Benelli TRK 502 vs Kawasaki Versys 650 vs Suzuki V-Strom 650XT: Spec Comparison

Modified On Mar 20, 2019 By Praveen M. for Benelli TRK 502

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Benelli’s upcoming adventure tourer will face some serious competition in the middleweight segment. Let’s see how it holds up against them on paper

After Benelli announced its tie-up with Hyderabad-based Mahavir Group, the Italian bikemaker also revealed that it will be launching the TRK 502, among other new products by the end of 2019. With Kwasaki's Versys 650 already on sale in India and Suzuki planning to bring in the V-Strom 650XT in the next couple of months, the competition will only intensify for the TRK 502. We pit the Benelli against the V-Strom and the already-existing Kawasaki Versys 650 on paper to find out if it makes a strong case for itself.

Design & Features:

Both the Benelli TRK 502 and the Suzuki V-Strom 650XT have typical ADV styling, complete with beak-like front fender, hand guards and pretty intimidating overall dimensions. The Versys, on the other hand, is relatively compact and its twin headlight design is a bit similar to its road-biased cousin, the Ninja range. The TRK makes do with a fixed windscreen, whereas the V-Strom and the Versys have adjustable ones. The V-Strom’s 3-way adjustable screen requires tools, but the Versys’ does not. Suzuki also offers a 12V DC outlet right below the instrument cluster as standard fitment. Speaking of which, all the three motorcycles feature an analogue-digital combo cluster with the regular trove of information.

When it comes to electronic aids, the TRK and the Versys only have ABS as standard fitment. Suzuki, on the other hand, offers a switchable two-way (High / Low) traction control system as standard in the V-strom, apart from the standard dual-channel ABS. The V-Strom also features low-rpm assist which prevents stalling while riding at low rpms. There’s Suzuki Easy Start System for convenient starts as well. To help the rider ride efficiently, the Versys features an economical riding indicator too.

Powerplant:

Specifications Benelli TRK 502 Suzuki V-Strom 650XT Kawasaki Versys 650
Engine 500cc parallel twin cylinder liquid-cooled DOHC powerplant 645cc liquid-cooled V-twin DOHC engine 649cc parallel twin DOHC liquid-cooled motor
Peak Power 47.5PS at 8500rpm 71PS at 8800rpm 69PS at 8500rpm
Maximum Torque 45Nm at 5000rpm 62.3Nm at 6500rpm 64Nm at 7000rpm
Transmission 6-speed with hydraulic clutch 6-speed 6-speed

When it comes to pure output figures, the V-Strom is the most powerful one, while the Versys 650 has the highest torque output. While all the three motorcycles are powered by sophisticated liquid-cooled engines, the V-Strom is more forgiving, thanks to the inclusion of traction control system. One has to be extra careful while wringing the throttle in the Versys or the TRK as they do not have any electronic aids. Understandably, the Benelli makes the least amount of power and torque, but even then it should be enough for our Indian roads as well as off them.

Underpinnings:

Specifications Benelli TRK 502 Suzuki V-Strom 650XT Kawasaki Versys 650
Front Suspension 50mm upside down forks with 135mm travel Telescopic front forks with 150mm travel 41mm inverted forks with adjustable rebound and preload with 150mm travel
Rear Suspension Preload adjustable monoshock with 45mm suspension travel Link-type Monoshock with rebound and remote preload adjuster Off-set monoshock with remote preload adjuster with 145mm wheel travel
Front Brake Dual 320mm disc with ABS Dual 310mm discs with ABS Dual 300mm petal discs with ABS
Rear Brake 260mm disc with ABS 260mm disc with ABS 250mm petal disc with ABS
Front Tyre 120/70 - ZR17 on aluminium alloy 110/80 - R19 tubeless tyres on spoke wheel 120/70 - ZR17on alloy wheel
Rear Tyre 160/60 - ZR17 on aluminium alloy 150/70 - R17 tubeless tyres on spoke wheel 160/60 - ZR17 on alloy wheel

The Versys offers adjustable suspension on both ends, while the other two get adjustable suspension only at the rear. The V-Strom’s rear suspension is slightly more upmarket as it offers rebound adjustment as well. Despite making least amount of power, the TRK gets the biggest brakes. However, its efficiency can be determined only after a thorough road test once the bike is launched. Suzuki has cleverly employed specially designed spoke wheels which allows the fitment of tubeless tyres. This offers the best of both worlds - impact absorption and better puncture management. The larger front wheel size on the V-Strom should also aid in off-road dynamics. The tubeless tyres on the other two bikes are shod on 17-inch aluminium rims, which aren’t exactly apt for hardcore off-road riding.

Dimensions:

Specifications Benelli TRK 502 Suzuki V-Strom 650XT Kawasaki Versys 650
Wheelbase 1525mm 1560mm 1415mm
Ground Clearance 190mm 170mm 170mm
Weight 235kg in running order 216kg, kerb 216kg, kerb
Fuel Tank Capacity 20 litres 20 litres 21 litres
Seat Height 800mm 835mm 840mm

The V-Strom has the longest wheelbase, which should result in high-speed stability. However, when it comes to ground clearance and accessibility for shorter riders, the TRK wins hands down. Benelli has managed to keep the ground clearance ample, and at the same time, the seat height is also accessible enough. For perspective, the TRK’s seat is only as high as the Royal Enfield Himalayan’s! But the TRK’s weight is considerably higher than the other two bikes.

Pricing And Verdict:

The Benelli TRK 502 is likely to cost Rs 5 lakh, whereas the V-Strom 650XT may command a price tag of Rs 6-7 lakh. The Versys 650, on the other hand, retails for Rs 4.69 lakh (all prices, ex-showroom).

The Kawasaki Versys 650 seems to offer good value for money, especially considering the engine capacity and power figures. However, the most rounded package seems to be the V-Strom, thanks to its electronics and off-road centric underpinnings. The TRK seems to be apt for rookie riders who do not have the experience of riding big, powerful ADVs. Benelli will be launching the aluminium spoke-wheeled variant of the TRK, called the TRK 502X some time after the launch of the standard variant. It should be a good choice for those who are looking for a mid-capacity ADV with good off-road prowess.

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