Benelli 502C motorcycle test

Menus

• Mini-Diavel in disguise
• Parallel twin of 499.77 cm3, 47.6 hp and 46 Nm, A2 compatible, 220 kg full facts, 6,390 euros
• Discovery
• In the saddle
• On the road
• Highways
• In the city
• Cycle part
• Braking
• Consumption
• Comfort / Duo
• Conclusion

Mini-Diavel in disguise

Parallel twin of 499.77 cm3, 47.6 hp and 46 Nm, A2 compatible, 220 kg full facts, 6,390 euros

The Chinese owner of Benelli, Qianjiang, continues to expand its wide range of motorcycles produced in China, but badged with the name of the oldest Italian motorcycle brand still in existence: Benelli or more precisely Benelli QJ (official name). The manufacturer has rolled out over the past 12 months an increasingly wide range of new models, at attractive prices, well designed, stylish and in different displacements..

Test of the Benelli 502C

Among these, we find a Cruiser with the new 502C which joins the Leoncino 500 roadster and its bestseller TRK502 / X. It is a cheeky attempt to put on the market a medium displacement "Power Cruiser", especially if it shamelessly takes the style of the Ducati Diavel.

However, the 502C is powered by the same parallel twin as the TRK / Leoncino duo and as such is more of a direct competitor to the India-built Harley-Davidson 500 Street which has reached top sales in some countries. where it is marketed. A fun rivalry in light of the recent announcement of the US No.1 who asked QJ to collaborate on the production of a 338cc single cylinder intended to attack the Chinese market by the end of 2020 and arguably d ” other Asian and Western markets thereafter.

The 502C cultivates its resemblance to the Diavel

Discovery

Developed in Italy by the engineering team led by Stefano Michelotti – the R&D manager at Benelli – but manufactured by QJ in its 670,000 m factory² located in Wenling, China, the 502C entered production with full Euro4 compliance, with Bosch two-channel ABS and available in three colors, all with a black frame and priced competitively at 6,390 euros in France, i.e. same as the Leoncino and TRK. This also includes full LED lighting whether for the aggressive front headlight or the turn signals that seem almost out of the Rizoma catalog. The taillight set also includes one that lights up the rather sleek Benelli name..

Benelli 502C taillights

The development of the 502C began three years ago, at the end of 2016. At the time, the engineers chose to start from the tubular steel trellis frame of the TRK502 in which the parallel twin is integrated as a supporting element to completely modify it. geometry by offering a wheelbase of 1,580 mm much longer than the 1,520 mm of the TRK. The 502C therefore does not take over the cycle part of the Leoncino, which would have been a simpler solution..

The tubular mesh is taken from the TRK502

This was partially achieved by opening the non-adjustable 41mm inverted fork and working 135mm at an angle of 27.5 °, which is 2 more than the TRK, with a 108mm offset. At the rear, the tubular steel swingarm supports a central monoshock cantilever offering 50mm stroke and 125mm rear wheel travel, with no damping adjustment but only spring preload. It is important to point out here that the entire suspension and brake package is made by QJ in China, just like the engine, the frame, the wheels, the trim or even the lamp. The manufacturer specifies that unlike European brands, the Chinese market does not have an equivalent to European suppliers and everything must therefore be done internally..

The rear shock absorber is adjustable in preload

The positioning of the new Benelli model as a sportcruiser rather than a stripped-down Chinese custom is confirmed by the two 280mm front discs pinched by radial calipers paired with a 240mm rear disc and dual piston caliper. For this reason, the 17 inch front and rear wheels (instead of 18/19 "on a custom) are made of aluminum alloy and shod with Pirelli Angel ST tires. We just regret the 160/60 rear tire. relatively narrow (on a 4.5 "rim) while a 180 wide tire would have given this disguised Diavel a greater visual presence without affecting its handling.

A rear tire of 180 instead of the 160 would have added a little more presence.

The 502C’s eight-valve, liquid-cooled parallel twin engine measures 69 x 66.8mm with a displacement of 499.77cc. This is the second of three new twin cylinders designed since 2012, starting with that of the BN302 (produced in 2015), the third being the 750 cm3 unveiled at EICMA 2017 and which will arrive in dealerships with the 752S by end of the year.

The engine of the 502C is mechanically identical to that of its sisters with the same 360 ​​° timing, therefore with the pistons which go up and down together like the Triumph and Norton twins of the great era. By the way, the 502C is a bit of a modern version of the British 500cc parallel Norton / Triumph / AJS / Matchless twin … but made in China and with an Italian design..

