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Honda CB350RS Test and Review, The Ultimate Lighweight Retro?

The Honda CB350RS generated plenty of excitement when it was launched in Malaysia. Here it was, a handsome, big(ger)-cc, and possibly more importantly, affordable motorcycle for the masses. But of course, the main draw was its looks – who would want to ride an ugly bike, eh? (Ok, ok, beauty is in the eye of the beholder.)

What is the Honda CB350RS?

It is a modern-retro motorcycle, parked in the 350cc-400cc segment. Its design harks back to the standard motorcycle of the 60s and 70s, but is actually packed with contemporary features.

Power is provided a single-cylinder, OHC, air-cooled engine.
It produces a maximum power of 20.7 hp (15.5 kW) at 5,500 RPM and maximum torque of 30 Nm at 3,000 RPM.

Again, as usual with Hondas, torque is the main importance for street bikes.
The engine is mated to a assist and slipper clutch, then to a constant mesh, 5-speed transmission.

Fuelling is via PGM-FI injection.
A semi-cradle steel tube frame holds everything together.

Front suspension consists of non-adjustable telescopic forks, while a pair of shock absorbers are at the back.
19-inch front wheel, 17-inch rear wheel.

Braking is via a 310mm disc up front, and a 240mm disc at the back.
The instrument panel has a round, analog speedometer with an embedded LCD screen.

The LCD screen displays data such gear position, fuel level, odometers, fuel consumption.
LED lighting.

15-litre fuel tank.
Honda claims a lithe 178kg kerb weight.

As you can see, it is a (very) simple motorcycle and holds true to the adage of having an engine, a fuel tank, a handlebar, a seat, and two wheels. Purity of form and function.

Riding the Honda CB350RS

The first thing that surprised us in this day and age of Euro5+ regulations was the relatively loud exhaust. Not ear-splitting loud, but definitely a soulful rumble which you can hear in our video. Turn up the revs and it sounds even better but not the kind you get from modified exhausts. Cool.

The dimensions of the bike felt so right when we first climbed on. Small around the “waist” (where the seat meets the tank), low seat height, handlebar in the right position. Its low weight shone through even before we began moving. The bike was easy to push around while we were in the saddle. That was a plus point.

There was nothing to fiddle with like ride modes or power settings, apart from changing the odometer to real-time fuel consumption. Getting on a motorcycle and riding off immediately never gets old.

Its engine was pretty smooth, despite being a single-cylinder. Torque came in gradually, while the bike picked up speed handsomely. No tachometer? No problem, because we could feel the engine’s power tapering off as it revved past peak power. Hence, we never once ran into the limiter.

Gears 1 thru 4 were evenly and spaced closer together, but changing into 5th took us aback. We were accelerating quickly until we came upon the rising on-ramp to a highway. Snicking into 5th, the engine’s rev began to drop and the bike slowed down. Ah okay, so 5th is an extra tall, overdrive gear for long distance cruising and fuel saving. Indeed, we saw 5 litres/100 km while cruising at 130 km/h.

Then again… it does not mean that the bike could not be ridden with a little aggression, as it loved to corner due to its short wheelbase and low weight. And with low weight comes higher mid-corner speeds, reaped through a smoother corner entry style, rather than being chucked in.

Helping this was the suspension which proved to be nicely compliant even over potholes. Those forks look rudimentary but Honda did a great job of giving them street-oriented damping rates. But the rear shocks truly stood out we did not even remember running over bumps or through potholes.

One last thing, it may be a 350cc engine, but it started to run out of breath around 120 km/h. However, remember that trying to see the top speed on this bike is truly missing the point. The Honda CB350RS is built for riding around in a relaxed manner for you to destress after a long day/week. We did not give a toss about rempits revving at us or flying by. We were one with the bike in a state of zen. The engine’s maximum torque is higher than its maximum horsepower which made it easy to ride in the city, while 5th gear allows you to cruise on the highway. We like.

