Wahid Ooi, Author at BikesRepublic.com

Flying Flea ‘Mototem’ – One of its Kind Art Bike

Royal Enfield has also embarked on their electric motorcycle project, with the brand dubbed Flying Flea. To kick things off, the brand tied up with renowned designer Mattia Biagi to create a unique, one of its kind art bike, called the Flying Flea ‘Mototem.’ No, this is NOT a banana stuck on the wall with duct tape kind of ‘art.’

The Flying Flea name itself bears much historical significance, as it was unveiled in 1940 as the Royal Enfield Flying Flea – a purpose-built lightweight motorcycle that can be dropped by parachute on the battlefield. Moving forward, Royal Enfield has planned to debut the production classic styled Flying Flea FF.C6 and scrambler-styled Flying Flea FF.S6 in 2026.

The Mototem is based on the FF.C6 platform.

From the Press Release

Integrating craftsmanship, design and automobile seamlessly, Flying Flea, the new brand from Royal Enfield, and artist Mattia Biagi today unveiled their one of its kind art bike at Salone Del Mobile, Milan. The unique art piece, dubbed Motototem, represents not only a landmark in art and mobility but celebrates the spirit of creativity, innovation and sustainability that runs deep within the Flying Flea brand.

Royal Enfield has been synonymous with customization and has been the perfect canvas for personalization. Each telling a story, unique and inspiring, it showcases the passion for design aesthetics brought alive. Recently, Royal Enfield unveiled ‘Project Delta’, a timeless custom motorcycle which takes inspiration from the 1940s-50s era of motorcycling, a modern motorcycle with a vintage soul. With ‘Motototem’ on the Flying Flea C6, Royal Enfield extends beyond the world of customization, into the world of art. Created in collaboration with Mattia and Flying Flea, ‘Motototem’ is an expression of the artist’s interpretation of the motorcycle, with each material chosen to represent a purpose beyond just aesthetics, which connects it to nature in an elegant amalgamation.

Retaining the timeless silhouette of the FF.C6, and inspired by the original Flying Flea motorcycle of the 1940s, the intricate details throughout Motototem plays a part in the story. Starting at the front, the original handlebar grips are replaced with unique bronze pieces conveying the artist’s fingerprint – this is also carried into the footpegs, heightening the tactile elements already present in the FF.C6. Intricate hand-blown glass sculptures replace the LED head and tail light, which represents the beauty found in overcoming challenges. The centerpiece of this art, the tank, sunken within the forged aluminum frame is completely hand-crafted and made entirely of travertine, emulating the silhouette of a parachute, which pays tribute to those lightweight, nimble airborne Flying Flea.

Further connecting the bike to nature in a meaningful way are the fenders that feature leaves cast in clear resin, symbolizing new life, growth, and renewal. Just as the front seamlessly integrates with the FF.C6’s unique girder fork suspension, the rear piece incorporates a solid walnut seat, replacing the original design with this premium natural material that adds warmth and organic texture. The girder forks also house hand-moulded clay pieces, playfully nodding to fork guards found in scramblers. Also found acting as a belt guard at the rear are the organic shapes and hues representing the sprouting of new ideas like flowers.

Embellishing the FF.C6’s magnesium battery case, itself is an exercise in organic design, has fins representing a seamless meeting of past and future, and a black stone piece that speaks to the design principle of utilising raw materials with the forged aluminium frame. Rounding out this journey are the tyres, emblazoned with hand-made leather swallows to represent homecoming, loyalty and the spirit of adventure. The use of off-road tyres is no accident, but symbolises a bold journey into uncharted paths.

Mario Alvisi, Chief Growth Officer, Electric Vehicles, Royal Enfield, added, “Motototem captures the spirit of Flying Flea in a way that feels both instinctive and unexpected. It reflects the brand’s philosophy of thoughtful simplicity, intelligent design and elegance in motion – through a language that’s purely emotional and beautifully sculptural. Royal Enfield considers its motorcycles as spaces for creative expression, and Flying Flea naturally extends that idea into new and exciting realms. Motototem is not just an interpretation of a motorcycle, it’s a reflection of how design, culture and mobility can come together to create something genuinely inspiring.”

Salone del Mobile, at Milan Design Week, provides the ideal platform for Motototem’s global debut, bringing together the world’s most innovative designers and creative minds. The unveiling of Motototem in Milan marks just the beginning of its journey. Following the event, Flying Flea and Mattia Biagi plan to showcase the concept at events and venues to be announced throughout 2025.

For more information and updates about Motototem, you can subscribe to: http://flyingflea.royalenfield.com/, or follow real-time updates on the Flying Flea Instagram page.

Photo gallery

Pandu Uji dan Ulasan Honda CBR250RR (2025)

“Motor sportbike dah mati,” kita sering mendengar ungkapan itu berulang kali, diikuti dengan, “Rider sekarang lebih minat motor naked dan adventure.” Jika benar, mengapa kita masih melihat Honda CBR250RR dan adiknya CBR150RR, serta model dari jenama lain di mana-mana?

Hakikatnya, masih ramai peminat sportbike, tetapi harga sportbike kapasiti pertengahan dan superbike terlalu mahal bagi kebanyakan orang—termasuk penulis ini. Itulah sebabnya sportbike berkapasiti kecil dan satu-perempat liter (250cc) masih laris dijual. Selain Honda, ada juga Kawasaki Ninja 250R, Ninja ZX-25R, Yamaha YZF-R25, Suzuki Gixxer SF250, dan KTM RC250—semua bersaing dalam segmen popular ini.

Motosikal kelas ini juga merupakan langkah yang bagus untuk penunggang baharu menimba pengalaman menunggang sportbike sebelum beralih ke model berkapasiti lebih besar. Ia jauh lebih selamat bermula dengan motosikal kecil sebelum menunggang yang lebih besar.

Walaubagaimanapun, ciri-ciri teknologi dalam segmen ini agak terhad berbanding model berkapasiti lebih tinggi, demi mengekalkan harga yang berpatutan untuk pembeli.

Namun, Honda CBR250RR (2025) berusaha untuk melangkah lebih ke hadapan.

What is it?

Apa itu Honda CBR250RR?

Seperti yang disebutkan, ia adalah sportbike suku-liter yang ringan. Honda telah membuat banyak pembaharuan pada model ini, yang sebenarnya dilancarkan pada pertengahan 2024. Dari segi rekabentuk luaran, ia kelihatan lebih agresif walaupun mengekalkan bentuk asas model sebelumnya.

Enjin kekal 249.7cc, DOHC, 8-valve, parallel-twin, tetapi dengan beberapa peningkatan:
Nisbah mampatan dinaikkan daripada 12.1:1 kepada 12.5:1 dengan mengurangkan isipadu ruang pembakaran.
Diameter liang kemasukan diperbesar daripada 21.4 mm kepada 21.6 mm.

Pemasaan dan angkatan injap dikemas kini.
Geseran dikurangkan dengan mengemas kini piston dan ketegangan gegelang minyak.
Hasilnya, kuasa maksimum meningkat 1 kW (1.34 hp), menjadikan jumlah kuasa 31 kW (41.6 hp) pada 13,000 RPM dan tork 25 Nm pada 11,000 RPM.

Klac dengan ciri Assist & Slipper dikekalkan, tetapi kini dilengkapi dengan quickshifter.
Suspensi depan dinaik taraf kepada fork Showa SFF-BP 37mm jenis terbalik.