The 499.77 cc Benelli twin

The resulting short, compact, wet-sump engine design is aesthetically pleasing, as already demonstrated by the Leoncino on which it is clearly visible. Curiously this is not the case here on this "Cruiser" model where the look is nevertheless essential and this because of the large tank and the various covers which cover the liquid-cooled cylinders inclined forwards by 20 ° which surmount a housing on which the wet clutch of the six-speed gearbox is attached.

The maximum power of 48 horsepower is delivered at 8,500 rpm with 46 Nm of torque at 6,000 rpm, just like on the TRK and Leoncino. Logically, the new Benelli meets European standards which limit access to "young" drivers to the A2 license and to a maximum power of 35 kW..

The double silencer of the Benelli 502C

With a cable throttle rather than a ride by wire, the 502C offers no choice of driving mode, nor any electronic assistance device apart from its deactivatable Bosch dual-channel ABS. The simpler the better – the mantra of QJ – is quite acceptable at such a price. With Bosch control software and a single injector for each 37mm throttle, the parallel twin weighs 65kg. The only differences with the Leoncino’s engine, with which it shares the same long five-liter airbox, are in the exhaust system, cam timing and engine mapping revised by the Bosch ECU. If the maximum power is the same, the 502C will deliver power over the entire range of 2,000 to 7,000 rpm. Suddenly, the arrival of the couple is more linear. In the end, this therefore optimized fuel consumption.

The selector of the Benelli 502C

In the saddle

By getting on board the 502C, we discover a low seat at only 750 mm high, which makes it an attractive model for all sizes. We have a natural driving position, with room. And despite the low saddle height, tall people won’t be cramped either. In the end, the ergonomics allow you to feel good on it and in contact with the bike, which reinforces confidence. Although its design is very neat with this domed rear, the saddle would have deserved a thicker padding. After three hours in the Benelli cruiser, I started to feel some numbness. This applies in particular to the fairly upright position of the 502C compared to comparable models because we are seated much further back, with huge footrests 30 cm further than on the TRK and also higher to prevent the heels do not scrape the asphalt in the turns. This is still possible thanks to the grip of the Pirelli tires and the assured handling of the model definitely more "sport" than "cruiser"..

The driving position is quite upright

On the road

Making cliff-edge bends on the hairpin bends of the Strada Panoramica, which runs along the Adriatic coast between Benelli’s headquarters in Pesaro and the seaside resort of Cattolica, has revealed a motorcycle that is both engaging to ride and unlikely to handle. for a cruiser. And this despite the very relaxed driving position. The huge fuel tank has recesses for the knees, which allows them to wedge them against the sidewalls. It is then enough to take advantage of the wide handlebars to send the 502C from left to right in the virolos.

The Benelli 502C is quite agile

As on the TRK and Leoncino, the engine shows great flexibility as soon as the starter is pressed. It immediately comes to life, settling on idle at 1,400 rpm and offering this particular sympathetic sound from its 2-1-2 exhaust which runs on the right flank. Thanks to the balance shaft, you don’t feel any vibrations in the saddle, the handlebars or the footrests, just a few tingles above 7,000 rpm, but not enough to be tiring in the long run.

Test of the Benelli 502C on the road

This vigorous engine is both torquey and forgiving, with a rumble apparently more medium than on the Leoncino. A good point because of the stature of the 502C which displays 220 kg all full (197 kg dry) compared to the 207 kg full made of the Leoncino and its 12.7-liter tank. The cruiser sends copiously from 2,000 rpm, but with a smooth recovery when you start with the butterflies closed. A sweetness that should serve as a model for other manufacturers. Indeed, the injection mapping of Benelli is flawless, especially when I think back to the jerky acceleration and the arrival of power by waves of the first Chinese Benelli that I tested a little over 4 years ago. years, the BN600. It’s almost an achievement for QJ who can thank Bosch for getting there.

The 502C picks up from 2,000 rpm linearly

Highways

The acceleration of the 502C is as good as that of the lighter Leoncino, with the same short gear ratios and 100 km / h reached in the last gear at 5,500 rpm and at a comfortable cruising speed of 120 km. / h at only 6,500 rpm. At no time in the speed range does the engine seem to be in difficulty thanks to the wide distribution of torque. The choice of the speed at which to resume is therefore less important. The six-speed gearbox is very smooth. And you stay aware of what’s going on at all times thanks to the exhaust’s invigorating, evocative and distinctive tone: there is literally nothing quite like the sound and feel of the Benelli parallel twin..

In 6th, the 502C cruise at 120 km / h at 6,500 rpm

You should never need to mess with the 10,400 rpm breaker in real driving conditions and I’ve found that upshifting to 7,000 rpm allows you to ride that adorable torque curve in relax mode; one has the impression of piloting a machine with a larger displacement than a twin-cylinder of 500 cm3. Almost deserves to be compared to a Moto Guzzi V50 from yesterday, but with a little more oomph.