Conclusion

Simple motorcycles such as the Honda CB350RS reminds us of what motorcycling has become. Sure, modern motorcycles are better as they embody new technologies, but we do feel that these advancements have robbed some of the bikes’ pure soul along the way. Some may say that they would get bored of such simple motorcycles but we gravitate to them instead because we have grown somewhat enamoured with overly complex motorcycles. For example, forgetting to set the ride mode from RACE or SPORT to RAIN while it pours would result in a white-knuckled ride.

Let us not forget that it is a good-looking bike with some quaint details such as the old school fuel tank cap. It even has the classic Honda crankcase covers.

So, at just RM20,500, the Honda CB350RS is a wonderful little machine we would love to ride day in, day out, while leaving the 200hp superbike for the track, or Africa Twin for the weekends. Hey, you may even find yourself riding the CB350RS only, after a while.

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Oil Technology that You Can REALLY Feel – Castrol POWER1 ULTIMATE SUPERBIKE 10W-50

The Castrol POWER1 ULTIMATE SUPERBIKE 10W-50 engine has just been launched in Malaysia.

Selecting an engine oil for your pride and joy is no easy task. The market is inundated with tens, if not hundreds, of brands that offer different grades for different types of motorcycles, and different budgets. Even we, despite our experience, find it overwhelming at times.

And, of course, each oil is advertised along the lines of the five main functions of engine oil i.e. 1) Lubrication, 2) Cooling, 3) Cleaning, 4) Prevention against oxidation, 5) Sealing. Not forgetting terms such as superior performance and so forth.

What are the 5 Main Functions of Engine Oil?

Anyhow, you purchased the oil and tested it on your motorcycle only to find it being “meh,” to say the least. The engine felt sluggish and lazy to accelerate besides sounding noisier (it got worse as the oil wore), seemed to be running hotter, gear changes required the strength of King Kong’s foot, pulling the clutch lever required Conan’s hands, etc. We were exaggerating a little, but you get the idea.

Thinking back to the copywriting, it seems like something was lost in the translation between the technology of the oil to how it performs in the real world. Yes, we have been there, too.

Introduction

However, we have experienced oils that performed as they were advertised, sometimes even better. We found that it came down to well-established brands (no, we were not paid to say this) because they pay a lot of attention to research and development in the real world.

One such brand is Castrol, who have been in business since 1899. It has to be said that the company’s name was derived from castor oil which was added to the company’s early lubricants. Castor oil is a more complex ester compared to general ester. And if you were brought up on two-stroke motorcycles, you would know a famous Castrol product called “Castrol R40.” R40 was added to 2T oil to provide superior protection against seizing (“engine jam” in layman terms).

Moving to the current day, the company has just launched the Castrol POWER1 ULTIMATE SUPERBIKE 10W-50 engine oil. Its specs are:

Type: Fully synthetic, ester based
Viscosity grade: 10W-50
Wet clutch certification: JASO MA2
Service code: API SN
Viscosity Index: 169

The most important, yet unfortunately the most overlooked and misunderstood factor above is an oil’s Viscosity Index (VI). It is the measure of how the oil film stays intact when subjected to heat. The higher the VI, the more the oil can stand up to heat without thinning out too much. Hence, 169 is a good.

Additionally, the Castrol POWER1 ULTIMATE SUPERBIKE 10W-50 oil has a 5-in-1 formula, for extra benefits, namely:

Excellent acceleration.
Excellent protection.
Enduring performance.
Smooth riding.
Keeps engine cool.

Before you dismiss these points as mere advertising, they were actually tested on the streets and the results verified.

Excellent acceleration

Proven through a 30-second full-throttle acceleration test. Being on full-throttle is hard on any oil, let alone 30 seconds. To illustrate this point, a superbike takes much less than 30 seconds to cover the Sepang International Circuit’s front straight on full throttle.

Furthermore, Castrol measured distance of the bike running on CASTROL POWER1 ULTIMATE SUPERBIKE 10W-50 and found that it was 8 meters ahead of key competitors during the test.

Excellent protection

Let us not forget engine protection should not be compromised for performance. An excellent oil needs to protect the engine parts from wear and tear, and this oil was found to provide over 50% more wear protection than standard oil.

