Long-term update: Kymco Downtown 300i

Sometimes you just don’t know how well you’ve got it. Over the past few weeks, the Bikesales Network’s long-term Kymco Downtown 300i has been enjoying a well-earned rest from workhorse duties while some short-term bike tests became the centre of attention.

With that flurry of activity over, I jumped back on the Downtown a few days ago, and it felt more solid, powerful and fleet of foot than it ever had. And that’s saying something, as I had downsized from a 100-plus horsepower sports tourer to the 30hp (22kW) Downtown, but the gulf, in terms of engine performance, didn’t feel that colossal.

And most of that feel good factor has got to do with the brilliant synergy between the Downtown’s 298.9cc four-stroke, four-valve single-cylinder engine and the CVT transmission, which is one of the best in the business. The most impressive part of the equation is from a standing start, where the temperature rises immediately thanks to smooth and instant throttle response and only a small amount of CVT lag.

It leaps up to 60km/h with incredible fluency, and at around 100km/h (which I reckon is closer to 93-95km/h in ‘real’ terms) it sits on about 5750rpm, which is just below its 6500rpm, 26.5Nm maximum torque threshold. That equates to plenty of smooth, vibrationless and measured power for overtaking, which makes the Downtown feel completely at ease in fast-moving traffic. And there is very little mechanical noise too – as you’d expect from a liquid-cooled engine.

The Downtown certainly equates to comfort and competence, but there’s also that little bit of excitement. Who said scooters were staid?

The Downtown’s suspension, which amounts to basic telescopic forks and twin shocks (adjustable for preload), is generally compliant enough and irons out most of the road wrinkles, but some of the high-compression hits can be felt through the seat.

But we’re not talking bone-crunching, back-jarring jolts – and that’s something I can put up with as scooters, more than motorcycles, ask a lot of the rear suspension with their inherent weight bias towards the rear.

The non-adjustable forks, while built to a price, feel pretty good and, even in harder riding situations – my route to work takes in some twisty bends – there’s just a nice amount of dive under brakes to keep the whole package braking and turning with confidence. Sure, there’s occasionally a little bit of squirming when it’s really under pressure, but that’s to be expected.

As for the seat, it’s a fairly chunky unit at the front – masculine even! As the show moves back, there’s plenty of lumbar support available for the rider, while the passenger gets a higher perch (and grabrails to take in the scenery).

At 166kg, you could be excused for thinking the Downtown is a bit of a heifer, but with a lot of the weight down low it does handle really well and cornering is surprisingly easy and predictable, with plenty of leverage from the high and wide bars.

For those who like to heat things up a little, the Downtown is as capable of the person behind the bars, which is something that can’t often be said about scooters.

The OEM tyres are okay, but they do really get the heebie jeebies in the wet, which does create a bit of nervousness. Perhaps in this situation slightly more weight bias on the front end would be a blessing, just to give a little more feeling through the bars.

With twin 260mm discs up front and a single 240mm disk in the rear, the Downtown is certainly not under-braked. Used in concert, the front and rear produce supreme stopping power, and that action acts as a natural barrier for the rear ABS activating too early.

And there’s plenty of feel through the levers before the real braking starts to kick in, so even in hard riding situations there’s still plenty of poise and retardation factor.

The ABS only adds to the practical nature of the Downtown, which also includes plenty of underseat storage and the weatherproof glove box with 12-volt socket. The only issue I’ve found with the glovebox is that it’s occasionally a bit ‘sticky’ and difficult to lock back up.

The instrument panel is easy to read without taking your eyes from the road, displaying a combo of LCD and analogue readouts.

On the digital panel there is fuel, temperature and trip information, but the dash buttons for cycling time and trip information are not great -- being recessed they’re almost impossible to operate with gloves on. An analogue tachometer and speedometer are also present.

The only issue I’ve had with the speedometer is that the needle locked itself on 30km/h when I closed the bike down one morning, and when I got back on it was still there – so in theory I was tracking 30km/h over the limit the whole way home… A little bizarre, but the speedo eventually cleared its throat and returned to normal.

The headlights are exceptional, so that early morning and night driving is never a sketchy affair on the $7490 scoot. At the front, the lights and blinkers are all ensconsed in a massive single unit (see opening image in review).

A spacious foot well gives the rider a choice of three foothold positions, and the floor pan wraps around the side for the pillion footholds. I've been sititing my laptop bag in the foot well for commuting, as it doesn't quite fit underneath the seat.

The seat takes a very firm shove to shut it, and if it doesn’t close properly, a small LED light remains switched on within the storage area, which drains the battery. However, there is a light on the dash that warns of the seat issue, so there really is no excuse for battery drainage to become an acute problem.

But if it did happen, accessing the battery involves lots of fiddling around. A socket set is required to undo eight bolts to remove the ‘bucket’ under the seat before the jumper leads can be fitted.

There is also a large flip-out catchment hook below the instrument cluster on the front dash to hang helmets/coats/shopping/take-away food in between your legs with little discomfort. Smaller touches like this put the icing on the cake.

We’re been pushing out between 250-280km fuel stops, and that’s with a mix of freeway and urban riding.

The Downtown really is a heap of fun to ride. Experienced riders would even get something out of it, and for learners there’s very little intimidation, the controls are all smooth and it just feels ‘safe’. And it’s a real Mr Versatile.

TRANSMISSION
Type: CVT auto
Chassis and running gear

CHASSIS AND RUNNING GEAR
Frame type: Welded-steel, dual cradle
Front suspension: Telescopic fork, non-adjustable
Rear suspension: Twin shocks, adjustable for preload
Front Brake: 260mm disc with single-piston caliper, ABS
Rear brake: 240mm disc with single-piston caliper, ABS
Tyres: Front 120/80-14, rear 150/70-13

DIMENSIONS AND CAPACITIES
Claimed dry weight: 166kg
Seat height: 775mm
Fuel capacity: 12.5 litres

OTHER STUFF
Price: $7490 with ABS ($6990 without ABS)
Bike supplied by: Kymco Australia
Warranty: 24 months, unlimited kilometres