Latest News

Reaching this stage in life has taught me to appreciate the simplest things in life. I used to crave the fastest, baddest superbike while not paying much attention to the lesser powered motorcycles. But then superbikes became too powerful and complex – you cannot even sort out the fuelling without a diagnostics system anymore… So, has this 2024 Suzuki Burgman Street 125EX show up at the right time?

What is it?

The Burgman range is where you find Suzuki’s luxury scooters, consisting of 125cc, 400cc, and 650cc variants. The Avenis range, on the other hand, consists of the sportier models.

The Burgman Street 125EX is powered by a 125cc, SOHC, two-valve, air-cooled 4-stroke Suzuki Eco Performance-Alpha (SEP-α) engine. It produces 8.6 hp at 6,750 RPM and 10 Nm of torque at 5,500 RPM. It is also equipped with the Engine Auto Stop-Start (EASS) and Suzuki Silent Starter System.

Additional features include the trappings of any scooter such a floorboards, underseat storage, storage bins at the front, a hook in front and another just underneath the front of the seat.

The first thing that strikes you about the Burgman 125 is how large – more like how bulbous – it looks despite being a 125cc scooter. The leg shields extend much further out the sides, and the side panels are similarly rounded to complete the theme. It reminded me of the Suzuki Gladius 650.


Riding the 2024 Suzuki Burgman Street 125EX

Grabbing the handlebar the first time, they are apparently as wide as on bigger bikes. Personally, I prefer wider handlebars because they provide more steering leverage.

You only need to tap the starter button once and let go as the aforementioned Silent Starter System will take over and er… start the engine.

Twist the throttle and… the bike just purred off idle. That was exactly how it was. It did not give a swift punch off the line, even when we nailed it full wide open. It was like a motorcycle with an extremely tall final drive ratio.

However, we soon discovered that Suzuki built it this way for the city. The engine was super smooth – serene even – between 60 – 80 km/h.

Suzuki motorcycles are well known for their easy handling characteristics and this was no exception. It was stable on straight roads, while the wide handlebar provided lots of leverage to steer. It required only the slightest pressure to change directions, allowing you to zip through traffic with ease.

Surprisingly, the scooter had lots of ground clearance despite the low seat height. I tried our best to grind the belly fairing and stands but I never succeeded. (Shhh… I ground a BMW R 1200 GS cylinders in corners before.)


We decided to ride it up to Genting Highlands, as we always did with any test bike. we already know the route like the back of our hands and taking different bikes on the same route allowed us to test the bikes, not the route.

We maxed out the Suzuki Burgman’s horsepower on the highway, hitting 108 km/h on downslopes. The engine continued to be smooth without sounding like it was going to detonate. There was just very little buzzing through the handlebars. Again, credits to Suzuki for building strong engines.

The long wheelbase again showed its benefits as the bike did not swerve or wobble when passing or being passed by heavy vehicles.


But the neat stuff for me was when we climbed that mountain proper, after the first checkpoint. Full gas upslope, the bike did between 60 – 70 km/h. We just held the throttle in its position and steered the bike through all the corners. The bike did not wobble at all unless it hit a pothole or uneven surface. All those luxury car drivers were wide eyed when they saw a little scooter passing them in the corners and pulling away! And that sequence of S-corners just before Gohtong Jaya was so much fun.  Ah, the satisfaction.

We should also mention that the road surface was still damp from the overnight rain. Some scooters we tested before slipped and slid in the corners, but the Burgman held fast. There was one occasion when the rear started to go wide but it was instantly cured by lifting the bike up a little from its lean angle.

But, there must be some disadvantages, surely? Yes, of course, every bike does.

Coming back down the mountain revealed that the front brake needed lots of lever pressure to decelerate the bike with this 85-kg rider aboard. Good news was the rear drum brake never locked up even when hard braking was applied over the yellow speed breakers. So, plan your riding strategy ahead of time and give yourself more room to brake and stop.

Besides that, being a street scooter means the suspension has shorter travel and Genting’s pothole-ridden road did not help. Quite some bump energy was fed through the chassis to the rider. However, we wish to point out that sportbike riders would feel the same, so it is not to say the Burgman 125 specifically was bad in this department.

