In the shadow of Mont Blanc, between two heat waves and three storms, Benelli presented its new TRK 702 and TRK 702 X. MotoJournal.be was there, among the first journalists in Europe to ride these bikes called to succeed the TRK 502, the best-selling motorcycle in Italy. Expectations were therefore particularly high. Were they satisfied?
TEXT JELLE VERSTAEN – PHOTOS BENELLI
In recent years, we can only be impressed by Benelli’s return to business. Indeed, under the wing of QJ, the brand has solidly (re)deployed in just under a decade. And the ambitious idea born in the Far East quickly gave way to a rather unexpected second youth for this brand with a glorious past that is Benelli. Not so long ago, who would have bet that the TRK 502 would become the best-selling motorcycle in Italy? Not us, in any case… But here it is. For three years already, with more than 6,600 units sold in 2022, this medium-displacement trail has kept all its competition at bay. Including the inevitable Bavarian! The progress of the TRK seems impossible to stop south of the Alps…
forge iron
Given the success, might as well strike the iron while it’s hot. And Benelli to launch the succession of its golden egg hen this summer with the TRK 702 and TRK 702 X. Two mid-range trail bikes intended to fill the gap between the TRK 502 and the imminent 800 version. Both are equipped with a 698 cc twin-cylinder engine and a six-speed gearbox in a trellis frame. There are also gusseted forks, a beautiful TFT screen with connectivity and double USB charging point. The style is quite remarkable and the price is rather affordable. Note that the X is marketed as a more off-road oriented version. With spoked wheels, greater ground clearance thanks to more generous rear suspension travel, designed tires and adapted wheel sizes (19 inches at the front instead of 17 inches).
Approval
In the hotel car park, the TRK 702/X are perfectly aligned. They seem to be waiting for us impatiently. From far and near, the TRK 702 shines in the sun. The frontal section, bubble in mind, does not fail to impress. The 50mm UPSD fork seems particularly robust. And it looks like the frame design was inspired by glasses. Around the headlight, the TRK retains its wide “beak” and its LED lighting with integrated turn signals adds another brilliant touch to the whole. The spoke wheels of the TRK 702 X are of the most beautiful effect. Just like the typical off-road tires and the bold green and yellow livery.
In the saddle
The saddle of the TRK 702 X is a little higher than that of the standard version. But its 835mm is still manageable for smaller riders. Admittedly, the passenger saddle, the handles and the luggage rack make access to the saddle a bit difficult. But once on the bike, it is quite easy to put one foot on the ground. And relying on the wide handlebars which have adjustable levers, we stand serenely at a standstill. By pushing on the starter, we discover a rather raspy intake sound and a civilized exhaust noise. Here we are on our trial run. We had barely left La Thuile – our host village for this press trip – when the first surprised glances were exchanged between journalists. After a few kilometres, all the pilots noticed that the engine lacked a bit of power. Despite what the spec sheet suggests…
miracles
If we look at the engine, we discover that Benelli worked on the basis of a Japanese parallel twin well known in the motorcycle industry. The result is a 180° crankshaft, slightly longer stroke (+4.5mm) and identical bore, displacement (+49cc) and compression (11.6:1 versus 10.8:1) slightly larger, larger throttle bodies (2 x 41mm versus 38mm) and 3hp and 9Nm more. Anyway, on paper. Because we are familiar with the “Green” engine which served as a working basis. A fairly lively block in its original configuration. And in the Benelli configuration, that liveliness seems to have disappeared. Here, the twin-cylinder is a little rough at the bottom and it surprises above all with relatively flat power and torque curves. From low speeds to the switch. With, in addition, a noticeable hollow (approval) between 3,000 and 4,000 rpm.
Of course, you shouldn’t expect miracles from a medium-displacement twin, especially on a mainstream trail. But secretly, we had still hoped for a little more life. From 4,500-5,000 rpm, the speed is fortunately there. But without generating too much excitement on the handlebars. In other words, the engine does its job, no frills. Just like the six-speed gearbox with slipper clutch. A box a little rough but still effective. Same remark for the soundtrack, a bit bland. So it’s all not very exciting, but every element works as it should.
Playful
On the other hand, nothing to complain about on the management side. Even with a 19-inch wheel, the TRK 702 X slips easily, easily places itself in any hairpin and remains very stable at high speeds. One foot on the rear brake, a look inwards and the steering holds without complaint! The axially mounted calipers bite into the discs just hard enough to slow this bike that still weighs its weight. While the suspension seems a little too light on the road (compression and rebound damping quite soft) to cope with the many load changes.
