Quick Analysis
Benelli Leoncino 500
16.5 pts
Unweighted: 11 advantages
EnginePerformanceDimensionsBrakesTyresOther
SUZUKI GSX-8R
14.5 pts
Unweighted: 8 advantages
EnginePerformanceDimensionsBrakesTyresOther
| Specification | ||
|---|---|---|
Engine Specifications |
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| Cooling System | Liquid-cooled | — |
| Displacement | 500cc | 776 cm3 |
| Engine Type | 2-cylinder/4-stroke/8-valve | 4-stroke, 2-cylinder, liquid-cooled, DOHC |
| Power | 35kW at 8500 r/min | 81.8 bhp @ 8500 rpm |
| Torque | 46N·m/6000 r/min | 78 Nm @ 6800 rpm |
Performance & Efficiency |
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| Fuel Tank Capacity | 12.7 l | 14 L |
| Mileage | — | 23.8 kmpl |
Dimensions & Weight |
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| Kerb Weight | 207 | 205 kg |
| Seat Height | 810 | 810 mm |
Brakes & Suspension |
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| ABS | Dual Channel ABS | Dual Channel |
| Front Brake | Disc 320 mm Caliper - Front 4 Piston | Disc 310 mm Caliper - Front 4 Piston |
| Front Suspension | 50mm inverted forks | Inverted telescopic, coil spring, oil damped |
| Rear Brake | Disc 260 mm Caliper - Rear 1 Piston | Disc Caliper - Rear 1 Piston |
| Rear Suspension | Hydraulic Monoshock (Rebound & Preload adjustable) | Link type, coil spring, oil damped |
Tyres & Wheels |
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| Front Tyre | Pirelli 120/70 ZR17 M/C | 120/70ZR17M/C (58W) |
| Rear Tyre | Pirelli 160/60 ZR17 M/C | 180/55ZR17M/C |
| Tyre Type | Tubeless | Tubeless |
| Wheel Type | Alloy | Alloy |
Other Specifications |
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| Bike Image 1 | https://motoautiv.com/wp-content/uploads/2025/11/leoncino500silver.webp | https://motoautiv.com/wp-content/uploads/2025/11/gsx8rmetallicmattblack.webp |
| Bike Image 2 | — | https://motoautiv.com/wp-content/uploads/2025/11/gsx8rmetallicmattswordsilver.webp |
| Color Options | RED GREY | Metallic Matt Black Metallic Matt Sword Silver Metallic Triton Blue |
| Cons | The bike is on the heavier side, and this weight becomes noticeable during low-speed maneuvers, U-turns, or parking in tight city spaces. Fuel tank capacity is relatively small for a 500cc motorcycle, meaning touring riders may need more frequent fuel stops. The suspension can feel firm over broken roads, and sharp bumps may not be absorbed as smoothly as expected. The engine, while smooth, is not aggressively powerful — riders seeking quick acceleration or sportbike-like performance may find it a bit gentle. Some components and fit-and-finish details do not feel as premium as other bikes in the same price bracket. Limited dealership and service network in certain regions may affect ease of ownership. | Doesn’t deliver the high-revving top-end excitement of inline-4 supersport motorcycles. Wind protection at very high speeds is modest and can feel tiring on long highway rides. Suspension tuning leans slightly firm, which can feel bumpy on rough roads. Weight is on the heavier side, noticeable at low speeds or during tight maneuvers. Not designed for hardcore track riders seeking extreme performance or razor-sharp handling. Fuel economy drops significantly when ridden aggressively. |
| Detailed Overview | When you swing your leg over the Leoncino 500, the first thing you notice is that it doesn’t feel like a heavy, intimidating “big bike.” Its 500 cc, liquid-cooled, parallel-twin engine—built with a DOHC, 8-valve layout and a bore/stroke of 69 × 66.8 mm—offers a nice balance: enough punch to make each twist of the wrist satisfying, without being overly fierce or jerky. With around 35 kW (≈ 47.5 PS) at 8,500 rpm and 46 Nm torque at 6,000 rpm, the power delivery doesn’t spike — it builds progressively. In practical riding, that translates to a throttle that’s forgiving in traffic, yet confident when you want to overtake or cruise smoothly on open roads. It won’t throw you back in the seat, but it will carry you along with reassuring steadiness. Mated to a six-speed gearbox and a conventional chain final drive, the riding experience feels grounded. The wet multi-plate clutch gives clean, predictable engagement — useful when pulling away at traffic lights or crawling in city bustle. Because the engine isn’t hyper-aggressive, clutch work stays manageable; the Leoncino remains friendly even for someone transitioning into a middle-weight bike. The chassis and underpinnings do more than just hold things together — they shape the ride’s character. A steel trellis frame gives the Leoncino a firm backbone that also offers a touch of flexibility to soak up minor road flaws. Up front, a 50 mm inverted fork works together with a preload-adjustable rear mono-shock to deliver suspension behaviour