Quick Analysis
BENELLI 502C
15.0 pts
Unweighted: 7 advantages
EnginePerformanceDimensionsBrakesTyresOther
SUZUKI HAYABUSA
14.5 pts
Unweighted: 10 advantages
EnginePerformanceDimensionsBrakesTyresOther
| Specification | ||
|---|---|---|
Engine Specifications |
||
| Cooling System | Liquid-cooled | Liquid Cooled |
| Displacement | 500 | 1,340 cm³ |
| Engine Type | 2-cylinder/4-stroke/8-valve | 4-Stroke, Liquid-cooled, DOHC,in-line four |
| Power | 35kW at 8500 r/min | 190 bhp @ 9700 rpm |
| Torque | 46N·m/6000 r/min | 142 Nm @ 7000 rpm |
Performance & Efficiency |
||
| Fuel Tank Capacity | 21.5 | 20 L |
| Mileage | 22 kmpl | 18 kmpl |
Dimensions & Weight |
||
| Kerb Weight | 220 | 266 kg |
| Seat Height | 760 | 800 mm |
Brakes & Suspension |
||
| ABS | Dual Channel | Switchable ABS |
| Front Brake | Disc Front Brake 280 mm Caliper - 4 Piston | Disc 320 mm Caliper - Front 4 Piston |
| Front Suspension | Upside down telescopic fork – 135mm | Inverted Telescopic, Coil Spring, Oil Damped |
| Rear Brake | Disc Front Brake 240 mm Caliper - 1 Piston | Disc 260 mm Caliper - Rear 1 Piston |
| Rear Suspension | Telescopic coil spring oil damped – 50mm | Link Type, Coil Spring, Oil Damped |
Tyres & Wheels |
||
| Front Tyre | 120/70 ZR17 | 120/70ZR17M/C |
| Rear Tyre | 160/60 ZR17 | 190/50ZR17M/C |
| Tyre Type | Tube | Tubeless |
| Wheel Type | Alloy | Alloy |
Other Specifications |
||
| Bike Image 1 | https://motoautiv.com/wp-content/uploads/2025/11/502cmatteblack.webp | https://motoautiv.com/wp-content/uploads/2025/11/hayabusaglasssparkleblackmetallicmattitaniumsilver.webp |
| Bike Image 2 | — | https://motoautiv.com/wp-content/uploads/2025/11/hayabusametallicmysticsilverpearlvigorblue.webp |
| Color Options | Matte Cognac Red Matte Black | Mat Steel Green Glass Sparkle Black White |
| Cons | Bulk and weight can make city riding or tight manoeuvres tricky: For its size and weight, it’s not the nimblest — U-turns, narrow lanes or heavy traffic require care and effort. Pillion comfort and practicality issues: The rear seat and pillion comfort setup don’t match the front’s promise very well; for two-up rides or long tours with a passenger, it might feel compromised. Ride can be a bit firm: Suspension may feel stiff on certain rough patches or very uneven roads — not the plushest cruiser ride in all conditions. Fuel efficiency and running cost may not be ideal: Given the displacement and weight, fuel consumption and maintenance may turn out costlier than lighter/smaller bikes — something to weigh if you ride daily. Feature-set and usability tradeoffs: While it offers the basics, it misses some modern amenities (e.g. advanced electronics or luggage accessories) that some rivals may provide — limiting its appeal for tourers or riders wanting more convenience. | Heavy and bulky — its mass and size make it less agile for slow-speed manoeuvres, tight city traffic, or U-turns; handling can feel unwieldy compared to smaller bikes. Not ideal for daily commuting — in urban traffic, congestion, or frequent stop-and-go situations, its power and size become impractical; it isn’t a city-friendly ride. Economy and upkeep aren’t modest — fuel consumption, tyre wear, servicing, and maintenance costs tend to be higher than regular commuter bikes. Can be intimidating for newer riders — the bike demands respect: its power delivery, weight and overall presence might overwhelm someone without adequate riding experience. Limited practicality — storage space, comfort for pillion riding, and ease of everyday use are compromised compared to more utilitarian bikes; it’s more about thrill than convenience. |
