Quick Analysis
Benelli TRK 502
19.0 pts
Unweighted: 11 advantages
EnginePerformanceDimensionsBrakesTyresFeaturesOther
OLA ROADSTER PRO
7.0 pts
Unweighted: 9 advantages
EnginePerformanceDimensionsBrakesTyresFeaturesOther
| Specification | ||
|---|---|---|
Engine Specifications |
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| Cooling System | Liquid-cooled | Liquid-cooled motor |
| Displacement | 500 | — |
| Engine Type | 2-cylinder/4-stroke/8-valve | Electric motor |
| Power | 35kW at 8500 r/min | 52 kW |
| Torque | 46N·m/6000 r/min | 105 Nm |
Performance & Efficiency |
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| Fuel Tank Capacity | 20 l | — |
| Mileage | 25 kmpl | — |
Dimensions & Weight |
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| Kerb Weight | 210 kg | — |
| Seat Height | 835mm | — |
Brakes & Suspension |
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| ABS | Dual Channel | Dual-channel ABS |
| Front Brake | Disc Front 320 mm Caliper - Front 4 Piston | Double disc |
| Front Suspension | USD Telescopic Forks | USD |
| Rear Brake | Disc Rear 260 mm Caliper - Rear 1 Piston | Disc |
| Rear Suspension | Hydraulic Monoshock (Rebound & Preload adjustable) | Monoshock absorber |
Tyres & Wheels |
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| Front Tyre | 120/70 ZR17 | 120/70 ZR17 |
| Rear Tyre | 160/60 ZR17 | 180/55 ZR17 |
| Tyre Type | Tubeless | Tubeless |
| Wheel Type | Alloy | Alloy |
Features & Technology |
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| Headlight | — | LED projector |
Other Specifications |
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| Battery | — | 8 kWh (lower variant) or 16 kWh (top variant) |
| Bike Image 1 | https://motoautiv.com/wp-content/uploads/2025/11/trk502white.webp | — |
| Cluster | — | 10-inch TFT touchscreen |
| Color Options | — | Pro |
| Cons | Its heavy weight becomes noticeable in traffic, tight turns, and situations where quick direction changes are needed. While the suspension works well for moderate rough roads, very broken terrain can feel harsh or less controlled compared to more off-road-focused bikes. Maintenance and spare parts may cost more than typical mid-segment bikes, making long-term ownership slightly expensive. The power-to-weight ratio isn’t the strongest, so riders expecting a very punchy performance may find it a bit slow when accelerating hard. It lacks some modern electronic features that newer competitors now offer, which may disappoint riders looking for advanced tech and connectivity. | Real-world range may vary: High speeds, heavy traffic, and frequent hard acceleration can reduce range noticeably compared to claims. Charging time is longer than refuelling: Even with good range, charging still takes time, which can be inconvenient for spontaneous long trips. Heavier than petrol bikes: The large battery increases weight, making the bike feel bulkier during tight manoeuvres or parking. Charging infrastructure limitations: If you don’t have home charging, or if public chargers are sparse in your area, usage can become restrictive. High upfront price: The initial cost is significantly more than mainstream petrol motorcycles, and may not suit budget-focused buyers. Electric feel may not appeal to some riders: Absence of sound, gears, and engine character may feel less engaging for petrol-bike enthusiasts. Long-term battery concerns: Battery degradation over years, replacement cost, and service availability remain important unknowns for many EV buyers. |
| Detailed Overview | You swing a leg over the TRK 502 and you’re immediately aware that this is meant to be more than a city commuter; there’s a sense of presence, of readiness for longer roads. Under the tank sits a 500 cc, liquid-cooled, parallel-twin engine, running a DOHC layout with 8 valves. The bore and stroke (69 × 66.8 mm) and a compression ratio of 11.5:1 tell you that this engine is tuned for a healthy balance — it’s neither peaky and fragile, nor a torquey grinder. What you get instead is a smooth, flexible powerplant that builds revs steadily, giving enough grunt without being nervous or rough. At its peak, it delivers about 46.8-47.5 horsepower at 8,500 rpm and 46 Newton-metres of torque at around 6,000 rpm. That output, in plain riding, doesn’t mean blazing superbike sprints. It means confidence: enough urge to overtake on the highway, enough midrange torque for loaded touring or two-up rides, and smooth throttle response for city or mixed-road use. The 6-speed gearbox with chain final drive feels just right — shifts are predictable and the clutch (wet multi-plate / slipper clutch depending on region) handles starts and slow manoeuvres without fuss. Because this is meant for touring and everyday versatility, the chassis and suspension are built accordingly. A steel trellis frame acts as the backbone — sturdy enough