that’s more composed than harsh — meaning city potholes, speed-breakers, or imperfect tarmac aren’t punished on your spine. The 17-inch alloy wheels shod in reasonably sporty tyres (120/70-R17 front, 160/60-R17 rear) enhance stability and responsiveness when carving corners or cutting through slow-moving traffic. The geometry and ergonomics strike a clever balance: at roughly 2160 mm long, 875 mm wide and 1160 mm tall, with a wheelbase around 1460–1490 mm, the Leoncino has enough presence to feel stable — not twitchy or nervous. A seat height of ~790–815 mm keeps reach manageable for many riders, striking a middle ground: upright enough for comfort on longer rides, yet low enough for confidence at stops. What this means on Indian roads is that the Leoncino can be surprisingly practical for both city and occasional weekend highway duty — though its 207 kg curb weight does remind you to be smooth in heavy traffic or U-turns. When it’s time to slow down or stop, the Leoncino doesn’t let you down. Dual 320 mm discs up front, paired with a 260 mm disc at the rear — all with dual-channel ABS — give braking that’s confident and progressive, not grabby. Whether you’re carrying a pillion, riding solo, or braking hard in a sudden traffic stop, the setup inspires control. Fuel-wise, its 12.7-litre tank might not scream “long-distance tourer,” but combined with the relatively efficient 500 cc twin, it makes the Leoncino handy for daily commuting and short-to-medium rides. For a rider commuting in mixed city-highway conditions, occasional fuel-ups aren’t a chore. And because the bike isn’t tuned for maximum range, the ride still feels alive — engaging for morning traffic and evening returns alike. In terms of attitude and feel, the Leoncino 500 defines a sweet middle ground. It doesn’t pretend to be a stripped-down commuter, but nor does it put on airs as a heavy cruiser. Its modest displacement, manageable weight, and composed suspension make it friendly enough for newer middle-weight riders, yet its engine character, chassis solidity, and braking setup give it enough credibility for seasoned riders seeking a reliable everyday or weekend bike. Yet no machine is perfect, and Leoncino 500 comes with trade-offs—ones you’d want to understand before committing. The modest fuel tank means long rides will require more stops than larger adventure or tourer bikes. The 207 kg weight, while manageable, can feel substantial when manoeuvring in tight traffic or parking in cramped city lanes. If you’re expecting aggressive acceleration or a sportbike-like rush, the Leoncino will seem restrained — it’s tuned for balance and usability, not adrenaline-fueled bursts. For long highway runs or two-up touring, the comfort is decent but not plush — it’s not designed as a luxury tourer. In essence, the Leoncino 500 feels like an honest, grounded middle-weight — one that doesn’t oversell itself. It aims to be versatile: a companion for daily commutes, a weekend ride when you want to stretch your legs, and a reliable machine for short trips and errands. It isn’t flashy in performance terms, but in everyday ownership it delivers a satisfying mixture of practicality, character, and rideability. If you’re the kind of rider who values balance over extremes, who wants a bike that handles city chaos yet isn’t out of place on a highway — the Leoncino 500 is likely to make a lot of sense. | Riding the GSX-8R feels like Suzuki’s attempt to give you a middleweight sportbike that’s equally at home in everyday traffic, curvy mountain roads and spirited weekend runs. It packs a 776 cc liquid-cooled, 4-stroke parallel-twin engine with DOHC and a 270-degree crank. That means it’s not just about straight-line speed — the 270° crank gives the engine a throaty, V-twin–like rumble and a broad, usable torque band instead of a peaky, high-revving nature typical of many sport-bikes. The “cross-balancer” Suzuki uses helps keep vibration in check, meaning that even on longer rides or in stop-and-go city traffic, the engine stays smooth and more comfortable than you might expect from a half-litre-plus street-fighter. The motor is rated to produce around 81–82 bhp at about 8,500 rpm and a healthy 78 Nm of torque at around 6,800 rpm. In real-life terms, you get strong mid-range punch — meaning overtakes on highways or quick accelerations from a traffic light feel confident without needing to wring the engine out to the redline. That balance makes the GSX-8R versatile: capable of quick, enthusiastic blasts when you want sporty fun, but also manageable in city commutes or everyday riding. The 6-speed gearbox helps you extract that torque smoothly, and the bike comes with a bi-directional quick-shift system built in. In practice that means you can shift up or down without pulling in the