Review: 2025 Benelli TRK 702 X
There is an increasingly common business practice unfolding in the motorcycle world these days. Once-troubled, even shuttered manufacturers with storied histories (Morbidelli, Moto Morini, etc.) are being given new life courtesy of China.
It would seem the Chinese understand it is in everyone’s best interest to shore up an existing, revered brand as opposed to starting from scratch with a wholly foreign name.
Such is the case with Benelli. Founded in Pesaro, Italy, in 1911, the brand enjoyed a great deal of racing success. It established itself as a forward-thinking marque, introducing a host of innovations over the years.
However, given the fierce dynamics of two-wheel commerce, Benelli suffered against the onslaught of competition and, in 2005, was acquired by the Chinese Qianjiang Motorcycle. Production continued in the original Pesaro factory until 2015, when Benelli was bought by the Geely Holding Company. Although design efforts continue to be handled in Italy, manufacturing is carried out in China.
The New Product
Benelli has introduced several new models to usher in their renewed lease on life. At the center stage is the TRK adventure line-up, which comprises the 502, 702, and 902 models. Each comes in standard and X models, the X delineating a 19-inch front wheel, stiffer suspension, and on-/off-road tires. Without question, their most appealing aspect of the TRKs is the attractively low price tag.
I tested the 2025 TRK 702 X over six days participating in the 2025 MotoGiro d’Italia. Following my experience, I can say the Benelli is bare bones. Sans any rider assistance or engine modes (save for ABS), the TRK is wonderfully uncomplicated.
An electronically fuel-injected, liquid-cooled 698cc DOHC parallel-twin engine (four valves per cylinder) delivers adequate punch with 70 ponies and 51 lb-ft of torque, but it is a little jerky just off idle. A removable six-speed transmission provides well-spaced ratios and is augmented by a wet slipper clutch with a torque converter, which reduces rear wheel hop under aggressive engine braking. The shifts are concise, but somewhat clumsy'd-up by a long lever throw.
A trellis frame and aluminum swingarm comprise chassis elements, supporting a monoshock (rebound and compression adjustment) with 1.9 inches of shaft movement, translating to 6.8 inches of rear wheel travel. A 50mm inverted fork provides 5.5 inches of travel, with factory settings proving more than capable response.
Brakes consist of dual 320mm rotors with four-piston floating calipers in the front and a single 260mm/two-piston unit in the rear. Alloy spoke wheels (19 inches front, 17 inches rear) are fitted with Pirelli Rally STR tires.
The TRK 702 possesses very accommodating ergonomics. With minimal knee bend, the rider triangle provides a relaxed riding position.
The 32.6-inch-high seat is firm but comfortable. The bike’s light weight of 489 pounds dry makes getting it up onto and off the standard center stand a breeze.
Test Ride on Italian Roads
The cold-blooded TRK appreciates a little warm-up. With no rider aids to mess with, you just have to snap it into gear and go.
Everything works simply and cleanly with the Benelli. The bike is happy either cruising at low rpm or being pushed a bit.
Clicking through the gears feels easy and straightforward. There’s a genuine rush available if you want to push it, the engine offering a generous spread of power that torques up nicely and evenly.
I was pleasantly surprised by how planted the bike feels. There are no mysterious quirks in the chassis; the TRK responds to rider inputs organically with precise turn-in and predictable response, all inspiring rider confidence.
The brake configuration serves the Benelli quite well, courtesy of the bike’s light weight. I noticed some brake fade over the course of a rather elongated dash on a twisting road, but truth be told, I was somewhat aggressive.
It was during this rather rambunctious outing that the ABS exhibited its one quirk—if the rear end gets too light, the wheel is prone to locking up. Surprisingly, aside from this issue, there was no noticeable oscillation with the ABS managing distribution between the front and rear calipers under hard braking or on a slippery road surface during my one rainy day.
Riding off-road in the standing position, the TRK has a slightly stilted feel. The grips (in factory placement) feel like they are under you. Additionally, foot reach and angle to the rear brake becomes forced in the standing position. The cockpit is relatively turbulence-free, even at higher speeds, despite the non-adjustable windscreen being relatively small.
Despite some rather lusty runs of heavy throttle application, the TRK consumed fuel like a bird. I do have a complaint about the fuel gauge, though. Below half a tank, it becomes a somewhat harebrained instrument that—when the tank’s contents slosh forward under heavy braking—excitedly flashes that you are out of gas.
Once the bike was level again, it revealed I still had three full bars. It’s a little disconcerting. To avoid any anxiety, I opted to top up once the tank started flirting with that skittish halfway point.
It was refreshing to not have to choose between engine modes or adjustable brake and traction control settings. The Benelli represents a pleasant return to the basics of riding, clean and simple.
Adding to the simplicity is the good old-fashioned ignition key. Once you’re underway, you always know where it is.
The headlight is a double LED module, and the handlebar controls are backlit, making finding switches (not that there are many) in the dark easy.
The five-inch TFT color display carries all pertinent information, and has Bluetooth connectivity with USB and USB-C sockets. However, the tachometer is a little behind actual engine rpm, like a slightly out-of-sync looped Italian western. Also, the neutral indicator had its play with me a number of times, giving me the big green N at stoplights, only to stall the bike when I let out the clutch. Go by feel, not indicator.
The bottom line with this bike is, in fact, the bottom line. With an MSRP of $8,499 (standard $7,899), the 2025 Benelli TRK 702 X is a lot of motorcycle for the money.
It’s an uncomplicated and good-looking motorcycle with great functionality. The price point will undoubtedly allow a good number of people (new riders, returning riders, perhaps those interested in trying ADV riding) the opportunity to get out into life’s adventures.
Technical Specs
+tremendous dollar-for-dollar value, build quality, performance
–unreliable fuel gauge and sluggish tachometer
Distributor: Benelli
MSRP: $8,499
Engine: liquid-cooled, DOHC, parallel-twin, 8-valve, 4-stroke
Displacement: 698cc
Power: 70hp @8,000rpm; 51lb-ft @6,000rpm
Transmission: 6-speed, wet slipper clutch
Weight (Dry): 489lbs
Seat Height: 32.6in
Fuel Capacity: 5.2gal
Fuel Consumption: 48mpg (average as tested)
Color: Metallic White/Red, Dark Gray/Hi-Viz Yellow