| Detailed Overview | When you fire up the 502C, you wake a 500-cc, liquid-cooled, parallel-twin engine that’s built around a DOHC, 8-valve layout. It uses electronic fuel injection and runs a fairly high compression ratio, so throttle response feels sharp and smooth — no lags or jerks when you twist the throttle. The engine makes about 35 kW (roughly 47–48 PS) around 8,500 rpm, and delivers its peak torque of around 46 Nm at 6,000 rpm. On Indian roads, that translates into a character that’s friendly in traffic yet competent and eager when you open it up — enough grunt for overtakes, decent roll-on from mid-range, and comfortable cruising at highway speeds without feeling stressed. Once you slot it into the 6-speed gearbox, shifts feel precise, and the chain drive delivers power without fuss. In daily commuting or in stop-go city traffic, the clutch and gearbox combine to give a relaxed ride. On open roads or highways, the 500-cc twin keeps things stable and alive, rather than peaky or nervous. What helps the 502C feel grounded is its chassis and suspension setup. It rides on a sturdy steel trellis frame, which provides a nice balance between rigidity and a bit of give — meaning that rough roads or small bumps don’t jolt you harshly. Up front, there’s an upside-down telescopic fork; at the rear, a mono-shock. The suspension soaking capabilities make city potholes, uneven surfaces or speed-breakers feel far less jarring than you might expect for a cruiser. If you ride alone or with a pillion, the rear suspension remains composed — and the preload-adjustability allows a little customization when carrying different loads or luggage. Physically, the 502C sits in a comforting sweet spot. Its seat is relatively low (so many riders find their feet touch the ground easily at stops) and yet the bike carries enough bulk and presence to feel like a proper cruiser. The wheelbase gives it stability at speed, and while it won’t dance through narrow alleys or squeeze through bumper-to-bumper traffic like a lighter commuter, once you’re rolling, it tracks straight and steady rather than nervous or twitchy. For longer rides — intercity or weekend rides — this relaxed stability becomes a big advantage: you don’t get tired quickly, and control remains confidence-inspiring. Stopping power on the 502C matches the confidence the engine gives. With dual discs up front and a disc at the rear — all backed by dual-channel ABS — braking feels strong and progressive. You’re unlikely to get unpleasant surprises under hard braking, whether you’re solo or riding with a pillion and load. The setup gives assurance even in tricky situations: a quick stop, a sudden swerve, or braking on slippery surfaces — the bike handles them calmly. Range-wise, the 21.5-litre fuel tank lets you cover decent distances without frequent fuel stops, which is a welcome bonus if you enjoy longer rides or city-to-city stretches. Add to that the comfortable ergonomics — upright posture, thoughtfully placed footpegs and a well-padded seat — and the 502C becomes a machine that invites you to ride for hours without undue fatigue. Of course, it’s not a light commuter or nimble sport-bike: the weight and geometry mean low-speed manoeuvres and tight traffic can be a little unwieldy, and quick lane-splits or U-turns require a bit of care. But that’s part of the deal when you choose a cruiser: in return for a laid-back, planted ride and a relaxed highway character, you trade a bit of agility. In real-world terms, the 502C feels like a “grown-up’s cruiser” — balanced, capable, and accessible. It gives you more than enough power to enjoy open roads, offers comfort and stability for longer rides, yet remains manageable enough for daily city commuting (with some care). For a mid-size cruiser, it strikes that rare balance where you don’t need to be a hardened rider to enjoy what it delivers, yet it doesn’t ride like a mere commuter. | Riding the Hayabusa feels like holding a full-blown super-sport bike in your hands — it’s serious, but not brutal. At its heart sits a 1,340 cc, 4-stroke, liquid-cooled, DOHC inline-four engine. With a bore/stroke of 81.0 mm × 65.0 mm and a relatively high compression ratio of 12.5:1, this engine isn’t about meek city-cruising — it’s about confident thrust. What that means when you twist the throttle: a surge of torque and power, even before you’re deep into the rev-range. The newer design — with lighter pistons, refined internals, improved lubrication passages, and a “Twin Swirl Combustion Chamber” — helps make the power smoother, more usable and reliable — not just explosive at high revs. On paper, power output is rated at 190 bhp at 9,700 rpm, with peak torque of 150 Nm at 7,000 rpm. What’s special is that this power and torque are tuned so the engine behaves well even in everyday riding — not just on open highways. The ride-by-wire throttle, a 6-speed