to keep the bike stable at speed, yet with a bit of compliance to soak up normal road irregularities. Up front, there’s an upside-down telescopic fork (about 50 mm) with around 140 mm travel; at the rear a preload- and rebound-adjustable mono-shock with around 45 mm travel. What that gives on road is a setup that doesn’t punish you over bad surfaces but remains planted: potholes, imperfect tarmac or rough stretches are dealt with gracefully, while the bike stays composed even when you ask for speed or load it up with luggage and pillion. Physically the TRK 502 is substantial — long and purposeful. Its overall length is about 2200–2220 mm, width around 915 mm, and height roughly 1450 mm (slightly more depending on variant). The wheelbase of 1505 mm gives it stable tracking on highways and at speed, but that length and mass mean low-speed manoeuvres require some care — U-turns, tight corners, or dense traffic will need respect and a bit of strength. The seat height — roughly 800-835 mm depending on model/market — places you in a commanding riding posture: good for visibility and control, but may feel tall for shorter riders. Ground clearance around 190 mm means you’re also not too worried about speed-bumps or rough rural surfaces. When it comes to stopping and safety, TRK 502 doesn’t leave much to complaint. Twin 320 mm discs up front (with 4-piston calipers) and a 260 mm disc at the rear — both with dual-channel ABS — give you solid braking power and modulation. In everyday traffic or loaded touring, you get confident, progressive braking rather than abrupt grabs or fade, which is exactly what you want when you’re carrying luggage or a pillion. Fuel-wise, the 20-litre tank (with a bit of reserve) gives a decent riding range. Fill up and you can reasonably expect to tackle long rides or highway runs without constant fuel stops — an important detail if you plan to use this bike for touring or inter-city travel. Combined with the engine’s fuel injection and tuning, the balance between performance and range is well-struck. On the feature front, the TRK 502 comes decently equipped for its class. The instrument console mixes analogue and digital readouts (tachometer + digital speedo/fuel/odometer/trip) — enough to give you all the essential info clearly without overcomplicating the dashboard. Lighting, electrics and ergonomics are oriented toward usability: the riding position is upright, comfortable for long hours; footpegs and rider triangle are such that you don’t feel cramped even after a few hours of cruise. For everyday commuting, that means less fatigue; for touring, it means more hours in the saddle without strain. When you take it out on the open road — open highway, winding roads, rolling hills — the TRK 502 reveals what it is built for: stability, comfort, and controlled performance. It doesn’t feel underpowered even when carrying luggage or with a pillion; the twin’s smooth torque curve helps you manage traffic or overtakes with ease. On rough or uneven roads, the suspension soaks up the imperfections, and the frame feels secure. The overall setup makes it a comfortable, confident companion for trips that are more than just short city commutes. But there are trade-offs. Because the bike is fairly heavy and long, jockeying through tight city traffic or congested lanes means you’ll notice the bulk — quick zigzags or tight U-turns are not the bike’s forte. Seat height and weight can be challenging for shorter riders or those new to big bikes. The power-to-weight ratio is modest, so while it’s confident for touring or leisure riding, it doesn’t give the “sportbike thrill.” If you push it hard — say, frequent hard acceleration with two-up + luggage — you may find that intense use exposes the limits of a 500 cc twin configured for balance, not brute power. Overall, the TRK 502 feels like what you’d expect from a middleweight touring-oriented motorcycle — not a race-bred machine, not a lightweight commuter, but a capable all-rounder that lets you ride relaxed yet with enough substance. It’s ideal for those who want a single bike to handle everything: daily commuting when needed, weekend adventures, city-to-city travel, even occasional touring with a pillion and luggage, all without demanding sport bike instinct or compromising comfort. | Riding the Roadster Pro feels like stepping into a different era of motorcycling — one where silence meets sudden thrust and tech merges with raw, electric-driven energy. Under its sleek body sits not a traditional petrol engine, but a liquid-cooled, frame-mounted electric motor that delivers a peak output of 52 kW and a healthy 105 Nm of torque. That translates into an immediate twist of the throttle and a punch of power that launches you effortlessly — the 16 kWh variant claims a 0–40 km/h sprint in just 1.2 seconds. On city roads this means sharp overtakes, quick