Cyclone RT3S test
There are many ways to start a scooter test, but few are as interesting as when you arrive with your expectations grounded and leave with a very favorable opinion. That has been exactly my experience with the Cyclone RT3S, a medium-displacement maxi-scooter that, without making too much noise, wants to stand on the ground of very established, and supposedly untouchable, models, such as the Yamaha XMAX 300 or the Honda Forza 350. How will it do it? Starting with the pocket.
Cyclone is not a brand known to the general public, but it has arrived in Spain with great strength and desire to be among the best sellers in the small displacement segment. Perhaps that is why the approach towards this RT3S is fresher, more interesting and also more exciting for a tester with years of urban circulation behind her. Come on, I wanted to try this RT3S and I’m not hiding it!
Cyclone RT3S test: The importance of aesthetics
The first thing that catches you about a motorcycle, or not, is its aesthetics, and scooters decided to enter the scene a long time ago and because of the sight. The RT3S does not play at being discreet, it does not pretend to be discreet in the same way that its rivals do. Among the most expensive is the Yamaha In that upper range is the Honda Forza 350 (approximately €6,500) with larger displacement and power, premium quality… but of course, the price skyrockets compared to the RT3S.
The Kymco Super Dink GT 350 represents the intermediate step: a little more displacement, slightly higher power, good GT range, and its price of €4,750 places it as the pain point. But if we talk about a direct competitor, that is the Zontes E350, offering large displacement (349 cc) and power (37 HP) for a surprisingly low price of between €4,787 and €5,087.
This is where the sentimental, passionate and superficial comes into play: aesthetics. The front of the RT3S is aggressive, with sharp full LED optics, a recognizable lighting signature and a design that moves away from the “generic maxi scooter” of an office worker. It has more character and, although it is a formula used by others, it does not blatantly copy anyone, which is appreciated in a segment where many models end up looking too similar.
The proportions are visually robust, but also premium with a 15-inch front wheel and a 14-inch rear wheel, which already clearly points us towards a more GT than urban approach. The same happens with the electric dome, which can be placed as desired while driving. It is not an “elegant” scooter in the classic sense, but it does convey modernity, presence and a clear intention: not to go unnoticed. It is sold in two dark colors and especially in titanium gray, it gains a lot in visual packaging.
Cyclone RT3S test: Ergonomics, comfortable and accessible
Surely, a rider of average height does not think so much about this detail, but as a short biker that I am, I always highlight ergonomics as a key selling point. Cyclone has done some pretty serious work here. The seat height is around 755 mm from the ground, a figure that makes it accessible to pilots of practically any height. I, for example, appreciate being able to plant my feet firmly on the ground, especially when there are traffic lights every 200 meters in our cities.
For someone 1.59 meters tall and weighing about 55 kilos, the driving position is comfortable, relaxed and natural. The arms are open but without tension, the back is slightly relaxed and the legs are well stretched without straining. In addition, you can easily modify their position. In the city it feels comfortable, but where its approach is really understood is when you go out on expressways or open roads. The seat has correct padding for medium and long journeys, with a generous surface for the pilot, but especially comfortable as a passenger. The latter also has good handles and a raised area that improves visibility and comfort.
The space under the seat allows you to store a full-face helmet (size S in the test), something basic in this segment but that not all models manage to solve with such ease. If you need it, you can always include a trunk that is as practical as it is visually acceptable on a GT scooter like this Cyclone.
Cyclone RT3S test: Good technology and no extras
As is usual for the brand, the level of equipment is the argument against its rivals that are similar in price. This is not a basic scooter. Far from it. As standard it includes a TFT color screen with Mirror Link connectivity, keyless system, traction control, electrically adjustable windshield, full LED lighting, and dual-channel Bosch ABS. Everything included in the price which, in Spain, is around €4,370, which is starting to become very interesting.
The TFT screen performs well with good visibility under the sun, offers up to 4 clear menu layouts and an intuitive interface. It does not allow many modifications to the pre-established, but it provides the necessary information in any of the scenarios. The keyless system, on the other hand, has become essential for me, so I positively value its operation.
Cyclone RT3S test: and how does it go?
The Cyclone RT3S data gives many clues about its behavior, but you get some good surprises during its circulation. The 289 cc single-cylinder block offers 24 HP, figures that place it at the core of the A2 segment compatible for GT scooters. Its thrust, with 24.5 Nm at 5,750 rpm, is more than enough for the 80% urban use that this type of motorcycle is given, but it is also surprising for its 201 kilos of weight. There are not a few of them, but the motorcycle in motion moves like a featherweight.
In the city it is docile, easy and predictable. Its size is noticeable, but its weight distribution and relatively low center of gravity means that it is not clumsy when stopped or in slow urban traffic. The less than 800mm height also helps with easy maneuvering from atop the scooter, something not so common for GTs, with a surprisingly good turning radius.
On fast roads and ring roads is where it really makes sense to buy a model in this segment. I have already talked to you about its ergonomics, but it has my excellent rating (it’s almost honorable) and adds good aerodynamic protection on fast roads. It does not have an excessively large wheel, but stability at sustained speeds is one of its strong points thanks to a more than decent cycle section.
It is not a sports scooter, nor does it pretend to be, but we find a 35 mm fork with 120 mm travel… Pretty good! At the back, a double shock absorber with 90 mm of travel and adjustable preload. At first I felt it a little dry, but then it makes sense when you enter faster roads without being the GT to go through sections of curves, but it complies. Braking is sufficient, at least for my weight, with a single 270 mm front disc and 2-piston caliper along with the 220 mm rear also with a two-piston caliper. Safe for urban use and even a little more.
With a 17 liter tank, consumption is not its greatest asset in the hands of anxious bikers like me. During the test, which also involves a lot of irregular urban traffic, it reached 4.7 l/100 km, somewhat higher than some 300 cc rivals. Surely, in my hands, the rest of the GT scooters on the market do not reach their approved consumption either (not even in my dreams).