Sistem pendikit ride-by-wire menawarkan tiga mod pemanduan: SPORT+, SPORT, dan COMFORT.
Rekabentuk badan diperbaharui untuk mengurangkan rintangan angin sebanyak 6%.
Berat kering: 169 kg.

Perbandingan dengan Pesaing

Enjin CBR250RR baru ini adalah paling berkuasa dalam segmennya, kecuali Ninja ZX-25R (yang menggunakan enjin 4-silinder). Namun, Ninja mencapai tork puncak pada 14,500 RPM, manakala Honda hanya pada 11,000 RPM—membuatkan enjin Honda ini lebih sesuai untuk tunggangan harian.

Pengalaman Menunggang CBR250RR 2025

Sebagai peminat sportbike, sensasi menunggang motosikal ringan seperti ini memang mengujakan: depan rendah, belakang tinggi, dan posisi sporty yang memaksa badan membongkok. Pastikan sokongan berat badan datang daripada otot teras (perut dan belakang), bukan lengan dan bahu.

Enjinnya menyala dengan bunyi yang lebih garau kali ini. Bunyinya lebih… ‘Eropah’, kalau nak cari perkataan yang sesuai, berbanding enjin Jepun yang biasanya lebih senyap. Pulas sedikit pendikit dan RPM melonjak serta-merta, hampir sepantas enjin dua lejang. Menarik.

Seperti yang disebutkan tadi, kini terdapat tiga mod kuasa, tetapi motosikal ini akan sentiasa bermula dalam mod SPORT tidak kira sama ada anda menetapkannya ke COMFORT atau SPORT+ sebelum mematikan enjin.

Oleh kerana kami baharu sahaja memulangkan CB650R, kami ingatkan kami perlukan lebih kuasa jadi kami beralih ke mod SPORT+ tanpa berfikir panjang. Kami pun memulas pendikit dengan agak banyak – maksud kami, SANGAT banyak. Enjin terus mengaum dan motosikal serta penunggang memecut laju di jalan depan Pusat Servis Boon Siew Honda di Kepong. WOI! Tenang sikit! Dan yang menarik: Ia langsung tak mencapai had RPM (rev limiter) walaupun dalam gear pertama!

Nasib baik brek Nissin cukup mantap (walaupun cakera depan tunggal) dan berjaya mengawal kelajuan dengan baik.

Jadi, saya tukar kembali mod kuasa ke SPORT. Bunyi enjin jadi lebih tenang dan respons throttle terasa lebih halus dan terkawal.

Beberapa kilometer kemudian…

“Baiklah, tiba masanya untuk ‘GP lampu isyarat’. Bukan kami yang mulakan, tapi budak di sebelah kami yang menunggang er… motor dengan panggilan “Suku” dengan ‘ekzos buluh’ sengaja rem-rem enjinnya – BROOOAR BROOOOAR! Bunyinya jelas enjin telah di-‘modi,’ dengan bunyi piston yang kasar.

Baiklah, kita pilih mod SPORT+, masuk gear pertama, tunggu lampu hijau… RPM naik sikit… Lepas tu, bagi pendikit penuh sambil clutch dilepaskan. RPM enjin CBR250RR terus melonjak sambil kami meluru dari garisan hampir sepantas CB650R dan CBR650R yang kami uji sebelum ini. Percaya atau tidak, pecutan CBR250RR ni memang kuat – sampai kami terfikir kalau Honda ni terselitkan enjin 400cc! Tukar ke gear kedua guna quickshifter… Lembuuut, terus gear ketiga, keempat, kelima, keenam. Tengok cermin sisi… Kosong! Bye-bye!

Di dalam kesesakan trafik…

Motosikal ini tidak menunjukkan sikap berat ke depan walaupun dengan posisi menunggang yang membongkok, berbeza dengan sportbike berat lain ketika menunggang pada pada kelajuan rendah. Sebaliknya, ia bergerak lincah dengan hanya sedikit tekanan countersteering. Ingat apa kami katakan tentang keseronokan menunggang sportbike ringan? Inilah salah satunya.

Tork enjinnya begitu baik sehingga kami boleh kekal dalam gear ketiga dan keempat semasa mencilok di Jalan Tuanku Halim. Torknya mencukupi untuk membolehkan kami bermain dengan pendikit tanpa perlu sentuh clutch, tanpa risau enjin akan mati. Cuma perlu buka pendikit sahaja jika nak memecut dengan pantas.

Dalam hujan…

Untuk situasi inilah kegunaan mod COMFORT. Hujan lebat tiba-tiba datang mencurah-curah, dan memandangkan mod SPORT+ terlalu agresif, kami bertukar ke COMFORT. Respons pendikit jadi jauh lebih lembut, dengan sedikit jeda sebelum kuasa penuh muncul berbanding dua mod lain.

Sebagai motosikal ringan, kami tidak terlalu risau ketika mengambil selekoh di jalan basah kerana tekanan pada tayar tidak terlalu tinggi. Tambahan pula dengan pendikit yang lebih lancar dalam mod ini, kami boleh membuka throttle lebih awal ketika keluar selekoh berbanding kebiasaan – sesuatu yang kami mungkin tidak berani lakukan di atas motosikal lain dalam keadaan ini.

Bermain selekoh…

Malangnya hujan tak berhenti-henti sepanjang beberapa hari kami menguji motosikal ini, jadi tidak ada peluang untuk mengujinya di Genting Highlands. Namun, masih banyak selekoh menarik di sekitar bandar – khususnya di Lebuhraya SUKE dan Lebuhraya DUKE dari arah Hospital Kuala Lumpur menuju Gombak.

Berbanding motosikal besar yang memerlukan lebih daya countersteering yang lebih kuat untuk membelok, CBR250RR ini mampu memasuki selekoh pada kelajuan yang cukup untuk membuatkan degupan jantung pun boleh terhenti! Keringanannya membolehkan anda mengekalkan kelajuan tinggi ketika masuk dan di tengah selekoh hanya dengan membiarkan motosikal meluncur masuk, tanpa perlu menurunkan gear untuk gunakan brek enjin. Apa yang perlu dibuat hanyalahtetapkan garisan, kendali – dan motosikal akan meluncur dengan sendirinya. Anda pun tak perlu mencondongkan badan secara melampau untuk mencapainya.

Satu lagi kelebihan motosikal ini ialah pelana yang rendah. Walaupun kelihatan agak tinggi dalam gambar, kami boleh menjejakkan kedua-dua belah kaki dengan selesa ketika berhenti. Pelana yang rendah ini memberikan pusat graviti yang lebih rendah, menjadikannya lebih sesuai untuk teknik masuk selekoh dengan lebih laju – pendekatan ‘turn and burn‘ – berbanding teknik ‘brake-turn-burn‘ yang biasa.

Sistem suspensinya juga menunjukkan peningkatan ketara daripada segi penyerapan hentakan dengan baik, tetapi yang paling mengagumkan adalah prestasi fork depan. Motosikal ini tetap stabil mengikut garisan pilihan kami walauapapun keadaan permukaan jalan.

Oh hampir terlupa, lengan ayunnya diperbuat daripada aluminium, bukan keluli seperti semua sportbike 250cc (kecuali KTM RC250).

Tayar standard cukup memuaskan, tapi kami terbayang betapa mantapnya motosikal ini jika dipasang dengan tayar yang lagi melekat.

