm
Maximum torque: 46Nm at 6000rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multi-plate

CHASSIS AND RUNNING GEAR
Frame type: Tubular-steel trellis and plates
Front suspension: Marzocchi inverted 50mm telescopic fork, non-adjustable, 145mm travel
Rear suspension: Sachs monoshock, adjustable for preload, 45mm travel
Front brakes: Twin 320mm disc with radial-mount four-piston Brembo calipers, Bosch ABS
Rear brake: Single 260mm disc with single-piston Brembo caliper, Bosch ABS
Tyres: 120/70-ZR17, 160/60-ZR17

DIMENSIONS AND CAPACITIES
Claimed wet weight: 235kg
Seat height: 800mm
Wheelbase: 1525mm
Fuel capacity: 20 litres

OTHER STUFF
Price: $8790 ride away
Test bike supplied by: Urban Moto Imports, www.benelli.com.au
Warranty: 24 months, unlimited kilometres, with two years of roadside assistance