clutch — a real bonus if you like brisk, crisp gear changes during sporty riding or just want ease while navigating traffic. Suzuki hasn’t compromised on the chassis: a steel frame built around the engine keeps the bike slim, compact, and well-balanced, while an aluminum swingarm adds to nimble handling and stability. The geometry — with a wheelbase of 1,465 mm, moderate rake/trail (25° / 104 mm), and a curb weight of 205 kg — positions the GSX-8R in that sweet spot where it feels stable at speed yet flickable enough when carving through corners. Suspension plays a big part in how the bike behaves on real roads. Up front there are inverted telescopic forks from SHOWA (oil-damped, coil-spring), and at the back a link-type mono-shock. That setup gives you a controlled, firm ride when pushing hard — helpful for sporty riding — but also enough compliance to absorb bumps, potholes or rough patches you might encounter on Indian roads or during longer rides. The balance leans toward sporty control without making the ride harsh. When it comes to tyres and wheels, the GSX-8R runs on 17-inch cast-aluminum wheels with 120/70 ZR17 front and 180/55 ZR17 rear tyres — high-performance radials from Dunlop (RoadSport 2) with good wet-grip and durability. That means cornering, braking and overall grip feel confident — even if road conditions are not ideal. The braking setup — twin discs up front and a rear disc, with ABS — helps ensure your stopping power matches the bike’s punch. As for packaging, the GSX-8R isn’t overly bulky: at 2,155 mm long, 770 mm wide, and 1,135 mm tall, with a seat height of 810 mm, it manages a sporty footprint without feeling unwieldy. For many riders, that translates into reasonably manageable maneuverability in city traffic or narrow roads — though at 810 mm seat-height and 205 kg weight, taller riders will feel more at home; beginners or shorter riders may find the seat quite firm and the weight noticeable when stationary. Fuel-wise, a 14-litre tank gives a decent range, and the bike returns, according to official WMTC figures, about 23.8 km per litre under mixed usage. That’s respectable for a middleweight sportbike — meaning for many of your urban rides, weekend joyrides or moderate touring, the fuel economy remains fairly practical rather than thirsty. The electronics and rider aids make a strong case for the GSX-8R being more than just raw hardware. A 5-inch colour TFT display serves as the meter console, giving essential info at a glance. The throttle is ride-by-wire, giving smooth control over power delivery, and there’s a selectable riding-mode system (with Active, Basic and Comfort modes) that lets you tailor throttle response and torque delivery to conditions — useful when switching between city traffic, wet roads, or spirited riding. Add in traction-control (adjustable), low-rpm assist to ease traffic starts, and an easy-start button — and you have a package that aims for practicality without stripping away sportiness. Styling and ergonomics matter too, and Suzuki seems to have paid attention. The GSX-8R carries a sharp, modern sportbike stance — aggressive fairing and front design, slim rear, exposed seat rails, compact proportions — that signals performance without going overboard. The riding position is slightly sporty: the forward-positioned “hip point” and mildly aggressive handlebars let you lean into corners confidently — but it’s not so extreme that city commuting becomes uncomfortable. Putting all this together — power, chassis, suspension, electronics and practicality — the GSX-8R feels like Suzuki’s answer for someone wanting a “do-it-all” middleweight bike: capable of daily commuting, fun weekend rides, spirited canyon runs or moderate touring without forcing you to compromise too much. It isn’t the most powerful in its class — but the balance it strikes, especially with torque-rich engine, rider aids, handling and usability, may make it a very compelling all-rounder, especially in markets like India where roads, fuel economy and versatility matter. Lastly, in terms of cost, the bike is priced at around ₹ 9.25 lakh (ex-showroom, for the base/standard variant). That positions it quite competitively in the mid-range sportbike segment, offering a lot of modern features and a usable engine without the premium price tag that heavy superbikes carry. If I were telling a friend which kind of rider this bike suits best: the GSX-8R is ideal for someone who wants a sporty, engaging ride — but not at the cost of everyday usability. If you commute, do city traffic, occasional highway runs, weekend joyrides or light touring, this one fits beautifully. If you’re after raw top-end speed or hardcore track performance, it might not blow away everything — but as a balanced, real-world sportbike, it’s one of the stronger contenders in its class right now. |
