One of the most surprising – and impressive – new model unveilings at last November’s Motorcycle Live show at the NEC in Birmingham was that of new Chinese brand Benda, on the stand of specialist Chinese importer MotoGB which also distributes the likes of Morbidelli and Vogue. 

Slightly, er, unusual name apart (stop sniggering at the back), Benda (its name is derived from ‘B and D Motorcycles’ incidentally) already looks to be a powerhouse cruising bike entity to be reckoned with. Launched as a standalone cruising motorcycle brand as recently as 2016 by Chinese industrial giant Hangzhou Saturn Power Technology.

It already has five different powertrains, has sold over a million motorcycles mostly in China and has now partnered with Keeway, who’s behind Morbidelli and Voge, for worldwide distribution. As Keeway already has strong links with MotoGB, it was only natural that MotoGB handles Benda’s UK distribution through its growing network of 10 different brands and around 200 dealers and Benda’s UK unveiling duly came through MotoGB at November’s Motorcycle Live where the first three Benda UK models were unveiled. 

We attended the MotoGB’s UK Press Launch for the three bikes in Chorley which included a full day’s riding throughout rural Lancashire covering around 100 miles to see how the three, but especially the Chinchilla 500, measured up… 

Let’s get the ‘elephant in the room’ out of the way immediately. The brand name of Benda might cause some schoolboy sniggering in the UK but, according to MotoGB representatives, it’s only an issue in the UK, is not likely to be changed any time soon and the initial furore has already died down. 

With that out of the way, three Benda models have initially been brought into the UK by MotoGB, the range-topping LFC700 four-cylinder hot rod, the bobber style Napoleon Bob 500 and, here, the Chinchilla 500 cruiser.  

The latter two are both A2 compliant cruisers based on the same 476cc V-twin platform and many of the same cycle parts. The more conventional Chinchilla is the cheaper, more entry level machine with a twin seat, full length fenders (mudguards to you and me) and twin shock rear suspension. The Napoleon Bob, meanwhile, is a slightly more extreme and extravagant ‘bobber’ interpretation with a different, monoshock rear end, ‘floating’ single seat, ‘bobbed’/chopped fenders, shrouded front forks (which make it look like it has an old-style ‘girder’ front suspension set-up) and revised, more aggressive riding position. 

Name apart, the Chinchilla impresses at standstill, ticking all the cruiser boxes; having credible cruiser styling that could easily be mistaken for an Indian or Harley-Davidson (tank badge aside) such as its ‘shotgun’ exhausts and belt drive, and even having premium features such as a round 3in TFT dash, inverted forks and even radial-mount brakes that you wouldn’t expect on a premium cruiser, never mind a budget priced one. 

 

The Chinchilla is the current cheapest and most affordable of Benda’s so-far three bike UK range at a very impressive £5199 + £200 on the road costs. By comparison, the similarly powered but more fashionable and extreme  Napoleon Bob is £300 more at £5499 (again +£200 on the road costs), while the very different LFC 700 is initially priced at £8999 (plus £200 on the road charges). 

Bikes are available now and they come with a standard two-year warranty which is MotoGB backed and covers all parts and labour from first registration. Recommended service intervals, perhaps unsurprisingly, being that it is a brand-new model, from a new, unproven manufacturer, at least to UK buyers, is just 4000 miles, but considering the type of bike the Chinchilla (and others) is, that sort of mileage shouldn’t be too restrictive. 

One of the most impressive things about both the Chinchilla and Napoleon Bob 500s right from the outset, is it’s all new engine. As a 476cc liquid-cooled, 65-degree V-twin with four valves per cylinder and producing 34.4kW (47bhp) at 9000rpm and torque of 42Nm at 7200rpm, it manages to tick and awful lot of boxes right from the word ‘go’. 

As a V-twin it’s perfectly suited to the cruiser style (and more so than the parallel twins used both in Honda’s CMX500 Rebel and Kawasaki’s Vulcan). As 476cc it nicely fits into the middle ground of being both unintimidating to either novices or, maybe, women riders. And with peak power of 47bhp it’s perfectly compliant with the A2 licence restriction. It looks good, too. 

It also perfectly adheres to the cruiser ‘vibe’ by having dual ‘shotgun’ style exhausts and belt final drive (both as popularized by Harley-Davidson). 

On the slight downside, there are no switchable riding modes, and the only electronic riding aid is switchable traction control, although it’s arguably whether you actually need either on a relatively low powered cruiser. 

Our test ride started at MotoGB’s headquarters in Chorley, southern Lancashire, before heading out of town inland into the glorious rural heartland of Lancashire, past Whitwell pausing to take pictures near Inch Perfect Trials.

After Clitheroe we continued over the spectacular Forest of Bowland, pausing again for photography at the Jubilee Tower, which, on a clear day, allows 20-mile views of Morecambe Bay, the Blackpool Tower and the southern Lake District, before stopping for lunch at Longlands Hotel on Lancashire/Cumbria border then returning to Chorley, mostly via M6. In total we covered around 110 miles. 

From the outset, the Chinchilla impresses. At standstill, although not lavishly equipped (but then, no cruiser needs to be) it’s got enough of the right bits in all the right places and goes ‘above and beyond’ with things like its 3in round TFT dash. 

It’s sufficiently proportioned to be both dinky and unintimidating enough for shorties or inexperienced riders yet also seems more credible and full-sized than, say Honda and Kawasaki’s rival offerings, such that 6’3” me didn’t feel foolish. 

On the move it’s better yet. The low seat and conventional riding position means it’s a doddle to get on board, it’s not too heavy to feel awkward and the upright riding position is natural and easy. What’s more, after flicking the traditional cruiser-style, headstock mounted key to ‘on’ and thumbing the starter button, the V-twin thrumms happily, easily to life, the controls are all light and intuitive, first gear engages with a chunky, authentically cruiser ‘thunk’ and with a release of the clutch lever, we’re off. 

