2018 Benelli Leoncino Trail review

The arrival in Australia of the 2018 Benelli Leoncino Trail signifies that the transformation of this once niche manufacturer is in full swing.

What's more, judging by the recent influx of half-litre, learner-friendly new models, the company appears to be doing everything right.

Better known since the turn of the millennium for high-end sporting exotica like the Tornado Tre 900, the purchase of Benelli by Chinese heavyweight QJ in 2005, and then the purchase of QJ by Geely in 2016, has led to a focus on producing middleweights that are accessible for the masses.

Never heard of Geely? It's a big deal – we're talking over 60,000 employees around the world, sales of over 1.1 million vehicles in 2017, and control of car brands including Volvo, Lotus and Proton (along with an 8.2 per cent stake in Volvo Trucks).

Best of all, these now Italian-designed and Chinese-made motorcycles do appear to represent the best of both worlds, boasting value-packed pricing thanks to China's lower production costs and the might of Geely's financial backing, along with European styling and design flair, all capped off by stringent quality control.

The ownership change has led to a veritable flood of new Benelli models in recent years, from the TnT 125 compact bike to the TRK 502 adventure bike, along with the road-focussed Leoncino and the harder-edged TRK 502X.

To that phalanx add the new Benelli Leoncino Trail which, as the name suggests, is a more off-road-ready version of the standard road model. It's $700 dearer than the garden-variety Leoncino, which we reviewed back in April, but it sports a number of changes primarily targeting its revised focus.

The basic Marzocchi/Sachs suspension package remains but it's tuned for off-road running, and has an extra 10mm of travel front and rear.

It's shod with Metzeler Tourance dual-purpose rubber on its spoked rims and the bike's basic geometry has been altered, with mild changes to its rake, trail and wheelbase for enhanced off-road stability.

The four-piston radial-mount front brake calipers have made way for milder twin-piston units for less aggressive braking on loose terrain, while wave discs replace the standard discs.

The seat height and ground clearance have both increased in line with the greater suspension travel, while the seat's design has been modified and the gearing has been shortened, with one tooth added to the rear sprocket.

In fact, the entire bike adopts more of a classic 'scrambler' stance, and like the standard Leoncino is a product of Benelli's 'CentroStile' design centre, located at the brand's Italian headquarters in Pesaro. The designers have done their job's well, too, with the bike featuring a smart, Euro appearance and any number of nice little touches, from the lion cub on the front guard (that's what 'leoncino' means, apparently) to the LED indicators, the laser-etched badging, the twin-outlet muffler and the generally high-quality finish throughout.

While the recent Australian press launch for the Leoncino Trail was held on the slippery trails and fire roads of Victoria's Wombat State Forest, for our test we pressed the bike into more of a commuter role through the week, with some rural dirt roads thrown in for good measure on the weekend.

I haven't yet sampled the standard Leoncino but I was impressed with this Leoncino Trail, beginning with its very accommodating seating. At 188cm I find myself a bit cramped on many bikes and especially middleweight, but with its high and wide bars, 825mm seat height and upright ride position, I felt right at home on the Leoncino Trail.

The suspension might be tuned for the trail but it's pretty competent on our typically crappy Australian roads, soaking up hits both big and small without a worry. Compression adjustment is offered on the front inverted 50mm Marzocchi fork, along with preload and rebound adjustment on the rear Sachs monoshock (preload via a remote wheel).

With a claimed dry weight of just 170kg it's certainly easy to throw around in the traffic, its agility aided by its slim mid-section, skinnier rubber (compared to the standard Leoncino), and generally low centre of gravity. Lane filtering is easy, provided you're mindful of that reasonably wide handlebar and high-set mirrors.

Turn-in is rapid and it's generally a very nimble and enjoyable ride. In short, it's a fun thing for any rider but a particularly good LAMS (Learner Approved Motorcycle Scheme) bike – manageable but stable, and devoid of any nasty surprises to catch out the unwary.

This 500cc parallel-twin engine is a pearler. Sure, we're not talking stump-pulling torque nor eye-bleeding power, but there's enough on tap for plenty of fun and the broad mid-range delivers instant response when dueling with traffic in the city. Highway overtakes are more measured affairs but, once again, there's enough there when it's needed.

That rather stylish exhaust emits a pleasant twin-cylinder burble and particularly impressive is the low level of vibration – it's really smooth pretty much throughout the rev range.

While there's still good power available right up to its rev limiter – which kicks in somewhere around 9000rpm – I found I spent a majority of my time aboard this bike within its broad midrange. There's a good amount of grunt on tap from around 3000rpm to 6000rpm.

The clutch is light at the lever while the six-speed gearbox does its job as it should. At 100km/h the tacho registers around 5000rpm, which is relaxed enough if longer stints are on the agenda. Speaking of, the complete lack of bodywork means there's a fair bit of wind resistance at three-figure speeds, but the general ergonomics are such that longer days shouldn't pose any real problems, although that nicely sculpted seat does get pretty firm, pretty quickly.

You might think that one limiting factor on longer trips might be that tiny 13.5-litre tank, but we achieved a very healthy average fuel economy of 4.4L/100km, giving a safe range of 270 kilometres between fill-ups.

The brakes might be a step down from those on the regular Leoncino, but they still provide amply sufficient power and feel. A quality Bosch antilock system is standard, and it's switchable – so you can shut if off for off-road endeavours.

The LCD instrumentation is basic but easy to read. There's no trip computer to speak of but all the essential information is there, including a clock, gear indicator and ambient temperature display.

The Leoncino Trail is available in three colours – red, silver or black – and comes with a two-year, unlimited-kilometre factory warranty with two years of roadside assistance. After the initial service at 1000 kilometres, service intervals are pegged at every 6000 kilometres.

The Leoncino Trail is priced at $8690 ride away, certainly compares well with similarly styled models like the Ducati Scrambler (from $13,490 plus ORC), Triumph Street Scrambler ($15,900 plus ORC), and BMW R NineT Scrambler ($18,950 plus ORC).

If you haven't already guessed, I like it. It's light, fun and funky, and modestly priced into the bargain. Benelli says there's also a Leoncino Sport variant waiting in the wings – that's expected here by the end of 2018 – but if the scrambler angle appeals the Benelli Leoncino Trail is a winning recipe…

ENGINE
Type: Liquid-cooled, four-stroke, DOHC, eight-valve parallel-twin
Capacity: 500cc
Bore and stroke: 69mm x 66.8mm
Compression ratio: 11.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Maximum power: 48hp (35kW) at 8500rpm
Maximum torque: 46Nm at 5000rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multi-plate

CHASSIS AND RUNNING GEAR
Frame type: Tubular-steel trellis and plates
Front suspension: Marzocchi inverted 50mm telescopic fork, adjustable for compression, 135mm travel
Rear suspension: Sachs monoshock, adjustable for preload and rebound, 138mm travel
Front brakes: Twin 320mm discs with twin-piston Brembo calipers, Bosch ABS
Rear brake: Single 260mm disc with single-piston Brembo caliper, Bosch ABS
Tyres: Metzeler Tourance – 110/80-19 front, 150/70-17 rear

DIMENSIONS AND CAPACITIES
Claimed dry weight: 170kg
Seat height: 825mm
Wheelbase: 1456mm
Fuel capacity: 13.5 litres

OTHER STUFF
Price: $8690 plus ORC
Test bike supplied by: Urban Moto Imports
Warranty: 24 months, unlimited kilometres, with two years of roadside assistance