Konklusi

Honda CBR250RR (2025) sememangnya amat bagus: Enjin yang sangat bertenaga, quickshifter yang lancar, mod kuasa berbeza, suspensi mantap, kawalan lincah, dan… eh, dah sebut pasal enjin kah tadi? Oh ya, benntuknya masih kekal sporty walaupun sudah bertahun di pasaran!

Satu-satunya keluhan kami ialah kawasan klac ‘menangkap’ yang berada terlalu di hujung pergerakan tuas. Namun, ini boleh disesuaikan dengan mudah dan tidak menjejaskan pengalaman menunggang secara keseluruhan.

Honda CBR250RR (2025) dijual pada harga RM27,999 (tidak termasuk insurans dan cukai jalan). Berbaloi untuk spesifikasi yang ditawarkan.

Galeri foto

2025 Honda CBR250RR Test and Review, The True Lightweight Sportbike?

“Sportbikes are dead,” we keep hearing that so many times, continued by, “People want nakeds and adventure bikes.” If so, why do see the Honda CBR250RR and its smaller CBR150RR sibling, plus those of other brands everywhere?

Truth is, there are many sportbike fans out there but midrange and full-on superbikes are just too expensive for many, this writer included. It is such that smaller capacity and quarter-litre sportbikes are still selling so well. Apart from the Honda, there are the Kawasaki Ninja 250R, Ninja ZX-25R, Yamaha YZF-R25, Suzuki Gixxer SF250, KTM RC 250 – all fighting for this popular segment.

These bikes are also a wonderful step for new riders to experience the intricacies of riding a sportbike before embarking on bigger cc ones. It is much safer, too.

However, technological updates in this segment is quite limited compared to models of higher capacities in order to keep them affordable to the buying public.

But, the 2025 Honda CBR250RR seeks to edge ahead.

What is it?

As we mentioned earlier, it is a lightweight, quarter-litre sportbike. Honda has heavily revised the model and was actually launched in mid-2024. Outwardly, it looks much sharper despite retaining the overall silhouette of its predecessor. The revisions are:

The engine remains the same 249.7cc, DOHC, 8-valve, parallel-twin.
The engine’s compression ratio is raised to 12.5:1 from 12.1:1 by reducing the combustion chamber volume from 7.55 cm³ to 70.0 cm³.
The inlet port throat diameter was enlarged from 21.4 mm to 21.6 mm.

Updated valve timing and lift.
Optimised piston and oil ring tension to reduce friction.
These updates produce a 1 kW (1.34 hp) increase of maximum power over the previous model, and bringing it to 31 kW (41.6 hp) at 13,000 RPM and 25 Nm of torque at 11,000 RPM.

The Assist and Slipper Clutch feature stays, but is now complimented with a quickshifter.
The front suspension is upgraded with 37mm Showa Separate Function Fork – Big Piston (SFF-BP) upside-down forks.

On the electronic front, the 2024 Honda CBR250RR has a ride-by-wire throttle which in turn offers three ride modes, namely Sport+, Sport, and Comfort.
The bodywork has been reworked for what Honda calls “aggressive speedy shape” concept, leading to a 6% reduction in air resistance.
Curb weight of 169 kg.

So, it is not the case of “kejuruteraan coverset” (fairing engineering), as netizens like to say.

By comparison, this new CBR250RR’s engine is the most powerful in the segment and bested by the Ninja ZX-25R’s four-cylinder engine. However, the Honda’s engine sees its peak torque arrive much earlier at 11,000 RPM, while the Ninja hits peak torque much later at 14,500 RPM.

Riding the 2025 Honda CBR250RR

For the sportbike fan in this writer, The feel of climbing aboard a lightweight sportbike is pure pleasure: Low front end, tall rear, and long reach to the handlebars put you in a sporting crouch. Remember to support your weight with your core muscles (those around the tummy and back) rather than your arms and shoulders.

Starting the engine released a much rawer sound from the engine this time. It sounded more er… European, for want of a better word instead of the usually quiet Japanese engine. Blip the throttle and the revs jump instantly, almost as quickly as a two-stroke engine’s. Interesting.

As we mentioned earlier, there are three power modes now, but the bike will always begin in SPORT regardless if you had set it to COMFORT or SPORT+ before shutting turning it off.

Having just swapped it with the CB650R, I thought I could use a little more power so I immediately switched to SPORT+, and gave it a lot – as in LOTS – of throttle. The engine roared instantaneously and bike and rider flew down the street outside the Boon Siew Honda Service Centre in Kepong. It surely snapped my head back! WHOA! Calm down! And get this: It did not even run into the rev limited in 1st gear.

Thankfully, the Nissin brakes were pretty strong (for a single front disc), bringing things to a control.

So I switched the power mode back to SPORT. The engine sounded calmer and throttle response was distinctly smoother.

Further down the road…

Okay, time for traffic light GP. Not that we wanted it but that guy next to us on an ahem… “Quarter Bike” had a sport pipe on kept revving his engine – BROOOAR BROOOOAR. It sounded modified as his engine has that characteristic piston slap sound.

So okay, SPORT+ mode selected, 1st gear in, wait for the light, revs up slightly… Then full throttle as we slipped the clutch. The CBR250RR’s engine howled (yes, howled) as we blasted off the line almost as quickly as that CB650R and CBR650R we tested earlier. I kid you not, the CBR250RR has such a hard acceleration that I kept wondering if Honda had slipped in a 400cc engine. Into 2nd with the quickshifter… smoooth, 3rd, 4th, 5th, 6th. No one in the mirrors. Bye!

In traffic

The bike did not exhibit the kind of front-heavy behaviour despite the crouched riding position like heavier bikes do when proceedings got slower. Instead, it just flowed beautifully with a minimal amount of countersteering pressure. Remember what we said about the pleasures of riding a lightweight sportbike? This is one.

The engine came through beautifully as we could ride in 3rd and 4th gears while lane-splitting down Jalan Tuanku Halim. It had enough torque allowing us to modulate the throttle without the clutch without fear of it stalling. You just need to open the throttle to speed things up quickly.

In the rain…

That is what the COMFORT mode was for. The thunderstorm came out of nowhere, and since the SPORT+ mode was a bit too frisky, we switched to COMFORT. The throttle response became much, much softer, and there was a slight lag before the power came on, compared to the other two modes.

Being a lightweight bike, there was not much concern when riding through wet corners as the tyres are less stressed. Plus with the smooth throttle, we could open up sooner in corners than we would normally dared to.

Corner blasting…

Unfortunately I rained and rained in the few days we had the bike, so there was no chance of testing the bike up Genting Highlands. Still, there were plenty of corners in around the city, namely the SUKE Highway and the DUKE Highway from Hospital Kuala Lumpur leading to Gombak.

While we needed more countersteering forces to get bigger bikes to turn, the CBR2500RR hit corners at almost heart attack-inducing entry speeds. Lighter weight means you can carry more entry and mid-corner speeds by letting the bike roll into corners, rather than downshifting for engine braking. All you needed to do is look through a corner, line it up, steer and the bike flies through. Nope, it did not even need lots of hanging off to achieve it.

Another advantage of this bike is its low seat height. Despite looking tall in pictures, we could plant both feet comfortably on the ground when we stopped. So, a low seat entails a lower centre of gravity, which translates to a bike that favours cornering speed – the turn and burn approach – rather than a brake-turn-burn technique.

The suspension has also improved dramatically as the front and absorbed bumps well, but it was the forks that impressed the most. It had the bike holding our chosen lines regardless of road surface.

