The Kwang Yang Motor Company doggedly pursues its share of the rather limited American scooter market with its new-for-2018 XCiting 400i ABS that replaced the 500 from 2017. Sporty looks and cornering performance are the hallmarks of the XCiting family -- possibly from whence the rather uninspired name springs -- and the factory continues that legacy with this newest model. A 42-degree lean angle and 35-horsepower mill point to great potential for shenaniganery, or at the very least, a non-boring commute. Sleek and slim, the new 400i most definitely departs from the dated “classic” scooter design, and is a thoroughly modern ride.

Continue reading for my review of the KYMCO XCiting 400i.

2018 KYMCO XCiting 400i Design

A very sportbike-like look greets the eye with a sharp entry that opens up below the recessed-and-bubbled dual headlights like a mock cowling and a smoked windshield up top. Integrating the turn signals into the mirrors was a good hit in my book; anything has to be better than whisker lights, am I right? This gives the 400i a very clean front end with a modern look that I expect will appeal to the younger buyers.

Moving aft, a tunnel interrupts the step-through and displaces the between-feet storage, but it still gives the rider a bit of a break when mounting. The pockets behind the legguard leave room to tuck in your stems out of the weather, and there seems to be plenty of room between the rise to the pillion and the front of the footspace even for relatively tall riders, though the tallest will likely get some knee-to-dashboard interference sooner or later.

Flip-out footpegs and JC handles provide some security for the passenger, but I'm a'feared that the ramp-like pilot lumbar support may force rider and passenger apart a bit for a less-intimate ride. The seat flips up to expose just over 11 gallons of lighted dry storage -- barely enough for a single brain bucket -- but it's convenient, and the glovebox in the inner fairing provides a place to store your mobile devices with a 12-volt power source so you can charge up said gizmoes on the go.

Personally, I like that the fuel filler falls outside of the under-seat area, because spills happen, and I prefer that they miss my gear when they do. The rear end isn't quite as clean as the front because of the turn-signal standoffs, but you can't have everything when there are light-spacing considerations in the mix.

2018 KYMCO XCiting 400i Chassis

A tubular-steel underframe supports the structure, and I vastly prefer that to the monocoque method for its strength and ease of repair. The steering head is set for 28 degrees of rake, and that combines with the 15-inch front wheel for 4.17 inches of trail on the 61.61 wheelbase for dimensions and handling not too far from that of low-displacement motorcycles. Obviously, that's no accident, and one could argue quite necessary in order to try and compete in the domestic market where small-displacement “proper” motorcycles are not only aplenty, but priced comparably as well.

A pair of telescopic wet forks float the front end on 4.33 inches of travel, and the dual coil-over shocks out back deliver 4.213 inches of travel with adjustable spring preload as the only adjustment. While that's nothing unusual for scooters, or anything at this price point for that matter, the suspension travel is superior to many scooters on the market, thus making the XCiting 400i potentially much better for someone looking at a gritty commute.

The anchors are serious business, as well. KYMCO mounted dual 280 mm front discs, and thankfully, left the rear drum brake in the history books where they belong by mounting a 240 mm disc out back instead. A pair of four-pot calipers slow the front with a single-piston anchor out back and the Bosch 9.1M ABS system on overwatch. Lest you think it overkill, I would point out that the 400i weighs in at 424.6 pounds dry, so there is plenty of potential energy to deal with when it's time to haul it down in a hurry.

2018 KYMCO XCiting 400i Drivetrain

Yep, it's a scooter, so right off the bat you know it's going to run a swing-mount drive system that uses the engine and transmission as a stressed member that replaces the traditional swingarm. Bore and stroke measure out at 84 mm and 72 mm respectively, and that gives us a total displacement of 399 cc. This water-cooled thumper sports a SOHC and four-valve head with a throttle body and EFI on induction control that cranks out 35 horsepower at 7,500 rpm with 26 pound-feet of torque. The torque comes on at six grand, and even though the power isn't exactly what you would call punchy, it does build consistently through the range, and it's plenty for making safe passes.

As long as we're discussing performance, I would be remiss if I didn't revisit the 42-freakin'-degree lean angle that will let you safely heel over farther than many motorcycles can, and many riders dare. More than the looks, it's these considerations that make the 400i such a sporty ride.

2018 KYMCO XCiting 400i Price

This scoot definitely poses a threat to the big-name (and priced) maxi-scooters, and even seems likely to put some pressure on someone riding the fence between a scooter and a one of the pocket-sized crotch rockets on the market now. Still, the $5,999 sticker may be a trifle ambitious given some of the better-known options available right now.

2018 KYMCO XCiting 400i Competitors

KYMCO's XCiting 400i ABS has its work cut out for it against some serious competition, not the least of which is the new-for-2018 Burgman 400 ABS from Suzuki. While the Burgman isn't quite as sporty as the XCiting, it definitely looks like it just got back from fat camp with a slimmer body style. In spite of that, the Burgman retains much of its “office worker” flair that seems to try to appeal specifically to the young-urban-professional crowd.

Both sport tallish, vented windscreens to supplement the front fairing and legguard, and are very similar in design from the inner fairing on back. Suzuki approached the chassis in much the same way as well with dual 260 mm discs up front and a 210 mm disc out back with ABS protection, as well, but it does fall short in brake diameters as well as surrendering an inch to the XCiting with a 13-inch rear wheel. Still, the front wheels are equal at 15-inches big, and I submit that's more important to the handling and safety.

Powerplants are also pretty comparable at 399 cc, but the Burgman mill cranks out 30.5 ponies against the claimed 35 horsepower from the XCiting to give KYMCO a slight edge, but don't expect that difference to register on the heinie-dyno very strongly, if at all.

Now for KYMCO's biggest advantage; price. At $5,999, the XCiting 400i ABS is mighty attractive when compared against the $8,099 tag on the Burgman. True, name power counts for something, but given that we're still talking about scooters, that's a big difference. Someone looking at the Burgman might do well to check out the XCiting as well.

He Said

My husband and fellow motorcycle writer, TJ Hinton, says, “Looks like another scooter trying to push far above its station. I maintain that unless you have some compelling reason to need a scooter, you'd be better off going with a real bike. If it's all about the automatic transmission for you, I invite you to check out Honda's DCT transmission it uses on a variety of bikes starting around 700 cc.”

She Said

“If there's one thing to say about this scooter, it's that the brakes are awesome. There is no wanting for stopping power. Instrumentation is basic, but the essentials are there. Acceleration is snappy enough and handling is really quite remarkable. You could almost forget that you're on a scooter and not on a sportbike. The seat was fine for me -- comfortable enough for a decent trip without aches and pains at the end -- but I wonder if tall folks are going to be a little cramped without the ability to push themselves back on the seat.”

Specifications

References

See our review of the Suzuki Burgman 400.