Benda LFC 700 Pro Test: Power cruiser with show factor

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 wheel already looks absurdly wide in photos, but in person it dominates the entire bike. Up front, Benda uses a 130-section tire on a 19-inch rim. Spanning between the two is a massive aluminum frame that shapes a large part of the side profile. Combined with the long tank, low silhouette, and an enormous wheelbase of 1,720 millimeters, the result is an appearance that instantly grabs attention in any parking lot.

Of course, one inevitably thinks of the Ducati Diavel V4 and XDiavel V4. But the earlier X-Diavel V2 models also come to mind. Yet the Benda looks even longer, even wider, and even more extreme in its staging.

At its core sits a 675cc inline-four with a ram-air system. According to the manufacturer, it delivers 86 hp at 10,300 rpm and 60 Nm at 8,600 rpm.

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

The trail difference alone explains a large part of the riding feel. The Benda has almost double the trail of a Diavel V4. On top of that, its wheelbase is more than twelve centimeters longer, and it carries over 70 kilograms more weight.

The long wheelbase gives the Benda LFC 700 Pro impressive stability. On the highway, on long country roads, or on relaxed coastal routes, the bike sits solidly on the tarmac. Straight-line stability is almost stoic. The bike tracks like it's on rails, conveying a real sense of calm. This is exactly where the concept plays to 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 leaned into corners with astonishing ease 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 by itself. Tight hairpins and tight combinations of corners demand noticeable body input and forceful steering input. On top of that, there's the limited maximum lean angle. The pegs scrape early, regularly reminding the rider that this bike was built for cruising, not for ripping through corners.

The difference to the Ducati becomes especially clear on tight roads. While the Diavel and XDiavel practically go looking for the next corner, the Benda demands a calmer pace. Anyone who wants to ride it quickly certainly can, but they'll 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 it calls 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 reinforced further.

In practice, the highest suspension setting combined with the firm damping setup is recommended. Only this way does the maximum lean angle remain as generous as possible.

The automatic lowering when coming to a stop sounds spectacular at first, but proves less convincing in everyday use. The system reacts relatively sluggishly and hardly delivers any real added value. You often get the feeling of waiting for the height adjustment rather than benefiting from it. Unlike on a BMW R 1250 GS, this doesn't feel like a functional revolution, but rather like an interesting tech gimmick.

What the Benda LFC 700 Pro really convinces with is its ergonomics: the seat is wide, firmly padded, and offers plenty of freedom of movement. You can easily slide forward or backward on long stretches and quickly find a comfortable seating position.

The knee angle also turns out to be surprisingly relaxed. Despite the far-forward peg position, you don't sit uncomfortably. 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 one would expect given the bike's appearance.

The mirrors also stood out positively. They offer a good rearward view, hardly vibrate, and can be folded in if needed. The silky-smooth-running inline-four further supports the touring character. Very few vibrations reach the handlebar, making the Benda pleasant to ride even on longer stretches.

A look at the equipment, however, reveals where the affordable price comes from. There's no ride-by-wire and no cruise control, with the latter in particular being a feature that would suit the bike's long-distance character perfectly.

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

On the other hand, the new 300-section CST rear tire reportedly produces 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.