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Cops Warn that Disrupting ASEAN Summit Routes is a Criminal Offence

The Kuala Lumpur Police have reminded the public not to engage in any activities that disrupt routes, events, and public order throughout the 47th ASEAN Summit.

Kuala Lumpur Police Chief, Datuk Fadil Marsus, stated that these three matters must be adhered to, and if any party violates them, it could be considered a criminal offense where the police will take firm action.

According to him, any party planning to hold assemblies during the conference period must fully comply with security guidelines.

“I wish to remind any party intending to hold an assembly not to disrupt the related events.”

“There cannot be any activities that affect the event, routes, or public order. Such actions will be considered a criminal offense,” he said at a press conference at the Kuala Lumpur Contingent Police Headquarters here today.

Fadil said public cooperation with enforcement agencies and government departments is crucial to ensure the success of the summit.

“This is an important event for Malaysia because the whole world will be watching how we manage ASEAN.”

“As the main enforcement agency together with other government agencies, we will ensure public order is always maintained throughout this summit period,” he said.

Furthermore, he urged the public to pay attention and avoid using the involved routes or the diversions set up for the ASEAN Summit.

“Alternative roads provided can be used to reduce traffic congestion in the capital city.”

“We anticipate traffic challenges throughout this major event, so we request public cooperation to avoid the mentioned routes and plan their journeys in advance,” he said.

He added, as previously informed, please arrange your activities properly during the summit dates and follow the instructions of traffic police personnel on duty at the locations.

“Commercial vehicles also need to adhere to the restricted travel times.”

“The public is encouraged to use public transport to help reduce congestion,” he said.

On October 18, Deputy Director of the Bukit Aman Department of Internal Security and Public Order (Operations), Datuk Fisol Salleh, stated that over 10,000 police officers and personnel from various units, including the Traffic Investigation and Enforcement Department (JSPT), Special Branch, and Special Actions Unit (UTK), have been mobilized under Op ASEAN 47 ahead of the summit.

The 47th ASEAN Summit is scheduled to take place at the Kuala Lumpur Convention Centre (KLCC) from October 26 to 28, with the participation of all 10 ASEAN member state leaders, as well as dialogue partners and guests including from the United States, China, Japan, and India.

Additionally, six highways and 25 main roads around the Klang Valley will be closed in stages.

The road closures will be implemented from October 23 to 28, involving access routes to and from key locations, particularly to the Kuala Lumpur Convention Centre (KLCC), the National Palace, and Kuala Lumpur International Airport (KLIA).

Yamaha Wants to be Exclusive Moto3 Engine Supplier in 2028?

2028 is already slated to be an important, if not watershed year for MotoGP as there will be many significant changes to the premier class bikes. However, it will not be the only class seeing these changes, as the feeder Moto3 class will be affected. Now a rumour has surfaced that Yamaha wants to be the exclusive engine supplier for Moto3, in 2028.

The current Moto3 formula allows for different manufactures to compete. As such, we have been seeing the likes of Honda and KTM vie for glory. In more recent years, other manufacturers have “rented” the 250cc, single-cylinder KTM RC250GP 250cc bike and slapping their names on it for branding.

To keep costs under control, the rules stipulate that teams can use up to six power units over the course of a full season, with a cost cap reported to be €60,000 (MYR295,302.00). Chassis are also limited to a cap of around €85,000 (roughly MYR418,344.50).

However, the development costs borne by Honda and KTM are undoubtedly high, as no one likes to lose. As such, there is talk of turning Moto3 into a single-make race like Moto2 – where one manufacturer supplies the engines, while teams rent or buy frames, chassis, and other components rather than renting the complete bike.

If the rumours are true, we may just see Moto3 bikes using the Yamaha R7’s 689cc, twin-cylinder engine. The engines will modified for racing, of course.

It was also said that other manufacturers are interested in supplying the engines: Honda, KTM, and CFMOTO.

Riding on the Wings of Gold: A 50-Year Evolution of the Honda Gold Wing

2025 marks the 50th anniversary – the Golden Jubilee – of the Honda Gold Wing. 50 years is a long time for any motorcycle model production, and the Gold Wing has been through several significant moments in history.

In the pantheon of motorcycling icons, few machines command the respect and admiration of the Honda Gold Wing. It is the undisputed monarch of the long-distance touring realm, a two-wheeled institution synonymous with comfort, innovation, and continent-devouring capability. Yet, its journey to the throne was anything but predictable. The evolution of the Gold Wing is a fascinating tale of a motorcycle that repeatedly reinvented itself, evolving from a purist’s sport-tourer into a technological flagship that continues to define the luxury touring category.

The Genesis: A “Naked” Superbike (1975-1979)

The story begins not with the fairing-clad behemoth we know today, but with a revolutionary engineering exercise.

When Honda unveiled the GL1000 in 1975, the motorcycling world was stunned. At its heart lay a masterpiece: a liquid-cooled, horizontally opposed four-cylinder engine. This “flat-four” configuration, reminiscent of a sports car’s powertrain, provided a incredibly low center of gravity and an exceptionally smooth, vibration-free power delivery. With nearly 1000cc and 80 horsepower, it outperformed many contemporary superbikes, including Honda’s own CB750, which was universally called “the world’s first superbike.”

