Benelli TRK 502 and Honda CB 500 X in the test

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Benelli TRK 502 and Honda CB 500 X in the test

Benelli TRK 502 and Honda CB 500 X in the test

Benelli TRK 502 and Honda CB 500 X in the test

Benelli TRK 502 and Honda CB 500 X in the test

Benelli TRK 502 and Honda CB 500 X in the test

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Benelli TRK 502 and Honda CB 500 X in the test

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Benelli TRK 502 and Honda CB 500 X in comparison test.

Benelli TRK 502 and Honda CB 500 X in the test

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The Benelli looks almost massive with its lush cladding front. The tank rises up in front of the driver.

Benelli TRK 502 and Honda CB 500 X in the test

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An analog tachometer isn’t the worst. The Benelli cockpit at least offers a gear indicator.

Benelli TRK 502 and Honda CB 500 X in the test

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320 double disc with four-piston radial pliers, a lot of effort for average braking effect and controllability.

Benelli TRK 502 and Honda CB 500 X in the test

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Compared to the Benelli, the Honda appears almost delicate, which is also reflected in the driving impression.

Benelli TRK 502 and Honda CB 500 X in the test

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The Honda cockpit delivers a familiar but simple standard. The push buttons are easier to use than on the Benelli.

Benelli TRK 502 and Honda CB 500 X in the test

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Simple solution: single disc and double-piston floating caliper provide a good idea.

Benelli TRK 502 and Honda CB 500 X in the test

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In right-hand bends, the lean angle is generously dimensioned, which is limited earlier to the left by the hard side stand boom.

Benelli TRK 502 and Honda CB 500 X in the test

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Shorter range despite the larger tank. With one consumption, the Benelli manages a range of 513 km.

Benelli TRK 502 and Honda CB 500 X in the test

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Thanks to 41 kg less weight, the consumption of the Honda is just 3.2 liters, which with a tank capacity of 17.3 liters leads to a range of 541 km.

Benelli TRK 502 and Honda CB 500 X in the test

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Nimble cornering is easy for the cultivated Honda.

Benelli TRK 502 and Honda CB 500 X in the test

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Not much separates the two. The CB 500 X appeals with its playful controllability and balance. Among other things, the Benelli scores in terms of braking stability, light and luggage storage. But that’s not enough to win. At the top is the Honda CB 500 X.

Benelli TRK 502 and Honda CB 500 X in the test

A2 travel enduro bikes in comparison

Under the aegis of the Chinese QJ group, the Benelli TRK 502 with a self-designed two-cylinder, which is to be followed by other models, competes in order to gain market share. In the test it challenges the Honda CB 500 X.

Something is happening in the realm of A2-compatible bikes. Benelli is pushing with the under Chinese leadership TRK 502 in this segment. The recipe: 500 series twin cylinders, comfort promising long suspension travel, plus a relaxed seating position plus paneling. Honda uses exactly the same ingredients for the CB 500 X. So on paper the two are pretty close together. How they loll peacefully next to each other on their side stands, however, quickly become clear differences.

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Benelli TRK 502 and Honda CB 500 X in the test

Benelli TRK 502 and Honda CB 500 X in the test
A2 travel enduro bikes in comparison

Benelli integrates their pilot

A really stately appearance is the Benelli, with a lush, travel-Endure disguise and a duck’s bill. The Honda appears more delicate, more compact. An impression that the seat sample underlines.

The Benelli driver has a lot of motorcycle in front of and around him. He literally rests in the motorcycle, bedded like in a TV chair. Upright, legs placed far forward on the rests. Relaxed, but somewhat at a distance from the front wheel. The Honda driver sits more on his machine with the same low seat height of 800 mm. Gathered, with a sporty flair, much more active and more oriented towards the front wheel, with more bent knees. The beautifully narrow tank also enables closer contact with the machine.

Starting even after inhospitable nights does not cause either problem. The Honda starts work a little more spontaneously and more readily with lower idle gas. Starting is child’s play thanks to the easy-to-dose couplings. At this point it should be mentioned that the test Benelli is the same one that went through the top test (issue 23/2017) and had the rigors of a few thousand test kilometers behind. Therefore, in fairness, it came to this test freshly inspected, with new linings for the clutch and the newly bled brake.

Honda runs smoother

Both complete city speed in sixth gear without complaint, with the Honda Twin accepting even lower speeds. If the Benelli twin shows a decent running culture, at least up to medium engine speeds, the Honda engine runs a class smoother. Vibrations, mechanical expressions of life and the comfortably rumbling exhaust noise thanks to the 180 degree crank pin offset are pleasantly muffled. Even at high speeds, where the China twin sends hard vibrations through the seat and the rest. Overall, the Honda two is more well-behaved and supple.

