Benda LFC 700 Pro Review: Power Cruiser With Showstopper Looks

There are motorcycles that stand out through design. And then there's the Benda LFC 700 Pro.

The 300-section rear tire on an 18-inch rim already looks absurdly wide in photos, but in the flesh it dominates the entire bike. Up front, Benda uses a 130-section tire on a 19-inch rim. Between the two stretches a massive aluminum frame that shapes a large part of the side profile. Combined with the long tank, the low silhouette and the enormous 1,720-millimeter wheelbase, the result is an appearance that instantly draws attention in any parking lot.

Naturally, this inevitably brings to mind the Ducati Diavel V4 and XDiavel V4. The earlier X-Diavel V2 models also come to mind. Yet the Benda appears even longer, even wider and staged even more extremely.

At its heart works a 675cc inline-four with a ram-air system. According to the manufacturer, it produces 86 hp at 10,300 rpm and 60 Nm of torque at 8,600 rpm.

This already sets the Benda fundamentally apart from its Italian rivals.

The difference in trail alone explains much of the riding feel. The Benda has almost double the trail of a Diavel V4. On top of that comes a wheelbase over twelve centimeters longer as well as more than 70 kilograms of additional weight.

The long wheelbase gives the Benda LFC 700 Pro impressive stability. On the motorway, on long country roads or on relaxed coastal roads, the bike sits solidly on the road. Its straight-line stability is almost stoic. The bike runs as if on rails and conveys a great sense of calm. This is exactly where the concept plays out its greatest strength.

As soon as the road gets tighter, the picture changes. The Ducati Diavel V4 and the new Ducati XDiavel V4 repeatedly surprise with their agility. Despite the wide rear tire, they can be tipped into lean surprisingly easily and ride almost like sporty naked bikes.

The Benda takes a different approach: it wants to be actively pushed into the corner. It doesn't fall into the radius on its own. Tight hairpins and tight combinations of corners demand noticeable body input and forceful steering impulses. On top of that comes the limited maximum lean angle. The pegs scrape early and regularly remind the rider that the brief here wasn't ripping corners, but cruising.

The difference to the Ducati becomes especially clear on narrow roads. While the Diavel and XDiavel practically hunt for the next radius, the Benda calls for a calmer pace. Anyone who wants to ride it quickly can certainly do so, but will have to work for it.

The Pro version's big technical highlight is the electronic air suspension. Benda replaces the base model's conventional shock with what's called the Dual-Chamber Air Suspension System. Seat height and damping can be adjusted electronically. In addition, the aluminum frame has been stiffened at the front and fitted with further reinforcements.

In practice, the highest suspension position combined with the firm setup is recommended. Only this way is as much maximum lean angle as possible preserved.

The automatic lowering when stopping sounds spectacular at first, but proves less convincing in everyday use. The system reacts relatively sluggishly and brings hardly any real added value. You often get the feeling of waiting for the height adjustment rather than benefiting from it. Unlike with a BMW R 1200 GS, this doesn't create the impression of a functional revolution, but rather that of an interesting tech gimmick.

What truly convinces about the Benda LFC 700 Pro is its ergonomics: the seat is wide, firmly padded and offers plenty of freedom of movement. On long stretches you can easily slide forward or backward and quickly find a comfortable riding position.

The knee angle also turns out surprisingly relaxed. Despite the far-forward positioned pegs, the seating position isn't uncomfortable. The handlebar sits a bit further forward than the looks suggest and even creates a certain amount of pressure on the front wheel. This provides more control than you'd expect given this appearance.

The mirrors also stood out positively. They offer a good view to the rear, barely vibrate and can be folded in if needed. The silky-smooth-running four-cylinder further supports the touring character. Only a few vibrations reach the handlebar, which makes the Benda pleasant to ride even on longer stretches.

Looking at the features, however, reveals where the affordable price comes from. There's no ride-by-wire, and no cruise control either - though the latter in particular would suit the bike's long-distance character perfectly.

The throttle has noticeable play and doesn't feel particularly high-quality. The levers don't fully convince either. While the brake and clutch levers are adjustable, even in their closest position they remain comparatively far from the handlebar.

On the other hand, according to the manufacturer, the new 300-section CST rear tire offers a lower righting moment than the previous 310-section tire and is said to improve handling. At the same time, tire availability in everyday use should be significantly less complicated.