The 2026 Benelli TRK 702X is a middleweight adventure bike that follows the standard formula with a 698cc parallel twin, wire-spoked 19-/17-inch wheels, and Pirelli Scorpion Rally STR tires. Benelli keeps things simple by doing without ride modes, traction control, cruise control, and a quickshifter. That simplicity helps explain the TRK 702X’s $8999 price tag, which appeals to budget-minded buyers looking for a middleweight adventure bike. We came away impressed with the TRK502X and TRK502 when we tested them. We noted that the chassis could handle more power, so we wanted to see whether the bigger TRK measures up.
The X is positioned as the more off-road-ready version of the TRK 702. The standard 702 rolls on 17-inch cast wheels at both ends with Pirelli Angel GT sport-touring tires. In addition to the larger-diameter front wheel, wire-spoke wheels, ADV rubber, and a centerstand, the X has 0.8 inches longer rear wheel travel, helping lift the seat height 1.8 inches and add 1.2 inches of ground clearance. The upgrade to X adds $500 to the price tag compared to the TRK 702 sport-tourer.
Seated ergonomics are upright, natural, and ready for long rides. The semi-wide, high-rise handlebar provides an authoritative position from which to command the 702X, and the footpegs are back just far enough to encourage a sporty ride and allow easy standing when necessary. The rider triangle is alert, though one you can relax into when enjoying the scenery along casually winding backroads. The two-piece rider/pillion seat is firm, yet comfortable, leaving room for the necessary shifting of your weight on long rides. Benelli lists the seat height at 32.9 inches. That has me on tiptoes with my 30.5-inch inseam. I can manage the slow-speed gas station and red light situations just fine, but off-road I’m more aware of my inseam handicap.
Standing ergonomics fit my five-foot-six frame and provide confidence off pavement. Up on the pegs is a natural position for me when conditions get bumpy or slippery, so I was happy to find the somewhat rangy TRK 702X isn’t ‘too big’ for me. I don’t need to hunch to comfortably reach the handgrips and am still able to grip the bike with my knees. There is no hunting to shift, but using the rear brake requires some nuance. There is a small wire loop guard on the inboard side of the brake pedal that gets in the way when actuating the pedal. Presumably, it’s there to keep your boot from getting wedged between the engine case and the brake pedal.
Once it is rolling, the TRK feels lighter than the 489-pound curb weight suggests, and it is well balanced at low speeds. The heft is most noticeable when pushing the bike around a parking lot or garage, especially if your inseam is on the shorter side. The standard centerstand is easy to use, which makes chain maintenance and wheel removal simple, though I leave that job for the men, so they feel useful.
A 698cc parallel twin powers the TRK 702X. The liquid-cooled, DOHC engine features an oversquare 83 x 64.5mm bore and stroke. The EFI uses 41mm throttle bodies, while a two-into-one exhaust handles the spent gases. Benelli claims 69 horsepower at 8000 rpm and 52 lb-ft of torque at 6000 rpm. The engine runs smoothly, with a pleasant twin-cylinder pulse from the 180-degree crank under acceleration. Rapid downshifts or hard braking produce a sputtering bark, which is a little TRK personality that I quite like.
Power delivery is mild and predictable, and the broad torque curve suits real-world riding. There’s enough pull to move off idle smoothly and join the flow of traffic, and under 4000 rpm the engine delivers an alert and responsive ride in-town. The torque builds linearly until about 4500 rpm. There, it hits a sweet stretch that provides more aggressive acceleration. By 6500 rpm, it flattens out again, just after the torque peak and 1500 rpm short of maximum horsepower.
The six-speed gearbox has evenly spaced ratios that suit the engine. The cable-operated clutch has a light pull thanks to an assist feature. That reduces hand fatigue should you find yourself in traffic, and a slipper feature smooths abrupt downshifts. Despite the shift lever’s long throw, which initially had me missing shifts, a deliberate follow-through yields precise shifting. The TRK 702X has no quickshifter, which I wouldn’t mind having, at least as an option.
Other than ABS, the TRK 702X’s lack of electronic rider aids leaves everything to the rider. There are no ride modes, no traction control, and no cruise control, so you manage everything yourself with the throttle, clutch, and transmission. With the power delivery of the 702X, the lack of electronic goodies isn’t an issue, though the safety net of traction control is one I like. ABS is standard, and it cannot be switched off, which is a drawback off-road, as pumping ABS in the dirt can get scary fast. The ignition is old school, with a cool switchblade-style key in place of a keyless fob.
The TRK 702X balances agility and stability well on pavement. A steel trellis frame and aluminum swingarm make up the chassis, and the more street-leaning 59.3-inch wheelbase provides a planted feel that is still sportingly maneuverable. In tighter canyons, turn-in is precise without being nervous. At speed in fast-flowing corners, I found mid-corner corrections took more effort to overcome the gyroscopic effect of the 19-inch front tire. However, the bike’s wide handlebar provides plenty of leverage to get the job done. The TRK stays stable under hard braking, without excessive ABS intrusion, even with the ADV tires.
