You may remember the slightly awkward motorcycle name of Benda, the new Chinese cruiser brand unveiled at last year’s Motorcycle Live on the stand of specialist Chinese importer MotoGB (which also distributes the likes of Morbidelli and Vogue) and whose first bike, the Chinchilla 500 cruiser, we reviewed here a couple of months ago. 

Well, at that same riding launch we also had the opportunity to ride the firm’s other main model – the LFC 700.

Benda, by way of a recap, looks set to be going places. It was launched as a standalone cruising brand in 2016; its name is derived from ‘B and D Motorcycles’; it already has five different powertrains and has sold over a million motorcycles, mostly in China.

It’s now partnered with Keeway for worldwide distribution who’s behind Morbidelli and Voge, and, as Keeway already has strong links with MotoGB, it was only natural MotoGB handled Benda in the UK, too. 

We attended MotoGB’s UK press launch for the bikes in Chorley, which included a full day’s riding throughout rural Lancashire. 

The LFC700 is Benda’s current flagship model and as such its biggest, boldest and priciest bike.

It’s a Ducati Diavel-esque low and mean hot rod but, unusually, is powered by a supersport 600-style 676cc four producing 84bhp. Naturally, it’s far more basic than the Diavel, but at £9199 it’s also nearly half the Ducati’s price. 

The LFC also has more than its fair share of wacky design and detail touches such as a 4-into-4 exhaust (although, in reality, three of the outlets are dummies) and a simply massive 310-section rear tyre which is claimed to be the fattest in motorcycling. Even the latest XDiavel V4’s is ‘only’ 240 wide… 

But even though the LFC’s spec, performance and sophistication can’t claim to be in the same ballpark as Ducati’s Diavel, its bold styling and sheer presence certainly is. No, there’s not much practicality, nor Diavel-style handling or electronics, but the LFC does a decent job and few bikes raise as big a smile for so few bucks. 

At launch the LFC 700 costs £8999 or £9199 on the road which, when you remember Ducati’s Diavel is £23K+ and Harley-Davidson’s Breakout is over £25K, makes the Benda a hell of a bargain which makes it far easier to stomach the awkward name. Sure, those bikes are in a different league in many ways.

The Ducati has 170bhp and is bristling with tech, the Harley has over 100bhp and the best brand name in biking, but the Benda also delivers commendably and offers much of the same pleasure. 

Via MotoGB’s distribution network, which includes approaching 200 dealers and around 10 MotoGB owned ones, the Benda LFC700 is already on sale through around 20 dealers with hopes to increase that number to 40 during 2026. 

If you buy one, it comes from new with a two-year, unlimited mileage, manufacturer-backed warranty covering all parts and labour, which is a fairly standard among new motorcycles. While, servicing-wise, although recommended intervals are every 4000 miles, or a little less than the industry norm of 6-8000 miles, it’s also not the sort of bike on which owners are likely to rack up high mileages, so in reality is probably little different than most. 

Unusually for a hot rod or ‘power cruiser’ (which traditionally have V-twin or V4 engines) the LFC is powered by an old-style supersport 600 transverse four (actually 676cc) that generates 85bhp which, for context, is more equivalent to a 1990s 600 than a 2020s one.  

Even so, it does a decent job. At standstill, it sounds wild through its wacky exhaust. There are no modes, but you don’t really miss them, there’s enough power not only for the chassis but also to squeal the monster rear tyre or do burn-outs (admit it, you’re tempted) and also enough performance to blast away from the lights or cruise at a steady, imposing 80+. Yes, at the end of the day that 85bhp is half that of the Diavel, but it only matters in a side-by-side comparison. For budget hot rod thrills, the LFC is brilliant. 

During the course of our day’s test ride we departed MotoGB’s Chorley, Lancashire HQ before taking in a broad cross-section of roads, from city centre gridlock to a brief section of motorway cruising, then turning inland brisk over the dales and moorland across a succession of winding A and B-roads. In short: it had a bit of everything during the course of which we stopped for photography, paused for a lunch stop and swapped between bikes. 

