Quick Analysis
Benelli Leoncino 500
14.5 pts
Unweighted: 9 advantages
EnginePerformanceDimensionsBrakesTyresOther
SUZUKI V-STROM 800DE
16.0 pts
Unweighted: 10 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 | 83 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 | 20 L |
| Mileage | — | 22.7 kmpl |
Dimensions & Weight |
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| Kerb Weight | 207 | 232 kg |
| Seat Height | 810 | 855 mm |
Brakes & Suspension |
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| ABS | Dual Channel ABS | Dual Channel |
| Front Brake | Disc 320 mm Caliper - Front 4 Piston | Disc Front Brake 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 Front Brake 260 mm Caliper - Rear1 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 | 90/90-21M/C 54H |
| Rear Tyre | Pirelli 160/60 ZR17 M/C | 150/70R17M/C 69H |
| 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/vstrom800depearltechwhite.webp |
| Bike Image 2 | — | https://motoautiv.com/wp-content/uploads/2025/11/vstrom800deglasssparkleblack.webp |
| Color Options | RED GREY | Glass Sparkle Black Pearl Tech White Champion Yellow |
| 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. | The bike is on the heavier side, which can feel a bit cumbersome in tight spaces or slow-speed city manoeuvres. Its tall seat height may be challenging for shorter riders, especially when stopping on uneven surfaces. The use of tube-type tyres on spoked wheels can be inconvenient during punctures compared to tubeless setups. The handling is tuned more for stability than sharpness, so riders looking for a sporty feel might find it less nimble. Heat from the engine can become noticeable in congested traffic, especially during slow-moving conditions. |
| 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 V-Strom 800 DE leaves you with a strong sense that this is a motorcycle built for doing many things well — commuting, weekend rides, long highway runs or even dirt-trail adventures — rather than specialising only in one. Its heart is a 776 cc liquid-cooled, 4-stroke, DOHC parallel-twin engine. That numbers to a mid-displacement motorcycle, but thanks to a 270° crankshaft and a long-stroke configuration (bore and stroke of 84.0 mm × 70.0 mm), the engine delivers a smooth yet torquey character rather than a high-revving, buzzy one. What this means on real roads is confidence: from slow city traffic to winding country roads, the bike responds with a satisfying blend of tractable low- and mid-range pull, making it easier to ride whether you are carrying luggage, a pillion, or simply cruising solo. The compact engine design also helps the bike keep good weight balance — a useful quality when manoeuvring in tighter spots or when riding on uneven terrain. The transmission is a 6-speed constant-mesh gearbox, and paired with the built-in bi-directional quick-shift system. For the rider, this translates to smoother shifts — upshifts or downshifts — often without needing to use the clutch lever when you’re on the move. In real-world riding, that means less fuss in city traffic or during spirited overtakes, and a more seamless connection with the road, especially on long rides. What gives the V-Strom 800 DE its true “adventure-tourer” character is the chassis and suspension setup: a sturdy steel frame with a lightweight aluminum swingarm, 21-inch front wheel and 17-inch rear wheel on spoke rims, and suspension designed to handle more than just smooth asphalt. The front end uses inverted telescopic forks (coil-spring, oil-damped), while the rear is a link-type mono-shock (coil-spring, oil-damped) with adjustable preload — handy when carrying a passenger or luggage. With a ground clearance of 220 mm, long wheelbase, and geometry tuned for stability, the V-Strom handles gravel, rough village roads or uneven tarmac with unexpected composure. The suspension’s travel and forgiving nature mean that long hours in the saddle — even on imperfect roads — remain reasonably comfortable, while still offering the control you need when the pace picks up or when cornering hard. On the road, the bike’s size and weight give it a stable, planted feel. Measuring about 2,345 mm in length, 975 mm in width and 1,310 mm in height, with a 1,570 mm wheelbase and a seat height of 855 mm, the V-Strom feels substantial — but in a “reassuring-presence” way, rather than “bulky and unwieldy.” Its kerb weight sits at around 232 kg. That might sound hefty, but the way the bike is balanced and the distribution of mass make a noticeable difference: at speed, it rides with composure and stability; while at low speeds or stop-and-go traffic, the low-to-mid torque helps keep it manageable. Yes — parking or tight U-turns will ask a bit of care, but once you’re moving the bike feels surprisingly agile for its size. Braking is handled via disc brakes at both ends — twin discs up front, a disc at the rear, with dual-channel ABS (and the option to cancel rear ABS when riding off-road). That means you have confidence whenever you need to scrub speed — on twisty downhill curves, sudden city brakes, or uneven off-road patches. The ABS modes give flexibility: less intrusive on gravel or dirt, firmer when on asphalt. From a rider-aid and convenience perspective, the V-Strom 800 DE stands well above basic bikes. A 5-inch colour TFT instrument cluster sits front and centre, delivering clear and rich info — speed, revs, riding modes, navigation data, alerts — in a modern, intuitive layout. Day/night modes make it readable in varying light conditions. Lighting around the bike is all LED: stacked hexagonal headlamps, LED position/taillight, turn indicators — bright, efficient and giving a modern visage. There’s even a USB (DC) outlet built into the console — useful on long rides for charging phones or powering navigation accessories. The windscreen, adjustable in three positions, does a decent job of deflecting wind and debris, and combined with upright handlebar geometry and a comfortable seat (flat enough for long hours, yet shaped to let the rider reach the ground easily) the bike stays comfortable in touring mode. Pillion comfort and luggage-mount capacity are taken care of too, with sturdy footpegs, grab bars and a rear carrier ready for top-case mount. Fuel tank capacity — 20 litres — adds to its touring credentials. That’s enough to build a healthy riding range between fill-ups, especially on highways or during longer trips. The fuel-injected engine with its tuning tends to give a balanced mix of efficiency and usable power; while aggressive throttle will affect fuel economy, at gentle to moderate riding it remains reasonable, making the bike practical as a daily commuter or long-haul tourer. What all this boils down to is a motorcycle that aims to be a “do-everything” companion — comfortable enough for daily use, robust enough for light off-road or gravel exploration, capable enough for long highway runs, and refined enough for city commuting or touring. The V-Strom 800 DE doesn’t insist you commit fully to one type of riding — instead it offers flexibility: the same bike plays a safe role in rush-hour traffic or scenic getaways, highway cruising or dirt-path diversion, solo ride or two-up with luggage. Of course, this flexibility comes with some trade-offs. The seat height and weight make it a bit demanding for shorter or new riders, especially at slow speeds or when parked. The spoked wheels with tube-style tyres — while offering durability and off-road resilience — may not deliver the same instant handling feedback or lower maintenance ease as tubeless tyres, especially under heavy touring load or when puncture repair is needed. And because it’s built for a variety of roles, it doesn’t feel like a razor-sharp sportbike or a hardcore off-roader — but that is by design. The V-Strom 800 DE is not about extremes; it’s about balance. If you imagine yourself as someone who wants a single motorcycle that does many things — commuter, weekend ride, highway tourer, occasional off-road explorer — the V-Strom 800 DE makes a strong case. It’s less about chasing top-end thrill and more about offering a reliable, enjoyable and well-rounded riding experience, day in and day out. And that is precisely where it shines — the everyday adventure that doesn’t ask for compromises. |
| 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 around 22–25 kmpl in real-world mixed riding. Q: What is the engine capacity? A: It is powered by a 776cc parallel-twin, liquid-cooled engine. Q: How much power does it produce? A: It produces roughly 82–84 PS of power. Q: What is the torque output? A: The torque is about 78 Nm, delivered in a smooth, usable mid-range. Q: Does it come with a quickshifter? A: Yes, it has a bi-directional quickshifter as standard. Q: What type of suspension does the bike use? A: It uses long-travel, fully adjustable suspension designed for off-road and rough-road riding. Q: What are the wheel sizes? A: The bike runs a 21-inch front wheel and a 17-inch rear wheel. Q: Does it have traction control? A: Yes, it has a multi-level traction control system, including a gravel/off-road-friendly mode. Q: Does the bike come with riding modes? A: Yes, it offers multiple power delivery modes to suit different riding conditions. Q: What is the ground clearance? A: It offers tall ground clearance, giving it strong off-road capability (around 220 mm). Q: Does it have ABS? A: Yes, it features dual-channel ABS with selectable modes. Q: Is this bike good for long-distance touring? A: Yes, the comfortable ergonomics, smooth engine, and long-travel suspension make it ideal for long rides and adventure touring. Q: Is the V-Strom 800DE beginner-friendly? A: It is manageable for confident riders, but its weight and power make it better suited for riders with some experience. |
| Fuel System | — | Fuel injection |
| Price Variants | | 560000 | | 1100763 |
| 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. | The 776cc parallel-twin engine has a very strong mid-range, making the bike effortless to ride both in the city and on long highway stretches. The long-travel, fully adjustable suspension gives it excellent comfort on broken roads and makes rough-patch riding feel natural and controlled. The upright ergonomics, wide handlebars, and supportive seat make it extremely comfortable for touring, even over long distances. The 21-inch front wheel and generous ground clearance give it real off-road confidence compared to typical road-biased adventure bikes. It comes well-equipped with modern features like a bi-directional quickshifter, riding modes, traction control, and a clear digital display. Stability at high speeds is impressive, giving riders a sense of confidence on open roads. |
| Starter | Electric | Electric |
| Transmission | 6- Speed | 6-speed |
