> Kymco Xciting 500i

Those KYMCO people have been busy of late. Not only is there a bevy of new machines on offer for 2007, but alongside these new bikes, a host of improvements have been implemented among the existing machine line-up.

Not least of these is the latest version of the 500cc Xciting, now boasting fuel injection. This big single-cylinder scoot is even smoother and feels more powerful than the previous model – and it didn’t hang about before. With both power and torque up by around three per cent the bike is livelier, which is no bad thing as it’s a heavy beast and this weight made the old model feel decidedly sluggish from a standing start.

The only other complaint we levelled at the bike back when we first tested it in TAG a few years ago was the mirrors; they were mounted on the droop nose of the front section and were far too low. All you could see in them was a pair of elbows, unless you moved quite a way from side to side, so rather than have riders looking like Steve Wonder while moving, KYMCO decided to address this issue. Now bar mounted, and a good 30cm higher in the process, these now offer a superb, unrestricted view of all behind – greatly enhancing road safety and peace of mind, although I do feel they’ve stopped one stage short of total road safety thinking by not fitting indicators into the mirror backs; the front indicators – mounted around knee height – make it difficult for motorists (no doubt on the phone at the time) to see your intended manoeuvre.

Although it rides and feels much like a motorbike, this scoot is at its best on the open road. Tight turns and heavy traffic aren’t a real problem as the low speed handling is good, but it does feel better and more relaxed at speed. There’s reluctance for the scoot to dive into fast corners – the weight, plus relatively soft rear suspension, does get in the way somewhat. This isn’t helped by the CVT transmission that tends to freewheel early on once the throttle is closed, leaving the rear end with no engine braking to keep it in check. The result being a confused feeling chassis if too much is expected of it too quickly. This isn’t a real problem when a more relaxed manner of driving is adopted, giving the chassis a chance to keep up with the proceedings and perform well.

As most owners will be using their machines for serious commuting this will most likely be the case anyway. After all, I’m comparing it to the 650 Burgman tested just a few days after the KYMCO. A heavily refined machine, that excels in the handling department, but costs a hell of a lot more. Some adjustment of the rear end is available, so by adding a bit of spring preload it could be stiffened up, but at the possible expense of that lovely smooth ride found with the standard settings. If too much gusto is used in the bendy stuff, ground clearance is compromised too; the wide and beefy transmission casings forcing the centrestand way out of its usual hiding place, decking out on both sides. It’s not easy to do it, but once confidence is gained with the bike, it can happen and with little or no warning.
In normal use the KYMCO is stable at all speeds. Even with the needle pushing treble figures, the ride is smooth and predictable in a straight line; the bodywork and tall screen offering great protection from the elements and the airflow hardly touching the rider. This makes the scoot the perfect, cheap to run, replacement for a small car that, in all but the most extreme of weather, should be to be a great way of getting about, beating the ever-increasing traffic jams and congestion.

• End of review.

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