Essay – Benelli TRK 702 / TRK 702X – logical evolution

The TRK 702 and 702X has been one of the most anticipated motorcycles of the year. Even before this presentation took place, the success was already evident, so national journalists also followed with anticipation to this international presentation in the Alps. Does the 702 have the arguments to repeat the sales success of the 502?

The historic Italian brand, now in the hands of the Chinese, has been gaining its space in Europe and also in our country, where the brand manages to have the second largest market share in the whole old continent. And of course, the TRK 502 and 502X have been one of the main reasons for this. A very affordable motorcycle in terms of purchase and driving, with an adventurous look that pleases those who are taking their first steps in motorcycling.

Even the sound of the two-cylinder engine reminds us of the motorcycle that has been the reference in the class over the years (the various BMW GS models with boxer engine), and this is no coincidence… In other words, say what you will, this brand has been doing its homework well. It has evolved in quality and reliability, continues to offer a good price/quality ratio, and provides what new riders and less demanding ones seek in a motorcycle. Only in this way would it be possible to continue selling like hotcakes after several years on the market! Also present at this presentation was the brand’s CEO, Yah Haimei, who talked about the current problems in the world (war, pollution, inflation, etc), but showed to be very satisfied and confident with the two-wheeled business. And she mentioned that, for the future, she does not intend to have any more confusion with “similar” models from other brands (you can read a test of one of these models in this issue), because Benelli is ‘a prestigious Italian brand and will continue to develop its own products’. Thank you for your words, Mrs. Haimei.

FEATURES

Facing the 502, the TRK 702 and 702X is then a more versatile motorcycle, developed in the brand’s offices in Pesaro, and equipped with a twin-cylinder engine that delivers 70 hp of power and 70 Nm of torque. It mounts a trellis steel frame, derived from the 500, and speaking of the fully road version it has 17-inch wheels with Pirelli Angel GT tires, with the braking equipment consisting of two 320 mm discs at the front assisted by 4-piston radial calipers. As for the suspensions, the 50 mm inverted fork impresses in appearance, offering a generous travel, while at the back the mono-shock can be adjustable in pre-load and hydraulic extension. In technological terms, the full LED headlights stand out, as well as the 5-inch TFT instrumentation with Bluetooth connection to the smartphone and backlit controls. Optionally, the rider’s grips and seat can be heated.

As for the 702X, it is indeed a much more imposing motorcycle. It has a seat height of 835 mm instead of the 790 mm of its smaller sister and the wheels are spoked, with the front one being 19 inches. The front braking is also different, with simpler two-piston conventional calipers, and while the front fork is similar and offers the same travel, in the rear suspension the X’s monoshock is more robust, offers more adjustment capabilities with all settings and a longer travel, with the wheel reaching 173 mm. This more adventurous version comes equipped with the well-known Pirelli Scorpion STR Rally tires, which ensure a good aesthetic effect and are very versatile as long as you don’t overdo it in off-road conditions. In both versions the engine is similar, as well as the 20-liter fuel tank, capable of offering excellent range. In terms of weight, the base version weighs 232 kg ready to ride, with the X only adding 3 kg on the scale. Both models are also available in versions limited to 35 kW, so that new riders with an A2 license can also enjoy these motorcycles.

IN PRACTICE

Regarding the differences we felt, they were quite noticeable. We started riding in La Thuile, at over 1,400 meters of altitude and therefore quite cold, despite being in the summer, with the base version clearly more geared towards less experienced riders. The low seat ensures that it is easy to put both feet on the ground, but if that is a guarantee of safety for many, a more experienced rider will feel somewhat cramped and shrunk in this model, even if they are not very tall. In terms of performance, we felt that the engine naturally stretches much more than the 502, maintaining the brand’s recognized ease of driving due to a quick and easy response at low revs, with the light clutch and gearbox also helping with the driving, taking advantage of the good mid-range, and only at the exit of some corners do we need to get used to the power delivery provided by the fuel injection. The aesthetics are pleasing, with it being evident that the brand drew influence from various models on the market (specifically KTM, Ducati, and MV Agusta), and overall the dynamics are all positive, even without being a reference in any field. Above all, it does not fail in anything, even in terms of suspensions and brakes, with elements developed within the brand itself, generating confidence for all types of riders and even some fun at livelier paces.During the afternoon, with the X, we immediately felt more comfortable with the ergonomics, due to a more upright and imposing driving position. The aesthetics also stand out positively in the various decorations and we covered good kilometers with this model, which even has a more pleasant feeling in braking, even with simpler calipers. Then, we felt that on rough pavement the rear shock absorber needs to be adjusted to better adapt to irregularities, while off-road it is also better to be calm for some reasons: due to the inverted fork that may wear out easily in larger impacts and because it is not possible to disconnect the ABS on the rear wheel.

That is, take advantage of this X version off-road but be aware of its limits. In everything else, the higher version performs in the same way as the base version, simply but without flaws, with an interesting price-quality ratio and many arguments for those who are just starting in this market segment, where longer trips make even more sense. And if you like the new TRK 702 and 702X, do not delay, as until the end of September the brand is running a special launch campaign offering a set of original aluminum cases. Don’t miss it!

BENELLI TRK 702 / TRK 702X

MOTOR twin-cylinder parallel 4-stroke, liquid cooling DISPLACEMENT 698 cc POWER 51.5 kW (70 hp) @8,000 rpm TORQUE 70 Nm @6,000 rpm GEARBOX six speeds FRAME tubular trellis type with steel plates TANK 20 liters FRONT SUSPENSION 50 mm inverted telescopic fork, 140 mm travel REAR SUSPENSION adjustable monoshock, 154 mm travel / 173 mm travel (702X) FRONT BRAKE 2 320 mm discs, 4-piston radial calipers / 2 320 mm discs, 2-piston calipers (702X) REAR BRAKE 260 mm disc FRONT TIRE 120/70 – ZR17 / 110/80 – R19 (702X) REAR TIRE 160/60 – ZR17 / 150/70 – R17 (702X) WHEELBASE 1,505 mm SEAT HEIGHT 790 mm / 835 mm (702X) WEIGHT 232 kg / 235 kg (702X) ready to ride

P.V.P. from 7,590€ / 7,890€ (702X)