Lest we forget, the swingarm is aluminium, not steel like on most 250cc sportbikes (apart from the KTM RC250).

The stock tyres were alright, but we were thinking how much better the bike will be if fitted with ultra-sticky rubber!

The conclusion

The 2025 Honda CBR250RR has really got it going: super punchy engine, smooth quickshifter, distinct ride modes, nice suspension, great handling, and… did we mention the engine already…? And oh yeah, it still looks great after all these years.

The only complaint we had was the clutch engagement zone which was waaay at the end of the clutch lever’s movement. But this can be easily rectified and it did not impede on the overall experience of riding the bike.

The 2025 Honda CBR250RR retails for RM27,999 (not on-the-road). Worth it.

Photo gallery

Tunggang Uji Honda CB650R E-Clutch (2025), Transmisi Alaf Baharu?

Apabila Honda CB650R E-Clutch (2025) dilancarkan, terdapat ramai netizen di luar negara dan Malaysia yang membuat bising. “Rungutan” tersebut bukanlah tentang motosikal itu sendiri, tetapi tentang sistem Honda E-Clutch yang baharu.

Untuk mengimbas kembali, sistem E-Clutch menyediakan ciri-ciri automatik pada transmisi manual. Apabila mendengar perkataan “automatik,” kebanyakan netizen mungkin terus membuat andaian bahawa CB650R dan CBR650RR kini dilengkapi dengan CVT ataupun sistem seakan CVT (transmisi berubah-ubah berterusan) seperti skuter, kerana tiada sebutan tentang DCT (Transmisi Dwi-Klac).

Di sisi lain, golongan “otai” mempersoalkan mengapa perlu ada transmisi automatik pada motosikal berkapasiti besar.

Perdebatan ini benar-benar menunjukkan bagaimana kita sebagai manusia kadang-kadang boleh berkonflik. Di satu sisi, kita menyukai teknologi baru. Di sisi lain, kita takut untuk berubah daripada konvensional, walaupun dalam perkara yang paling biasa. Ia juga menunjukkan kelemahan media sosial kerana semua komen tentang sesuatu subjek—dalam kes ini, Honda E-Clutch—walaupun belum dilancarkan di Malaysia, jadi tiada siapa yang pernah menunggang motosikal ini untuk merasainya sendiri. Ish.

Baiklah, mari kita kembali kepada ulasan motosikal ini.

Apakah 2025 Honda CB650R E-Clutch ini?

Motosikal naked Honda CB650R dan sportbike CBR650R dilancarkan pada 2020, sebagai pengganti kepada CB650F dan CBR650R (yang dihasilkan dari 2014 hingga 2019). CB650F pula adalah pengganti kepada CB600F Hornet yang sangat popular dan lama dihasilkan. Jadi, sepanjang sejarahnya, model ini dikuasakan oleh enjin empat silinder sebaris (‘inline-four‘).

Kemudian, pada 2024, Honda melancarkan CB650R E-Clutch dan CBR650R E-Clutch terkini sebelum sampai ke negara kita tahun ini.

Selain klac, motosikal ini mempunyai beberapa kemas kini:

Lampu LED Daytime Running Light (DRL) berbentuk ladam di hadapan.
Saluran pengambilan udara yang dibentuk semula di kedua-dua belah tangki minyak (walaupun ini hanyalah hiasan).

Port pengecasan USB Type-C.
Skrin TFT baharu dengan multimedia dan navigasi, disambungkan melalui aplikasi telefon Honda RoadSync.

Ciri-ciri lain:

Enjin 649cc, DOHC, inline-four, menghasilkan 93.8 HP (70 kW) pada 12,000 RPM dan 63 Nm pada 9,500 RPM.
Kuasa enjin dihantar melalui klac manual pelbagai plat basah dengan ciri E-Clutch.

Suspensi hadapan terdiri daripada garpu Showa Separate Function Fork – Big Piston (SFF-BP) USD 41mm.
Suspensi belakang terdiri daripada monoshock dengan laras prapengetatan 10 peringkat.

Brek hadapan menggunakan dua rotor 310mm dengan kaliper empat piston Nissin dipasang secara radial, manakala brek belakang menggunakan cakera tunggal 240mm.
ABS dwi-saluran adalah standard.

Bagaimana E-Clutch Berfungsi?

Kami tidak akan membincangkan butiran teknikal yang mendalam di sini, sebaliknya kami akan bercakap tentang bagaimana Honda E-Clutch berfungsi untuk kita sebagai para penunggang. Mari kita mulakan dengan beberapa perbandingan.

Pada kapcai tanpa klac manual:

Kita hanya perlu menekan tuas gear untuk masuk gear dan membuka pendikit untuk bergerak.
Kita menekan tuas gear lagi apabila ingin menukar gear, naik atau turun.
Kita tidak perlu menukar ke neutral (‘N’) apabila berhenti.
Enjin tidak terhenti apabila kita berhenti dalam mana-mana gear.

On a motorcycle with a clutch lever:

Pada motosikal dengan tuas klac:

Kita perlu menarik klac, menekan tuas gear untuk memilih gear, kemudian melepaskan klac untuk bergerak.
Semasa bergerak, setiap pertukaran gear perlu dilakukan dengan menarik tuas klac dan melepaskannya.
Jika dipasang quickshifter, kita boleh menukar gear tanpa menggunakan klac semasa motosikal bergerak.

Apabila berhenti, kita perlu sama ada memasukkan transmisi ke ‘N’ atau memegang klac jika masih dalam gear. Melepaskan klac semasa motosikal berhenti dalam gear akan menyebabkan enjin terhenti.

Pada CB650R E-Clutch:

Kini, jurutera Honda berfikir untuk menggabungkan dua ciri ini ke dalam satu motosikal berkapasiti besar, dan hasilnya adalah E-Clutch. Ia pada dasarnya menjadikan motosikal ini seperti kapcai berenjin besar.

Hidupkan enjin.
JANGAN TARIK TUAS KLAC.
Tekan ke gear 1 (atau 2).
Tukar gear seperti biasa, seperti quickshifter dua hala.
JANGAN tarik tuas klac apabila berhenti, tidak kira dalam gear apa—N, 1, 2, 3, atau mana-mana gear.
Anda akan perasan bahawa tuas klac menjadi lembap seperti kabel longgar semasa idle dalam ‘N’.

Menunggang Honda CB650R E-Clutch 2025

Jika ada SATU ciri yang kami benar-benar sukai tentang motosikal ini, ia ialah tork enjinnya. Pada hampir semua motosikal empat silinder bawah 700cc yang pernah kami tunggang sebelum ini, enjin mereka kurang bertenaga di bawah 6,000 RPM. Mereka menjerit, tetapi hanya benar-benar laju pada rpm yang lebih tinggi.

Namun, tidak bagi enjin CB/CBR650: Motosikal ini melonjak dari garisan dan terus memecut seperti enjin tiga silinder, disertai dengan bunyi garau. Perlukan kuasa untuk memotong di lebuh raya? Hanya buka pendikit dalam gear 6 dan motosikal ini akan meluru.

Kami pernah mengulas CB650R sebelumnya dan gembira melaporkan bahawa kelincahan dan kawalannya mesra penunggang masih dikekalkan. Motosikal ini mudah dibelokkan tanpa menjadi tidak stabil di jalan lurus.

Selekoh diatasi dengan mudah kerana motosikal ini boleh condong sebanyak yang kami mahukan, walaupun pada kelajuan sangat tinggi, dan tidak pernah kehabisan kelegaan membelok.

