The K300N draws power from a 292cc liquid-cooled motor that is good for 27.5bhp at 8,750rpm and 25Nm at 7,000rpm. A six-speed gearbox transfers power to the road, with the help of a slip-and-assist clutch.
Now, the engine cranks up to a mechanical clatter, which makes its unrefined nature quite evident. However, vibrations are under control and don’t feel too intrusive throughout the rev range. The engine builds momentum progressively, and the meat of performance lies in the mid-range. This also makes it quite tractable, and you can ride the bike in sixth gear at 50kph. Moreover, you don’t need to plan your overtakes as there is enough poke in reserve to go past slow-moving traffic.
That said, there’s a flat spot post 8,000rpm, and there isn’t much purchase in the top end. Sure, the bike reaches a speedometer-indicated top speed of 151kph, but the progress is slow. What also doesn’t help matters is that the gearbox feels clunky at times, and you need to make an effort to slot gears precisely. On the upside though, the clutch is extremely light to operate, which helps immensely in stop-go traffic.
Another department that requires a lot of work is braking. The brakes on the Keeway K300N are mediocre at best. The front brake lacks bite and almost feels wooden. Even the progression and feel are lacking, and you need to stomp the brake to shed speed. The rear disc offers relatively better stopping power. However, it locks too quickly, and the sudden ABS intervention causes some hair-raising moments during panic braking.
On the other hand, the Keeway K300N shines in the handling department. The bike feels nimble on the go, and switching sides is like second nature for the K300N. You can take long sweeping corners or go canyon carving, and the K300N will happily maintain its line.
That said, the ride quality is kind of a mixed bag. And no, it isn’t about being overly stiff or softly sprung, but there’s a distinct disconnect between the front and rear. Now, the K300N is set up on the stiffer side, but it isn’t uncomfortable in any sense. The front end feels compliant over expansion joints, uneven surfaces, and minor potholes. However, the faster rebound at the back results in the rear end bobbing over surface undulations, while it tends to kick back over sharp-edged potholes and bridge joints.