And if the LFC sounds wild on paper it’s even more so in the metal. Although ‘just’ a 600, it’s a monster of a motorcycle with a classic long and low hot rod stance delivered by an ultra-low 695mm seat, forward mounted footpegs and stubby sports bars, all decorated with a wild headlight and other design touches. This is a bike that’s certainly NOT for wallflowers. 

But it’s also not as uncomfortable as that sounds, is arguably little different from a Diavel (and probably better than Harley’s more extreme Breakout),  being so low it’s easy to get on board and, although wild sounding, that 85bhp powerplant is unintimidating – especially once you’ve become accustomed to the idea that you’ve got to give it some revs. 

That said, after negotiating my first mini roundabout, there are still some obvious limitations. The LFC 700’s length (wheelbase is a whopping 1720mm), weight (a hefty 287kg wet), lack of ground clearance plus the all-round bulk makes manouvering a chore, its monster back tyre precludes nimble handling and there’s zero weather protection.  

But on steady, comparatively short cruises the LFC delivers OK, and, with familiarization it’s not as bad as feared. Sure, corners initially demand gritted teeth, forward planning, determined leaning and even a slight prayer, but with miles you acclimatize. It really is not too bad and certainly comparable to, say, Harley’s Breakout (if not being on par with Ducati’s ‘other-worldly Diavel).  

The ride’s reasonable, too. Suspension is by KYB, compression adjustable at the front and preload at the rear, and is smooth, although its limited travel and riding position does mean potholes can sometimes jar. But if that’s what you’re bothered about you’re looking at the wrong kind of bike.  

Braking-wise, it’s even better as no corners have been cut. The twin front stoppers comprise big 320mm discs gripped by genuine Brembo radial calipers which provide more than enough power. 

The LFC 700 isn’t lavishly equipped but, considering its sub £9K price, it has what it needs.

So, the dash is a typical 5in colour TFT; mirrors are smart ‘bar-end’ types; it all appears decent quality and on closer inspection isn’t at all lacking. There are few electronics and no modes (although you don’t miss them) and, of course, being a ‘hot rod’, there’s no fairing, luggage or creature comforts – but that’s not what you want from this kind of bike, anyway. 

On the plus sign the LFC’s strikingly styled, has some quality cycle parts such as the Brembo radial brakes and adjustable Marzocchi suspension and is impressive value for money. 

Practicality may not have been high on the LFC’s designers’ wish list, with bike instead, being all about pose and performance. Because of its riding position, lack of weather protection, dubious comfort and lack of luggage, touring or serious motorway miles are definite ‘no-nos’. While due to its sheer length, awkwardness and bulk, it’s no nimble commuter or traffic-buster, either. 

Which begs the question: ‘What is it for then?’. The answer is: ‘posing’, and lots of it. At standstill the LFC looks simply space age, and on the move down a seafront promenade or summer cruise it grabs everyone’s attention. No, it’s not practical, but at its price nothing in the right situation, generates bigger smiles. 

B-roads may have to be negotiated rather than enjoyed, traffic-splitting is tricky, and pillions need to be intimate. But on steady, 70mph straightline drags (and on our final 20miles of M6 it coped fine) the LFC delivers OK, and I challenge anyone not to be entertained by the dropped jaws of all those you ride past… 

Let’s be honest: ‘hot rods’ or power cruisers have fairly niche appeal, are largely impractical (although Ducati’s Diavel makes a far better fist of being an all-rounder than it has any right to be) and are also pricey playthings for rich poseurs – until now.

But the simple fact the LFC 700 can be compared to the Diavel or Breakout – yet costs barely a third as much as either – says pretty much everything you need to know about its appeal.  

No, it’s not perfect. Its 676cc four-cylinder motor seems a little incongruous, especially compared to the Ducati and Harley’s monster V4 and V-twin respectively. But it sounds great, works OK and has enough performance. It also looks great, is reasonably equipped and works more than adequately.

All of that adds up to a bike that, in brief moments, puts a great big smile on your face and makes you feel like Judge Dredd or The Terminator for budget bike money. And isn’t that, sometimes, what motorcycling is supposed to be all about? Making you smile for not a lot of dosh? If you don’t want much more from a bike than that, the LFC 700 could well be for you. 

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