starts at traffic lights, and a lively, agile ride through traffic. Once you’re rolling, the bike doesn’t feel like an electric compromise — it feels like a proper performance machine. The top-end 16 kWh version is rated for up to 194 km/h, which is more than enough for highway stretches or spirited rides outside the city. For those who prefer a lighter, possibly more affordable option, there’s also an 8 kWh battery configuration that offers a decent lower-performance balance (though the 16 kWh is the flagship setup). Range worries — a big concern with EVs — get a strong answer here. On a full charge, the 16 kWh version is claimed to deliver up to 579 km (under IDC certification). Even the 8 kWh version promises a respectable 316 km per charge. That kind of range, in practical terms, could cover several days of commuting or even a mix of city + occasional long rides before needing to plug in. You don’t need a clutch or manual gears — the transmission is automatic, and starting is as simple as a push-button click. Because there’s no fuel tank or conventional engine, many of the traditional hassles go away: no oil changes, no engine tuning, no fuel stops. Instead, you charge — overnight at home or whenever power is available — and ride. What about comfort and control? Roadster Pro does well here too. Up front it sports USD (upside-down) forks, and at the rear a monoshock setup. That combination gives a balanced ride: stable and planted at speed, yet forgiving enough for potholes, uneven surfaces, and the patchwork roads you often encounter. Alloy wheels fitted with tubeless tyres contribute to better handling and easy maintenance. Braking and safety aren’t Afterthoughts. The bike brings disc brakes on both ends and a dual-channel ABS system — giving you dependable stopping power even when speed or traffic demands quick reactions. For many riders, especially in busy urban settings or mixed-terrain commutes, that dual-disc + ABS combo brings peace of mind. Ride quality and features push the feel into the “modern motorcycle” zone. A 10-inch TFT touchscreen (with touch response) serves as the instrument cluster. Through it, you get ride-modes (Hyper, Sport, Normal, Eco), connectivity features, and what Ola calls “smart” tech — traction control, tyre-pressure monitoring, digital key / app connectivity, possibly ride-assist features. For a daily rider, those things make commuting easier, rides safer, and the ownership experience more premium. Because it runs on a 16 kWh (or 8 kWh) lithium-ion battery pack, there’s no “fuel tank capacity” in the traditional sense. That also means no fuel system to worry about — no petrol, no carburetor or fuel injection, just clean, quiet electric drive. Water and dust protection are taken care of with a decent IP-rating (for the battery/motor area), adding a layer of comfort especially on rough or wet Indian roads. On the ownership side, this means fewer mechanical parts, simpler maintenance, and a fundamentally quieter and cleaner ride. For people commuting daily, cruising in traffic, or doing moderate-distance rides, Roadster Pro can offer a terrific balance of performance and convenience. But it’s not all ideal. Because charging still takes time, and because range — though impressive on paper — depends heavily on how you ride (speed, stop-start, load, terrain), you need to be mindful. Long highway runs at high speed or frequent short rides under stop-go traffic will eat battery faster. Also, while the tech and features are premium, real-world handling of charging infrastructure, long-term battery health, and actual range will matter more in everyday use than headline numbers. In practical use, the Roadster Pro offers what a modern, high-performance, electric-motorcycle should: raw acceleration, high top speed, long range (on battery), a comfortable and stable ride setup, strong brakes and safety, minimal maintenance demands, and a tech-laden, future-friendly user experience. If you ride regularly, like a mix of city and highway, and have access to charging, it can be a real alternative to a conventional petrol bike — with quieter rides, fewer hassles, and electric torque on tap. |
| Expert Review | MotoAutiv Team | MotoAutiv Team |