| Expert Review | MotoAutiv Team | MotoAutiv Team |
| FAQ (Manual Override) | Q: What is the engine configuration of the Leoncino 500? A: It comes with a 500cc, liquid-cooled, parallel-twin DOHC engine with 8 valves. Q: How much power and torque does it produce? A: The bike makes around 47–48 PS of power at 8,500 rpm and about 46 Nm of torque at 6,000 rpm. Q: What type of gearbox does the Leoncino 500 have? A: It uses a 6-speed manual transmission paired with a wet multi-plate clutch. Q: What is the fuel tank capacity and expected mileage? A: The fuel tank capacity is 12.7 litres, and you can expect real-world mileage of roughly 20–25 kmpl depending on riding conditions. Q: What is the seat height and kerb weight? A: The seat height is approximately 790–815 mm, and the kerb weight is around 207 kg. Q: What suspension setup does the bike use? A: It gets a 50 mm upside-down front fork and a rear mono-shock with preload and rebound adjustability. Q: What wheels and tyres come with the Leoncino 500? A: It rides on 17-inch alloy wheels with tubeless tyres sized 120/70-R17 at the front and 160/60-R17 at the rear. Q: What braking system is offered? A: The bike features dual 320 mm front discs with 4-piston calipers and a 260 mm rear disc, supported by dual-channel ABS. Q: What are the key dimensions of the motorcycle? A: It measures about 2160 mm in length, 875 mm in width, with a wheelbase of around 1460 mm and ground clearance close to 160 mm. Q: Is the Leoncino 500 suitable for long rides? A: Yes, the smooth twin-cylinder engine makes highway riding comfortable, though the small fuel tank means slightly more frequent fuel stops. Q: Who is this bike best suited for? A: It’s ideal for city riders, beginners stepping into the 500cc segment, and weekend tourers who want a stylish, easy-to-ride motorcycle. | Q: What is the mileage? A: The mileage is about 23.8 km/l under mixed riding conditions. Q: What is the fuel-tank capacity? A: It has a 14-litre fuel tank. Q: What is the engine displacement? A: The engine displacement is 776 cc. Q: What type of engine does it have? A: It uses a liquid-cooled, 4-stroke, DOHC parallel-twin engine with a 270° crank. Q: What kind of transmission does it use? A: It has a 6-speed constant-mesh manual gearbox. Q: What are the tyre sizes? A: The front tyre size is 120/70 ZR17 and the rear is 180/55 ZR17. Q: What kind of suspension does it have? A: Up front there's an inverted telescopic fork (oil-damped, coil spring), and at the rear a link-type mono-shock (oil-damped, coil spring). Q: What is the kerb weight? A: The kerb weight is 205 kg. Q: What braking setup does it use? A: It features twin disc brakes at the front, a disc brake at the rear, and includes ABS. Q: What kind of electronics / riding aids does it offer? A: It includes ride-by-wire throttle, selectable riding modes, digital instrumentation, and rider-assist features for better control and usability. |
| Fuel System | — | Fuel injection |
| Price Variants | | 560000 | | 988550 |
| Pros | The Leoncino 500 has a very distinctive neo-retro design that instantly stands out, giving it a stylish presence that many riders appreciate. Its 500cc parallel-twin engine is smooth, predictable, and friendly, making it easy to manage in city traffic while still delivering enough power for enjoyable highway cruising. The low seat height and upright ergonomics make the bike accessible and comfortable for a wide range of riders, especially those who want a relaxed riding posture. Handling feels confidence-inspiring thanks to wide handlebars, good weight distribution, and a planted feel through corners. Braking performance is strong due to the dual front discs and ABS, offering stability and reassurance even during sudden stops. Build quality feels solid and the bike gives a “big-bike” road presence, which appeals to riders upgrading from smaller displacement motorcycles. The exhaust note has a pleasing, refined twin-cylinder character that many owners enjoy. | Strong and usable mid-range torque that makes the bike easy to ride in the city and lively on open roads. Smooth engine character thanks to the 270° crank, giving a refined feel even at higher speeds. Comfortable yet sporty riding posture that works for daily use as well as weekend rides. Agile handling with good stability, making it confidence-inspiring for both new and experienced riders. Modern electronics like riding modes, traction control, ride-by-wire, and quick-shifter add convenience and safety. High-quality build and attractive, modern styling with a sharp fairing and sleek proportions. Versatile enough for commuting, spirited cornering, and even moderate touring. |
| Starter | Electric | — |
| Transmission | 6- Speed | 6 Speed Manual |