Posisi menunggang sangat selesa untuk kami. Jarak ke handel sedikit lebih jauh berbanding kebanyakan motosikal naked yang lain kerana platformnya dikongsi dengan sportbike CBR650R, tetapi ia meletakkan kami dalam posisi lebih sporty. Posisi ‘lebih sporty‘ ini membolehkan kami meletakkan lebih banyak berat pada tayar hadapan, justeru menghasilkan kawalan yang lebih baik dan mengatasi tiupan angin.

Bercakap tentang tiupan angin, kelajuan paling selesa untuk motosikal naked biasanya sekitar 130-140 km/j, tetapi kami boleh menunggang dengan selesa pada 150-160 km/j dalam posisi tegak. Semuanya berkat posisi menunggang itu—syabas, Honda!

Fork Showa SFF-BP memainkan peranan besar di sini kerana ia menyerap ketidaksempurnaan jalan dengan baik, sehingga anda tidak merasa seperti melintasi Jurang Mariana atau Gunung Everest setiap kali melalui lubang atau melanggar bonggol.

Monoshock belakang juga nampaknya diperbaikki. Ia kini lebih keras dan mempunyai 10 peringkat larasan pra-beban, dan kami hanya perlu menambahnya 3 tingkat untuk menampung berat kami. Sebagai perbandingan, kami pernah mengadu bahawa monoshock model sebelumnya terlalu lembut, menyebabkan belakang turun dan mengalihkan keseimbangan motosikal ke belakang, akhirnya menyebabkan ketidakstabilan di depan. Kami mengatasinya dengan melaras prapengetatan ke maksimum untuk meletakkan lebih banyak berat pada tayar hadapan, tetapi ia mengakibatkan bahagian belakang motosikal terasa kasar.

Brek juga sangat kuat! Daya cengkaman begitu hebat sehingga kami yakin pengguna jalan lain mungkin panik melihat kami brek begitu lewat.

Menguji Ciri Honda E-Clutch:

Kami akui bahawa menguji E-Clutch buat pertama kali agak… stres. Tetapi itu hanya kerana kami sedar terdapat ciri ini. Kami terpaksa ingatkan diri setiap kali: “JANGAN SENTUH KLAC!” sebelum memasukkan gear 1. Ia agak pelik kerana kami selalu ingat untuk menekan ke gear 1 pada kapcai tanpa klac tanpa takut enjin terhenti, tetapi di sini, kami berasa gementar pada motosikal besar.

Namun, ia menjadi sangat mudah selepas kami membiasakan diri, dengan mengabaikan terus tuas klac dan berlakon seperti ia tidak wujud, seperti motosikal berteknologi DCT.

Semasa bergerak, menukar gear menjadi pengalaman yang menyeronokkan, seperti menggunakan quickshifter.

Sudah tentu, kami sekali-sekala menarik klac, terutamanya ketika merentasi bonggol yang menyebabkan E-Clutch beralih ke mod manual. Tetapi sistem akan kembali automatik selepas beberapa ketika dan menukar gear tanpa klac.

Sistem ini juga membolehkan penunggang menyesuaikan tekanan kaki yang diperlukan untuk menukar gear, sama ada naik atau turun. Terdapat tiga tahap: SOFT (LEMBUT), MEDIUM (SEDERHANA), HARD (KERAS). Ia bermula pada MEDIUM, tetapi saya lebih suka menetapkan kedua-duanya kepada SOFT.

Ciri ini menjadikan menunggang dalam kesesakan sangat mudah. Anda hanya perlu mengawal pendikit, dan sistem akan melakukan selebihnya. Kami juga mencuba menunggang dalam gear lebih tinggi dalam kesesakan (iaitu gear 5 dan 6) tetapi sistem ini ditambah dengan tork enjin, menghalang enjin daripada terhenti.

Sebagai perbanding, transmisi automatik mempunyai kelewatan untuk untuk memecut apabila anda menekan pendikit, bukan? Tidak begitu dengan E-Clutch. Motosikal ini meluru seolah-olah mempunyai Launch Control, dengan cengkaman klac pada tahap optimum untuk pecutan tanpa membiarkan roda hadapan terangkat.

Mengagumkan. Sangat mengagumkan.

Kami mendengar apa yang dikatakan netizen, “Tapi, tapi, tapi bagaimana jika E-Clutch rosak? Adakah itu bermakna saya tidak boleh menukar gear atau motosikal tidak boleh bergerak?”

Jawapannya ialah Honda E-Clutch akan kembali ke mod manual sepenuhnya jika itu berlaku, jadi anda masih boleh ke bengkel terdekat atau pulang ke rumah.

Kesimpulan

Honda CB650R E-Clutch 2025 sangat menyeronokkan untuk ditunggang, lebih-lebih lagi dengan ciri baharu ini. Kami sendiri pernah mempersoalkan sama ada sistem ini diperlukan sebelum menunggangnya, tetapi akhirnya kagum.

Secara jujur, motosikal ini tidak benar-benar memerlukan E-Clutch kerana ia sudah merupakan sebuah motosikal yang hebat, tetapi kehadirannya membuka dimensi baharu dalam menunggang, menjadikan perjalanan harian—malah sebarang perjalanan—lebih mudah.

Dari segi produk, ciri E-Clutch membezakan siri CB/CBR650 daripada pesaing. Honda adalah yang pertama membangunkan dan memperkenalkan sistem ini dengan jayanya sebelum pesaing mereka berbuat demikian.

Motosikal ini dijual pada harga RM47,999 (belum termasuk insurans dan cukai jalan). Lihatlah di showroom Honda Big Wing terdekat.

Galeri foto

2025 Honda CB650R E-Clutch Test & Review, Future of the Motorcycle?

There was much noise when the 2025 Honda CB650R E-Clutch was launched. The ‘complaints’ were not about the bike per se, but they were about the new Honda E-Clutch system.

To rehash the E-Clutch system provides the features of an automatic gearbox. Now, netizens, upon hearing the word “automatic,” most probably jumped to the conclusion that the CB650R and its CBR650RR are now equipped with CVTs (constantly variable transmission) like scooters, since there is no mention of the DCT (Dual-Clutch Transmission).

On another hand, so-called “purists” question why is there a need for automatic transmission on big capacity motorcycles.

These arguments true show how we as humans can be conflicted sometimes. On one side of the scale, we love new technologies. And on the other side, we are afraid of changing paths from convention, be it the most mundane. It also highlights the pitfalls of social media because all the comments about a certain subject – which in this case is about the Honda E-Clutch – has not even been launched in Malaysia so no one had actually ridden the bike to experience it firsthand. Sheesh.

Okay, okay, let us get back to the bike.

What is the 2025 Honda CB650R E-Clutch?

The Honda CB650R naked bike and the CBR650R sportbike were launched back in 2020, as the successor to the CB650F and CBR650R, respectively, which ran from 2014 to 2019. The CB650F, on the other hand was the successor to the long-running and supremely popular CB600F. So, throughout its history, this model lineage was powered by an inline-four engine.

Then, in 2024, Honda launched the current CB650R and CBR650R E-Clutch, before reaching our shores this year.

Apart from the clutch, the current bike features several design updates:

Horseshoe-shaped front LED Daytime Running Light (DRL).
Reshaped air intake funnels on both sides of the fuel tank (although these are decorative).