So, back on Karak Highway, it was full throttle from the on-ramp all the way through the series of corners until that final sharpish left, following that long, long righthand sweeper. The Burgman’s chassis instilled so much confidence, yes, despite the small wheels(!), that blasting corners was almost hilariously fun. We actually overtook several bigger bikes (150cc, 155cc, and a 200cc) in the long sweeper – on the outside.

Back on the straighter sections, it was time to relaxed and I backed it off to 90 km/h, while revelling at how smooth the engine was. The suspension also settled down nicely. The seat was also thickly padded and there was nothing sore at the end of the ride.

Who is the 2024 Suzuki Burgman Street 125EX for?

The way we see it, it is the perfect bike for those who commute daily as something that gets you from your home to your workplace and back without drama and fuss. It is a motorcycle that you get on, thumb the starter button, twist the throttle, and off you go. Simples.

It is also a great choice for Mums (and some Dads) who ferry their kids to school. I did exactly that for my son, zipping past the bleary eyed and irritated parents who had to wake up so early only to get stuck in a traffic jam. The brakes were not grabby for a reason, as it avoids ham-fisted riders from locking up the front tyre in panic situations. The smooth, user-friendly powerband and wide comfy seat will boost any kid’s confidence. My son was upset when I returned it. This is saying a lot because I had carried him on all sorts of bikes. How is that for a passenger’s review?

Last but not least, the engine was really fuel efficient, with the fuel consumption indicator hovering around 46 to 52 km/litre for daily urban riding. That equated to a range of more than 250 km on a full 5.5 litre tank . That “adventure” at the Karak Highway and Genting Highlands took a lot more fuel, of course, bringing it down to 36 km/l.

In closing, we found the 2024 Suzuki Burgman Street 125EX befitting its “street” denotation, and the meaning of appreciating the simple things in life, on two wheels.

2024 Suzuki Burgman Street 125EX Photo Gallery

The 2024 Honda CRF250 Rally has been launched in Malaysia.

The lightweight adventure bike has seen a rather good following since its launch several years back. The reason why we do not see many of it on the road is because its owners are enjoying their off-road adventures!

What is there not to like? Easy-going powerband, good looks, comfy suspension, some built-in storage space, but above all, reliable and affordable to maintain.

Speaking of looks, the CRF250 Rally’s design was inspired directly by the Honda CRF450 Dakar Rally racers that have won many of the rallies on the trot, that were developed by Honda’s racing arm, Honda Racing Corporation. Hence, the 2024 still bears the Extreme Red paint scheme. Apart from that, there are the asymmetrical twin-lens LED headlights, floating windscreen, the wide radiator shrouds, and the beautiful red seat.

The 2024 edition has Showa upside-down forks, anti-lock brakes (ABS), and an assist and slipper clutch. There is a new swingarm which is 5kg lighter that its predecessor’s. The 12.8-litre fuel tank allows for long distance riding.

At its heart is still the 250cc, single-cylinder, DOHC, liquid-cooled, engine which produces 24 hp (18 kW) at 9,000 RPM and 23 Nm of torque at 6,500 RPM.

The 2024 Honda CRF250 Rally is covered by a 20,000km or two years (whichever comes first) warranty. Recommended selling price is RM 28,599. Please head to the nearest Honda Impian X or Honda Big Wing dealer near you to grab one.

2024 Honda CRF250 Rally Photo Gallery

The Italjet Dragster is already radical as any motorcycle, although being fromally a scooter. Then came the Dragster 559 Twin at EICMA 2023 which sent everyone into a drool fest. And now, there is something even more bonkers on the way, namely the Italjet Dragster 700 Twin.

Italjet Dragster 559 Twin

The company posted a teaser which shows several different areas of the new bike in their Instagram account, besides putting up some engine specs: Two-cylinder, liquid-cooled, DOHC 8-valve, four stroke which pumps out 68 hp (51 kW) at 8,500 RPM and 70 Nm of torque. Power is channeled through a six-speed manual gearbox, and the final drive is via a chain. There is a media house claiming the top speed of 190 km/h.

There will also be a Factory Limited Edition which adds:

  • Black and gold livery.
  • Akrapovič exhaust system.
  • Öhlins rear suspension and steering damper.
  • Brembo calipers.
  • DucaBike clutch cover with a transparent viewing window.


