Quick Analysis
Benelli TRK 502 X
20.5 pts
Unweighted: 11 advantages
EnginePerformanceDimensionsBrakesTyresOther
SUZUKI GSX-8R
11.0 pts
Unweighted: 7 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 | 81.8 bhp @ 8500 rpm |
| Torque | 46N·m/6000 r/min | 78 Nm @ 6800 rpm |
Performance & Efficiency |
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| Fuel Tank Capacity | 20 l | 14 L |
| Mileage | 25 kmpl | 23.8 kmpl |
Dimensions & Weight |
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| Kerb Weight | 213 | 205 kg |
| Seat Height | 860 | 810 mm |
Brakes & Suspension |
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| ABS | Dual-Channel ABS | Dual Channel |
| Front Brake | 320mm floating discs with a 2-piston calliper | Disc 310 mm Caliper - Front 4 Piston |
| Front Suspension | Inverted Telescopic | Inverted telescopic, coil spring, oil damped |
| Rear Brake | single 260mm disc with one piston | Disc Caliper - Rear 1 Piston |
| Rear Suspension | Hydraulic Monoshock | Link type, coil spring, oil damped |
Tyres & Wheels |
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| Front Tyre | 110/80 R19 | 120/70ZR17M/C (58W) |
| Rear Tyre | 150/70 R17 | 180/55ZR17M/C |
| Tyre Type | Tubeless | Tubeless |
| Wheel Type | Spoke | Alloy |
Other Specifications |
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| Bike Image 1 | https://motoautiv.com/wp-content/uploads/2025/11/trk502xgreen.webp | https://motoautiv.com/wp-content/uploads/2025/11/gsx8rmetallicmattblack.webp |
| Bike Image 2 | https://motoautiv.com/wp-content/uploads/2025/11/trk502xwhite.webp | https://motoautiv.com/wp-content/uploads/2025/11/gsx8rmetallicmattswordsilver.webp |
| Color Options | Benelli Red Pure White Metallic Dark Grey Green Yellow | Metallic Matt Black Metallic Matt Sword Silver Metallic Triton Blue |
| Cons | The bike is heavy, and you feel that weight at low speeds, during U-turns, or in tight traffic. Because of its weight, the power-to-weight ratio isn’t very exciting — acceleration feels adequate but not aggressive. The suspension setup, while comfortable for touring, can feel soft or unsettled on very rough or technical off-road trails. It lacks the advanced electronics found on some modern adventure bikes, which may disappoint riders looking for traction control, ride modes, or more sophisticated tech. Maneuvering or parking in crowded urban areas takes effort, especially for shorter or less-experienced riders. Spare parts and service availability may not be as widespread or fast as mainstream brands in many regions. | Doesn’t deliver the high-revving top-end excitement of inline-4 supersport motorcycles. Wind protection at very high speeds is modest and can feel tiring on long highway rides. Suspension tuning leans slightly firm, which can feel bumpy on rough roads. Weight is on the heavier side, noticeable at low speeds or during tight maneuvers. Not designed for hardcore track riders seeking extreme performance or razor-sharp handling. Fuel economy drops significantly when ridden aggressively. |
| Detailed Overview | The TRK 502X arrives with a 500 cc, liquid-cooled parallel-twin engine, built around a DOHC, 8-valve layout with a bore and stroke of 69 × 66.8 mm and a compression ratio of 11.5:1. That setup promises a balance: enough performance to be fun and capable, without being overly aggressive or fragile. On paper, you get about 35 kW (roughly 47.5–48 bhp) at 8,500 rpm and 46 Nm of torque at 6,000 rpm. In practical terms, this means the TRK 502X won’t feel like a hard-edged sportbike — instead, its strength lies in flexible, usable power that comes in smoothly whether you’re carving corners, cruising on the highway, or climbing hills. It’s the kind of engine character that feels forgiving when riding through town, yet substantial enough for overtakes or loaded touring. Paired with a 6-speed gearbox and chain final drive, the power delivery is predictable and manageable. The wet multi-plate clutch (with slipper/assist in many markets) helps with smooth launches and controlled downshifts — a welcome feature when you’re rolling in traffic or slowing into a sharp bend. This combination doesn’t demand aggressive riding; instead, it rewards smoothness and planning, which is ideal for long rides or mixed use (city + touring). Underneath the engine sits a steel trellis frame, giving the bike a rugged backbone that’s ideal for both stability and endurance. Up front, there’s an upside-down telescopic fork with about 140 mm travel, while at the rear a mono-shock absorber handles things with about 45 mm travel. The tyres ride on a 19-inch front and 17-inch rear spoked-wheel combo (110/80 R19 up front, 150/70 R17 at the rear), hinting at the bike’s adventure-ready intentions. What this suspension and wheel setup translates to on the road (or off it) is a decent balance: confident stability at higher speeds, good absorption of irregular road surfaces, and better-than-average composure over mild dirt tracks or uneven terrain. The long travel and wheel combo