Exiting Chorley, through suburban traffic before hitting A then B-roads into the wild northern beyond is as easy as pie. I’m instantly at home with the Chinchilla’s natural, neutral riding position; nothing is sacrificed in the name of cruiser style (not like its more extreme bobber sibling, the Napoleon Bob) and the more has enough – but no more – to make easy, satisfying, undemanding progress, all accompanied by a pleasing, fruity exhaust note. Just as it should be, in fact, on a mid-range, novice-friendly cruiser.  

Powertrain-wise, there’s nothing here to complain about, plenty to enjoy and all the boxes for this kind of bike seem ticked’. 

Handling-wise, the Chinchilla 500 impresses, too. Although the low slung chassis, comprising a twin loop tubular steel cradle frame holding a pair of meaty but non-adjustable and otherwise unsophisticated 41mm telescopic forks at the front and twin preload adjustable shocks at the rear (the Napoleon Bob variant differs, here, by having shrouded forks at the front, to give the ‘girder’ look, along with a preload adjustable monoshock at the rear, for that minimal ‘bobbed’ look), is more than up to the job.  

These, along with fat, balloon style tyres on 16-inch rims, gives neutral, light steering, more than enough stability and a ride that’s just on the comfortable side of controlled. It’s all instinctive and sufficient with being exactly sophisticated and even the unfamiliar CST tyres, while a little budget, provide sufficient grip for what it, at the end of the day, a slightly budget, novice-orientated cruiser. After all, we’re not talking about a demanding sports bike here. 

The Chinchilla’s brakes, although again not particularly sophisticated, are more than up to the job, too. Up front is a big 32mm single disc grasped by a Bybre (Brembo’s budget brand) radially mounted four-piston caliper. While, at the rear there’s a smaller 260mm disc this time gripped by a two-piston caliper. All things considered, while nothing to write home about, they’re more than up to the job. 

But perhaps most impressive of all, the Chinchilla 500 is, on top of everything else, a naturally easy bike to ride, with very good ergonomics that made all-day riding a joy and, at the same time, a cruiser that both looks great and makes no compromises in terms of use or comfort.  

Its styling may be more conventional and conservative than its more extreme sibling, the Napoleon Bob, which has a more upright, compact, even ‘cute’ riding position thanks to its different seat, bars and peg placement, but if you’re not as much of a fashion victim, you’ll appreciate the ride and comfort of the Chinchilla more. It even has a small pillion perch, which is something the Napoleon Bob can’t boast. 

At the end of the day, the Chinchilla 500 is a Chinese-built, budget-priced, entry level cruiser, so you should expect much in terms of fancy tech, sophisticated equipment or luxuries, it’s simply not that kind of bike. 

At the same time, however, Benda’s new entry-level machine does boast an all-round level of equipment for just £5199 that can only impress. The 3-inch TFT dash displays everything you need (although if I had to criticize anything, its display is a little dark and its indicator warners are so small and dull (and the indicators themselves don’t self-cancel) that it’s all too easy to leave the flashers on long after you’ve made your turn). 

Its switchgear is OK, too, as are the mirrors, there are LED lights all round, and build quality is decent enough, too. 

No, there are no electronic riding aids other than switchable traction control but nor, most times, do you feel you need it. And all of that, for just £5199 (when the Honda Rebel costs £600 more and the Kawasaki Eliminator over £6300) in my view makes it some kind of steal.  

One of the other most impressive aspects of the Benda Chinchilla 500 is it versatility and all-round ability.

Our day’s riding took in a test route actually designed for adventure bikes. As such we took in towns, A-roads, tiny B-roads littered with tractors and tourists and even a 50-mile motorway blast in the afternoon back to base. The Chinchilla 500 coped with it all completely unflustered and with its rider neither uncomfortable, tired or raising a sweat. 

That’s impressive, considering many cruisers are such style victims that compromises have to be made in terms of comfort. It’s also an important consideration – and a valuable advantage – as, for most, the Chinchilla 500 will likely be their first big bike.

If you want a cruiser style middleweight and are likely to do lots of different types of riding, from town commuting to Sunday B-road blast and maybe even your first forays into gentle touring, the Chinchilla has a lot going for it. 

 

As a first offering to the market, the Benda Chinchilla 500 is an impressive effort. As a viable, versatile, credible A2-class, novice-friendly cruiser, it’s better yet. And, in terms of value, at £5199 (plus OTR costs) when its nearest Japanese competition is over £500 more (and is less convincing style-wise), it can’t really be beat. 

What’s more, if its style is a little too ‘safe’ for some, Benda also offer the wilder looking Napoleon Bob 500 (which, mechanically and performance wise is almost identical) for just £300 more.  

It’s not perfect. The non-cancelling indicators annoy, the spec is a little basic, the tyres could be better, but, for the money, those a mere niggles. 

Instead, as I stated at the outset, the biggest question mark remains about its name. Yes, it might be childish. Yes, maybe most people aren’t really bothered. But I defy anyone to proudly proclaim they’re an owner of a Benda Chinchilla with a straight face. 

That might not be a deal-breaker, but is a shame, especially when other Chinese brands have gotten around that by buying names such as Morbidelli or Benelli or using uncontroversial names or numbers. Imagine, for example, if they’d instead bought up an old American cruiser name (which is surely possible) such as Henderson or Excelsior and called it something like the Henderson 500, then it’d have been a virtual no-brainer… 

Thanks to MotoGB for having us on the UK launch, check the full specs and information at https://www.bendamoto.co.uk