Enduring performance

Nobody wants an oil which stays good only for the first 1000 kilometres (sometimes even less!), only to break down soon after. A good oil should see its performance degrade gradually up to the engine’s service interval. The formulation in CASTROL POWER1 ULTIMATE SUPERBIKE 10W-50 helps the engine to maintain its starting viscosity and keep the engine cleaner for longer.

Smooth riding

The new lubricant is JASO MA2 rated, which is the highest clutch friction performance rating. This provides a smooth ride by maintaining the right friction level to prevent clutch slippage. Even after 3,000km, the oil kept its MA2 rating, ensuring smoother rides.

Keeps the engine cool

Remember what we said in the previous article? Despite the advent of liquid-cooling, oil remains as the engine’s essential cooling medium as it circulates where coolant cannot reach such as the piston and rings themselves, valvetrain, crankcase, transmission, clutch. This is one aspect in which viscosity index plays such an important factor.

And, we would like to add that ester has that ability from the outset, which was why Castrol chose to use it as the base oil.

Castrol subjected the new lubricant to mileage accumulation tests on a 300cc and 1000cc bike, and found the oil temperature remained stable throughout the test.

The CASTROL POWER1 ULTIMATE SUPERBIKE 10W-50 was tested among 10 Malaysian bikers for over 2000 kilometres before it was made available to the market. Their testimonials include:

Smoother clutch engagement.
Smoother gear changes and better gear synchronisation.
Much quieter when shifting through gears.
Riders rated acceleration 85 out of 100 with a noticeable boost in performance.
All riders will recommend it.

Conclusion

So there you have it, a new oil called CASTROL POWER1 ULTIMATE SUPERBIKE 10W-50 in the market made by a trusted lubricant specialist. It delivers superior performance and protection at the same time. Talk about having your cake and eating it.

Honda CB750 Hornet Test and Review

Riding the Honda CB750 Hornet was eye-opening for sure, what more having after having ridden both the 650cc CBR650R and CB650F in succession. And it was not because of the engine capacity upgrade, only.

What is the Honda CB750 Hornet?

The bike occupies the 750cc-900cc midrange naked/roadster segment, which is also hotly contested among manufacturers that include European brands. Virtually every maker is represented here, from A-Z.

However, the segment is sub-divided into several categories such as sport-naked, roadster (the standard naked bike), and of course, adventure. The Hornet is not an adventure model, so we probably need to find out if it is a sport-naked or roadster.

But first, a history about the “Hornet” name.

Origins of the Honda Hornet

The original Honda Hornet was launched in 1998 utilising a 599cc inline-four engine. This engine was adopted from the CBR600 supersport, albeit in detuned form and the Hornet carried it in a basic frame and components to keep its price down.

As such, it became an extremely popular motorcycle especially in the UK, beating out the midrange Suzuki Bandit and Yamaha Fazer. Production of the CB600F Hornet went on for a full 15 years, before the competition got serious: Kawasaki launched the Z800/900, Yamaha with the MT-7 and MT-09, and Suzuki brought out the GSX-8S. From across the ocean were the BMW F 850/900, Triumph Trident 660 and Street Triple (765), KTM 790 Duke, and of course, the Ducati Monster, although costing more.

The CB600 Hornet began falling out of favour so Honda pulled the plug. However, the European market, especially fans in the UK wanted a new Hornet. Honda heard them, thus unveiling the new CB750 Hornet at the 2022 Cologne Motorshow.

It was sold in the UK for £6,999 and with higher specifications than the MT-07. It also marked Honda’s entry into the modern two-cylinder middleweight class. It became the best-selling 750cc naked bike in Europe.

And it has to be said that its 755cc two-cylinder engine became the basis for the Honda XV750 Transalp which made its debut the next year.

Thus, the “Hornet” name, just like the Fireblade, Transalp, Africa Twin, is important for Honda.

Back to the CB750 Hornet

While appearing basic, there are several outstanding features:

755cc, SOHC, 8-valve, parallel-twin, with 270° crank engine which provides 90.6 hp (67.6 kW) at 9,500 RPM and 74.4 Nm of torque at 7,000 RPM.
As you can see, maximum power occurs at a “sane” RPM rather than in the 10,000s, showing that it is tuned for road use, rather than being more suited to the track.