give you the flexibility to tackle a variety of surfaces — tarmac, cracked city roads, or rougher rural patches — without feeling like the bike is fighting you. In terms of heft and dimensions, the TRK 502X is clearly not a lightweight commuter. It measures about 2220 mm in length, 915 mm in width, and 1480 mm in height, with a wheelbase of 1505 mm and a ground clearance of 210 mm. The seat height sits around 830-860 mm depending on setup. The kerb weight is roughly 213 kg. All this gives the bike a serious posture — once moving, it feels planted and stable, especially on highways or long-distance rides. But that weight and size mean that in tight city traffic, narrow lanes, or quick U-turns you do notice it. Maneuvering requires planning and care; it isn’t a flickable city commuter. At stop lights or in jammed streets, the weight and height may feel imposing, and shorter riders might have to adjust carefully — though once balanced, the solidity inspires confidence. For braking and safety, the TRK 502X is equipped with dual 320 mm disc brakes in front and a 260 mm disc at the rear, complemented by dual-channel ABS. That translates into dependable stopping power whether you’re doing a controlled slow-down in traffic, braking hard on a descent, or handling an emergency stop at speed. The dual discs up front give good bite and modulation, while the rear disc helps balance braking forces — a reassuring setup for a bike that may often carry luggage or a pillion during touring. Fuel capacity sits at 20 litres, which, given the engine efficiency and power output, gives you a reasonable riding range before thinking about refuelling. Especially on highways or long-distance rides, that tank size — paired with the fairly smooth-tuned twin — makes the TRK 502X well-suited for touring or inter-city travel without frequent fuel stops. 2025 update on the TRK 502X also brings modern touches that broaden its appeal beyond purely mechanical capability. The bike now gets a 5-inch TFT instrument cluster with smartphone connectivity and offline navigation, heated grips and seat (welcome during cooler weather), tyre-pressure monitoring system (TPMS), tubeless tyres, adjustable handlebar mounts, and a redesigned aluminium swingarm. For everyday riders and tourers alike, these improvements add convenience, comfort, and usability — making the bike more than just a “ride”: it becomes a traveling companion with practical features for longer journeys or changing weather and road conditions. On the highway or winding roads, the TRK 502X shows what it’s made for: smooth power delivery, stable handling, and comfort over distance. The suspension soaks up imperfections without being mushy, the engine hums along without stress, and the windscreen and ergonomics reduce fatigue over hours of riding. For trips that involve a mix of tarmac, rough patches, and maybe light gravel or dirt, the raised wheels and suspension travel give a sense of security and adaptability. But of course, not all is perfect. The bulk and seat height make it less ideal for low-speed urban commuting or frequent weaving through dense traffic. The weight can be felt when maneuvering or parking. Also, the twin-cylinder 500 cc engine — while versatile — doesn’t deliver outright explosive acceleration; riders wanting super-fast throttle response and racing-like performance might find it sedate. And though it’s capable off the beaten path, it isn’t a hardcore off-road machine; rough, technical trails or deep mud might be beyond its comfort zone. In the end, the TRK 502X doesn’t pretend to be something it isn’t. It is not a lightweight commuter, nor a superbike. What it aims for — and largely achieves — is a balanced, capable adventure-tourer that blends flexibility, comfort, and a spirit of travel. For someone who wants one bike to do a bit of everything: daily commuting when necessary, long-distance touring, weekend adventure rides, occasional off-tarmac stints — the TRK 502X stands out as a well-rounded option. It’s a bike with presence, substance, and sensible performance — built to carry you through changing roads and varied horizons, at a pace where the journey matters as much as the destination. | Riding the GSX-8R feels like Suzuki’s attempt to give you a middleweight sportbike that’s equally at home in everyday traffic, curvy mountain roads and spirited weekend runs. It packs a 776 cc liquid-cooled, 4-stroke parallel-twin engine with DOHC and a 270-degree crank. That means it’s not just about straight-line speed — the 270° crank gives the engine a throaty, V-twin–like rumble and a broad, usable torque band instead of a peaky, high-revving nature typical of many sport-bikes. The “cross-balancer” Suzuki uses helps keep vibration in check, meaning that even on longer rides or in stop-and-go city traffic, the engine stays smooth and more comfortable than you might expect from a half-litre-plus street-fighter. The motor is rated to produce around 81–82 bhp at about 8,500 rpm and a healthy 78 Nm of torque at around 