Quick Analysis
Benelli TRK 502
16.5 pts
Unweighted: 8 advantages
EnginePerformanceDimensionsBrakesTyresOther
SUZUKI V-STROM 800DE
11.0 pts
Unweighted: 10 advantages
EnginePerformanceDimensionsBrakesTyresOther
| Specification | ||
|---|---|---|
Engine Specifications |
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| Cooling System | Liquid-cooled | — |
| Displacement | 500 | 776 cm3 |
| Engine Type | 2-cylinder/4-stroke/8-valve | 4-stroke, 2-cylinder, liquid-cooled, DOHC |
| Power | 35kW at 8500 r/min | 83 bhp @ 8500 rpm |
| Torque | 46N·m/6000 r/min | 78 Nm @ 6800 rpm |
Performance & Efficiency |
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| Fuel Tank Capacity | 20 l | 20 L |
| Mileage | 25 kmpl | 22.7 kmpl |
Dimensions & Weight |
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| Kerb Weight | 210 kg | 232 kg |
| Seat Height | 835mm | 855 mm |
Brakes & Suspension |
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| ABS | Dual Channel | Dual Channel |
| Front Brake | Disc Front 320 mm Caliper - Front 4 Piston | Disc Front Brake 310 mm Caliper - Front 4 Piston |
| Front Suspension | USD Telescopic Forks | Inverted telescopic, coil spring, oil damped |
| Rear Brake | Disc Rear 260 mm Caliper - Rear 1 Piston | Disc Front Brake 260 mm Caliper - Rear1 Piston |
| Rear Suspension | Hydraulic Monoshock (Rebound & Preload adjustable) | Link type, coil spring, oil damped |
Tyres & Wheels |
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| Front Tyre | 120/70 ZR17 | 90/90-21M/C 54H |
| Rear Tyre | 160/60 ZR17 | 150/70R17M/C 69H |
| Tyre Type | Tubeless | Tubeless |
| Wheel Type | Alloy | Alloy |
Other Specifications |
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| Bike Image 1 | https://motoautiv.com/wp-content/uploads/2025/11/trk502white.webp | https://motoautiv.com/wp-content/uploads/2025/11/vstrom800depearltechwhite.webp |
| Bike Image 2 | — | https://motoautiv.com/wp-content/uploads/2025/11/vstrom800deglasssparkleblack.webp |
| Color Options | — | Glass Sparkle Black Pearl Tech White Champion Yellow |
| 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. | The bike is on the heavier side, which can feel a bit cumbersome in tight spaces or slow-speed city manoeuvres. Its tall seat height may be challenging for shorter riders, especially when stopping on uneven surfaces. The use of tube-type tyres on spoked wheels can be inconvenient during punctures compared to tubeless setups. The handling is tuned more for stability than sharpness, so riders looking for a sporty feel might find it less nimble. Heat from the engine can become noticeable in congested traffic, especially during slow-moving conditions. |
| 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 V-Strom 800 DE leaves you with a strong sense that this is a motorcycle built for doing many things well — commuting, weekend rides, long highway runs or even dirt-trail adventures — rather than specialising only in one. Its heart is a 776 cc liquid-cooled, 4-stroke, DOHC parallel-twin engine. That numbers to a mid-displacement motorcycle, but thanks to a 270° crankshaft and a long-stroke configuration (bore and stroke of 84.0 mm × 70.0 mm), the engine delivers a smooth yet torquey character rather than a high-revving, buzzy one. What this means on real roads is confidence: from slow city traffic to winding country roads, the bike responds with a satisfying blend of tractable low- and mid-range pull, making it easier to ride whether you are carrying luggage, a pillion, or simply cruising solo. The compact engine design also helps the bike keep good weight balance — a useful quality when manoeuvring in tighter spots or when riding on uneven terrain. The transmission is a 6-speed constant-mesh gearbox, and paired with the built-in bi-directional quick-shift system. For the rider, this translates to smoother shifts — upshifts or downshifts — often without needing to use the clutch lever when you’re on the move. In real-world riding, that means less fuss in city traffic or during spirited overtakes, and a more seamless connection with the road, especially on long rides. What gives the V-Strom 800 DE its true “adventure-tourer” character is the chassis and suspension setup: a sturdy steel frame with a lightweight aluminum swingarm, 21-inch front wheel and 17-inch rear wheel on spoke rims, and suspension designed to handle more than just smooth asphalt. The front end uses inverted telescopic forks (coil-spring, oil-damped), while the rear is a link-type mono-shock (coil-spring, oil-damped) with adjustable preload — handy when carrying a passenger or luggage. With a ground clearance of 220 mm, long wheelbase, and geometry tuned for stability, the V-Strom handles gravel, rough village roads or uneven tarmac with unexpected composure. The suspension’s travel and forgiving nature mean that long hours in the saddle — even on imperfect roads — remain reasonably comfortable, while still offering the control you need when the pace picks up or when cornering hard. On the road, the bike’s size and weight give it a stable, planted feel. Measuring about 2,345 mm in length, 975 mm in width and 1,310 mm in height, with a 1,570 mm wheelbase and a seat height of 855 mm, the V-Strom feels substantial — but in a “reassuring-presence” way, rather than “bulky and unwieldy.” Its kerb weight sits at around 232 kg. That might sound hefty, but the way the bike is balanced and the distribution of mass make a noticeable difference: at speed, it rides with composure and stability; while at low speeds or stop-and-go traffic, the low-to-mid torque helps keep it manageable. Yes — parking or tight U-turns will ask a bit of care, but once you’re moving the bike feels surprisingly agile for its size. Braking is handled via disc brakes at both ends — twin discs up front, a disc at the rear, with dual-channel ABS (and the option to cancel rear ABS