A USB Type-C charging port.
New TFT screen with multimedia and navigation, connected through the Honda RoadSync phone app.

Other features

649cc, DOHC, inline-four, producing 93.8 HP (70 kW) at 12,000 RPM and 63 Nm at 9,500 RPM.
Engine power is transmitted through a manual multi-plate wet clutch, with the E-Clutch feature.

Front suspension consists of 41mm Showa Separate Function Fork – Big Piston (SFF-BP) USD forks.
Rear suspension consists of a monoshock damper with 10 stage adjustable preload.

Braking duty is handled by twin 310mm rotors gripped by radially-mounted four-piston Nissin calipers up front, and a single 240mm disc at the back.
Dual-channel ABS is standard.

How does the E-Clutch Work?

We are not going to into the in-depth technical stuff here, instead we will talk about how the Honda E-Clutch works for us, the riders. Let us start by doing some comparisons.

On a kapcai without a manual clutch:

We only need to tap the gear lever into gear and open the throttle to get moving. And, we tap on the lever again when we want to change gears, up or down. We do not need to change the neutral (‘N’) i.e. ‘free gear’ when we stop.

The engine does not cut out when we stop in any gear.

On a motorcycle with a clutch lever:

We need to pull in the clutch, tap the gear lever to select a gear, then slip our the clutch lever to get going. While on the move, each gear change thereafter must be performed after pulling in the clutch lever and releasing it to complete the change.

Fitting a quickshifter allows us change gears without using the clutch lever while the motorcycle is moving.

When we stop, we need to either put the transmission into ‘N’ or hold in the clutch lever if the transmission is still in gear. Releasing the clutch lever while the bike is idling in gear will result in the engine stalling.

Now, Honda engineers got to thinking of combining these two attributes into one large capacity motorcycle, and it results in the E-Clutch. It essentially turns the bike into a large kapcai.

On the the CB650R E-Clutch

Start the engine.
DO NOT TOUCH THE CLUTCH LEVER.
Click into 1st gear (or 2nd).
Shift gears as usual, like a bi-directional quickshifter.
DO NOT pull the clutch lever when you come to a stop, regardless of gear position, whether N, 1st, 2nd, 3rd, or whatever gear.
You will notice that the clutch lever goes limp like it has a loose cable when idling in ‘N’.

Riding the 2025 Honda CB650R E-Clutch

If there was only ONE feature that we absolutely loved about this range of bikes, is the engine’s torque. On virtually all the sub-700cc inline-four bikes that we rode previously, their engines were gutless below 6,000 RPM. They screamed, they howled, but only truly got going much later. But not the CB/CBR650’s engine: The bike leapt off the line and just kept pulling as if it was a triple (inline-three), accompanied by a throaty roar er… again, like a triple’s. Need punch to overtake on the highway? Just open the throttle in 6th gear and the bike takes off.

We have reviewed the previous CB650R and we are happy to report that its agility and ease of handling remains. The bike is eager to change directions, without being unstable on straight roads.

Corners were easily handled as the bike leaned and leaned as much as we wanted it to even at very high speeds, and it never once ran out of cornering clearance. It seemed that the peg feelers were superfluous.

The seating position was very comforting for us. The reach to the handlebar was slightly further than on most naked bikes, as the platform is shared with the CBR650R sportbike, but it put us in a sportier crouch. This ‘sportier crouch’ allowed us to put more weight on the front tyre resulting in better handling, and also to overcome windblast.

Speaking of windblast, the most comfortable speeds for naked bikes are usually around 130-140 km/h, but we were able to ride comfortably at 150-160 km/h while sitting upright. All thanks to that riding position – well done, Honda!

The Showa SFF-BP forks do play a huge role here as they absorb road irregularities so well, so much so that you do not feel like you have just ran over Mariana Trench or Mount Everest every time you hit a pothole or bump.

The rear monoshock’s damping seems to be improved, too. It is now stiffer and has 10 levels of preload adjustment, and we needed to only increase it by 3 steps to compensate for our weight. By comparison, we had complained that the previous model’s monoshock was too soft, causing the rear to squat, consequently moving the bike’s balance to the rear, and causing instability up front. We overcame this by cranking the preload adjustment to maximum to put more weight onto the front tyre, but it resulted in a harsh ride at the rear.

Brakes were super strong too! There is so much bite that we bet that the other road users had a mild panic seeing us brake sooooo late.

Testing the Honda E-Clutch feature:

We have to admit that testing the E-Clutch the first time was a little er… stressful. But that was only because we consciously knew it was there. We had to remind ourselves each time: “DO NOT TOUCH THE CLUTCH!” before we tapped it into 1st gear. It was kind of weird for ourselves because we always remembered to tap it into 1st on clutchless kapcais without fear of the engine cutting out, but here we are, feeling the trepidation on a big bike.

However, it was so easy once we got used to it, by ignoring the clutch lever altogether and pretending it did not exist like a DCT-equipped bike.

As we got moving, shifting gears was a pleasant affair, like going through the gears with a quickshifter.

Of course, we did pull in the clutch once a while, especially when traversing speed bumps which resulted in the E-Clutch resorting to manual mode. But the system will revert back to automatic after some delay and shifting without clutch.

The system also allows the rider to customise how much foot pressure is needed to engage gears for each the upshift and downshift parametres. There are three levels: SOFT, MEDIUM, HARD. It started in MEDIUM but I preferred to set both to SOFT.

The feature made riding the bike in traffic so easy. All you had to do was modulate the throttle and the system does its thing. We even experimented by riding in much taller gears in traffic i.e. 5th and 6th, but the system, plus the engine’s torque kept it from stalling.

But get this: Automatic gearboxes has a lag when you slam on the accelerator, right? Not so with the E-Clutch. The bike took off like it had Launch Control, keeping the clutch slipping just right for optimal acceleration without letting the front wheel loop over backwards.

Impressive. Very impressive.

We hear what netizens say, “But, but, but what if the E-Clutch glitches out? Does that mean I can’t shift gears anymore or the bike can’t move?”

The answer is the Honda E-Clutch will revert to a fully manual mode if that happens, so you will still get to the nearest workshop or home.

Conclusion

The 2025 Honda CB650R E-Clutch was a hoot to ride, ever more so with the new feature. We ourselves were thinking if the system was necessary before we rode it, but came away impressed.

Honestly, the bike does not truly need the E-Clutch because it is already a great platform, but having it opens up a new dimension in riding, making the daily commute and in fact, any ride easy.

On the product front, the E-Clutch distinguishes the CB/CBR650 lineup from their peers. It was Honda who first developed and introduced this system successfully before their competitors did so.

The bike retails at RM47,999 (not on-the-road). Check it out at the nearest Honda Big Wing showroom.

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MODENAS Elegan EX (2025) Dilancarkan

Dari Siaran Media

Motosikal dan Enjin Nasional Sdn. Bhd. (MODENAS), anak syarikat DRB-HICOM Berhad, telah melancarkan MODENAS Elegan EX yang dipertingkatkan dan menawarkan pengalaman menunggang lebih baik dengan peningkatan estetika dan ciri-ciri moden. Berharga RM17,780, model terkini ini kini boleh didapati di semua bilik pameran pengedar sah MODENAS.

MODENAS Elegan EX menawarkan dua pilihan warna premium baharu: Deep Blue dan Plain Grey.