Surprisingly, the original Gold Wing was a minimalist. It arrived without a fairing, sporting only a simple fuel tank (though the actual tank was hidden under the seat to lower weight) and a solitary, dual-purpose seat. It was a “high speed tourer” according to Honda, a sleek and potent machine that enthusiasts quickly recognized as an unparalleled platform for long-distance travel. Riders began to customize them, adding aftermarket fairings and saddlebags, signaling to Honda a latent demand they had not yet fully anticipated.

The Transformation: Becoming the Tourer (1980-1983)

Honda is a company that listens, and the 1980s marked the Gold Wing’s definitive shift in identity, and in doing so, differentiate itself from the performance-oriented CB range.

The GL1100, introduced in 1980, was offered from the factory with optional factory-fitted fairings and luggage.

The Shape of the Future: The Full-Dress Tourer Debuts (1984-1987)

The market responded overwhelmingly to the GL1100 and by 1984, the GL1200 series had cemented the Gold Wing’s new silhouette. The Interstate model provided the full-dress experience, while the Aspencade added luxury touches like a digital dashboard and a premium sound system.

This was no longer just a motorcycle; it was a rolling living room. Comfort became paramount. The engine grew in displacement and refinement, designed not for peak horsepower but for a broad, seamless wave of torque. The riding position became more relaxed, and the chassis was engineered to handle the increasing weight of the amenities. The Gold Wing had found its calling: to isolate its rider and passenger from the hardships of the road, transforming a cross-country journey into a serene, effortless event.

The Apex of Analog: The Mighty Six-Cylinder Era (1988-2000)

If the 1200cc model solidified the concept, the 1988 GL1500 perfected it. This was a monumental leap. Honda replaced the flat-four with a majestic, 1520cc horizontally opposed six-cylinder engine. The increase in cylinders translated to an otherworldly level of smoothness and torque. The motorcycle’s profile became broader, more authoritative, and undeniably grand.

The GL1500 was a marvel of pre-digital analog engineering. It featured a complex, multi-speaker audio system, cruise control, reverse gear, and enough storage capacity to rival a small car. It was the ultimate expression of the “bigger is better” philosophy, a machine that prioritized supreme comfort and presence above all else. For over a decade, it reigned supreme, facing little competition and building a cult-like following among touring purists.

The 21st Century Flagship: The Technological Leap (2001-2017)

In 2001, Honda unveiled the GL1800, a machine that was as much a feat of structural engineering as it was a motorcycle. The new 1832cc flat-six engine was now a stressed member of the frame, which was a single-piece, die-cast aluminum unit. This resulted in a stiffer, lighter chassis that transformed the bike’s handling, making the colossal machine feel surprisingly agile.

The GL1800 became the new benchmark for two decades. It incorporated cutting-edge technology, including optional satellite navigation and, in a world-first for production motorcycles, an optional airbag. Its audio system was concert-hall quality, and its weather protection was absolute. It was the pinnacle of the fully integrated, all-in-one touring package, a technological fortress on two wheels.

The Modern Rebirth: The Agile Grand Tourer (2018-Present)

By the 2010s, the touring market was changing. Riders, including an aging core demographic, sought lighter, more manageable machines. Honda’s response in 2018 was a comprehensive and daring redesign. The new Gold Wing underwent a dramatic diet, shedding nearly 50 kg. The most radical change was at the front, where a double-wishbone suspension system replaced the traditional telescopic fork, improving handling and reducing front-end dive under braking.

Most significantly, the cockpit was catapulted into the modern age. A full-color TFT display became the command center, integrating with Apple CarPlay and Android Auto. Multiple riding modes, hill start assist, and a 7-speed DCT automatic transmission option broadened its appeal. Honda had successfully re-engineered a legend, preserving its core luxury and comfort while gifting it with a newfound spirit of agility and modern connectivity.

And, finally, the 2025 Honda Gold Wing 50th Anniversary

The 2025 Honda Gold Wing 50th Anniversary is a rolling monument to a half-century of touring supremacy. To honour this legacy, Honda has adorned its flagship tourer with two stunning Eternal Gold and Bordeaux Red Metallic paint scheme, a direct and elegant homage to the iconic colours of the original 1975 GL1000. This visual tribute is complemented by exclusive 50th Anniversary badging on the saddlebags and fuel tank, along with gold-coloured alloy wheels and meticulously embroidered seats, ensuring that its celebratory status is recognised at every glance.

Conclusion

The Honda Gold Wing’s evolution is a masterclass in listening to riders and daring to lead. It has grown from a sophisticated engine in search of a purpose to the most complete and capable touring machine on the planet. It is a testament to Honda’s engineering philosophy, proving that even a legend can continue to evolve, ensuring that the king of the tourers remains as relevant tomorrow as it was half a century ago.

Boon Siew Honda Launches “Honda X-tend” Extended Warranty Program with Unlimited Mileage

“The product broke just one day after the warranty ended.” Ever heard that line before? We are not saying that it happened or will happen to a Honda motorcycle or car, or every product, but we have had several products do exactly that. Thus an extended warranty program is always a good thing to have for a peace of mind, just like this new Honda X-tend Extended Warranty Program.