The TRK 702X is a comfortable freeway bike. The fixed-height windscreen is small, yet it deflects enough wind over my helmet to allow relatively fatigue-free freeway droning. Handguards add some protection without cooking your hands in the summer. The mirrors give a clear view behind with little vibration and are adjustable on the fly. The wide handlebar and mirrors make lane splitting a bit tighter, which is typically a downside of commuting on an ADV bike. The TRK feels solid at extra-legal speeds, and the seated-in position with legs tucked into the molded tank creates that secure feeling of being at one with the bike. The TRK comes equipped with rubber inserts in the footpegs, which reduce vibration and compact the ergonomics. We promptly removed them to enjoy the reassuring platform of wide serrated steel footpegs and the extra legroom.
The suspension will keep you on the easiest of dirt, if you venture off-road at all. The non-adjustable inverted 50mm fork’s stroke is a meager 5.5 inches, which is not a lot for a 489-pound adventure bike. This kept me on deteriorating paved roads and well-maintained dirt routes rather than jeep trails. The shock, on the other hand, is fully adjustable and handles a more dirtworthy 6.8 inches of travel. For street use, that shock adjustability is helpful when you’re carrying a passenger or cargo. The factory suspension tuning is great on poor-quality pavement, as it absorbs potholes and the like. The damping leans toward firm, so it’s just right for sport-touring adventuring.
The large 320mm front discs are gripped ably by axial-mount Benelli-branded two-piston calipers. The pads engage gently, which I appreciate at lower speeds and off-road. When making time through the mountains and braking demands increase, a firmer squeeze of the adjustable lever delivers adequate stopping power. Supplementing braking with the 260mm rear disc and its plain-wrap single-piston caliper is mandatory when you need to bring speeds down quickly. The rear brake on its own is easy to modulate for slow-speed stops.
The fuel tank holds 5.3 gallons, and Benelli claims 51 mpg. I don’t bother with figuring out my fuel consumption, as your mileage will definitely vary. Regardless, unless you’re cruising at highly illegal speeds or doing a lot of dirt riding, you should be good for 200 miles before you need to pull into a gas station. Rather than relying solely on the sometimes-flaky fuel gauge, keep an eye on the tripmeter and fill up early to avoid unnecessary worry.
A 5-inch color TFT display shows the basics clearly. Although the layout is nice and easy to read, it is bare-bones. If you’re looking for information such as fuel consumption, range, or ambient temperature, you’re going to be disappointed. Maneuvering through the menu via the two switches for setup is not as intuitive as it should be, but it’s negotiable. If you’re keen to use navigation, you’ll need to download the Carbit Ride app and pair your smartphone. Carbit Ride has a $29 annual subscription fee.
The TRK 702X does have some extras. Lighting is all LED, including a dual headlight that performs well at night, and turn signals integrated into the front bodywork. The switchgear is backlit, something appreciated by commuters during short-daylight winters. Handguards, a rear luggage rack, and the centerstand are standard. Outfit the TRK 702X with factory accessories such as aluminum panniers and a top box, and you’re ready for adventure touring. There are plenty of other available accessories, including crash bars, heated grips and rider seat, and a touring windscreen, to equip the TRK for your adventures.
The 2026 Benelli TRK 702X is a straightforward adventure bike with great style at a sharp price. The engine is smooth and easy to use, the chassis is comfortable and predictable, and the Pirelli-shod wire-spoke 19-/17-inch wheels make it ready for dirt roads. At $8999 it is an aggressively priced middleweight ADV that can commute during the week and explore on the weekend. And it looks fantastic with matte Sand plastic and the genre-defining front beak.
Hello and welcome again to the Motos and Friends Podcast. This episode is brought to you by Leod Escapes.
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Aprilia is bringing a scooter to North America, and it’s one designed to appeal to adventure motorcyclists. The SR GT 400 is a mid-size scooter built around a steel motorcycle-style frame, a 399cc single, and off-road-ready hardware. It reaches US dealers as soon as this month. Don Williams and Kelly Callan spent some time riding the Aprilia and were surprised by what they discovered. Is this a real motorcycle or just a good-looking urban scooter?
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Cat McLeod is founder and owner of Leod Escapes, the ultimate tour company for sport-minded motorcycle riders. Cat talks to us this segment about some of his amazing European experiences and tours that include of course, riding some amazing MotoGP tracks on new BMW S1000RRs. If you like what you hear, now is the time to book your trip of a lifetime, so visit LeodEscapes.com to find out more.
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Our guest this episode is Terry Vance, the multiple Motorcycle and Motorsports Hall-of-Famer. Terry is of course the former professional motorcycle drag racer, team owner, and co-founder of the high-performance parts company Vance & Hines. Teejay Adams chats with Terry about his incredible career that includes being the first rider to hit 200 mph in the standing quarter-mile.
Having won this year’s MotoAmerica Mission King of the Baggers championship with Hayden Gillim riding the Vance & Hines factory Indian Challenger, and with Harley-Davidson’s recent withdrawal, Terry gives us his thoughts on where the series might go from here.
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Here’s quick reminder to check out our monthly digital magazine. It’s filled with everything you want to read on motorcycling, including some things you’ve probably not seen elsewhere. It’s absolutely free and you will find it on the Apple App Store and of course on Google Play as well.
Don’t forget to leave us your comments on our social media—we’re on all the usual platforms at Ultimate Motorcycling. We love hearing your feedback… so good or bad, please let us know what you think. If there’s something you’d like us to cover, we’d love to hear those ideas too!
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