constant mesh transmission and a wet, multi-plate slipper/assist clutch help make gear shifts smooth and predictable, whether you are crawling in traffic or throttle-on for a highway burst. You won’t miss performance on the open road — Hayabusa easily unleashes enough grunt to surge forward cleanly from mid-range, letting overtakes and roll-on acceleration happen without fuss. But thanks to the way Suzuki tuned the intake, combustion, and throttle control, it also avoids the jerkiness some high-power bikes suffer from — meaning daily commuting or city bursts become more manageable than a “raw” race-focused bike. Movement and posture on the Hayabusa reflect its dual nature: part super-sport beast, part (almost) grand tourer. Overall, the bike spans 2180 mm in length, 735 mm in width and 1165 mm in height, with a wheelbase of 1480 mm. A kerb weight of 266 kg and a seat height of 800 mm give it a substantial feel — you know you’re riding something serious. The fuel tank holds 20 litres, which on long rides gives you decent range. What that translates to in real life: on smooth roads and highways, the long wheelbase and weight lend the Hayabusa a stable, planted feel even at high speeds. On city roads, while it’s more weighty than a typical commuter bike, the slipper clutch, broad low-to-mid power band, and smooth throttle help manage manoeuvring and stop-and-go traffic without turning it into a monster. The suspension setup reflects a nice balance for a big sportbike: front uses inverted telescopic forks (oil-damped, coil spring), rear has a link-type single shock (coil spring, oil-damped) — both capable of absorbing road irregularities while giving predictable feedback. On an Indian road — where surfaces can vary — this setup helps smoothen things out, so you get a ride that’s firm enough for sporty riding but forgiving enough for real-world roads. Braking and tyres are equally serious. Up front there’s a twin-disc setup with top-tier Brembo Stylema® calipers, and a single-disc Nissin caliper at the rear. Both are ABS-equipped. The wheels wear tubeless tyres (front 120/70ZR17, rear 190/50ZR17) which together with the chassis and suspension offer strong grip and stability — important when you push hard, lean into curves or deal with unpredictable road surfaces. Where Hayabusa really steps ahead of “raw-power” bikes is its suite of electronics. The bike gets a comprehensive control package via its intelligent ride system: adjustable power modes (for sharp response or gentle city-friendly throttle), a bi-directional quick-shifter allowing clutchless up and down shifts, engine-brake control options, traction control that uses a 6-axis IMU to monitor lean/pitch/yaw (i.e. works even in corners), anti-lift (to prevent wheelies under heavy throttle), launch control, slope-dependent ABS, and more. In practical terms, this means that whether you’re “going fast” on a highway sweep, carving corners, or just commuting daily — the Hayabusa adapts. If roads are rough or conditions tricky, softer throttle maps and traction/ABS interventions give you confidence; if you want raw performance, the electronics let you tap it with assurance. It’s a surprising but welcome versatility — making Hayabusa less of a “race-only toy” and more of a real-world (albeit high-performance) bike you can live with. To sum up: riding Hayabusa feels like commanding a beast that knows how to behave. It has the grunt and top-end potential of a superbike, but thanks to Suzuki’s engineering — in engine design, chassis balancing, suspension tuning, braking, tyres and electronics — it’s also manageable enough for non-racetrack roads. On open highways you’ll feel its power truly — but even in city traffic or on back-roads, you won’t be fighting the bike; instead, you’ll be in control, enjoying its presence. |
| Expert Review | MotoAutiv Team | MotoAutiv Team |