For example, the front dives fairly quickly under braking pressure. And each acceleration is greeted by a certain rear body roll. As for the bumps in the road, don’t expect them to be perfectly filtered out before they hit your spine. In the rear, however, you can play with the compression and rebound damping. And you can also adjust the spring preload. Here is what to erase these worries. Today in any case, from the top of my 67 kilos, I tend to catalog the front suspension as quite playful. Slightly heavier riders will probably start talking about limits…
X factor
Let’s talk a little more about the suspensions. On the X, we were treated to a road-book of around 75 kilometres. Including five kilometers of gravel. And this is where the TRK 702 X comes up against its own limits. The most notable downside is its non-adjustable front fork. Much too soft in terms of compression and rebound damping. Really not ideal when riding on a more brittle surface. On the other hand, the rather high weight is another limiting factor when off-roading. Just like the non-disconnectable rear ABS and the very limited protection of the oil filter at the front. After just ten minutes on the gravel, we had already noted a dozen knocks caused by stone chips on the oil filter… which one can hardly imagine in the long term off-road.
From an aesthetic point of view, the X version is quite correct. But do not aspire to venture further than the gravel section around the corner. During the closing dinner of our test, as tradition dictates, we will discuss as always between journalists and with Benelli officials. And, surprise, a few days after my test, a message arrives in my mailbox. He is from Benelli and informs me that the R&D department will be experimenting with thicker fork oil and other springs, as well as evaluating the possibility of disabling ABS and improving oil filter protection. This is called being (very) reactive! An excellent point!
Hannibal
But back to our test and the “normal” TRK 702 we climbed after lunch. As a reminder, this version is identical to the X in terms of engine, chassis and brake system (only the discs differ slightly). But the 19mm less rear suspension travel and smaller front wheel mean less ground clearance, three pounds less on the scale, as well as a significantly lower seat height. With its 790 mm, this machine even allows you to put both feet flat on the ground, which is ideal for beginners and smaller riders.
As we cross the Alps in Hannibal style, a difference with the X immediately jumps out. The front axle seems much more incisive than its spoked sidekick. This difference cannot be attributed to the front fork – identical as a reminder – but to the 17-inch cast aluminum front wheel, with the accompanying road tires (Pirelli Angel GT). While the slightly bulkier 19″ spoked wheel shows a little suppleness when changing direction, the smaller wheel proves easier to steer, quicker to set up, and easier to hold at higher speeds. high in the corners (also thanks to the slightly wider 160 mm rear tire). A real plus when the pace picks up. With an engine that revs nicely between 5,500 and 8,000 rpm, the bike gives its best, while the slipper clutch shows its best side with nervous downshifts until the next corner. Very funny !
Conclusion
After this day of testing, we are navigating a bit between two waters. On the one hand, it’s hard not to fall in love with these beautiful machines, accessible and well thought out, with their pleasant saddle position, their maneuverability, their easy-to-read and handle TFT screen and their excellent tires. series. Thanks to their respective prices (€7,599 and €7,999, from late August at dealerships), the TRK 702 and TRK 702 X are certainly solid options for budget-conscious riders. On the other hand, you have to wonder if you can settle for insufficient suspension, an uninspiring engine and performance that is not suitable for off-roading. And if not, all you have to do is save more for a slightly more powerful and exciting alternative. What is not lacking in the highly competitive mid-range trail segment…
Data sheet Benelli TRK 702 (X)
ENGINE
Type – liquid-cooled, parallel-twin, DOHC
Displacement – 698cc
Carburation – electronic injection
Clutch – multi-disc
Gearbox – 6-speed
Final drive – by chain
SERVICES
Maximum power – 70 hp @ 8,000 rpm
Maximum torque – 70 Nm @ 6,000 rpm
ELECTRONIC
Engine – /
Chassis – ABS (non-disconnectable), LED lighting, TFT screen
CHASSIS
Chassis – lattice steel
Fork – 50mm UPSD
Suspension – single shock, spring preload adjustable for damping, compression and rebound
Travel – 140mm / 154mm (173mm)
Front brakes – dual 320mm discs, two-piston floating calipers
Rear brake – single 260mm disc, single piston floating caliper
Tires – 120/70ZR17, 160/60ZR17 (110/80-R19, 150/70-R17)
FEATURES
Wheelbase – 1,505mm
Seat height – 790mm (835mm)
Operating weight – 232 kg (235 kg)
Tank – 20 liters
PRICES & INFORMATION
Price – €7,599 (€7,999)
Info – www.benelli-motos.be