FROM THE PRESS RELEASE

Boon Siew Honda Sdn. Bhd. launched its new extended warranty programme, Honda X-tend yesterday, in collaboration with AEON Insurance Brokers (M) Sdn. Bhd. (“AEON Insurance Brokers”) and Allianz General Insurance Company (M) Berhad (“Allianz”).

This initiative reflects BSH’s commitment to enhancing the ownership experience by offering continued protection and peace of mind beyond the standard warranty period.

Policy Owner: Boon Siew Honda Sdn. Bhd.
Program Manager: AEON Insurance Brokers (M) Sdn. Bhd.
Licensed Insurer: Allianz General Insurance Company (M) Berhad

The official launch was marked by a Memorandum of Understanding (“MoU”) signing ceremony held at BSH’s Headquarters in Batu Kawan, Penang.

With Honda X-tend, customers can enjoy:

An additional 1-year extended warranty on top of the standard 2-year warranty coverage.
Unlimited mileage protection throughout the 1-year extended warranty period.

In addition, this extended warranty covers key components such as the engine, brakes, and gearbox, with claim benefits of up to RM20,000 per year, ensuring greater confidence and long-term protection for every rider.

Furthermore, the Honda X-tend Extended Warranty Program is now available for all new Honda motorcycle registrations and can be conveniently purchased at any Honda Authorized Dealer nationwide, offering added assurance and peace of mind throughout the ownership journey.

To commemorate the launch of the new Honda X-tend Program, Boon Siew Honda is offering added peace of mind especially for RS-X and RS-X Winner owners with 3 years of warranty coverage (2+1 years). From 17th October to 31st December 2025, customers who purchase either model will receive a complimentary 1-year extended warranty under the Honda X-tend Program.

“At Boon Siew Honda, we want every customer to experience the true Joy of Riding with confidence and peace of mind.

Through the Honda X-tend program with Allianz and AEON Insurance Brokers, we extend our care beyond the standard warranty, so our customers can continue to enjoy their journeys with trust and reassurance.” – Kunitomo Asano, CEO of BSH

“Honda X-tend marks an important step forward in strengthening customer protection and delivering long-term value. We are honored to be chosen by Boon Siew Honda as a trusted partner for this programme. At AEON Insurance Brokers, we remain committed to providing innovative insurance solutions that complement our partners’ strengths and support customers throughout their ownership journey.” – John Tan, Managing Director of AEON Insurance Brokers

“At Allianz General, we are committed to providing best-in-class services and enhancing the value we deliver to our customers. We look forward to working alongside AEON Insurance Brokers in providing extended coverage to Boon Siew Honda’s customers, ensuring that they can ride their new motorcycles with joy and confidence in knowing that they are protected in the event of potentially costly and unforeseen repairs.” – Sazali Abdul Rahman, Deputy Chief Sales Officer of Allianz General.

With the introduction of Honda X-tend, Boon Siew Honda reaffirms its commitment to enhancing customer care and delivering the Joy of Ownership to riders across Malaysia.

How does the Honda e-Clutch Work?

This is probably a little late, but better late than never, right? The Honda e-Clutch has been in the market for a while now, but there still exists some confusion among motorcycle enthusiasts. So we decided to describe how the system actually works. It turns out that such system is fitted to several of the manufacturer’s cars, too.

The Core Concept: A Robot for Your Clutch Lever

In simple terms, the Honda e-Clutch system is an add-on electro-mechanical system that operates the clutch pedal for you on a traditional manual transmission. Unlike Honda’s own Dual Clutch Transmission (DCT) the e-Clutch does NOT change the gears for you—you still have to move the gear lever yourself.

Think of it as a robot that sits on the left handlebar and presses the clutch lever with perfect timing and smoothness, every single time. You get the engagement and fun of shifting your own gears, but without the physical effort or the risk of stalling – useful for navigating a congested urban landscape.

Key Components of the System

To make this magic happen, the system uses several key components:

Clutch Actuator: This is the heart of the system. It’s an electric motor and gear mechanism physically attached to the clutch lever arm. When activated, it pushes or pulls the arm to engage or disengage the clutch.
Stroke Sensor: This sensor monitors the position of the clutch lever. It tells the motorcycle’s computer (ECU) how far you’re pressing the lever, allowing for manual override.
Gear Position Sensor: This tells the ECU which gear you are currently in or if you are in neutral.
Engine Control Unit (ECU): The brain of the operation. It processes data from all the sensors and decides when and how to command the clutch actuator to engage or disengage.

How It Works in Different Riding Scenarios

Here’s where the system truly shines, making riding with a manual transmission incredibly easy.

1. Starting from a Stop (The #1 Reason People Stall)

This is the system’s most useful feature. In a normal manual car, you have to carefully balance the clutch and throttle to move off without stalling.