when riding off-road). That means you have confidence whenever you need to scrub speed — on twisty downhill curves, sudden city brakes, or uneven off-road patches. The ABS modes give flexibility: less intrusive on gravel or dirt, firmer when on asphalt. From a rider-aid and convenience perspective, the V-Strom 800 DE stands well above basic bikes. A 5-inch colour TFT instrument cluster sits front and centre, delivering clear and rich info — speed, revs, riding modes, navigation data, alerts — in a modern, intuitive layout. Day/night modes make it readable in varying light conditions. Lighting around the bike is all LED: stacked hexagonal headlamps, LED position/taillight, turn indicators — bright, efficient and giving a modern visage. There’s even a USB (DC) outlet built into the console — useful on long rides for charging phones or powering navigation accessories. The windscreen, adjustable in three positions, does a decent job of deflecting wind and debris, and combined with upright handlebar geometry and a comfortable seat (flat enough for long hours, yet shaped to let the rider reach the ground easily) the bike stays comfortable in touring mode. Pillion comfort and luggage-mount capacity are taken care of too, with sturdy footpegs, grab bars and a rear carrier ready for top-case mount. Fuel tank capacity — 20 litres — adds to its touring credentials. That’s enough to build a healthy riding range between fill-ups, especially on highways or during longer trips. The fuel-injected engine with its tuning tends to give a balanced mix of efficiency and usable power; while aggressive throttle will affect fuel economy, at gentle to moderate riding it remains reasonable, making the bike practical as a daily commuter or long-haul tourer. What all this boils down to is a motorcycle that aims to be a “do-everything” companion — comfortable enough for daily use, robust enough for light off-road or gravel exploration, capable enough for long highway runs, and refined enough for city commuting or touring. The V-Strom 800 DE doesn’t insist you commit fully to one type of riding — instead it offers flexibility: the same bike plays a safe role in rush-hour traffic or scenic getaways, highway cruising or dirt-path diversion, solo ride or two-up with luggage. Of course, this flexibility comes with some trade-offs. The seat height and weight make it a bit demanding for shorter or new riders, especially at slow speeds or when parked. The spoked wheels with tube-style tyres — while offering durability and off-road resilience — may not deliver the same instant handling feedback or lower maintenance ease as tubeless tyres, especially under heavy touring load or when puncture repair is needed. And because it’s built for a variety of roles, it doesn’t feel like a razor-sharp sportbike or a hardcore off-roader — but that is by design. The V-Strom 800 DE is not about extremes; it’s about balance. If you imagine yourself as someone who wants a single motorcycle that does many things — commuter, weekend ride, highway tourer, occasional off-road explorer — the V-Strom 800 DE makes a strong case. It’s less about chasing top-end thrill and more about offering a reliable, enjoyable and well-rounded riding experience, day in and day out. And that is precisely where it shines — the everyday adventure that doesn’t ask for compromises. |
| 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 mileage? A: The mileage is around 22–25 kmpl in real-world mixed riding. Q: What is the engine capacity? A: It is powered by a 776cc parallel-twin, liquid-cooled engine. Q: How much power does it produce? A: It produces roughly 82–84 PS of power. Q: What is the torque output? A: The torque is about 78 Nm, delivered in a smooth, usable mid-range. Q: Does it come with a quickshifter? A: Yes, it has a bi-directional quickshifter as standard. Q: What type of suspension does the bike use? A: It uses long-travel, fully adjustable suspension designed for off-road and rough-road riding. Q: What are the wheel sizes? A: The bike runs a 21-inch front wheel and a 17-inch rear wheel. Q: Does it have traction control? A: Yes, it has a multi-level traction control system, including a gravel/off-road-friendly mode. Q: Does the bike come with riding modes? A: Yes, it offers multiple power delivery modes to suit different riding conditions. Q: What is the ground clearance? A: It offers tall ground clearance, giving it strong off-road capability (around 220 mm). Q: Does it have ABS? A: Yes, it features dual-channel ABS with selectable modes. Q: Is this bike good for long-distance touring? A: Yes, the comfortable ergonomics, smooth engine, and long-travel suspension make it ideal for long rides and adventure touring. Q: Is the V-Strom 800DE beginner-friendly? A: It is manageable for confident riders, but its weight and power make it better suited for riders with some experience. |
| Fuel System | — | Fuel injection |
| Price Variants | | 662000 | | 1100763 |
| 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. | The 776cc parallel-twin engine has a very strong mid-range, making the bike effortless to ride both in the city and on long highway stretches. The long-travel, fully adjustable suspension gives it excellent comfort on broken roads and makes rough-patch riding feel natural and controlled. The upright ergonomics, wide handlebars, and supportive seat make it extremely comfortable for touring, even over long distances. The 21-inch front wheel and generous ground clearance give it real off-road confidence compared to typical road-biased adventure bikes. It comes well-equipped with modern features like a bi-directional quickshifter, riding modes, traction control, and a clear digital display. Stability at high speeds is impressive, giving riders a sense of confidence on open roads. |
| Starter | Electric | Electric |
| Transmission | 6-speed | 6-speed |