Gaya & Ciri-ciri Terkini

Versi terbaharu Elegan EX menampilkan beberapa penambahbaikan untuk penampilan lebih premium dan fungsi yang lebih baik:

Skrin lebih sporty meningkatkan aerodinamik dan estetika.

Isyarat Hadapan LED – Meningkatkan keterlihatan serta menjimatkan tenaga.

Warna Premium Baharu – Memberikan kehadiran lebih mantap di jalan raya.

Logo MODENAS Diperbaharui – Branding baharu pada komponen utama termasuk windscreen, penutup pemegang, fender belakang, speedometer, dan kunci penghidup.

Kuasa & Kecekapan

Dikuasakan oleh enjin 249cc, penyejukan cecair, SOHC, Elegan EX menghasilkan 22.4hp pada 7,000rpm dan tork 22.4Nm pada 6,500rpm, memastikan perjalanan lancar dan responsif.

Transmisi CVT memberikan pecutan licin, menjadikannya pilihan serba boleh untuk perjalanan bandar mahupun lebuh raya. Tambahan pula, tangki bahan api 14 liter menawarkan jarak perjalanan cemerlang, sesuai untuk perjalanan jarak jauh.

Elegan EX dilengkapi dengan brek cakera depan dan belakang berserta ABS, memberikan prestasi brek yang unggul dan keselamatan penunggang yang lebih baik. Sistem suspensi depan teleskopik dan penyerap hentakan kembar belakang turut meningkatkan kestabilan dan keselesaan di jalan raya.

Elegan EX terus memenuhi keperluan penunggang yang menginginkan gabungan sempurna antara keselesaan, prestasi, dan gaya moden, menjadikannya pilihan terbaik untuk perjalanan harian mahupun jarak jauh.

Roslan Roskan, CEO MODENAS berkata, “Elegan EX telah lama menjadi pilihan dipercayai para penunggang kerana keselesaan, kepraktisan, dan prestasinya. Versi terbaharu ini meningkatkan daya tarikannya melalui elemen reka bentuk kontemporari dan ciri-ciri terkini, memastikan pelanggan kami terus menikmati pengalaman menunggang premium.”

Untuk maklumat lanjut, layari laman web rasmi MODENAS di www.modenas.my atau hubungi MODENAS Customer Careline di 1-800-880-181, atau melalui WhatsApp di 019-570 8135.

Galeri Foto

Updated 2025 MODENAS Elegan EX Launched

From Media Release

Motosikal dan Enjin Nasional Sdn. Bhd. (MODENAS), a subsidiary of DRB-HICOM Berhad, has unveiled the facelift 2025 MODENAS Elegan EX, offering an elevated riding experience with enhanced aesthetics and modern features. Priced at RM17,780, the updated model is now available at all authorised Modenas dealer showrooms.

The MODENAS Elegan EX is available in two new premium colour options: Deep Blue, and Plain Grey.

Updated Styling & Features

The latest version of the Elegan EX boasts several refinements for a more premium appearance and enhanced functionality:

Sportier Windscreen – Enhances aerodynamics and aesthetics.

LED Front Indicators – Enhance visibility while improving energy efficiency.

New Premium Colours – Elevate the scooter’s presence on the road.

Updated MODENAS Logos – Fresh branding on key components, including the windscreen, handle cover, rear fender, speedometer, and ignition key.

Delivering Power & Efficiency

Powered by a 249cc, liquid-cooled, SOHC engine, the Elegan EX delivers 22.4hp at 7,000rpm and 22.4Nm of torque at 6,500rpm, ensuring a smooth and responsive ride.

The CVT transmission provides seamless acceleration, making it a versatile choice for both city commutes and highway cruising. Additionally, the 14-litre fuel tank offers excellent mileage, ideal for long-distance travel.

The Elegan EX is equipped with front and rear disc brakes with ABS, delivering superior braking performance and enhanced rider safety. Its telescopic front suspension and twin rear shock absorbers further improve road stability and rider comfort on the road.

The Elegan EX continues to meet the needs of riders seeking a perfect blend of comfort, performance, and modern style, making it an excellent choice for both urban and long-distance commuting.

Roslan Roskan, CEO of MODENAS says, “The Elegan EX has been a trusted choice among riders for its comfort, practicality, and performance. This refreshed version enhances its appeal through contemporary design cues and upgraded features, ensuring our customers continue to enjoy a premium riding experience.”

For more information, visit the official MODENAS website at www.modenas.my or contact the MODENAS Customer Careline at 1-800-880-181, or via WhatsApp at 019-570 8135.

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Honda Vario 160 (2025) Tampilkan Warna Baharu

Boon Siew Honda memperkenalkan warna baharu untuk Honda Vario 160 (2025).

Warna baharu ini dijangka akan meningkatkan lagi penampilan motosikal tersebut, selain mengekalkan ciri kemudahan penggunaan, kepraktisan, dan gaya yang ditawarkan.

Ciri-ciri utama:

Enjin 157cc, satu silinder, penyejuk cecair dilengkapi dengan sistem PGM-FI dan Enhanced Smart Power+ (eSP+).
Disebabkan oleh langkah penjimatan bahan api dan pelepasan rendah, motosikal ini disahkan sebagai EEV (Kenderaan Cekap Tenaga).

Ia turut mendapat Sijil MyMAP untuk keselamatan kerana brek cakera depan dan belakang dilengkapi ABS.
Kesemuanya disokong oleh rangka Enhanced Smart Architecture Frame (eSAF) yang lebih ringan tetapi lebih kukuh.

Sistem Honda Smart Key untuk kemudahan dan keselamatan dengan suis pencucuh pintar, Anti-Theft Alarm, dan Answer Back System.
Pencahayaan LED penuh untuk keselamatan dan keterlihatan yang optimum.

Pengecas USB dalam petak konsol memastikan peranti anda sentiasa bertenaga.
Speedometer digital penuh memaparkan maklumat penting seperti penggunaan bahan api dan masa.

Petak utiliti 18 liter, tayar lebih lebar, dan reka bentuk roda tuang.

Warna, ketersediaan, dan harga

Honda Vario 160 2025 akan tersedia di semua pengedar IMPIAN X dan pengedar autorisasi Honda di seluruh negara mulai 11 April 2025.

Harga runcit disyorkan (tanpa cukai jalan, insurans, dan pendaftaran) bergantung pada pilihan warna:

Harga untuk warna baharu Kuning serta warna sedia ada Biru dan Merah bermula dari RM10,198.00.
Harga untuk warna baharu Perak dan Merah Matte, serta warna sedia ada Hijau dan Biru Matte bermula dari RM10,498.00.

Boon Siew Honda menawarkan waranti pembuatan dua tahun atau 20,000 km, mana yang tercapai dahulu. Untuk maklumat lanjut, sila layari https://boonsiewhonda.com.my/product/vario160-2024/ atau kunjungi Honda Impian X terdekat. Pelanggan juga boleh menghubungi nombor talian bebas tol 1-800-88-3993.

Galeri foto:

New Colours for 2025 Honda Vario 160

Boon Siew Honda has introduced new colours for 2025 Honda Vario 160.

The new colours are set to enhance the bike’s looks even further, on top of the ease of use, practicality, and style it offers.

Highlights

157cc, liquid-cooled, single-cylinder engine equipped with with PGM-FI and Enhanced Smart Power+ (eSP+) systems.
Due to the fuel saving and low emission measures, the bike is certified as an EEV (Energy Efficient Vehicle).