The engine is mated to a slipper and assist clutch, and 6-speed transmission.
The frame is steel diamond, coated in beautiful metallic red.

Suspension consists of non-adjustable Showa 41mm SFF-BP USD forks up front, and a preload-adjustable monoshock damper with Pro-Link swingarm at the back.
Front brakes are 296mm twin discs with Nissin radially-mount 4-piston calipers, and a 240mm disc with 1-piston caliper out back. ABS is standard.

Seat height is a low 795mm.
Along with a 15.2-litre fuel tank, Honda claims a kerb weight of 190 kg.

5-inch full-colour TFT screen with Honda Smartphone Voice Control system (HSVCs) that connects via the Honda RoadSync app through Bluetooth.
Ride-by-wire throttle which allows for ride modes – Sport, Standard, Rain, and User.

Riding the Honda CB750 Hornet

This particular model was from 2024 as the 2025 model has been updated visually. In any case, they are still the same.

Sitting on the bike confirmed that Honda did not BS about the seat height and both feet touched the ground comfortably (this writer is 167cm in height and inseam challenged). The handlebar is set well within reach and not too high nor too low for us.

Starting the engine told us that immediately that it had a different feel to it compared to other Honda inline-fours. It was still smooth, but you could feel the throbbing power pulses.

Even in Standard ride mode, the engine was eager to move, requiring little throttle input. We found that it was the best mode to use when riding in heavy traffic – the kind you get riding down Jalan Ipoh at lunch time. In fact, we used Standard mode for general riding.

Sport mode requires some finesse (read: focus) when riding through traffic but it was best suited for the carving corners and climbing “The Mountain.” But it soon became addictive as any millimetre of throttle movement was rewarded by a kick as swift a Larry delivered it to Moe. The Hornet punched hard away from traffic lights, through traffic, and out of corners instantly. And, this, our friends, perfectly illustrated the beauty of two-cylinder engines.

The engine has a 270° crank and therefore mimics the firing order of a 90º V-Twin. Meaning the engine delivers superb torque at low and mid-RPMs for that punchy nature while at the same time, the rider is serenaded with a throaty, pulsating soundtrack. The engine felt alive rather than the machine-like inline-four.

Thankfully, Honda did not just give the CB750 Hornet an entertaining engine while doing away with iffy handling. Not Honda. The bike’s handling had be to experienced in order for you to fully appreciate it. We are afraid that our words alone may not be enough to convey the full picture.

But we shall try.

The bike actually makes our-often used “light steering” term look overused, because this, by far, needed the lightest steering among its peers (apart for the Triumph Street Triple). Flick it right, flick it left, the Hornet did not protest, did not hesitate. In fact, riding it in Sport mode made it seem like we were riding a larger supermoto with a low seat.

Boon Siew Honda had retrofitted a quickshifter to the test bike which made it even more entertaining. As such, despite always starting out calmly we ended up riding the bike around like our hair was on fire.

The only side to the bike to remember was the test bike was fitted with Dunlop Roadsmart tyres which had a (very) round front profile. That meant we could not charge into corners like the way we liked (perhaps because we had just dropped off the CBR250RR). Instead, we slowed down a little more steered the bike through the corner, and surfed the wave of engine torque out of corners. We still managed to ride the tyres edge to edge that way – no chicken strips, yay! You may try out tyres with more triangulated front tyre profiles for even quicker steering.

Last but not least, we liked that TFT screen. It was not big thus it had cram a lot of information on the same screen, but the speedometer, tachometer, and turn-by-turn navigation was easy to pick up. That is a welcomed relieve for these tired old eyes.

Build quality is of course top-notch as per a Honda. We did not see stray wires and cables hanging around, the panels fitted beautifully, the paint had no blemishes.

Conclusion

Back to our earlier question: “Is it a sport-naked or roadster?” It was still undetermined at the end of our tests. It did exhibit the aggression of sport-nakeds, although it was not as mad. As roadster, it had all the hallmarks of practicality, until you switch it to SPORT mode. So, it is the embodiment of both worlds.