6,800 rpm. In real-life terms, you get strong mid-range punch — meaning overtakes on highways or quick accelerations from a traffic light feel confident without needing to wring the engine out to the redline. That balance makes the GSX-8R versatile: capable of quick, enthusiastic blasts when you want sporty fun, but also manageable in city commutes or everyday riding. The 6-speed gearbox helps you extract that torque smoothly, and the bike comes with a bi-directional quick-shift system built in. In practice that means you can shift up or down without pulling in the clutch — a real bonus if you like brisk, crisp gear changes during sporty riding or just want ease while navigating traffic. Suzuki hasn’t compromised on the chassis: a steel frame built around the engine keeps the bike slim, compact, and well-balanced, while an aluminum swingarm adds to nimble handling and stability. The geometry — with a wheelbase of 1,465 mm, moderate rake/trail (25° / 104 mm), and a curb weight of 205 kg — positions the GSX-8R in that sweet spot where it feels stable at speed yet flickable enough when carving through corners. Suspension plays a big part in how the bike behaves on real roads. Up front there are inverted telescopic forks from SHOWA (oil-damped, coil-spring), and at the back a link-type mono-shock. That setup gives you a controlled, firm ride when pushing hard — helpful for sporty riding — but also enough compliance to absorb bumps, potholes or rough patches you might encounter on Indian roads or during longer rides. The balance leans toward sporty control without making the ride harsh. When it comes to tyres and wheels, the GSX-8R runs on 17-inch cast-aluminum wheels with 120/70 ZR17 front and 180/55 ZR17 rear tyres — high-performance radials from Dunlop (RoadSport 2) with good wet-grip and durability. That means cornering, braking and overall grip feel confident — even if road conditions are not ideal. The braking setup — twin discs up front and a rear disc, with ABS — helps ensure your stopping power matches the bike’s punch. As for packaging, the GSX-8R isn’t overly bulky: at 2,155 mm long, 770 mm wide, and 1,135 mm tall, with a seat height of 810 mm, it manages a sporty footprint without feeling unwieldy. For many riders, that translates into reasonably manageable maneuverability in city traffic or narrow roads — though at 810 mm seat-height and 205 kg weight, taller riders will feel more at home; beginners or shorter riders may find the seat quite firm and the weight noticeable when stationary. Fuel-wise, a 14-litre tank gives a decent range, and the bike returns, according to official WMTC figures, about 23.8 km per litre under mixed usage. That’s respectable for a middleweight sportbike — meaning for many of your urban rides, weekend joyrides or moderate touring, the fuel economy remains fairly practical rather than thirsty. The electronics and rider aids make a strong case for the GSX-8R being more than just raw hardware. A 5-inch colour TFT display serves as the meter console, giving essential info at a glance. The throttle is ride-by-wire, giving smooth control over power delivery, and there’s a selectable riding-mode system (with Active, Basic and Comfort modes) that lets you tailor throttle response and torque delivery to conditions — useful when switching between city traffic, wet roads, or spirited riding. Add in traction-control (adjustable), low-rpm assist to ease traffic starts, and an easy-start button — and you have a package that aims for practicality without stripping away sportiness. Styling and ergonomics matter too, and Suzuki seems to have paid attention. The GSX-8R carries a sharp, modern sportbike stance — aggressive fairing and front design, slim rear, exposed seat rails, compact proportions — that signals performance without going overboard. The riding position is slightly sporty: the forward-positioned “hip point” and mildly aggressive handlebars let you lean into corners confidently — but it’s not so extreme that city commuting becomes uncomfortable. Putting all this together — power, chassis, suspension, electronics and practicality — the GSX-8R feels like Suzuki’s answer for someone wanting a “do-it-all” middleweight bike: capable of daily commuting, fun weekend rides, spirited canyon runs or moderate touring without forcing you to compromise too much. It isn’t the most powerful in its class — but the balance it strikes, especially with torque-rich engine, rider aids, handling and usability, may make it a very compelling all-rounder, especially in markets like India where roads, fuel economy and versatility matter. Lastly, in terms of cost, the bike is priced at around ₹ 9.25 lakh (ex-showroom, for the base/standard variant). That positions it quite competitively in the mid-range sportbike segment, offering a lot of modern features and a usable engine without the premium price tag that heavy superbikes carry. If I were telling a friend which kind of rider this bike suits best: the GSX-8R is ideal for someone who wants a sporty, engaging ride — but not at the cost of everyday usability. If you commute, do city traffic, occasional highway runs, weekend joyrides or light touring, this one fits beautifully. If you’re after raw top-end speed or hardcore track performance, it might not blow away everything — but as a balanced, real-world sportbike, it’s one of the stronger contenders in its class right now. |