| FAQ (Manual Override) | Q: What is the mileage? A: The mileage is around 22–25 kmpl in real-world riding, while the official claim is roughly 26 kmpl. Q: What is the fuel tank capacity? A: The fuel tank capacity is 21.5 litres. Q: What is the kerb weight of the bike? A: The Benelli 502C weighs approximately 216 kg. Q: What kind of engine does it have? A: It uses a 500cc, liquid-cooled, parallel-twin DOHC engine producing about 47.5 PS and 46 Nm of torque. Q: What braking setup does it come with? A: It has dual discs at the front and a single disc at the rear, supported by dual-channel ABS. Q: How many gears does it have? A: The bike comes with a 6-speed gearbox. Q: What is the seat height? A: The seat height is around 760 mm, making it accessible for most riders. Q: Is the Benelli 502C good for long rides? A: Yes, its comfortable ergonomics, smooth twin-cylinder engine, and large fuel tank make it well-suited for long-distance riding. Q: Is it easy to handle in city traffic? A: It is manageable, but its 216 kg weight means low-speed manoeuvres require some care. Q: What type of suspension does it use? A: It has an upside-down front fork and a rear mono-shock with preload adjustability. Q: Does it have LED lighting? A: Yes, the 502C features LED headlights, tail lamps, and indicators. Q: Is the bike suitable for beginners? A: It can be used by newer riders who are confident, but the weight and size may feel challenging for complete beginners. Q: What is the top speed? A: The top speed is generally around 160 km/h. Q: Are the ergonomics comfortable? A: Yes, it offers a relaxed cruiser stance with a low seat and forward-set footpegs. | Q: What is the mileage of the Hayabusa? A: The mileage of the Hayabusa is typically around 17–18 kmpl under normal riding conditions. Q: What is the fuel tank capacity? A: The Hayabusa has a 20-litre fuel tank. Q: What is the engine displacement? A: The engine displacement is 1,340 cc. Q: How much power does the engine produce? A: The Hayabusa produces up to 190 PS (or roughly 190 bhp) at 9,700 rpm. Q: What is the peak torque figure? A: The peak torque is 150 Nm at around 7,000 rpm. Q: What kind of brakes does it have? A: It uses twin 320 mm discs up front with Brembo Stylema®, 4-piston calipers and a single disc at the rear with a Nissin caliper — both discs are ABS-equipped. Q: What kind of tyres and wheels does it come with? A: It rides on tubeless alloy wheels — front tyre is 120/70ZR17 and rear is 190/50ZR17. Q: What are the suspension components? A: Up front there is an inverted telescopic fork (coil spring, oil-damped), and at the rear a link-type mono-shock (coil spring, oil-damped). |
| Price Variants | | 580000 | | 1806107 |
| Pros | Looks and road presence: The 502C has a bold, muscular cruiser-style appearance. Its design draws attention, giving you strong presence on the road. Balanced engine and rideability: The 500 cc twin offers smooth, linear power delivery that’s easy to manage in city traffic but still capable on highways — enough punch for overtakes or cruising without being overly aggressive. Comfortable ergonomics for many riders: With a low-ish seat height and relaxed riding posture (wide handlebars, forward footpegs), it’s reasonably comfortable for day-to-day rides or weekend trips. Good for highway and long rides: Large fuel tank and stable chassis make it well-suited for longer rides — less frequent refuelling and a planted feel at cruising speeds. Decent performance + braking hardware: The bike’s brakes (disc + ABS) and suspension are competent for its segment, offering reasonably confident stopping power and decent ride quality over typical road surfaces. | Incredible acceleration and performance — the Hayabusa gives a powerful burst of speed and a strong sense of thrust when you twist the throttle, which makes highway rides and open-road runs exhilarating. Stability and composure at high speeds — its weight, long wheelbase, and well-tuned chassis help the bike feel planted and confident even when cruising fast or cornering hard. Balanced enough for long rides — despite being a superbike, it doesn’t feel like a torture rack: the seating and suspension offer decent comfort for touring or long-distance travel. Strong braking & road-holding confidence — braking performance and tyre/grip setup give a reassuring sense of control, even when slowing down from high speeds. Prestige, style and presence — owning/riding a Hayabusa carries a certain status and charm; it draws attention and delivers that “superbike feel” many riders seek. |
| Starter | Electric | Electronic Ignition |
| Transmission | 6-speed | 6-Speed |