But that does not drown out the fact that Honda CB750 Hornet is an entertaining motorcycle, for sure, not to mention being accessible and practical at the same time. Easy to ride (relative to other bikes, of course), easy to figure out, it is a bike that will make sense for any rider.

Its price is of good value too, selling at RM50,800.

As such, we only have one thing to about the Hornet: Welcome back!

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SYM TTLBT 508 First Ride Review

The star of the of show during our visit to SYM in Taiwan was undoubtedly the the SYM ADXTG, but we were also given the opportunity to sample another model: the SYM TTLBT 508.

Sure, we do not see many GT (Grand Touring) scooters in Malaysia, most probably to their pricing, but there is demand for them. These machines slot in nicely between automatic scooters and full-sized tourers, thus providing the best of both worlds.

What is the SYM TTLBT 508?

It is a grand touring maxi scooter, whose predecessor was the SYM MAXSYM 500. Grand touring means luxury and the TTLBT has it all.

By the way, “BT” is the factory’s code for the new “Bestia” (in Italian or “Beast”) touring series, while TTL stands for “Tartaruga” in Italian or “Turtle.” No, that does not denote that bike is slow but the turtle holds a significant place in Chinese culture, which alludes to symbols of longevity, power, and tenacity, and are often associated with good luck and prosperity.

Highlights:

508cc, DOHC, 8-valve, liquid-cooled, parallel-twin engine which produces 44.9 HP (33.5 kW) at 6,750 RPM and 49.9 Nm at 5,250 RPM.
Notice that the torque is higher than maximum power? It shows that the bike is good for carrying a passenger and hauling cargo – great attributes for a tourer.

Front suspension consists of upside-down forks, while the rear has a side-mounted monoshock with multi-link.
Front brakes consist of dual 275mm discs gripped by dual four-piston calipers, while the back wheel has an equally sized 275mm.

The brakes are supported by dual-channel ABS.
The throttle is ride-by-wire, enabling ride modes which are paired to the traction control system (TCS).

Riding modes are: “Normal with TCS,” “Normal without TCS,” and “Rain with TCS.”
The traction control system receives input from an inertial measurement unit in order to provide the best strategies, especially during cornering.

7-inch TFT display with Apple Carplay funtions.
Cruise control which can be activated when speeds are above 50 km/h.

Electrically-adjustable windshield.
37-litre under seat storage compartment, along with two detachable panniers, each with 14.4 and 13.6 litres of space.

Heated grips with 4 levels of power.
708mm seat height.

16-litre fuel tank.
Advanced Smart Key System.

Those specifications would be the norm for high-end motorcycles, but remember, this is a scooter.

Test riding the SYM TTLBT 508

As with the ADXTG 400, we tested the TTLBT 508 on the same testing ground, which was divided into two areas – a straight section for acceleration and top speed testing, another for manoeuvrability.

Pre-ride

First visual impression says that the TTLBT looks large overall. The front is wide and tall, the body is long, and the seat is wide and thick. This writer was frankly a little intimidated as scooters with wide seats and floorboards cause a little bother with his short legs. (Read: Having to tip toe. This writer is 167cm in height and has short arms and legs.)

However, the TTLBT proves that the adage “never judge a book by its cover” is true. Swinging a leg over the bike was easy without the shoes contacting the rear seat and top of the pannier. Lifting it off its sidestand was easy, meaning that its weight is well-distributed, and putting a foot down flat on the ground was also easy, without needing us to slide a cheek off the seat, unlike other maxi scooters. Pushing it around while seated was also as easy as the smaller ADXTG. We forgot all about this concern immediately, and started playing with er… evaluating other aspects of the bike.

We definitely loved that giant TFT screen. The layout made a lot of sense and the speedometer featured prominently along with the bars of the tachometer. Other functions were placed on the right side of the screen and this writer’s old eyes could pick them out with a single glance. The screen was also sharp without fuzzy edges around the icons and numbers.

Playing around with the Apple Carplay function took some practice but it did not require the deft hands of a Gen-Alpha gamer. It took almost no time to pair to our iPhone (Apple after all), but also to ahem, non-iPhones. It was also easy to hook up our Midland Bluetooth headset.

