Benda LFC 700 Review: The Inline Four Cruiser Nobody Asked For

The Chinese company Benda is launching in the UK in 2025, and one of its first bikes is the headline-grabbing LFC700. It features a 676cc inline four-cylinder engine and what is claimed to be the largest rear tyre of any production motorbike.

While there are motorcycles that you see and instantly “get.” A Honda Fireblade, for example, is a sharp tool designed to do one thing very well, while a Triumph Bonneville is the epitome of retro-styled charm that wears its heart proudly on its chrome-lined sleeve.

Then, every now and then, you get a machine like the Benda LFC 700, a bike that makes you stop in your tracks and think, “What exactly were they smoking when they came up with this?”

This is, in essence, a cruiser, but not quite in the conventional mould. Forget the lazy thump of a V-twin or the off-beat rumble of a parallel twin. Instead, in true left-field fashion, the Chinese manufacturer Benda has slotted an inline four-cylinder engine into the chassis. Yes, that’s right, the sort of engine more commonly found screaming its way around a racetrack in a supersport machine has been plonked into something that, at least on paper, wants to be Harley-adjacent.

It’s a weird flex, and yet, in a strange way, it works. Sort of.

Styling and presence

Before we even get to how it rides, we have to talk about how this bike looks, because that’s half the battle with any cruiser. If your head doesn’t snap round when it rumbles (or in this case screams) by, then it hasn’t done its job. And on that front, the LFC 700 is a total success.

It’s long, low, and unapologetically mean. At over 2.4 metres in length and with a wheelbase stretching out to 1,720mm, it’s practically limousine-like in its proportions. Then there’s the tyre. A 310-section rear, which Benda proudly claims is the widest rear tyre ever fitted to a production motorcycle. That’s wider than what you’ll find on a Ducati Diavel or the Triumph Rocket 3, which, according to its makers, is a good thing.

The styling overall is futuristic but brooding. Black crackle-coated aluminium frame, alloy multi-spoke wheels, and bar-end mirrors give it a sort of neo-industrial aesthetic. The black paintwork is the only colour option for now, which feels fitting, because this is not a bike for someone who wants to blend in. Park it outside a pub, and people are going to come over and ask questions. You’ll need to get used to explaining what on earth a “Benda” is, but we’ll come on to that later.

Engine: An inline four in a cruiser, really?

The engine is where things get truly peculiar. On paper, it’s a 676cc inline four, liquid-cooled, 16 valves, and with bore and stroke dimensions suspiciously close to Honda’s own CBR650R unit. Officially, it makes 82bhp at 10,300rpm and 44lb ft of torque at 8,000rpm.

Now, if this were slotted into a naked middleweight naked, you’d probably call it perfectly respectable. Smooth, revvy, and engaging, with enough pep up top to keep things interesting. But in a cruiser? That’s a whole different conversation.

Low down, the fuelling isn’t the smoothest, and the test bike I rode had a frankly annoying amount of free play in the throttle cable, which did little to help matters. Once you get past 4,000rpm, though, the engine starts to wake up, and by the time the needle swings past 8,000rpm, you find yourself somewhere you never expected to be on a cruiser: grinning as the motor howls towards five figures.

And howl it does. It doesn’t sound like the Honda engine it resembles, but it does have a rasping, slightly raw character that makes it feel distinct. It isn’t silky smooth, though. Quite the opposite. Vibration is plentiful, creeping into the bars and footpegs as the revs climb, and on a longer run, you’ll definitely notice a bit of a buzz through the bars.

The gearbox is one of the better points. It’s slick, accurate, and pairs nicely with a light clutch. The only issue is that the gears themselves feel closely stacked, and the final drive also feels quite short. That means motorway riding is less than ideal. At 70mph you’re sitting at well over 6,000rpm, which is hardly what you want on something designed to cruise.

And that brings us to the big elephant in the room: for a cruiser, the LFC 700 doesn’t actually cruise all that well. Like Ducati’s Diavel and XDiavel, you end up wringing its neck far more than you’d expect, because the engine simply doesn’t want to plod along lazily at low revs.