It also earned the MyMAP Certificate for safety as the front and rear disc brakes are equipped with ABS.
Everything is held together by the new lighter but stronger Enhanced Smart Architecture Frame (eSAF).

Honda Smart Key System for convenience and security with a smart ignition switch, Anti-Theft Alarm, and Answer Back System.
Full LED lighting for full safety and visibility.

USB charger in the console box keeps your gadgets powered.
Full digital speedometer displays essential info like fuel consumption and time.

18-litre utility box, wider tires, cast wheel design.

Colours, availability and price

The 2025 Honda Vario 160 will be available at all IMPIAN X and authorised Honda dealers nationwide from 11th April 2025 onwards.

Recommended retail prices (without road tax, insurance, and registration) depends on your colour choice:

The new Yellow and existing Blue and Red colour schemes are priced from RM10,198.00.
The new Silver and Matte Red, and existing Green and Matte Blue are priced from RM10,498.00.

Boon Siew Honda offers two years or 20,000 manufacturing warranty, whichever comes first. For more information, please click https://boonsiewhonda.com.my/product/vario160-2024/ or visit the nearest Honda Impian X. Customers may also reach them via their toll-free number at 1-800-88-3993.

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Honda NC750X Memenangi Anugerah Rekabentuk Red Dot 2025

Honda NC750X memenangi Anugerah Rekabentuk Red Dot 2025 dalam Kategori Rekabentuk Produk.

Honda mempunyai rekod cemerlang dalam anugerah ini, dengan memenanginya berturut-turut sejak 1997. Kebelakangan ini, Transalp 750 dan CB750 Hornet memenanginya pada 2023, diikuti oleh skuter elektrik EM1 e pada 2024, dan kini NC750X pada tahun ini.

Model NC750X ini adalah sebahagian daripada platform 750cc Honda: Transalp 750 adalah varian adventure, CB750 Hornet sebagai varian naked, manakala NC750X ialah sport-tourer. Kesemua varian ini dikuasakan oleh enjin parallel-twin 745cc, SOHC, 8-valve yang menghasilkan 90.6 hp pada 9,500 RPM dan tork 74.4 Nm pada 7,000 RPM.

Daripada Siaran Akhbar Boon Siew Honda

Model crossover NC750X menggabungkan keseronokan penjelajahan dengan kemudahan penggunaan dalam situasi harian seperti perjalanan saban hari. Ia telah mendapat sambutan baik daripada pelanggan kerana enjin 2-silinder 745ccnya yang mempunyai ciri tork kuat untuk pengendalian mudah dan jimat minyak, pakej dengan pusat graviti rendah untuk kawalan yang lebih baik, serta ruang penyimpanan bagasi yang mesra pengguna.

Rekabentuk yang tajam dan berkuasa serta penampilan luaran bergaya adventure meningkatkan jangkaan penunggang. Fairingnya diperbuat daripada bioplastik berasaskan tumbuhan dan bahan kitar semula, yang pertama seumpamanya untuk komponen luaran motosikal, dan penghapusan cat mengurangkan pelepasan CO2. Selain mengurangkan impak alam sekitar, ia juga menawarkan warna yang terang dan reka bentuk yang unggul.

Kenyataan Toshinobu Minami, Pengarah Urusan, Ketua Pegawai Operasi, Pusat Reka Bentuk, Honda R&D Co., Ltd., “Kami berasa sangat terhormat menerima Anugerah Reka Bentuk Red Dot untuk tahun keenam berturut-turut, dan tahun ini, kami juga menerima Anugerah Reka Bentuk iF. Kami percaya ini adalah hasil daripada resonansi orang ramai terhadap semangat Honda Design iaitu ‘reka bentuk yang memperkaya kehidupan pelanggan melalui pengalaman dan produk berasaskan pendekatan berpusatkan manusia’. Honda akan terus mencipta nilai-nilai baharu yang mengejutkan dan memberi inspirasi, serta memberikan kegembiraan dalam memperluas potensi hidup mereka.”

Honda NC750X Wins 2025 Red Dot Design Award

The Honda NC750X has won the 2025 Red Dot Design Award, in the Product Design category.

Honda has a great record at the awards, by winning consecutively since 1997. In recent times, the Transalp 750 and CB750 Hornet won it in 2023, followed by the EM1 e electric scooter in 2024, and now the NC750X this year.

The NC750X is part of Honda’s 750cc platform: The Transalp 750 is the adventure variant, CB750 Hornet being the naked, and this being the sport-tourer. All variants are powered by a 745cc, SOHC, 8-valve, parallel-twin engine which produces 90.6 hp at 9,500 RPM and 74.4 Nm of torque at 7,000 RPM.

From the Boon Siew Honda Press Release

The NC750X crossover model combines the fun of touring with ease of use in everyday
situations such as commuting. It has been well received by a wide range of customers for its
in-line 2-cylinder 745cc engine with powerful torque characteristics for easy handling and
excellent fuel economy, low center of gravity packaging for easy handling, and user-friendly
luggage storage.

Sharp and powerful design and an adventure-style exterior raise the rider’s expectations.
Its fairing is made of plant-derived bioplastic and recycled materials, a world-first for a motorcycle exterior components, and the elimination of paint reduces CO2 emissions. While reducing environmental impact, it also delivers vibrant colors and exceptional design.

Toshinobu Minami, Managing Director, Chief Operating Officer, Design Center, Honda R&D Co., Ltd. said, “We are very honoured to receive the Red Dot Design Award for the sixth consecutive year, and this year, we also received the iF Design Award. We believe that this is the result of people resonating with Honda Design’s passion of ‘designs that enrich the lives of our customers through experiences and products resulting from a human-centric approach’. Honda will continue to create new values that surprise and inspire people, and provide the joy of expanding their life’s potential.”

Bikesrepublic

Wahid Ooi

From the Press Release

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What is it?

Apa itu Honda CBR250RR?

Perbandingan dengan Pesaing

Pengalaman Menunggang CBR250RR 2025

Beberapa kilometer kemudian…

Di dalam kesesakan trafik…

Dalam hujan…

Bermain selekoh…

Konklusi

Galeri foto

What is it?

Riding the 2025 Honda CBR250RR

Further down the road…

In traffic

In the rain…

Corner blasting…

The conclusion

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Apakah 2025 Honda CB650R E-Clutch ini?

Selain klac, motosikal ini mempunyai beberapa kemas kini:

Ciri-ciri lain:

Bagaimana E-Clutch Berfungsi?

Pada kapcai tanpa klac manual:

On a motorcycle with a clutch lever:

Pada CB650R E-Clutch:

Menunggang Honda CB650R E-Clutch 2025

Menguji Ciri Honda E-Clutch:

Kesimpulan

Galeri foto

What is the 2025 Honda CB650R E-Clutch?

Apart from the clutch, the current bike features several design updates:

Other features

How does the E-Clutch Work?

On a kapcai without a manual clutch:

On a motorcycle with a clutch lever:

On the the CB650R E-Clutch

Riding the 2025 Honda CB650R E-Clutch

Testing the Honda E-Clutch feature:

Conclusion

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Dari Siaran Media

Gaya & Ciri-ciri Terkini

Kuasa & Kecekapan

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From Media Release

Updated Styling & Features

Delivering Power & Efficiency

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Ciri-ciri utama:

Warna, ketersediaan, dan harga

Galeri foto:

Highlights

Colours, availability and price

Photo gallery

Daripada Siaran Akhbar Boon Siew Honda

From the Boon Siew Honda Press Release

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