Riding the TTLBT 508

Okay, okay, with all that out of the way, it is time to ride.

We thumbed the started button and the engine came on with a beautiful low vroom, before settling down to a low booming idle. It sounded a lot like a Boxer boom, instead of that pop-pop-pop of a parallel-twin. Unfortunately, we forgot to ask SYM whether the engine has a 360° crank (both pistons rising and falling simultaneously hence the Boxer-like sound), or 270º crank (mimics the 90º V-Twin), or the typical 180° crank (one piston hits TDC, while the other hits BDC).

Straight-line testing

In any case, the bike rolled ahead easily with the application of the throttle without a sudden jerk or that clutch slip feel of most scooters.

And it was easy to manoeuvre to u-turn despite its length.

So, at the end of the straight, we gave it full throttle for the acceleration test and of course, the engine responded immediately. Not a huge kick, mind you, but a nice, smooth and quick acceleration off the line.

There was also a noticeable lack of rear end squat during hard acceleration, thanks to the long wheelbase and multi-linked suspension.

We applied the brakes from around 140 km/h around the 50m mark and the bike slowed immediately, showing just how effective the brakes were. No drama.

We did the same straight-line test over and over again, yielding the same results, and without fear of frying the clutch unlike on clutched bikes.

Manoeuvrability testing

By now, we have completely forgotten about the SYM TTLBT 508’s size.

So, into the “roundabout”, the bike’s dynamics began feeling like a normal motorcycle, instead of a scooter. It felt so natural. Certain scooters will remind you that it is a scooter and need to be hustled in ways unique to that type of motorcycle, but not the TTLBT. We went into the circle, countersteered and the bike steered around the circle. In fact, it was very keen to steer deeper into the corner, rather than try to go straight, courtesy of those 15-inch wheels.

Now, having ridden many scooters in the past taught us the lesson that their chassis can isolate the feel of what the tyres are doing. In other words, the bike was already sliding down the road on its side while we were still wondering if we had just crashed.

But not so on the TTLBT. Tyre feedback is what gives the rider the confidence. Thus, we went faster and faster around and around, the bike leaning further and further over despite the dusty road surface.

In fact, another tester went even faster around the testing area and he did not reduce his pace when it began raining.

Conclusion

Of course, we need more comprehensive testing of the SYM TTLBT 508 and the SYM ADXTG 400, but we still came away impressed. We tried to find something to complain about the bike for a more rounded review but could not find even one. Again, it was testament to how much development time SYM was willing to put into their products without submitting to the pressure from the competition churning out new model almost at will.

We cannot wait until the bike gets here!

SYM ADXTG 400 First Ride Review

Ah, adventure scooters. These are all the rage in several motorcycle markets, including here in Malaysia. We are happy to report that we are in the thick of this revolution, having sampled almost every one of them, including this new contender, the SYM ADXTG 400.

Adventure scooters provide an extra dimension to automatic scooters. Scooters, in the traditional sense are daily runabouts, great for the daily grind from your home to the office and back, while offering more convenience than the kapcai. However, the scooter essentially has remained unchanged since the first one post-WWII, hence they were starting to taste “vanilla.”

The advent of the adventure scooter has certainly changed this aspect and suddenly, it is the most popular variant in many countries around the world. It does not look like passing fad, as the sales of this type of scooters has been steady for many years already and does not seem to be slowing down. The makers promise some off-roading capabilities, but 99.9% of them will not see dirt, apart from road shoulders. However, adventure scooters look more interesting than their urban counterparts.

What is the SYM ADXTG 400?

The SYM ADXTG 400 is a midrange adventure scooter. Yes, midrange as the biggest scooters are typically in the 500cc range. Sangyang Motor a.k.a. SYM calls it “the real off-road scooter,” hence the tall front riding position.

Features include:

399cc, single-cylinder, liquid-cooled, SOHC, 4-valve engine with Hyper VVS, which produces 34.5 HP (27.5 kW) at 7,000 RPM, and 37.0 Nm at 5,500 RPM.
The Hyper VVS (variable valve system) provides optimum torque at both low and higher RPMs.

