BS6 Benelli TRK 502: Review In Photos

Have the changes for 2021 actually made it better?

Benelli was a little slow to kick off its BS6 lineup here but once it did, it made sure the bikes were better versions, at least on paper. The same can be said for the BS6 TRK 502, which gets some subtle yet key updates for 2021. We recently got a chance to swing a leg over it and here is our review of the 2021 TRK 502 in images:

Aesthetically, the 2021 TRK 502 looks more or less the same as before. The overall stature, muscular appeal, long beak, and chunky tyres have all been carried forward. before. What’s new then? The little things. The BS6 TRK gets new mirrors and aluminium knuckle guards, the latter being absent on the BS4 model.

Moving on, the cockpit sees new backlit switchgear, new handlebar grips, and black powder coating on the handlebar with Benelli badging in the centre. The instrument cluster has also been updated with a white backlight for the analogue tacho and a contrasting orange light for the digital display. 

The information on display isn’t too impressive, in fact, smaller bikes such as the KTM 390 Adventure and even the BS6 Royal Enfield Himalayan do a better job.

One thing the TRK 502 has retained is its accessible ergonomics package. The seat is low, at 800mm, unusual for an ADV, which makes it pretty accessible for shorter rides. More so, the cushioning is on point, making long rides a breeze.

That said, at 235 kg, the TRK 502 is a hefty machine and that becomes clear as soon as you try to tip-toe it. We also found the TRK’s riding posture to be slightly constricted for taller riders thanks to a not-so-wide handlebar.

The TRK might not have been on a diet but it has surely kept its muscle. Even with the BS6 switch and stricter norms, the TRK hasn’t lost out on steam. The 500cc parallel-twin motor makes the same power and torque as before (47.5PS and 46Nm). In consequence, the BS6 TRK 502 posted identical acceleration times to its BS4 counterpart.

The motor doesn’t feel urgent but it builds up momentum and can easily sit at triple-digit speeds all day. Anything above 110kmph, though, and the vibrations start to creep in mainly through the footpegs. Speaking of footpegs, the bike gets off-road pegs with rubber inserts. The 502 returned a mileage of 33.77kmpl on the highway, 0.2kmpl more than the BS4 bike.

On the go, the TRK is pretty agile and doesn’t let its weight ruin the experience. We found it to be pretty easy to switch lanes and cut through traffic on the TRK. Surely, it isn’t a corner carver, but we think it is a job well done by the Chinese brand.

The TRK’s suspension setup comprises a chunky USD fork and a monoshock, both well set up to soak anything and everything. Small bumps are barely felt while sharp bumps unsettle the rear end a little. Luckily, the monoshock is adjustable which should help. 

Braking-wise, the TRK isn’t really sharp, even though the twin discs at the front would suggest so. Its braking distance is surprisingly close to the Royal Enfield Interceptor 650, which has a single disc setup. We think this is mainly because of the TRK’s heft resulting in high momentum, as the lever feel and bite is quite good. The ABS isn’t too intrusive as well.

So, what’s the price? Rs 4.79 lakh! (ex-showroom). Yes, you read that right, the BS6 TRK 502 costs Rs 30,000 less than before. In conclusion, the TRK 502 has always been a likeable bike but with the price cut, it has become an excellent value-for-money option. Sure, it misses out on LED lighting, electronics and rider aids, but if you’re looking for a rugged do-it-all bike on a budget, the TRK is surely an option to consider.