View this post on Instagram


A post shared by ITALJET_OFFICIAL (@italjet_official)

But just check out the photos which is like a gallery of Scarlett Johansson: The front end with huge winglets, the rear Öhlins shock, high level underseat Akrapovič exhaust tips, the swingarm and chain drive.

In fact, pre-orders for the Factory Limited Edition will begin from tomorrow (12 July 2024) up until the start of EICMA 2024. You can visit for more details.

Interestingly, Italjet CEO Massimo Tartarini says, “we don’t like to call it a scooter, but ultimately the end users will decide if they see it as a scooter or a motorcycle.

From the Berjaya Sompo’s The Good Riders MotoCheck Campaign press release:

In a concerted effort to promote the importance of motorcycle maintenance and road safety among Malaysian riders, Berjaya Sompo Insurance Berhad (“Berjaya Sompo”) has launched The Good Riders: MotoCheck campaign in partnership with iMotorbike. This initiative is designed to enhance motorcyclists’ safety on the road and underscore the importance of regular servicing.

In 2023, the Malaysia Road Transport Department (JPJ) recorded 6,344 fatalities in road accidents, with approximately 63% involving motorcycles. In response to these alarming statistics, Berjaya Sompo has introduced The Good Riders: MotoCheck campaign to address the alarming rate of fatal motorcycle accidents through education while emphasising the critical role of motorcycle maintenance.

The Good Riders is an initiative that reinforces Berjaya Sompo’s commitment to ensuring road safety for all by highlighting the significance of safe riding practices among motorcyclists in Malaysia. It is also part of The Good Policy, Berjaya Sompo’s Environmental, Social and Governance (ESG) initiative that has organically evolved from a foundational ESG commitment into a dynamic catalyst for change, serving as an inspirational call to action that resonates deeply with individuals and organisations alike, igniting a collective passion and urgency to drive meaningful impact towards a more sustainable, equitable, and better Malaysia.

“We believe that through Berjaya Sompo’s The Good Riders: MotoCheck campaign, we can educate riders on the importance of regular motorcycle maintenance and safe riding practices, ultimately reducing the number of road accidents involving motorcycles,” said Mr Tan Sek Kee, Chief Executive Officer of Berjaya Sompo.

Ms Sharmeen Looi, Chief Marketing Officer of iMotorbike added, “Our partnership with Berjaya Sompo for The Good Riders: MotoCheck campaign reflects our shared commitment to enhancing road safety. By providing inspection for customers’ motorcycles and oil change, riders can maintain their motorcycle in top condition while ensuring safety. We want to make sure everyone understands the importance of regular maintenance for the safety of all road users.”

Campaign Details:

Registration Period: 1 July to 31 July 2024.

Redemption Period: 1 August – 31 October 2024, 9AM – 10AM, Monday – Sunday (excluding Public Holidays).

How to Enrol:

  1. Download and sign up for the MySOMPO app. Fill in the form via the app to enrol.
  2. Redemption Location: iMotorbike HQ, Glenmarie
  3. Redemption Amount: RM50 (for engine oil replacement and bike maintenance only, additional costs to be borne by the customer)
  4. Exclusively for 250 customers only on a first-come, first-served basis

Verification: Participants must present their IC and driving licence, registered vehicle number (as per the submitted form), and the official email from Berjaya Sompo.For more information on The Good Riders: MotoCheck campaign, please visit

It is a sight to behold is it not? A rider hanging onto a bike that is leaned way over, knee planted, elbow, even shoulder onto the track’s surface. It is made possible by the technological advances in tyres and motorcycle chassis, and also the unsung hero: The knee slider.

As with all things on the track, the knee slider went through a development process spanning several decades.

Why drag knees on the track?

Dragging the knee allows the rider to gauge how much lean angle he is carrying through a turn.

At the same time, having the torso, bum, and knee off to one side of the bike moves the rider’s centre of gravity (CoG) off the centreline of the bike, thus taking away the rider’s weight from being added to the centrifugal forces acting on the tyres’ contact patches. Too much centrifugal force will cause the tyres’ to wear out quickly and it is also easier for the tyres to lose grip.

Also, with the rider’s CoG off the to the side, the bike leans less in a corner compared to when the rider is sitting in the middle of the seat. This also boosts the tyres’ ability to grip, hence being able to carry more cornering speed and is also relatively safer.