A fine drive. Provides a performance curve as if drawn with a ruler. It is surpassed by the Benelli up to around 7000 rpm. But thanks to an almost unbelievable 41 kilograms less weight, the Honda is practically on par in terms of performance. In addition, it works much more lively at the highest speeds and turns brightly up to the limiter, where the TRK listlessly turns to the end. Throttle response and load change, on the other hand, both master amicably well.

Handling, chassis, grip

But it is astonishing that the extreme weight of the Benelli is not so clearly reflected in the handling. She gives in quite willingly, but wants to be brought into lower lean angles and held with the leading hand on the handlebars.


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Shorter range despite the larger tank. With one consumption, the Benelli manages a range of 513 km.

Nevertheless, the handling rating goes clearly to the Honda. A good 40 kilograms less and ten centimeters shorter wheelbase allow the CB to fall more loosely in curves, and change lean angles more assiduously. Although it does not follow its line in a completely neutral manner, it requires less effort on the handlebars.

This becomes clear when lane faults cross the path of the two. Then the Benelli starts moving noticeably more. Which is also due to the inharmonious suspension tuning. The non-adjustable fork is tightly dampened, especially in the rebound stage, while the shock absorber is rather soft. But without donating excessive comfort. It reacts insensitively and stubbornly to short bumps. The Honda appears much more harmoniously balanced, with the front and rear working much better hand in hand. The shock absorber responds more finely to small bumps, but is also quite buttoned up on short hard edges.

Nevertheless, the CB appears more determined and direct and therefore more dynamic when it comes to the choice of line. At least on dry roads. When it comes to grip, Benelli, which is soled with Pirelli Angel ST, clearly has the better cards than the Honda with Dunlop Trailmax tires.

Wind protection, light, consumption, braking power

Even in bad weather, the Benelli can play a trump card: its lush fairing protects the passengers from the onrushing wind, while the small Honda windshield offers turbulence-free, but rather discreet wind protection.


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Thanks to 41 kg less weight, the consumption of the Honda is just 3.2 liters, which with a tank capacity of 17.3 liters leads to a range of 541 km.

Anyone who has to go home at night will also be happy about the neat cone of light that the conventional Benelli headlights put in front of the front wheel. On the other hand, the radiance of the Honda LED light is rather disappointing. And 20 liters of tank capacity help the Italian, built in China, achieve an impressive 513 kilometers of range thanks to a moderate consumption of 3.9 liters.

And is still outstripped by the Honda. Despite the smaller tank volume of 17.3 liters. A very modest 3.2 liters are sufficient for 100 kilometers, which extends its range of action to 541 kilometers.

When braking, however, the Benelli should wipe out this notch, after all, it has an impressive double disc system with four-piston radial calipers on the front wheel, and it shines with excellent braking stability. And freshly serviced, the brake system now provides a clear pressure point. But still only average braking distances. In addition, the initial response is rather restrained, and after a few hard braking, the brakes tended to fade despite two 320 discs. Does a lot help a lot? Not in this case. Because the single disc with the simple double-piston floating caliper of the Honda does its job better. More spontaneous, non-biting response, clear pressure point and more powerful deceleration let this point go to the Honda. Even if the rear wheel of the Honda sometimes dances out of line when the brakes are hard and does not stay on track as well as with the Benelli, whose ABS can also be switched off.

In terms of braking stability, the point goes to the Benelli, in terms of braking effect and dosage, the Honda is ahead.

Equipment of the two A2 travel enduros

The TRK works out slight advantages in the chapter on equipment. Neither of them can serve with a main stand. But the Italian comes up with USB sockets, luggage racks and hand protectors – although they are at risk of breaking if they fall due to the lack of an aluminum core. In general, the luggage storage on the narrow rear of the Honda is limited, as is the comfort for the pillion passenger, who finds a really relaxed place on the Benelli. The TRK 502 does a lot of things right. The more balanced, harmonious motorcycle, however, is the Honda, which clearly puts the cheeky intruder in their place.

MOTORCYCLE test result

1. Honda CB 500 X
The CB 500 X pleases with its playful controllability and balance. With the economical, easy-revving and powerful twin, Honda has created an excellent engine. The surcharge of around 600 euros is well invested, not least because of the clean workmanship and quality of the surfaces.

2. Benelli TRK 502
The Benelli can score in some chapters. With braking stability and light as well as luggage storage, wind protection and range. It also offers plenty of space for the passengers. In terms of finish, chassis and balance, as well as the brakes, there is still some catching up to do.

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