| FAQ (Manual Override) | Q: What engine does the TRK 502 use? A: It uses a 500 cc, liquid-cooled, parallel-twin DOHC engine with 8 valves. Q: What is the power and torque output? A: The engine puts out about 47.5 PS at 8,500 rpm and delivers around 46 Nm of torque at 6,000 rpm. Q: What kind of transmission does it have? A: It comes with a 6-speed manual gearbox and a chain final drive. Q: What is the fuel tank capacity? A: The fuel tank capacity is 20 litres. Q: What is the seat height and ground clearance? A: The seat height is roughly 800–835 mm (depending on variant/market), and ground clearance is about 190 mm. Q: What is the kerb (or wet) weight of the bike? A: The bike weighs around 228–235 kg (depending on specification and additional gear/load). Q: What are the brakes and wheels/tyres setup? A: Up front there are twin 320 mm disc brakes with 4-piston calipers; at the rear a 260 mm disc. Both front and rear tyres sit on 17-inch alloy wheels, with tubeless tyres. Dual-channel ABS comes standard. Q: What is the claimed mileage / fuel efficiency? A: Mileage typically ranges around 30–34 km per litre (city and highway use). Q: What kind of suspension does it have? A: It uses a 50 mm upside-down (USD) telescopic front fork (about 140 mm travel) and a rear mono-shock with preload adjustability and around 45 mm rear suspension travel. Q: What kind of instrumentation and features does it offer? A: The instrument console combines analogue (tachometer) and digital displays (speedometer, fuel gauge, trip meter, etc.). It includes electric start, digital fuel gauge, trip meter, passenger footrests, and typical adventure-tourer ergonomics. Q: What is its top speed / performance potential? A: The top speed is around 160–165 km/h, and it can do 0–100 km/h in approximately 7.5–8 seconds depending on load and conditions. | Q: What is the top speed of the Ola Roadster Pro? A: The top speed is around 194 km/h (for the 16 kWh variant). Q: What is the range of the Ola Roadster Pro? A: The 16 kWh variant delivers up to around 579 km per charge (IDC). Q: What is the acceleration of the Roadster Pro? A: It can accelerate from 0–40 km/h in about 1.2 seconds (16 kWh variant). Q: What is the power output of the Ola Roadster Pro? A: The peak power is around 52 kW. Q: What is the torque of the Ola Roadster Pro? A: It produces about 105 Nm of torque instantly. Q: What type of battery does the Roadster Pro use? A: It uses an IP-rated lithium-ion battery pack (8 kWh or 16 kWh options). Q: Does the Roadster Pro have ABS? A: Yes, it comes with dual-channel ABS. Q: What kind of brakes does the bike have? A: It gets disc brakes at both front and rear. Q: What suspension setup does the Roadster Pro use? A: It uses USD (upside-down) forks at the front and a rear monoshock. Q: What features does the instrument cluster offer? A: It has a 10-inch TFT touchscreen with ride modes, navigation, TPMS, and connectivity features. Q: Do I need to shift gears on the Roadster Pro? A: No, it has an automatic transmission since it’s an electric motorcycle. Q: What is the charging method? A: It charges through a standard home charger; fast charging availability depends on Ola’s network. Q: What is the weight of the Ola Roadster Pro? A: Kerb weight differs by variant but is on the heavier side due to the large battery pack. Q: What colours are available for the Roadster Pro? A: Currently it comes in a single colour theme with a dark body and orange accents. Q: Is it suitable for long-distance rides? A: Yes, especially the 16 kWh variant, though charging availability should be considered for highway travel. |
| Price Variants | | 662000 | 8 kWh | 199999 16 kWh | 249999 |
| Pros | The TRK 502 is built for long rides, offering a relaxed riding position and a comfortable seat that help you stay fresh even after hours on the highway. Its suspension and chassis balance make it stable on rough patches, allowing it to handle mixed road conditions without feeling nervous. For its price, the bike comes loaded with practical touring features like hand guards, a large windscreen, good ergonomics, and a solid, confidence-inspiring build. The bike feels substantial on the road — its size and weight give it a strong presence, making it feel like a true adventure-tourer. The engine is smooth and predictable, making it friendly for newer riders while still offering enough power for everyday commuting and long-distance travel. | Instant acceleration: The electric motor delivers strong, immediate torque, making the bike extremely quick off the line and effortless to ride in traffic. High top-speed capability: The performance of the stronger battery variant allows highway speeds with ease. Excellent claimed range: The larger battery variant offers enough range for multiple days of commuting without daily charging. Low running and maintenance costs: No petrol, no engine oil, no clutch, fewer moving parts — long-term upkeep stays simple. Smooth and stable ride: USD front forks and a rear monoshock give a confident, planted feel on both smooth highways and rough city roads. Strong braking package: Dual disc brakes with dual-channel ABS offer very controlled and predictable stopping power. Modern features: Large TFT touchscreen, ride modes, connectivity, TPMS, traction aids, and app functions add a premium, futuristic experience. Silent and vibration-free: No engine noise or vibration makes city riding very pleasant and fatigue-free. |
| Starter | Electric | — |
| Transmission | 6-speed | Automatic |
