Quick Analysis
Benelli Leoncino 500
3.5 pts
Unweighted: 5 advantages
EnginePerformanceDimensionsBrakesTyresFeaturesOther
TRIUMPH TIGER 1200 RALLY EXPLORER
29.0 pts
Unweighted: 16 advantages
EnginePerformanceDimensionsBrakesTyresFeaturesOther
| Specification | ||
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Engine Specifications |
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| Cooling System | Liquid-cooled | Liquid-cooled |
| Displacement | 500cc | 1160 cc |
| Engine Type | 2-cylinder/4-stroke/8-valve | 12 valve, DOHC, inline 3-cylinder |
| Power | 35kW at 8500 r/min | 150PS / 148bhp (110.4kW) @ 9,000rpm (100PS rain mode) |
| Torque | 46N·m/6000 r/min | 130 Nm @ 7,000 rpm |
Performance & Efficiency |
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| Fuel Tank Capacity | 12.7 l | 30 L |
| Mileage | — | 18kmpl |
Dimensions & Weight |
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| Kerb Weight | 207 | 262kg (90% fuel - mass in running order) kg |
| Seat Height | 810 | Adjustable 875/895 mm |
Brakes & Suspension |
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| ABS | Dual Channel ABS | Dual Channel |
| Front Brake | Disc 320 mm Caliper - Front 4 Piston | Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating discs. Magura HC1 span adjustable radial master cylinder with separate reservoir. |
| Front Suspension | 50mm inverted forks | Showa 49mm, semi-active damping USD forks. 220mm travel. |
| Rear Brake | Disc 260 mm Caliper - Rear 1 Piston | Brembo single piston caliper, OC-ABS, single 282mm disc. Rear master cylinder with remote reservoir. |
| Rear Suspension | Hydraulic Monoshock (Rebound & Preload adjustable) | 220mm wheel travel Showa semi-active damping monoshock, with automatic electronic preload adjustment and New Active Preload Reduction feature. Depending on the combined weight of rider, pillion and luggage, this feature could lower the riding height by up to 20mm when the motorcycle comes to a standstill, offering greater ease and confidence. |
Tyres & Wheels |
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| Front Tyre | Pirelli 120/70 ZR17 M/C | Metzeler Karoo Street, 90/90-21 (M/C 54V TL) |
| Rear Tyre | Pirelli 160/60 ZR17 M/C | Metzeler Karoo Street, 150/70R18 (M/C 70V TL) |
| Tyre Type | Tubeless | Tubeless |
| Wheel Type | Alloy | Alloy |
Features & Technology |
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| Headlight | — | DRLs LED |
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/2025/11/1.png |
| Bike Image 2 | — | https://motoautiv.com/wp-content/uploads/2025/11/3.png |
| Color Options | RED GREY | Jet Black Matt Khaki Matt Sandstorm |
| 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. | Tall seat & significant weight: With a seat height around 875-895 mm and a wet weight around 250+ kg, it can be challenging for shorter riders or in slow-speed manoeuvres. High acquisition & running costs: Being a premium adventure model with top-tier components, purchase price and maintenance costs are high compared to more basic ADV bikes. Some interface/usability quirks: Reviews and owner feedback highlight issues like dashboard/menu complexity, windscreen adjustment problems and throttle snatchiness in certain modes. While very capable off-road, still more road-biased than a dedicated enduro: The size, weight and tyre/suspension setup favour road touring and moderate off‐road rather than hardcore trail riding. |
| 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. | The Triumph Tiger 1200 Rally Explorer is the ultimate expression of Triumph’s large-capacity adventure touring range, engineered to blend long-distance comfort with real all-road capability. At its heart lies an impressive 1,160 cc liquid-cooled, inline-three cylinder engine producing about 150 PS at 9,000 rpm and 130 Nm of torque at 7,000 rpm. This high-capacity powerplant, combined with a shaft drive and slip-/assist clutch, delivers refined performance across a variety of terrain—whether you’re cruising at highway speeds, carrying pillion and luggage, or navigating challenging gravel stretches. Design and ergonomics are tailored to serious adventure-riding. The Rally Explorer is built on a tubular steel frame with forged aluminium outriggers, and rides on tubeless spoked wheels sized 21 inch at the front and 18 inch at the rear, equipped with Metzeler Karoo Street tyres for true all-road functionality. It uses a semi-active Showa suspension setup with 220 mm of travel at both ends, and features an electronic active preload reduction system that lowers the seat height by up to 20 mm when stopped, increasing rider confidence. The seat height is adjustable around 875-895 mm, and the wet weight is approximately 262 kg (90% fuel). The fuel tank holds a generous 30 litres, supporting extended touring range without constant refuelling stops. Technology and features are in abundance—this