It is a weirdly beautiful thing. Honestly, when you first see the Benelli Leoncino 500 Trail parked on a sidewalk, it doesn't look like it belongs to the same family as the plastic-heavy Japanese commuters or the hyper-aggressive adventure bikes that look like Transformers. It has this little lion—the Lion of Pesaro—perched right on the front fender. It’s a small detail, but it sets the tone for the whole experience. This isn’t a bike built by a committee in a sterile boardroom; it feels like it was sketched on a napkin in an Italian cafe by someone who cares about how a machine makes you feel before they ever looked at a spreadsheet.
The Leoncino 500 Trail is the "scrambler" version of the standard Leoncino. It swaps out the 17-inch street tires for a 19-inch front wheel and some knobby rubber. It’s taller. It’s a bit more rugged. But is it actually a dual-sport? Not really. It’s a street bike that isn't afraid of a gravel driveway or a fire road. If you buy this thinking you're going to keep up with a KTM 500 EXC-F in the tight woods, you’re going to have a very expensive, very heavy bad time. But for everyone else? It’s a fascinating middle ground.
Why the Benelli Leoncino 500 Trail actually works for real riders
The heart of this thing is a 499.6cc parallel-twin engine. It makes about 47 horsepower. That sounds modest, right? On paper, it’s basically an A2-compliant bike for the European market. But numbers are liars. The way this engine delivers power is surprisingly soul-stirring. It has a 360-degree crankshaft, which means both pistons move up and down together. This gives it a deep, rhythmic thrum that sounds way more like an old-school British twin than a modern, buzzy sewing machine.
Benelli’s engineers did something clever with the exhaust, too. Even with the stock pipe, the Leoncino has a growl. It’s guttural. Most 500cc bikes sound thin, but this one has some chest hair.
The "Trail" designation brings specific hardware to the table. You get Metzeler Tourance tires, which are legendary for being "okay" at everything. They stick well enough on asphalt to scrape pegs, and they won't immediately slide out on wet grass. You also get adjustable upside-down forks. Well, "adjustable" is a strong word—you can play with the rebound, but don't expect Ohlins-level precision. Still, for a bike in this price bracket, having any adjustment at all is a win.
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The Weight Problem (and Why It Kind Of Doesn't Matter)
Let’s be real. The Benelli Leoncino 500 Trail is heavy. It clocks in at around 207kg (456 lbs) wet. For a 500cc bike, that is objectively chunky. A Honda CB500X is lighter. A Svartpilen 401 is much lighter.
But here is the thing: the weight makes it feel substantial.
When you’re doing 75 mph on the highway, the Leoncino doesn't get blown around by the wake of semi-trucks. It feels planted. It feels like a "real" motorcycle, not a toy. The center of gravity is low enough that once you're moving, the weight vanishes. You flick it into a corner, and it stays on its line. It’s stable. Some bikes are nervous; the Leoncino is calm. It’s the kind of bike that encourages you to take the long way home because it’s just so easy to live with.
The Reality of the "Off-Road" Capability
Don't let the 19-inch front wheel fool you into thinking this is a Dakar racer. The suspension travel is limited. If you hit a massive pothole or a log at speed, you’re going to bottom out. The ground clearance is better than the street version, but it's not "rock crawling" better.
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Basically, the Trail version is for the person who sees a dirt path leading to a hidden beach or a mountain overlook and thinks, "Yeah, I can make that." It handles fire roads with total composure. The upright seating position and wide handlebars give you a ton of leverage. You can stand on the pegs—which are actually decent, by the way—and navigate some light chop without feeling like the bike is trying to buck you off.
The brakes are surprisingly good. You get four-piston calipers up front gripping 320mm discs. They have plenty of bite. More importantly, the ABS can be switched off for the rear wheel. This is a huge deal. If you’re actually riding on dirt, you need to be able to lock that rear wheel to pivot the bike. Most budget "scramblers" don't give you that option. Benelli did.
