The KYMCO Xciting 400, first introduced 10 years ago now, reaches its third generation with this complete redesign. Replacing the previous 400S, the VS incorporates new equipment and reaches greater maturity.
The
KYMCO Xciting 400 was a reinterpretation of the 400 segment. Before the
appearance of the KYMCO, if you remember, this displacement was reserved for
that step between the 250/300 GT scooters and the big twins; a segment not very
populated but popular in sales like the Suzuki Burgman 400 or Yamaha Majesty.
These were the great successes of the 400, followed by the previous SYM Maxsym 400, and once the well-known Peugeot Satelis and Piaggio X8/X-Evo disappeared. As you can see, it is a different approach: equipped, elegant, serious scooters, with little or no "sport" claim and what is worse... expensive; even some, very expensive
The KYMCO Xciting 400 changed that landscape. It was considerably cheaper than its rivals, except for the SYM, although it was "serious and formal" as well as somewhat "dull" in behavior. The KYMCO, however, recovered the spirit of the old Xciting, in price and behavior, but with a very powerful last-generation engine, in a chassis and a well-designed chassis to be very fast and fun to ride.
Indeed, it did not have the enormous load capacity of those rivals of that time, but it seemed not to matter too much: the price, its behavior at high speed, and its superior features to its rivals, made it quickly earn points. It was a well-valued scooter, without a doubt.
Changes came soon. The first KYMCO Xciting immediately had a "brother" with ABS brakes (then they were not mandatory) and the following year one of the most criticized points was modified: the short smoked screen. Yes, it was very sporty in style, but it gave way to a bigger one, more “GT”… more appropriate. A new frame also arrived, also more in line with a scooter of its level.
In 2020 the "old" Xciting was replaced by a new 400 S that retouched the body, the hole under the seat (always another questionable point where only a helmet fits), and some details. His demeanor was somewhat gentrifying. The anti-pollution regulations restricted the engine and it dropped from the 36 CV with which it was presented, officially losing just under half a horse, its response softened and the suspensions softened a bit.
And in reality, it was noticeable because, indeed, it did not walk as much nor was it as sporty but, yes, it was more comfortable, elegant, and pleasant. It was clear that the competition was tightening and had repositioned itself in price and style, getting closer to the KYMCO and thus limiting its success.
In 2023 a new 400 arrives, this time under the name VS. The bodywork has been sharpened again, even more aggressive, and LED lights have been adopted. The engine had already been brought in line with Euro 5 in the previous Xciting S but now it is even smoother and the equipment has been varied, resulting in a scooter, once again, very interesting.
How is
the KYMCO Xciting 400 VS
The new KYMCO Xciting 400 VS uses the already known base of the previous Xciting S. As I said, the engine of that one has already passed Euro 5 and has softened in response. Also, the chassis and rest of the cycle part are practically the same as that of the S, which already included important changes with respect to the first Xciting.
New engine mounts were mounted on that one that took it further forward, with new suspensions, softer and more comfortable than in the first Xcitings, maintaining the tube structure, with a motorcycle-type double seatpost that gives such good results in terms of behavior on the road.
The 41 mm diameter fork, two rear shock absorbers adjustable in preload in five positions, and the disc brakes, with two front ones and radial calipers with distance-adjustable levers, plus a rear disc, are maintained. It equips a handbrake under the left fist, is comfortable to use, and is very useful to be able to stop on a slope. Of course, ABS is standard. The wheels remain in measurements of 15″ in front and 14″ in the rear, equipped with Maxxis tires.
The engine was also tweaked for that S version and has remained with few changes. Variator, clutch, and belt were new for that one and the cylinder head was then redesigned. Variations are not announced but the power approved for the VS is lower, 33.39 CV at 7,250 rpm and a torque of 37.5 Nm at 5,750 rpm.
It maintains the TCS traction control system that was introduced in the previous version, which you can disconnect if you need it from the left pineapple.
The big changes have come in the bodywork and equipment. Thus we see a new front that modifies the style, returning again to a sharper and more aggressive one without losing that point of elegance and modernity. All lighting is by LED and the new headlights have allowed that "sharpening" of the front, also improving lighting.