- With e-Clutch: You simply press the gear lever, select first gear, and then press the accelerator. The system automatically engages the clutch smoothly to get the bike moving. It’s impossible to stall. Once you’re moving, you can shift to second gear without pulling the clutch lever, nor do you need to back off the throttle, as the system turns into a quickshifter.
- In this mode, the clutch lever’s cable tension goes slack. For long-time motorcycle riders, it is as if the cable came loose. But not to worry here, because it is the e-Clutch system telling you that it is now working.

2. Normal Gear Shifting (Utilising the clutch lever)

When you are riding and want to change gears, the process is seamless:

- Move the gear lever into the next gear (do not touch the clutch lever).
- You do not have to roll out of the throttle, just keeping it open is fine.
- The system detects your gear lever movement and automatically disengages the clutch for a split second to allow the shift.
- Once the new gear is selected, it automatically re-engages the clutch smoothly.

3. Coming to a Stop

- As you slow down, the system will automatically disengage the clutch just before the engine RPM gets too low, preventing a stall.
- You can come to a complete stop, and the motorcycle will remain in gear without stalling. You then simply put it in neutral or keep it in gear.

4. Manual Override & “Traditional” Mode

This is a crucial feature for driving purists. The physical clutch lever is still there. You can pull it at any time to take full manual control, just like in a traditional manual motorcycle. The system immediately disengages and lets you drive as you normally would with the bonus of a quickshifter.

Benefits of the Honda e-Clutch

Impossible to Stall: The bike’s computer prevents it, making it ideal for stop-and-go traffic and new learners.
Reduced Rider Fatigue: No constant clutch work in heavy traffic makes for a much more relaxed ride.
Retains Riding Engagement: You are still physically changing gears, maintaining the connection and fun of a manual transmission.
Smoother Operation: The system can engage the clutch more smoothly than most human drivers, leading to a more refined feel.
Great for Learning: It’s a perfect tool for teaching someone how to ride a manual motorcycle, as it removes the fear of stalling while they learn gear patterns and timing.

What It Is NOT

It’s important to understand the limitations:

It is NOT an Automatic Transmission: It does not select gears for you. You must move the gear lever for every shift.
It is NOT a Single-Clutch Automated Manual (like an older Smart car): Those systems often have jerky shifts because they control both the clutch and the gearshift robotically. With the e-Clutch, the human provides the smoothness and decision-making for the gear change.
It is NOT a Dual Clutch Transmission (DCT): Honda’s DCT is actually an automatic-manual transmission. It consists of all the gears of a manual transmission instead of the CVT found on scooters. However, the system is fully clutchless and the bike does not even have a clutch lever. Thus the rider can select AUTO and leave it to shift by itself, or choose MANUAL and shift using buttons.

Summary

The Honda e-Clutch is a clever, pragmatic technology. It removes the most tedious and difficult parts of riding a manual motorcycle (stalling, traffic jams) while preserving the joy and control that enthusiasts love. It’s the best of both worlds for many riders.

As of now, Honda has fitted the e-Clutch to the CB650R, CBR650R, and Rebel 300. There are plans to expand this option to other models in the catalogues.

A Quick Look at China’s Motorcycle Industry

If you do not know that China’s motorcycles are beginning to dominate or have already dominated certain markets, then we say, “Welcome home” from your travels through the multiverse. China has been a global manufacturing powerhouse for more than 20 years now, and riding this wave is their automotive industry.

History

Motorcycle manufacture in China first began in 1951, when the People’s Liberation Army began producing a 500cc motorcycle to meet the country’s military requirements during the Korean War. It was developed on the lines of the K500, a German model used in World War II.

Before the end of the 1970s, motorcycles produced in China were mainly used by the military services. However, the Beijing Motorcycle Factory, produced motorcycles for the general public that were based on the German pre-war BMW R71, and Russian Ural and Dnepr (in turn, based on the R71) from 1958 onwards.

*People’s Liberation Army motorcycle, Picture by Gabriele Battaglia*

In 1979, in Chongqing city, military munitions factory China Jialing Industrial Company began to independently manufacture motorcycles for civilian use, ushering in the modern era of Chinese motorcycle production. In 2000, the Chinese industry took over as the biggest motorcycle producer in the world, a position that it has maintained.

Manufacturing: The World’s Motorcycle Factory

China’s manufacturing scale is immense. In 2023, the country produced over 18.3 million motorcycles. Driven by strong domestic and international demand, production is projected to reach close to 20 million units in 2024 and maintain this upward trajectory into 2025.

A key feature of this output is the clear split between traditional and electric models. While gasoline engines remain important for export, a massive and growing portion of production is dedicated to electric two-wheelers, cementing China’s status as the global hub for both segments.

Domestic Sales: The Electric Kingdom

Within China, the story is overwhelmingly electric. The domestic market is fueled by affordable, convenient electric scooters and light motorcycles. These vehicles are not for recreation but are essential tools for daily life, serving as the primary mode of transport for millions of commuters and the backbone of the country’s vast delivery and logistics networks.

Sales figures closely mirror production, with tens of millions of units sold annually. The demand for electric models continues to surge, driven by urban mobility needs, supportive government policies for EVs, and a well-established charging infrastructure.