Handling: Wrestling with the widest rear hoop on the road

Let’s get one thing out of the way. With a 310-section rear tyre and a kerb weight of 287kg, this was never going to be a canyon-carving weapon. That’s fine, because cruisers aren’t meant to be. But where most cruisers at least try to disguise their heft, the Benda LFC 700 wears its dimensions proudly, like a steroid-riddled bodybuilder flexing in a nightclub mirror.

At low speeds, especially in town, it feels every bit as wide as it looks. The enormous rear tyre means it has a tendency to tramline, following imperfections in the road surface. White lines, over-banding, and cambered tarmac all send the bike this way and that. It keeps you on your toes, and it’s fair to say that playing in heavy traffic is not this bike’s natural habitat.

Things do improve as the speed rises. Push past 40mph and the handling starts to settle. The wide tyre still dictates how the bike tracks, but it stops feeling like you’re fighting it. Out on an open A-road, with flowing bends and decent visibility, it can actually be a surprisingly stable machine. Not agile, not nimble, but predictable in a way that encourages a steady rhythm.

Braking, thankfully, is up to the task. With two 320mm floating front discs gripped by Brembo radial-mounted four-piston calipers, you get strong, reassuring bite at the lever. The rear brake, a 260mm disc with a two-piston caliper, is predictably less potent, but given the sheer girth of that back tyre, that’s really no surprise.

The suspension is another area where expectations were exceeded. KYB 41mm USD forks with compression adjustment up front, and an adjustable monoshock at the rear, deliver a ride that’s more plush than you’d imagine. Where many cruisers crash and bang over potholes, the LFC 700 actually smooths out the rough stuff surprisingly well.

There’s also mention of an LFC700 Pro version, already available in China, with air suspension and other upgrades. Whether that makes it to the UK remains to be seen, but it could be an intriguing development for those who want something even more unusual.

Electronics and Equipment

Despite its futuristic looks, the Benda LFC 700 doesn’t bristle with technology. You get dual-channel Bosch ABS, a neat five-inch TFT dash with Bluetooth connectivity, and backlit switchgear. That’s about your lot. There’s no traction control, no rider modes, and certainly no IMU - two-channel ABS from Bosch is a feature, though.

On the practical side, you do at least get a 17-litre fuel tank, which should be good for around 150 miles if you aren’t constantly chasing the redline. There’s also a USB charger, 12v socket, and full LED lighting. The bar-end mirrors are a nice styling touch, and you can rotate them around the bar to position them where you please.

So, on the tech front, it’s enough to cover the basics, but nothing more. If you’re coming from a modern Yamaha or Kawasaki sports bike or super naked, you might be left wondering why a bike that looks like it belongs in a sci-fi film has the electronic sophistication of a budget commuter.

The Name Game

Let’s address the obvious. The name “Benda” is not going to do this bike any favours in the UK. Our nation is famously childish, myself included, and the thought of spending nearly £9,000 on something with “Benda” emblazoned on the tank is going to be a sticking point for more than a few buyers.

And yet, if you can look past the badge, what you’re left with is a genuinely unique motorcycle. In a world where most bikes follow tried and tested formulas, here is something that dares to be different.

Verdict: Mad, flawed, but weirdly brilliant

So, where does that leave us with the Benda LFC 700?

On one hand, it’s flawed by its styling. The engine feels out of place, fuelling at low speeds isn't the best, and the gearing is too short. It doesn’t cruise particularly well, and at motorway speeds it feels busier than it should.

On the other hand, it’s utterly fascinating. It makes no sense, yet it makes perfect sense. It’s a statement of intent from a brand trying to carve its own identity, and for that alone, it deserves recognition. It’s bold, unusual, and guaranteed to spark conversations wherever it goes.

Would I buy one? Probably not. But I’m glad it exists. Because the motorcycle world needs bikes like this: bikes that make you stop, stare, and scratch your head. It proves that not everything has to be sensible, and not everything has to be benchmarked against the competition.

The Benda LFC 700 is a cruiser with an inline four, a tyre wider than most cars, and a name that makes British riders giggle. It’s ridiculous, it’s compromised, and, in several ways, it’s utterly brilliant.

You can check out the bike for yourself on the official website.

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Benda LFC700 specs

Benda LFC 700 Specifications