2022 Benelli Leoncino 800 Launch Review

There was a moment on the launch of the new Benelli Leoncino 800 range when I seriously questioned the sanity of my companions and I.

We were a few kilometres down a dark, sandy, and whooped-out trail in Victoria's Otway Ranges with a deep creek crossing staring us right in the face.

With the help of a dirt bike or an adventure bike, there would have been no cause for concern. But we were on a platform that really isn’t designed for this kind of terrain.

Even the Benelli Leoncino 800 Trail – a scrambler-style machine with increased suspension travel, a 19-inch front wheel, and off-road tyres – is much more at home on the tarmac.

But Benelli’s Australian arm, Urban Moto Imports, was hell-bent on letting us loose in a variety of off-road conditions. Seems like a crazy way to showcase your product, right? Turns out, it was the best thing the brand could have done.

First revealed in December 2021, the Benelli Leoncino 800 and Leoncino 800 Trail are the latest models to join the Italian-born, Chinese-owned brand’s full-power range.

The first non-LAMS bike from modern-day Benelli was the 752s – a sporty parallel-twin naked machine that batted above its weight.

And while the Leoncino 800 models don’t really rewrite the book in a technical sense, they do offer a fresh neo-retro aesthetic that will appeal to many customers.

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2020 Benelli 752S Review
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Both the Benelli Leoncino 800 and Leoncino 800 Trail are powered by a 754cc liquid-cooled parallel-twin engine that puts out 76.2hp at 8500rpm and 67Nm at 6500rpm.

Of course, those numbers aren’t hugely inspiring, but the power delivery is smooth and easy to use, making the Leoncino 800 models (and the 752s) the perfect affordable commuters.

Also shared between the two 800 models is adjustable Marzocchi suspension, Brembo brakes, a 15L fuel tank, a wet anti-slip clutch, and a six-speed gearbox.

And the differences? The Leoncino 800 Trail adopts a scrambler-style aesthetic compared to the base model’s neo-retro roadster persona. It also has a revised chassis, a taller seat height, longer suspension travel, and off-road friendly tyres.

Yes, the Trail version is technically more capable off-road but, to be honest, those differences do not translate to much in reality. The two bikes are, for all intents and purposes, the same machine in different costumes.

So, why the hell were we riding them on the dirt? Well, for starters, the retro/scrambler styling does look really good in off-road terrain. But also, and whether UMI meant it or not, the off-road excursion proved that the Leoncino pair are surprisingly well-built and much better than the ‘made-in-China’ stereotype might suggest.

After a few hours thrashing around in quarries, creeks, Finke-spec whoops, and flat-out dirt roads, the Leoncino 800s were still very much in one piece. Equally, there were no dints in the enjoyment levels of the riders. These machines are solid, capable and a whole lot of fun.

Let’s rewind. We departed UMI’s warehouse in Melbourne’s north and headed west towards the Great Ocean Road. While the freeway isn’t exactly its natural habitat, the Leoncino 800 platform performed admirably, cruising along without stress or a feeling that you are wringing its neck. There are some vibrations higher in the rev range but that is a slight annoyance rather than an issue.

Peak torque comes in the middle of the rev range and that’s where the fun is. Once you leave the freeway and hit the twisties, the bike comes to life with plenty of poke when you need it. Coupled with a smooth gearbox and clutch, the Leoncino 800 engine and drivetrain setup definitely gets a tick.

The bike handles well too, although the platform somehow promises more sportiness than it actually delivers. This is especially true of the base model which should offer more tarmac prowess than its Trail sibling.

Everything is fine at a leisurely cruising pace but when you dial up the aggression, the bike feels slightly uneasy, and requires you to put some trust in the front end. Of course, this is more of a feeling than any specific issue – and most people will be happy as Larry.

Another small concern arose when one fellow journo downshifted and suffered a small, but scary lock-up. He stayed upright and it was largely a harmless event, but it did raise questions on the effectiveness of the anti-slip clutch. It was an isolated incident though, so perhaps just bad luck.

Elsewhere, the bike is comfortable and stylish, while the TFT display is a nice touch. That said, the TFT actually does very little and is rather pointless in practice. A little more customisation and a few ride modes would really put the icing on the cake.

Now, back to the dirt. As above, it’s important not to be fooled – the Benelli Leoncino 800 and 800 Trail are definitely not designed for the dirt. And if they are, then Benelli needs to go back to the drawing board.

The Trail model is certainly the more dirt-capable of the two with its longer suspension travel and off-road tyres, but it is more about style here than substance.

You’ll have absolutely no worries with gravel roads and, in the right hands, you can tackle some decent terrain on the Trail, but unlike other better-equipped and more-expensive scramblers from Triumph and Ducati, the Leoncino isn’t much of a dirt bike. While the Pirelli Scorpion STR Rally tyres help, the suspension setup is still not quite up to scratch.

But here’s the thing – while you’re certainly not going to win Finke or race an enduro on one of these machines, they still leave you with a smile on your face. And that is what it’s all about at the end of the day.

For the most part, I am a big fan of these two bikes. For starters, they look fantastic. Benelli might be Chinese-owned, but the Italian roots shine through with classic styling and solid build quality.

The Leoncino pair are also a lot of fun to ride, regardless of the terrain. Whether you are looking for a commuter or a weekend warrior, these bikes will serve you well. They are easy to ride, and tick a lot of boxes. They are perhaps not as off-road friendly as some marketing would suggest, but unless you’re a dedicated dirt or adventure rider, that should not be a factor in your decision.

Maybe my biggest concern is the price tag. The 800 is $13,490 ride away, while the 800 Trail is $13,990 ride away. Yes, those prices are more than $10,000 cheaper than what you’d pay for a Triumph Scrambler, but it still seems like a lot for what you actually get.

Is it just my preconceptions of Benelli? Possibly. The 800 pair certainly prove the Made-in-China tag is no longer a negative, but I’d be much happier with a $10-11k price tag.

Am I being picky? Yes, most likely. The Benelli Leoncino 800 range is the best thing to come out of the Benelli factory under its current ownership so far. These are quality machines that continue the upward trajectory of this historic brand.

ENGINE
Type: Liquid-cooled, four-stroke, DOHC, eight-valve parallel-twin
Capacity: 754cc
Bore and stroke: 88mm x 62mm
Compression ratio: 11.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Maximum power: 76hp (55.9kW) at 8500rpm
Maximum torque: 67Nm at 6500rpm

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

CHASSIS AND RUNNING GEAR
Frame type: Tubular-steel trellis
Front suspension: 50mm USD fork, 130mm travel (800), 140mm travel (800 Trail)
Rear suspension: Monoshock, adjustable for preload, 130mm travel (800), 140mm travel (800 Trail)
Front brakes: Double semi-floating Brembo 320mm disc, four-piston caliper, ABS
Rear brake: Single Brembo 260mm disc with single-piston floating caliper, ABS
Tyres: Pirelli MT60 (800), Pirelli Scorpion Rally STR (800 Trail)

DIMENSIONS AND CAPACITIES
Claimed dry weight: 222kg (800), 234kg (800 Trail)
Seat height: 805mm (800), 834mm (800 Trail)
Wheelbase: 1460mm (800), 1480 (800 Trail)
Fuel capacity: 15 litres

OTHER STUFF
Price: $13,490 ride away (800), $13,990 ride away (800 Trail)
Test bike supplied by: Urban Moto Imports
Warranty: 24 months, unlimited kilometres, with two years of roadside assistance