Exports: Conquering the World on Two Wheels

China is also the world’s top exporter. In 2023, it shipped 8.83 million motorcycles abroad. Data from the first half of 2024 shows an 11% increase, putting the country on track to export over 9.5 million units for the full year (the 2024 figures are not confirmed yet). This momentum is expected to continue, with annual exports projected to reach 11-12 million units by 2026.

These exports serve two distinct global markets:

Gasoline for Developing Economies: Reliable, low-cost motorcycles are shipped in huge numbers to countries across Asia, Africa, and Latin America for everyday transport.
Electric for Developed Markets: Exports of electric scooters to Europe and North America are the industry’s fastest-growing segment, with growth rates exceeding 36% as global demand for clean urban mobility explodes.

Top Brands and Manufacturers: The Key Players

There are some 200 motorcycle manufacturers in the country, consisting of a mix of state-owned giants, powerful private firms, and emerging premium brands.

Major Electric-Only Brands:
- Yadea: A global leader in electric two-wheelers, known for its extensive range of scooters and bikes, dominating both the domestic market and international exports.
- Aima: Another electric vehicle giant, competing directly with Yadea for market share in China and abroad with a focus on innovation and affordability.
- Niu Technologies: Known for its smart, premium electric scooters with connectivity features, Niu has a strong presence in China and a growing footprint in Western markets.

Major Gasoline and Mixed Manufacturers:
- Loncin: A massive manufacturer that produces millions of engines and vehicles annually. It is also a key production partner for international brands like BMW Motorrad.
- Zongshen Industrial Group: A powerhouse in engine and motorcycle manufacturing, with a strong export business and a growing presence in the electric vehicle sector.
- Lifan: A long-established player in the industry, producing a wide range of motorcycles, particularly known in export markets.
- CFMoto: A standout brand that has successfully moved upmarket. CFMoto manufactures high-quality, larger-displacement motorcycles and is a direct competitor to established Japanese and European brands. It also has a renowned partnership with KTM.

2025: Smarter, Greener, and More Global

Looking ahead, the Chinese motorcycle industry’s strategy is clear:

Moving Upmarket: Brands like CFMoto are leading the charge, showing that Chinese manufacturers can compete on quality and technology, not just price.
Smart Technology Integration: Features like app connectivity, advanced battery management, and rider aids will become standard, even on mid-range models.
Sustainable Dominance: The global shift towards electrification plays directly into China’s strengths, ensuring its position as the world’s essential source for electric two-wheelers for years to come.

The Road to 2026: Smarter, Connected, and Quality-Focused

The journey through 2026 will be defined by three key trends:

Intelligent Connectivity: Motorcycles will become seamlessly integrated into the “Internet of Things.” Expect features like geo-fencing, anti-theft tracking, ride analytics, and over-the-air updates to become standard, even on mid-range models.
Brand Building and Premiumization: Chinese manufacturers will continue to shed their budget-image. Following CFMoto’s lead, more brands will invest in R&D to launch premium, high-performance models that compete on a global stage for quality and design.
Supply Chain Dominance: China’s control over the battery and EV supply chain will make it the most cost-effective producer of electric two-wheelers, creating a significant and lasting competitive advantage through 2026 and beyond.

In conclusion, the Chinese motorcycle industry is not just maintaining its title as the world’s two-wheeled workshop; it is evolving into its innovation lab. By 2026, it will be recognized as a sophisticated, technology-driven industry that sets the global standard for electric mobility and challenges established players with its own high-quality brands.

Next up: A quick look at the top Chinese motorcycle manufacturers.

CFMoto Outsells Suzuki, Ducati, KTM in France

Are you ready for the revolution? CFMoto has just outsold established marques such as Suzuki, Ducati and KTM in France.

So okay, France is a little far from Malaysia but French motorcyclists are known to be very discerning in their choices, and are always looking out for the best performing and equipped motorcycles. Therefore, seeing them pick up on Chinese bikes that are still being maligned is interesting.

According to Moto-Station, from the period between January to September 2025, CFMoto had sold 4,741 units, which equates to 3.38% of the industry’s total sales volume. That was enough to put the manufacturer in 6th place overall, behind Honda, Yamaha, BMW, Kawasaki, and Triumph.

But CFMoto was not the only Chinese manufacturer to make a mark. Further down the list, we can see Voge, Zontes, QJMotor, Benelli, Benda, Kove, and Moto Morini.

