Keeway K300R Road Test Review Likes & Dislikes: A Motorcycle With Great Potential Shot On Arrival

The Keeway K300R shows why market positioning is as important as introducing the right product

Before we begin with what we liked and disliked about the Keeway K300R and why we feel Keeway has done a disservice to the K300R by pricing it so astronomically high, let me tell you a short story. 

In 2015, after five good years with my Bajaj Pulsar 220, I found myself looking for an upgrade. I made just about enough money to maintain something bigger. With just Rs 2 lakh in savings, a small loan would give me access to a Kawasaki ER 6N; but just about then, KTM dropped the RC390, a game changer. I remember paying Rs 2.30 lakh (on-road Pune) for one and getting access to power, handling and thrill that could leave bikes like the ER6N thinking twice before flexing. Does jumping from a 150-200cc bike to a K300R feel like an upgrade? Let’s find out.

Likes:

Rounded performance:

Out bored to a 292.4cc, this single-cylinder liquid-cooled motor makes 27.8PS and 25Nm, which is roughly what the 250SR makes but with 3Nm more torque. Hence you get the best of both worlds with this bike. It is as tractable through traffic at 30kmph as it is revving hard closer to 9500rpm. Holding triple digit speeds is a breeze.

Acceleration test:

This balance is one thing most KTM owners craved for and was offered seven years later in the latest generation RC 200/390. Having very usable power spread across the rev range coupled with a slick gearbox and light clutch means this super sport is easy to live with. Even the heat management on the K300R is surprisingly good, you won’t have roasted legs in stop-go traffic. 

Roll-on acceleration test:

Committed yet flexible:

Another admirable quality of the K300R is its suspension setup and how well it compliments its chassis. Most supersports are set up on the firmer side to handle aggressively but become cumbersome over bad roads. That’s where the K300R shines. The suspension (USD fork and monoshock) are firm enough to attack corners, yet soft enough to tackle broken roads without you being tossed around a lot.

Despite the committed ergonomics, even after a full day of testing my wrists and lower back were ache-free. Even Manaal, my colleague who weighs around 80kg, found himself relatively stress free, and he owns a first-gen KTM RC200. What really helps this bike become that much more sportier are the CST tyres- their grip inspires spirited riding.

Quirky design:

Chinese bikes often look heavily inspired by other brands, it’s a cliche, but also true. There’s no escaping the fact that the K300R looks a little like a Ducati Panigale, and some angle even the BMW S 1000 RR. That said, it’s not a bad design, it looks good on the 250SR as it does on the K300R. If we can look past what BMW did with the TVS Apache RR 310, this will pass too.

Practical:

The K300R weighs a low 165kg(kerb) making it pretty light to move around confidently even as a new rider. But what you’ll appreciate the most is the fuel efficiency. With 32.30kmpl in the city and 35.52kmpl on the highway, you’re looking at a healthy 380-400km of range between fuel stops.

Dislikes:

Poor Brakes:

There is no feedback, feel or progression on the front lever. Even the ABS intrudes overtly. It’s such a letdown because it demands you to work the lever super hard every time you need to stop quickly. Many times I found myself not wanting to go faster because of how unsure I was about the brakes saving my skin on our chaotic roads.

Braking test:

Low ground clearance:

Heavier riders will face some under belly rubs due to the abysmally low 135mm ground clearance. Hence, be mindful of this while making your purchase decision.

Bin-parts quality:

Some bits on this bike appear to be very forced on, like an afterthought to jazz it up. While the built quality is pretty good, bits like the faux carbon fibre tank cowl, switch cube buttons, digital dash all feel very sub-standard. The LCD screen is hard to read under the sun, the riding mode button does absolutely nothing and the excess plastic buzzes annoyingly at higher speeds. I could complain about the lack of features like USB charging, but honestly, I did not miss any of it.

Service backing and parts:

KTM came to India with the help of Bajaj. For customers this meant plenty of service outlets, and local manufacturing meant steady supply of parts. None of which is the case with the K300R. You can get one serviced only where Benelli is present and parts aren’t in plenty because Keeway brings all of its bikes via the CKD route. This makes it less beginner friendly than most other 300cc super sports in India today. And then there’s the price…

Should You Get One?

At Rs 2.99 lakh ex-showroom, the K300R is overpriced in front of the TVS Apache RR 310, which offers so much more for less. And if you have the money to spend, you would rather consider the Kawasaki Ninja 300 for Rs 3.40 lakh (ex-showroom), because that’s a tried and tested multi-cylinder supersport with better performance and a good reliability score.