BENELLI TRK 502X
FULL TEST
P104
The resultant short, compact wet-sump engine's
cylinders are inclined forward by 20°, sitting on
robust-looking crankcases. The double overhead
camshafts are chain-driven up the left side of the
engine, with the paired 25mm inlet valves and
22mm exhausts. Compression ratio is 11.5:1. With
a cable throttle rather than ride by
wire (RBW), there's no choice of
riding modes, nor any other elec-
tronic rider aids beyond the Bosch
ABS required for Euro 4 compli-
ance. Simple is best, is the QJ
mantra, which, at such a low price
point, is surely acceptable. Fitted with a single
injector for each of the twin 37mm throttle bod-
ies made in-house by QJ in China, the Benelli's
parallel-twin engine, weighing 143.3 pounds
without throttle bodies, carries a single counter-
balancer positioned in front of the crankshaft, and
gear-driven off it.
This results in a jewel of an engine that's uncanni-
ly smooth once you thumb the starter and it booms
into life, settling to a high 1400-rpm idle speed with
a very individual audio soundtrack for today, via the
2-1 exhaust's single silencer exiting on
the right behind you. This Benelli sounds
like a modern Chinese-built Italian re-
interpretation of a classic British 500cc
parallel-twin of yesteryear with a 360º
crank—something the current Triumph
Bonneville and Norton Commando don't
provide, with their 270º pseudo-V-twin crank throws.
And thanks to that balance shaft there's zero ad-
verse vibration at any revs on the TRK 502X.
Initial pickup is even better from low down be-
cause of the remapped fueling, and also because
The 502X's tubular steel
spaceframe, plus Chinese-
made suspension and
brakes deliver light, precise
handling with good ride
quality, now that the previous
flawed rear suspension
has been fixed.