Here are the figures, published by Moto-Station.com:

Honda : 31,677 (22.58%)
Yamaha : 22,485 (16.02%)
BMW : 14,591 (10.4 %)
Kawasaki : 11,101 (7.91 %)
Triumph : 8,583 (6.12%)
CFMoto : 4,741 (3.38%)
Suzuki : 3,936 (2.81%)
Ducati : 3,175 (2.26 %)
Piaggio-Vespa : 3,119 (2.22%)
Voge : 3,038 (2.17%)
KTM : 2,977 (2.12 %)
Zontes : 2,808 (2.0%)
Aprilia : 2,637 (1.88 %)
Royal Enfield : 2,625 (1.87%)
Harley-Davidson : 2,053 (1.46%)
Kymco : 1,846 (1.32%)
Sym : 1,539 (1.10%)
QJMotor : 1,212 (0.86%)
Moto Guzzi : 1 104 (0,79%)
Peugeot : 1 081 (0,77%)
Indian : 918 (0,65%)
Benelli : 877 (0.63%) – under QJMotor
Orcal : 849 (0.61%)
Husqvarna : 658 (0.47%)
Benda : 563 (0.40%)
Mash : 483 (0.34%)
Sherco : 482 (0.34%)
Kove : 378 (0.27%)
Rieju : 223 (0.16%)
Moto Morini : 139 (0.10%) – under the Zhongneng Vehicle Group
MV Agusta : 127 (0,09%)

Chinese motorcycle manufacturers have been knocking on the doors of many markets for at least two decades now. Their first products were outright copies, unreliable, and good luck in finding parts. But several, including CFMoto and QJMotor, have since served as technical partners to the established brands. The former builds the KTM 790, 890, and 990 LC8c engines, while QJMotor who holds Benelli was supposed to produce smaller Harleys and MV Agustas. Loncin used to produce engines for the BMW F 750 and F850 series.

On the other hand, manufacturers such as Zontes, Kove, Benda have been pushing for the latest technologies and features at breakneck pace.

Across the Taiwan straight, er… Taiwanese giants SYM and Kymco have kept pace. Kymco, in particular, had been producing engines for the BMW C-series of scooters.

While Chinese motorcycles have not taken over the entire market yet in Malaysia, the impact is being felt in the small cc categories, namely mopeds and scooters.

So, again, we ask: Are you ready for the revolution?

Triumph Set to Launch 29 Bikes in 6 Months

Triumph is set on a launch blitz of 29 bikes in the next 6 months. The Hinckley-based maker says it is their biggest launch programme in history.

The launch follows a record sales year which saw them deliver 141,683 bikes worldwide between July 2024 and June 2025. That was a 136% sales increase since 2019, with Triumph now operating through 950 dealers across 68 countries.

The new model announcements are set to begin on October 21 with the ‘True Originals Never Settle’ campaign which hints at a shake-up in their modern classic range, followed by a second reveal titled ‘Made to Upstage’ just one week later.

Chief Commercial Officer Paul Stroud commented: “The momentum we’ve achieved over recent years is extraordinary. Our record sales, expansion into new segments, and the number of upcoming product launches all reflect the quiet optimism we feel about the future.”

“We are committed to delivering a range of motorcycles that are exciting, innovative, and built to the highest quality standards, for our customers around the world.”

Of the 29 models planned, seven are already known, including the new TXP electric youth bike range, the TF 450-X, and two cross-country machines. The remaining 22 will comprise either entirely new models or updates to existing platforms.

Dealers worldwide will also host preview events between now and the first quarter next year.

2025 Yamaha NMAX Test & Review

The Yamaha NMAX is one of the most ubiquitous 150cc scooters, being seen everywhere since its 2016 debut in Malaysia. Since then it has been updated to where it is now, the 2025 Yamaha NMAX.

The NMAX is popular for being uncomplicated, user friendly, light on its feet, and pretty good engine perfomance especially beginning the second version. Adding to these points is the convenience that comes with scooters i.e. commendable onboard storage space.

However, we could not get past the elephant in the room, namely, the challenge posed by the large number of Chinese scooters that feature futuristic designs, more electronic gadgetery, all at lower prices.

So, can the NMAX hold its own?

What is the 2025 Yamaha NMAX?

To state the obvious, the bike is set in the 150-160cc ‘twist-and-go’ automatic scooter segment. This segment is hard-fought among manufacturers and distributors alike, as it is the most affordable to the buying public.

Compared to its Yamaha NVX stablemate, the NMAX is marketed as a more utilitarian and approachable variant, while the NVX is a sport-oriented scoot. As such, the NMAX features more storage space and comfort.

Highlights

The 2025 model features a new headlight and tailight design over its predecessor. This new design makes the bike look sportier and more futuristic.
The Malaysian version is not the same as the Yamaha NMAX “Turbo” with the Yamaha Y-Shift feature, currently being sold in Malaysia.
Its engine remains as the Blue Core, liquid-cooled, 155cc, single-cylinder, SOHC, 4-valve with VVA (variable valve actuation) unit. It is the same engine found in the NVX and Y16ZR.

It produces 15.2 hp (11.3 kW) at 8,000 RPM and 14.2 Nm at 6,500 RPM.
Transmission is a CVT, with V-belt final drive.
Over to the running gear, the front suspension consists of a pair of updated telescopic forks, while the rear is suspended by a pair of shock absorbers.
Braking duty is handled by single 230mm discs, front and behind.

Dual-channel ABS is a standard feature.
Electronic features include a single, large LCD screen with Y-Connect feature; keyless ignition, engine idle stop function, USB charging port, and LED lighting all-around.
Nominal seat height is listed as 775mm.

Bigger underseat storage, now at 25 litres.
The fuel tank has a capacity of 7.1 litres.
Yamaha claims that the bike has a wet weight of 131 kg.