| Expert Review | MotoAutiv Team | MotoAutiv Team |
| FAQ (Manual Override) | Q: What is the engine capacity of the Benelli TRK 502X? A: It has a 500cc liquid-cooled, parallel-twin engine. Q: How much power does the TRK 502X produce? A: It produces around 47–48 bhp at 8,500 rpm. Q: What is the torque output? A: The engine delivers about 46 Nm at 6,000 rpm. Q: What is the mileage of the Benelli TRK 502X? A: Real-world mileage typically ranges between 22–28 km/l depending on riding style. Q: What type of gearbox does it have? A: It comes with a 6-speed manual transmission. Q: What is the seat height of the TRK 502X? A: The seat height is around 830–860 mm, depending on region/setup. Q: What is the weight of the bike? A: It weighs approximately 213 kg (kerb weight). Q: What is the fuel tank capacity? A: The bike carries a 20-litre fuel tank. Q: What kind of suspension does it use? A: It has an upside-down fork in the front and a mono-shock at the rear. Q: What braking setup does the TRK 502X have? A: Dual 320 mm front discs and a 260 mm rear disc with dual-channel ABS. Q: Does the TRK 502X come with tubeless tyres? A: Yes, new updates include tubeless spoked wheels. Q: Does it support smartphone connectivity? A: Yes, it features a TFT screen with smartphone connectivity and offline navigation. Q: Is the TRK 502X suitable for off-road riding? A: It is suitable for light to moderate off-road use, not extreme enduro terrain. Q: Is it good for touring? A: Absolutely — its ergonomics, large tank, comfortable seat, and stable chassis make it a strong touring bike. Q: Who should buy the Benelli TRK 502X? A: Riders who want a comfortable, versatile adventure-tourer for highways and mixed terrain. | Q: What is the mileage? A: The mileage is about 23.8 km/l under mixed riding conditions. Q: What is the fuel-tank capacity? A: It has a 14-litre fuel tank. Q: What is the engine displacement? A: The engine displacement is 776 cc. Q: What type of engine does it have? A: It uses a liquid-cooled, 4-stroke, DOHC parallel-twin engine with a 270° crank. Q: What kind of transmission does it use? A: It has a 6-speed constant-mesh manual gearbox. Q: What are the tyre sizes? A: The front tyre size is 120/70 ZR17 and the rear is 180/55 ZR17. Q: What kind of suspension does it have? A: Up front there's an inverted telescopic fork (oil-damped, coil spring), and at the rear a link-type mono-shock (oil-damped, coil spring). Q: What is the kerb weight? A: The kerb weight is 205 kg. Q: What braking setup does it use? A: It features twin disc brakes at the front, a disc brake at the rear, and includes ABS. Q: What kind of electronics / riding aids does it offer? A: It includes ride-by-wire throttle, selectable riding modes, digital instrumentation, and rider-assist features for better control and usability. |
| Fuel System | — | Fuel injection |
| Price Variants | | 529000 | | 988550 |
| Pros | The TRK 502X is extremely comfortable for long-distance riding thanks to its upright seating posture, wide handlebars, and relaxed ergonomics. Its 500cc twin-cylinder engine delivers smooth and predictable power, making it easy to ride in the city while still feeling strong enough for highway overtakes. The adventure-ready setup — spoked wheels, dual-purpose tyres, tall stance, and generous ground clearance — helps it handle rough roads and mild off-road stretches with confidence. The dual front discs, rear disc, and ABS provide solid braking performance, especially when the bike is loaded with luggage or a pillion. It offers a big-bike feel at a relatively accessible price, giving riders the presence, stability, and touring capability of a larger adventure motorcycle without the premium cost. The 20-litre fuel tank allows long distances between fill-ups, which is ideal for touring. The updated TFT screen, smartphone connectivity, heated grips, and TPMS add practical value to everyday riding. | Strong and usable mid-range torque that makes the bike easy to ride in the city and lively on open roads. Smooth engine character thanks to the 270° crank, giving a refined feel even at higher speeds. Comfortable yet sporty riding posture that works for daily use as well as weekend rides. Agile handling with good stability, making it confidence-inspiring for both new and experienced riders. Modern electronics like riding modes, traction control, ride-by-wire, and quick-shifter add convenience and safety. High-quality build and attractive, modern styling with a sharp fairing and sleek proportions. Versatile enough for commuting, spirited cornering, and even moderate touring. |
| Transmission | 6-speed | 6 Speed Manual |