And finally, the rider is able to use that knee to push the bike up ever so slightly off that front tyre’s band of contact patch when it starts to slide (some riders call it “push” or “close”).

When did knee sliding start?

If you see old motorcycle racing pictures prior to the late 70’s, you would see riders sitting straight up on their bikes in corners.

The person who popularised knee sliding on the track was the legendary “King” Kenny Roberts, Sr. Now, he was not the first to do so, because Jarno Saarinen who first did so. The Finnish rider began his career as an ice racer before migrating to road racing. Roberts then witnessed Saarinen moving his body off the centreline of the bike, sticking his knee out in corners, and sliding the rear tyre at the Ontario Motor Speedway in 1972.

Roberts was a dirt track rider himself and used to sliding the bike’s rear tyre, too. He decided to try out Saarinen’s technique, albeit exaggerating his body position by moving his body more off the bike. (Legend has it that he hurt one of his testicles during a dirt-bike crash, hence moving his body as such.) He immediately found that doing so settled down his bike and most famously, the veastly Yamaha TZ750 and the later TZ500 for the corners. Carrying more and more speed into the corners meant that his knee began to touch down on the track’s surface.

Other riders saw how successful he was and began copying his technique and the kneedown cornering technique was born.

Early knee sliders

Planting the knees in corners had the friction holing Robert’s leather suit. Besides that, leather does not slide well, and could grab the surface of the track. So he began wrapping the knee region with copious amounts of duct tape.

Freddie Spencer applying duct tape. Lots of it.

Then someone experimented by taping motorcycle helmet visors to their knees. Is slid smoother but also wore out quickly.

Eddie Lawson on the left, Roberts on the right. Notice the helmet visor on Eddie’s knee.

Bear in mind that racesuits had no provision for knee sliders up to this time. Then in 1981, Dainese stepped up by creating a suit with knee sliders stitched in. It had several plastic cylinders poking up from the base, and was dubbed the istrice (porcupine). It proved to be difficult to replace.

The istrice on the left, followed by a leather, and finally plastic knee sliders

Several years later, a suit with Velcro knees pads was introduced. The knee slider was now made of harder leather. Easily replaceable, but not slippery enough for sliding.

In 1986, a new knee slider appeared. It was made of plastic and began to look oval-shaped like what we have now. But the true modern knee slider appeared in 1990 with the shape and materials we see today.

However, several riders continued to voice their objection as the plastic was too grippy. So, suit and knee slider makers kept working at improving the slider’s slipperiness and durability.

Into the new era

Modern knee sliders are made to several criteria: How slippery, how much feel is transmitted to the rider, durability, and, aerodynamics. Also available are rain knee sliders that are thicker so that riders do not lean their motorcycles as much as they do on a dry track.

Oh yeah, elbow sliders and even shoulder sliders are made of the same material.

So, spare a thought for the unassuming knee sliders.


Vespa began as a cheap form of transportation in Italy post-WWII, but has since grown to be a lifestyle phenomenon. Vespa is now almost in a class of its own, and the company is quick to introduce limited edition ‘local’ models like this Vespa Primavera Batik.

For this edition, Piaggio (the owners of the Vespa brand) designers too inspiration from the Indonesian batik design. The batik is declared a World Heritage by UNESCO (United Nations Educational, Scientific and Cultural Organisation). According to recorded history, the batik making began in the 12th century and is still remains the traditional wear in the country, as well as the formal wear amongst the public servants.

By adopting the Indonesian batik design, Piaggio hopes to convey the message of of joy, prosperity, strength, longevity, respect for all cultures, and wisdom. There are batik motifs on the front and on glove compartment, along the spine of the bike next to the footboards, and underneath the rear nacelle. A cappucino brown seat with green stitching completes the theme.

Mechanically, this limited edition remains the same with the 150cc, air-cooled, single cylinder engine, which produces 12.8 hp and 12.9 Nm of torque.

Piaggio has not confirmed the price for the Vespa Primavera Batik, nor when will it be available.

Now, how about we lobby Piaggio to make a ‘Bunga Raya’ limited edition for the Malaysian market?


Follow us on Facebook

Follow us on YouTube