Riding the 2025 Yamaha NMAX

Climbing on, we found it having the same ergonomics being the same as the previous iterations, with a narrow body and seat, short reach to the handlebar, and low seat height. Our feet rested comfortably on the floorboards on either sides, with more than enough space to move them around.

The seat cushion felt supple, although we could not remember if it was the same previously. There is enough space to move forward and back, besides good space for the pillion.

The handlebar was narrow with lots of steering lock angle, which was good for scything through traffic.

Opening up the seat reveals the larger underseat storage space which can take a backpack with a 15-inch laptop in it. However, the bag kind of ‘floats’ leaving more room underneath for a rainsuit and shoes. Unfortunately, we tried to store our jet-style open-faced helmet but to no avail. It may be able to stuff in an MS88-style helmet, though.

The engine started quickly each time, while eliciting a note that was characteristic of any single-cylinder scooter. It also revved relatively fast, but without any rough sounds.

Opening the throttle had the scooter accelerating smoothly without a hard punch like the NVX. In fact, the engine and CVT combination delivered a very linear response throughout its rev range. Closing the throttle abruptly did not have the bike slowing abruptly or on the other end of the spectrum, freewheeling forward as if you mistakenly grabbed neutral on a bike with manual transmission. This showed that Yamaha did a great job of balancing the roller weights to the engine’s torque characteristics.

With that mentioned, the engine did deliver plenty of oomph when pushed at highway speeds. It pulled and pulled (albeit smoothly) all the way to its top speed of nearly 130 km/h without feeling as if it will explode. Similarly, opening the throttle from 80 km/h saw it accelerate briskly without running out of breath – courtesy of VVA.

Small scooters such as this are blighted by short suspension travel. It is not unique to the NMAX but a given for any such scooter. As such, the rear suspension felt hard when hitting sharp bumps, but the front felt so much better now. Yamaha said that they had revised its damping rates thus it did not feel clunky or overly harsh when hitting bumps and potholes. The update also gave a lot better feel of the front tyre and what it was doing, thereby elevating our confidence in corners. Its front end was also stable without wagging back and forth in corners like it used to. Nice!

Of course, the bike is not meant to be pushed to 10/10 of its limits, what with the small-diametre tyres. Doing so is not the point of having this bike. Instead, it is meant for easy riding with the extra kick for overtaking other vehicles.

Depending on your skill level, those stock tyres provided plenty of grip both in the dry and rain. We had no qualms about hooning the bike through damp corners, what more when it was sunny.

Riding through traffic was where the NMAX truly excelled. Its dimunitive size and steering angle worked together to see off traffic and tight spaces like they did not exist, hence proving that it is a lot more fun to ride a small bike in the city.

Hong Leong Yamaha Motor loaned us the 2025 Yamaha NMAX for 7 days and we loved every moment we rode it. We commuted to work on it, we ran errands on it, we sent our children to school on it. Hey, forgot to buy something from the supermarket? Just wheel the bike out and go.

And as a plus point, we did not manage to burn through even one tank of gas despite racking on the mileage, and turning the idle stop function OFF throughout our test.

One thing we need to mention is about the bike’s build quality, which was good, as usual. There was no misaligned panels or wayward wires and cables hanging about anywhere. The headlight was also quite bright for a motorcycle of this size.

Conclusion

It was great to see that the 2025 Yamaha NMAX carries on the tradition of the first NMAX by providing an easy-riding and convenient platform, while retaining its comforts and conveniences.

Of note is the jump of RM1,700 in its recommended selling price from RM9,798 to RM11,498. This is due to inclusion of ABS, but hey, it is dual-channel which services both wheels.

Still, although costing much more than most scooters of its class these days, the 2025 Yamaha NMAX represents good value. You get an established engine, with plenty of original, OEM, and aftermarket parts support for a complete peace of mind.

Chear Motorrad Unveils New Showroom in Shah Alam

Chear Motorrad, one of BMW Motorrad’s long-standing dealer partners in Malaysia, today officially announces the relocation of its dealership home to Shah Alam, marking the debut of the first-ever BMW Motorrad New Retail Brand Experience in the country. This milestone signifies a new chapter in Chear Motorrad’s journey to better serve the growing BMW Motorrad community with enhanced customer engagement and expanded touchpoints in sales, service, and support.

Benjamin Nagel, Managing Director at BMW Group Malaysia, said, “Our promise at BMW Motorrad is clear, and that is to make every stage of the rider’s journey effortless, exciting, and truly premium. This extends beyond our diverse range of powerful motorcycles to encompass every interaction a customer has with our brand, providing the full Premium Ownership Experience at every step. The new Chear Motorrad showroom in Shah Alam embodies this promise, delivering a retail experience that goes far beyond sales and service to create a vibrant space for the riding community. Since 2011, Chear Motorrad has played a vital role within our dealer network, and we are thrilled to witness their growth as they bring the BMW Motorrad experience closer to customers in the Klang Valley and beyond.”