isn’t just a rugged bike; it’s a sophisticated machine. The Rally Explorer comes with a 7-inch full-colour TFT display with “My Triumph” connectivity, six riding modes (Rain, Road, Sport, Off-Road, Off-Road Pro, Rider), cornering ABS and traction control, tyre-pressure monitoring system, adaptive cornering LED lights, heated rider and pillion seats, blind-spot radar (rear) and cruise control. The braking hardware is top-tier, with Brembo Stylema calipers on the front twin 320 mm discs and a 282 mm disc at the rear. All of this makes the Rally Explorer a bike equally capable on highways, long tours, and moderate off-road tracks. In practical use, riders report that the Tiger 1200 Rally Explorer feels refined for its size—its powerful engine is smooth, the chassis surprisingly agile for a big adventure bike, and the ride comfort strong even under load. It moves confidently on challenging terrain yet remains composed on tarmac. That said, the tall seat height and overall weight mean it demands some physical presence, especially when manoeuvring in slow or technical situations. Also, while its 30-litre tank gives noteworthy range, the sheer bulk and premium spec translate to higher purchase cost, and maintenance/spare parts costs are correspondingly elevated. Real-world mileage is quoted around ~19-20 km/l in mixed use in some markets. In summary, the Triumph Tiger 1200 Rally Explorer is a top-tier adventure tourer for riders who prioritise premium build, long-haul capability, advanced tech and genuine all-terrain versatility. It may not be the lowest-seat, lightest option in its class, but for those who are prepared to commit, it rewards with one of the most complete and confident adventure-motorcycle experiences available today. |
| 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 engine specification of the Tiger 1200 Rally Explorer? A: It is powered by a 1,160 cc liquid-cooled, 12-valve inline-three-cylinder engine that produces approximately 150 PS at 9,000 rpm and 130 Nm of torque at 7,000 rpm. Triumph Motorcycles +1 Q: What is the seat height and wet weight of the Rally Explorer? A: The seat height is adjustable at 875 mm / 895 mm and the wet (“mass in running order”) weight is approximately 261 kg (90% fuel) for the Rally Explorer variant. Triumph Motorcycles +1 Q: What kind of wheels and tires does the Rally Explorer use? A: The bike uses 21-inch front and 18-inch rear tubeless spoked wheels, fitted with tyres sized 90/90-21 (front) and 150/70-R18 (rear) with Metzeler Karoo Street tyres (or equivalent) for all-road/off-road capability. Q: What is the fuel tank capacity and what mileage can one expect? A: The Rally Explorer variant gets a 30-litre fuel tank for extended range. Real-world mileage is around ~19-20 km/l under mixed conditions (though actual may vary) and official figure ~5.5 L/100 km. Q: What electronics and rider aids are featured on the Rally Explorer? A: It comes with a full-colour 7-inch TFT display with My Triumph Connectivity, six riding modes (Rain, Road, Sport, Off-Road, Off-Road Pro, Rider), cornering ABS, traction control, heated rider & pillion seats, tyre-pressure monitoring system (TPMS), cruise control, quickshifter and more. Q: What is the ex-showroom price of the Tiger 1200 Rally Explorer in India? A: The ex-showroom price starts from approximately ₹ 22,29,000 in India for the Rally Explorer variant. Q: Is the Rally Explorer variant suitable for off-road rides as well as touring? A: Yes — the Rally Explorer is designed as a top-spec adventure bike with long-travel suspension, 21-inch front wheel, optional off-road modes, and rugged ergonomics, making it capable for both road touring and moderate off-road adventure. Q: What is the service interval and warranty for this motorcycle? A: The service interval is approximately every 16,000 km (10,000 miles) or 12 months, whichever comes first. The bike comes with a 3-year unlimited-mileage warranty in many markets. |
| Price Variants | | 560000 | RALLY EXPLORER | 2229000 GT EXPLORER | 2089000 RALLY PRO | 2079000 GT PRO | 1939000 |
| 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 engine performance: The 1,160 cc inline-three delivers around 150 PS and 130 Nm of torque, giving excellent power for both on-road and off-road adventure riding. Top-spec componentry & features: The Rally Explorer comes with long-travel suspension, 21-inch front/18-inch rear spoked wheels, semi-active damping, high-end brakes and a comprehensive electronics suite. Great touring ergonomics & comfort: Upright riding position, adjustable windscreen, plush seats, large fuel tank (30 litres) make it well suited for long‐distance rides. Improved smoothness & refinement: The latest version addresses engine vibrations and low-rpm stalls from earlier models, resulting in a more civilised ride. |
| Starter | Electric | — |
| Transmission | 6- Speed | 6 speed |
