I have been riding motorcycles for nearly a quarter of a century now. Most motorcycles fit in a class. They can be categorised. Every once in a while, a motorcycle comes along that makes you stop trying to categorise it. The Benda LFC700 is one of those motorcycles. I got to swing a leg over it in Australia, and here’s why it throws every rulebook out of the window. 

People got their first glance of this motorcycle at EICMA. It was showcased as a concept. People appreciated it and moved on, thinking it would remain just that- a concept. It looked too dramatic, too extravagant, and too radical to be a production motorcycle. Yet, here I am riding one in Australia. And thankfully, it has not been dulled down at all. It looks almost exactly like that concept that people were swooning over. 

China’s motorcycle industry may be nascent, but they are pulling out all the stops. They no longer believe in producing alternatives to existing motorcycles. They are taking risks. They are experimenting. And it is that sort of ideology that has given us some of the most iconic motorcycles in history. The Benda LFC700 is a wonderful example of this very ideology. 

Technically, it looks like a cruiser, but calling it that is misleading to the point that it almost seems unfair. Yes, it has a long wheelbase, low seat and relaxed riding position, but it feels closer to something from a sci-fi film than a traditional power cruiser. Instead of a conventional headlight assembly, Benda has integrated a ram-air intake into the nose, while the actual projector headlamp sits above it. The slim shoulder-mounted DRLs double up as indicators, giving the motorcycle a distinctly modern face.

The story continues with the proportions. A wide handlebar and bar-end mirrors balance its elongated silhouette. As for the handlebar, it is a necessity here because of the massive front wheel. The front wheel is 19” and wears a 130-section tyre, which again defies convention. Now, since we are assuming it is a power cruiser, we inevitably think about the rear tyre. 310-section. That is outrageous. Even the Diavels and Rockets don’t have that. And by outrageous, I meant just the number. In the flesh, it looks awesome and serves as one of the highlights of this design. 

The seat height is just 695mm. The wheelbase is massive. 1,720mm. But thanks to the wide handlebar, low seat height and that wheelbase, it feels confidence-inspiring at low speeds despite the 287 kg wet weight. Despite that, you will have to pray to some God to grant you the strength to manoeuvre it. On the move, that weight isn’t felt. But moving it around in a parking lot, you will rue missing leg days. 

All of those things seem like great talking points, but let me tell you, we have not discussed the biggest one yet. The powerplant. This thing has an inline-4. Another convention, defied. Benda markets it as the world’s first inline-4 cruiser. I have no inclination to check the veracity of the claim. I would rather ride the motorcycle than try to figure out if it is being marketed correctly. 

Back to the engine, it displaces 676.9cc and makes 60 Nm of torque. It is rated for around 85 horses, but the peak power arrives at 10,300 rpm. That makes it unique, yes, but it is also the proverbial chink in the armour… at least if you want to categorise it. Having to wring a cruiser feels like heresy, but that is the story. Also, it vibrates a bit. On highways, you can sit around 5,000 rpm and still feel vibrations through the footpegs. It is not a dealbreaker, but still, the engine confuses you because you are seemingly riding a cruiser, but you are actually riding a sportbike. 

I thoroughly enjoyed my time with the Benda LFC 700, and it was all thanks to Crossland Powersports. Anything related to motorcycles, ATVs, UTVs and SSVs, they are there to help whether you want to buy one, ride one, or service one. Complete with a passionate team in the workshop and an enthusiastic bunch in the Western Sydney CFMoto showroom, Crossland Powersports is a true one-stop shop for people like me. Check them out at crosslandpowersports.com.au or on Instagram @crossland_powersports

In terms of dynamics too, it is unconventional. Cruisers are laid-back; “Au contraire”, said the Benda LFC700. The chassis is surprisingly capable, and it pokes you to ride it harder than you’d like. When you are on the highway, the engine demands that you push the bike. On winding roads, the chassis asks to be utilised like a sportbike. The weight and the massive rear tyre take some getting used to, but once that is done, you will realise that you can do a lot more on this motorcycle compared to what the looks might suggest. 

But there are some misses in the chassis department as well. The adjustable KYB suspension performs well enough. Perhaps the sporty nature is not such a good thing here. The sharper bumps are transmitted straight through. A little tweaking might help since it is adjustable, but I wish it was set up better from the get-go. In terms of braking, you get Brembo, and they work well. No complaints there. 

In terms of electronics, you get ABS and traction control. That is all. No riding modes, no adaptive electronics, and the TFT is disappointingly basic. On a motorcycle that looks this futuristic, the basic screen is a glaring miss. Another thing which is just visual theatre is the exhaust. The four side-mounted outlets look pretty and reinforce the presence of the inline-4 engine, but only one outlet is actually functional. Form over function. 

As an owner of a Triumph Rocket 3, I feel it is natural that this motorcycle will be compared to it. But both of the motorcycles are wildly different experiences, and not just because of the engine. The Rocket 3 R has mid-mounted foot controls while the Benda has a forward-control layout. Then, of course, the engine. So while the comparisons are natural, the two cannot be more different. 

Then again, I feel like the Benda LFC700 is not trying to compete with anything. It has its own presence, its own merits, and its own shortcomings. The last bit may seem like criticism, and a bit of it is, but for the most part, they are a part of the LFC700’s persona. But for me, the bigger story is what this motorcycle represents. It represents the mindset of the Chinese motorcycle industry. Like CFMoto, Benda is focusing on offering something different and not just alternatives to established brands and motorcycles. And I feel that is the right way to go about making a splash and a name for yourself. 

As I said, the LFC700 has its flaws. The engine could benefit from stronger low-end torque, refinement at cruising speeds would improve long-distance comfort, and the electronics package feels sparse by modern standards. But none of that overshadows the motorcycle’s greatest achievement- the fact that it exists. 

A production motorcycle this bold, this unconventional and this unapologetically different deserves recognition regardless of where it comes from. The Benda LFC700 isn’t attempting to fit into an existing category. It’s creating one of its own. And that may ultimately be its greatest strength.