Test of the Benelli 502C on expressways

In the city

The front brake lever is adjustable in four levels, but this is not the case of the cable clutch one whose progressiveness makes the Benelli an easy bike for beginners and less experienced riders..

The clutch, soft, is pleasant in town

The mirrors are well designed and offer excellent rearward vision without vibrations. What is less satisfactory is the position of the yet very readable digital counter, supplemented by a large gear indicator engaged above the speedometer in the center of the device, plus an analog tachometer and engine temperature, fuel level, time, odometer and two partial trips. But as on the Leoncino, it is impossible to see the information in direct sunlight because of the reflections, including the speed, which quickly becomes disabling in a country surrounded by automatic radars like Italy or France. You can’t tilt it to avoid reflections, like on the new LiveWire. QJ had promised to fix the problem a year ago, but this is still not the case while others know how to do it, notably KTM on the same price range. But for now, it’s dangerous. How is it that the QJ testers did not note this point during the development on the pre-series models? ?

The screen reflects all the reflections, too bad its ergonomics are good

Cycle part

A key factor in the driving pleasure that the 502C provides is handling and the right suspension settings. Benelli QJ continues its learning curve when it comes to braking and damping. The rear of the bike is a little less accommodating than that of the Leoncino and therefore hopped over the biggest bumps in the pavement of the Cattolica promenade along the Adriatic beaches, but not enough to make me deviate from my straight path that took me to the local Cafe. Pirelli Angle ST tires mounted on made-in-QJ aluminum alloy rims, a 120 / 70ZR17 on the 3.5 "front rim and 160 / 60zr17 on the 4.5" rear, deliver a reassuring degree of grip on the wheels. dented coverings of the Strada Panoramica.

The geometry has been revised with a slightly more open fork

Braking

This relatively conservative geometry intended to give customs a cool look also ensures extra stability in fast curves without sacrificing agility in tighter turns. And the two 280mm floating discs pinched by radial 4-piston calipers work very well here on a front-footed motorcycle like this one. Despite the radial mounting of the calipers, braking does not display a strong bite at first, but is useful enough when needed without the need to over-tighten the lever. Above all, it is very easy to measure. The rear double piston caliper and its 260 mm disc are on the other hand a bit light, especially as cruiser users tend to favor the rear to the detriment of the front..

The front calipers lack a bit of bite

Consumption

We were unable to accurately measure fuel consumption on this test. Benelli promises a combined consumption of 3.7 liters per 100 km which, coupled with the 21.5-liter tank, would offer 580 km of range. Even at a more sustained pace with a consumption of 5 liters, it would thus be possible to easily exceed the 400 limits, largely sufficient for the purpose of this machine..

The imposing tank offers a capacity of 21.5 liters

Comfort / Duo

The 502C’s wide rear handlebars offer that upright stance slightly above the enormous 21.5-liter tank that marks its style and contrasts sharply with the smaller tanks of any Harley, for example. Here we find almost double the capacity compared to the 12.7 liters of the Leoncino. Even the tank of the TRK502 measures only 20 liters. The 502C is potentially capable of reaching 580 km of autonomy, enough to afford long trips! Benelli wanted to offer a different style and more autonomy. The contract is fulfilled, but one wonders how many bikers will want to use such a machine for long trips given the lack of attachment points for the luggage and this tiny folding seat for the passenger? Especially since the saddle, although very beautiful, quickly shows signs of discomfort..

The saddle is firm in the long run and is not really suitable for the duo

Conclusion

The build quality of the 502C appears rather high for a motorcycle in this price range. Once again, the finish of the Benelli twin is good and offers a level of finish more and more close to European productions. You don’t feel like you end up with a motorcycle that you’ve tried to reduce manufacturing costs. But the real test will be in the long term and its ability to withstand daily wear and tear..

Just like the TRK 502 and Leoncino at the same price, the Benelli 502C is a good value for money motorcycle. It is a cruiser accessible to all, both in price and in driving. Even those with a little more experience will appreciate its dose of character. Its other asset is that it is practically alone in its segment since on the midsize there are only a handful of models like the Honda CMX 500 Rebel sold at the same price, the Kawasaki Vulcan 650S or the Harley Street 750, the 500 having never been marketed in France.

Strong points

• Torque motor
• Twin sound
• Accessibility
• Price / quality ratio
• "Power" Cruiser for A2

Weak points

• Slightly light braking
• Meter unreadable in the sun
• Saddle comfort

The technical sheet of the Benelli 502C

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