Dato’ Chear Kin Keong, Managing Director of Chear Motor Group, said, “Over the past decade, our journey has been defined by the trust and passion of our customers, whom we have been proud to serve. The opening of our new showroom in Shah Alam is a significant milestone for us, especially as Malaysia’s first BMW Motorrad New Retail Brand Experience. It is a reflection of our dedication to delivering the very best for Malaysia’s motorcycle community, particularly our BMW Motorrad owners. As the BMW Motorrad community grows, so do we – with an even stronger and dedicated team in place and a renewed focus on customer care, we look forward to creating more meaningful experiences for BMW Motorrad riders as we carry the spirit of ‘Make Life a Ride’ into the future.”

Located at No. 33 & 35, Jalan 15/23, Taman Perindustrian Tiong Nam, the newly relocated 540-square metre Chear Motorrad, previously in Puchong, is designed to be a hub for riders to explore the extensive portfolio of BMW Motorrad, service their motorcycles, or connect with the growing riding community. It is the first dealership in Malaysia to fully implement the BMW Motorrad New Retail Brand Experience, offering a contemporary space that reflects the brand’s passion for performance, lifestyle, and personalised service. The dealership space features a new dedicated service reception and coffee bar, providing a welcoming environment for customers to relax and interact, adding to the Premium Ownership Experience as a whole.

Additionally, the workshop layout concept with 10 working bays is designed to support efficient servicing, ensuring that BMW Motorrad owners receive the highest standard of care for their motorcycles and complete peace of mind. With a team of 40 across sales, service, marketing, and support, Chear Motorrad Shah Alam offers a complete Sales, Service, and Spare Parts (3S) experience under one roof, meeting the needs of both new and returning BMW Motorrad owners.

Chear Motorrad operates daily from 9:00AM to 6:00PM, Monday to Saturday. To learn more about the dealership, visit https://www.bmw-motorrad.com.my/chearmotorrad-puchong/en/home.html.

List of Major Road and Highway Closures for 47th ASEAN Summit

As we have published earlier, several major roads and highways will be closed or have traffic diverted for the 47th ASEAN Summit, set to take place from 26th to 28th October 2025.

A total of 6 major highways and 14 key roads will be affected, listed below.

Main highways affected:

Maju Expressway (MEX);
North-South Expressway (from Sungai Buloh to Jalan Duta);
ELITE Expressway (from KLIA to Putrajaya);
New Klang Valley Expressway (NKVE) (from Subang to Jalan Duta);
Guthrie Expressway;
KL–Seremban Expressway (from Sungai Besi to city centre).

Main KL roads affected:

Jalan Ampang;
Jalan Sultan Ismail;
Jalan P. Ramlee;
Jalan Pinang;
Jalan Binjai;
Persiaran KLCC;
Jalan Bukit Bintang;
Jalan Imbi;
Jalan Perak;
Jalan Parlimen;
Jalan Damansara;
Jalan Istana;
Jalan Tun Razak;
Jalan Kuching.

Kuala Lumpur Command and Control Centre (KLC3) said that the ‘Golden Triangle’ area surrounding KLCC is expected to experience the most significant traffic disruption. The public is advised to avoid these routes and to use public transportation such as the MRT, LRT, Monorail and buses during the summit.

It added that heavy vehicles will not be allowed to enter the city centre during peak summit hours.

The 47th ASEAN Summit is scheduled to take place from Oct 26 to 28, marking the culmination of Malaysia’s Asean Chairmanship for 2025.

The summit will bring together all 10 leaders of ASEAN member states along with dialogue partners and invited world leaders, including US president Donald Trump.

Our main worry is about traffic disruptions heading to and from the Malaysian MotoGP held at the PETRONAS Sepang International Circuit from 24 to 26 October. KLC3 had not provided the timing of the road closures, especially for the two main highways connecting to SIC, namely MEX Highway and the ELITE Expressway.

PM says he pays RM2.60 for RON95 petrol

“I pay RM2.60 per liter for RON95, even though I am eligible for the RM1.99 subsidy,” said Prime Minister Datuk Seri Anwar Ibrahim during the monthly assembly of the Ministry of Finance, yesterday.

He said that he does this even though he is eligible for the RM1.99 per liter subsidy under the government’s BUDI95 program for locals.

He added that this reflects the government’s approach to ensuring subsidies are distributed fairly and targeted to those who are truly in need, rather than being given blanketly, including to those who are well-off.

Also present were Deputy Minister of Finance Lim Hui Ying and Treasury Secretary-General Datuk Johan Mahmood Merican.

Anwar said that maintaining the RM1.99 subsidy for locals while charging RM2.60 to foreigners demonstrates the government’s commitment to social justice and effective fiscal management.

He further stated that the government is always cautious when implementing subsidy rationalization to avoid public confusion or anger, citing past examples such as the restructuring of electricity and chicken subsidies.

He, who is also the Finance Minister, said that the decision to withdraw the chicken subsidy has saved the government RM1 billion per year, without affecting market price stability.

“We want to increase revenue, but if the people are burdened, what’s the point? This is not some pie-in-the-sky economic theory – this is an economy that impacts the real lives of the people,” he emphasized.

Anwar said that this targeted subsidy policy not only ensures that low-income citizens are protected, but also makes the national financial system more sustainable and possesses integrity.