Italian Design vs. Chinese Manufacturing
There is always a elephant in the room with Benelli. They are an Italian brand, owned by the Qianjiang (QJ) Group in China. Some people get weird about that. They think it means the quality is going to be subpar.
Honestly? Look at the welds. Look at the paint. The Leoncino is built better than some bikes coming out of Japan right now. The switchgear feels solid. The LED lighting is crisp. Benelli has managed to keep the Italian soul—that "Bella Moto" vibe—while using the massive manufacturing scale of QJ to keep the price down. It’s a partnership that actually works.
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Maintenance and Living with the Lion
You’re going to have to maintain it, obviously. The service intervals are pretty standard—usually every 6,000 km (about 3,700 miles) for an oil change and a general check-over. One thing to watch out for is the chain. The factory chain on many Benellis isn't the greatest. If you buy one, plan on swapping it for a high-quality DID or EK chain after the first few thousand miles. It’ll make the bike smoother and save you the headache of constant adjustments.
The seat height is 835mm. If you have shorter legs, it might be a stretch, but because the bike is narrow where the seat meets the tank, it’s easier to manage than the numbers suggest.
Surprising Nuances
- The Dash: It’s a digital LCD. It’s not a fancy TFT screen with Bluetooth and maps, but it’s incredibly easy to read in direct sunlight. Sometimes, simple is better.
- The Fuel Tank: It holds 12.7 liters. You’ll get about 150-180 miles of range depending on how hard you twist your right wrist. It’s plenty for a day trip, but you’ll be looking for a station on long tours.
- The Sound: I’m mentioning it again because it’s that good. It’s the bike’s best feature.
What Most People Get Wrong About the Leoncino
People often compare this bike to the Ducati Scrambler. That’s a mistake. The Ducati is more powerful, more expensive, and more high-maintenance. The Benelli Leoncino 500 Trail is more of a "people's scrambler." It’s for the rider who wants something stylish but doesn't want a $200 oil change or a bike they’re afraid to scratch.
It’s also not a "beginner bike" in the sense that you’ll get bored of it in six months. Sure, it’s beginner-friendly because the power delivery is linear and predictable. But it has enough character to keep an experienced rider interested. It’s a "keeper" bike.
Actionable Steps for Prospective Buyers
If you’re seriously looking at putting a Leoncino 500 Trail in your garage, don't just read the spec sheet. The specs don't tell the story.
- Test Ride for Ergonomics: The footpeg-to-seat ratio is a bit tight for very tall riders (over 6'2"). Sit on it. Stand up on the pegs. Make sure your knees don't feel cramped.
- Check the Dealer Network: Before you buy, ensure there is a reputable Benelli dealer or a shop willing to work on Italian/Chinese bikes near you. Parts availability has improved drastically, but it's always good to have a local "guy."
- Inspect the Tires: If the bike has been sitting on a showroom floor for a year, check the date codes on those Metzelers. Rubber hardens over time, and you want that grip to be fresh.
- Listen to the Engine: Start it up. Let it get to operating temperature. Listen for any weird rattles in the heat shields. It’s a twin; it’ll vibrate a little, but it should sound rhythmic and mechanical, not "loose."
- Plan Your First Upgrade: Change the oil early. Even if the manual says wait, doing a "break-in" oil change at 500 miles is the best thing you can do for the longevity of that 500cc twin. It flushes out any tiny metal shavings from the manufacturing process.
The Benelli Leoncino 500 Trail isn't a perfect motorcycle. It’s a bit heavy, the fuel tank could be bigger, and it’s not a true dirt bike. But it has something that most modern bikes lack: a personality. It’s a rugged, handsome, loud-mouthed little lion that just wants to go for a ride. And in 2026, when everything feels increasingly digital and filtered, a mechanical experience like this is worth its weight in gold—even if that weight is 207 kilograms.