The shaped and upholstered seat is also new, seeking greater comfort in a more relaxed driving position. The frame is completely new, digital in color, with a good design and visibility as always, very complete, although it should be noted here that it has lost the Noodoe connection system with the mobile phone that KYMCO introduced in the previous Xciting... but which it is now removing. It seems that it was not appreciated enough and that, nevertheless, it made the scooter more expensive.
The screen is height adjustable, without tools, through a lever at its base. It has five positions with a significant difference in height and must be handled while standing since you need both hands. It has a proximity key, with an easy-to-use contact button on the left pineapple.
The two glove compartments on the shield, are very comfortable, and automatically lock when you switch off the ignition. And it has a hole under the seat very similar to that of the Xciting S with a somewhat narrow mouth (just lift the front part of the seat), where a full-face helmet fits and a few other things around it.
How's
it going
As is logical, it has not changed radically because, among other things, it was not much needed either. It was a scooter that was going very well, which lost some sportiness in engine response and solidity of the chassis in its evolution to the Xciting S but, in exchange, gained smoothness and comfort. Now continue that silk.
The engine has an even more linear response, without jerks, at the cost of losing the "punch" that the first version had, with an equally good chassis but which has required us to press three preload points at the rear to find those sporty sensations from that Xciting 2013-2014.
It has also lost some top speed, but it is still a fast scooter, with good performance, although it can no longer claim to be the fastest of all its rivals as it was before. But let's explain it from the beginning.
Aesthetically it has gained a lot. Although this is very subjective and personal, it does seem to me that the new bodywork is more attractive than the previous ones, more modern and aggressive. When you get on, the new frame has changed quite a bit from the old ones; the one on the first was quite ugly and small, the one on the S was a very "car" style, attractive, with two dials and this is a very colorful design, on LCD, very visible and full of information, although its design is questionable.
The pineapples are of quality, of the style that was released with the AK550, practical, different, and of a successful design. The adjustable levers are very appreciated although, in general, the touch in all the controls is extraordinary.
On the seat, the position has changed a little, but it is somewhat more comfortable. You are now sitting a little further forward, with plenty of room for your feet. You turn it on and you feel "as usual". The sound, the atmosphere in general is still that of the Xciting 400. Pleasant.
You open the gas and notice that the engine is smoother in response; the first Xciting, opening to the top, was even nervous. This is more reasonable, although at the cost of accelerating somewhat less. Be careful, it does not accelerate badly. In the end, on the open road, the engine is still more than enough to go well past legal speeds.
The adjustable dome is noticeable. Below, with my 1.65 height, it covers me enough. And I admit that I am also a bit "weird" in these things because I like that it gives me some air in my face, I am not convinced by huge screens. In this KYMCO, if you raise it, it covers a lot and does not affect its benefits too much.
On winding roads, it maintains its style and allows you to go fast, with confidence. If the ground is dirty or wet, TCS and ABS work well, increasing your confidence. But it also feels softer in general. We increased the preload up to the third point to find a more consistent sporty behavior, more similar to that of the first Xcitings.
This, basically, is an advantage because those harder rear shock absorbers make it a little more "bounce" in bumpy areas, despite the fact that on good asphalt, if you are going fast, they improve the feel. With these current shock absorbers, you have the possibility to choose what you prefer.
As for the brakes, they are one of the best points of this scooter, being very powerful, adjustable, and with adjustable levers to adjust to your hands; something that never fails or hurts on any motorcycle or scooter.
In the city, there have been no changes in terms of sizes or weights. You have the seat at 805 mm high, so it is not short, but it allows you to move well on the seat to control the scooter with ease even with 1.65 height.
It
weighs 213 kg in running order, which confirms that it is not light, but it is
well counterbalanced and handles between cars with ease and a good turning
radius. It's a good overall citizen scooter.
Pros:
- Successful aesthetic improvement
- Correct behavior and performance
- Correct equipment
Cons:
- Expensive, for current rivals
- Less powerful engine than the previous ones
- Hollow under the seat right
This is how we see it:
- On the road: 3
- In town: 4
- Passenger: 4
- Comfort: 4
- Equipment: 4
- Highway: 3
- (Score from 1 to 5)
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