The engine features twin counterbalancers on the bottom of both sides of the cylinder block to rid of engine vibrations.
A new frame developed from the MAXSYM TL touring scooter, which allows for large luggage space in addition to a great handling motorcycle.

41mm upside-down forks up front with a centrally-mounted monoshock at the rear.
The monoshock acts through a linkage and is mated to a beautifully polished aluminium swingarm.

A single 275mm disc is up front, gripped by a radially-mounted four-piston caliper, while the rear is a 233mm disc.
TCS and ABS by Bosch are standard, and the TCS and rear ABS function can be deactivated for off-road use.

The front wheel is 15-inches, while the rear is 14-inches. They are beautifully cast and uses thin wall construction to save weight.
Other features include a bright and sharp colour LCD panel, which is just as good as a TFT display.

Reversible handlebar clamp, allowing you to set your preferred reach.
Smart key system.

32-litre underseat storage space, which can fit an XXL-sized full-face helmet.
The seat’s lock is at the front, and the seat flips up toward the back to allow for better access.

Adjustable windscreen, adjustable over 92mm in two positions.
Handguards and under engine bash plate.

Design and styling

There is a saying in the automotive world that “something that looks good, goes good.” Well, the SYM ADXTG 400 certainly looks good. Who would buy and ride an ugly motorcycle, right?

SYM says that they took inspiration from sabertooth tiger’s fangs when they designed the front end, and this can be seen on the two daytime running light strips that run down the front of the fairing. From the side, the panels evoke the body shape of cheetah while running at speed.

However, in layman terms, the bike looks great without being fussy. If the Honda ADV350 is the embodiment of simplicity, and the Zontes 368G is the personification of a futuristic robot design, the ADXTG sits smack in the middle. Besides that, the ADXTG has its own, distinctive design language, so we do not want to hear the word “copycat”!

Riding the SYM ADXTG 400

Approaching the bike, it looked kinda big but climbing on was easy, as the sides of the rider’s seat tapered inwards by a lot. On most scooters of this size, you can have a hard time putting a foot down, never mind both as the rider’s seat is very wide. However, this was the first time that we felt that the seat is closer to its 790mm specification.

Reach to the handlebar was perfect, putting us immediately at ease. A glance at the test rider and we found out why: He was about the same height as this writer.

To start the bike, you need to switch the ignition on by pressing the main button, pull in the rear brake lever (as like all automatic scooters), and jab the engine start button.

The engine came to life with a vroom but it was noticeably smooth without that high frequency vibe of single-bangers. Twist the throttle and the ADXTG rode off smoothly without trying to overwhelm your senses.

The SYM test area was separated into two: One for straight-line testing and another for manoeuvrability. We decided to do the former first.

Straight-line testing

We took the bike to the end of the 200m-long straight and gunned the throttle all the way to the stop. Of course, the ADXTG took off but it did not exhibit a big kick. Instead it blasted down the straight quickly but smoothly without the engine yelling for help.

We turned around and did another run, but this time for a rolling position instead of from idle. Again, the engine revved up smoothly as the speed increased. We saw nearly 130 km/h at the end of the straight.

What we gathered here was that the engine has plenty of go, but did it in a smooth, smooth manner, instead of hammering on the speed in a jiffy. It is so for better control when riding off-road, since SYM calls the ADXTG 400 “The real adventure scooter.”

The takeaways from this session confirmed:

The dual counterbalancers worked really well in stamping out that irritating and buzzy vibration associated with single-cylinder motorcycles. This writer’s finger joints and arm sockets are prone to hurting now that arthritis is setting in (no, not a joke) so a smooth engine is much-welcomed.
The smooth powerband says that the ADXTG is not a sports scooter, but something that is easy to live with day-after-day for many years to come.
There is no doubt that the Hyper VVS contributes to the smooth powerband, although there’s a slightly perceptible ‘bump’ in engine torque when the revs reach a higher RPM.
During the acceleration testing, we threw out the anchor with just 30m to a berm that separated us from the Taiwanese countryside. Thank goodness the brakes are powerful which needed two-fingered pull on both brake levers.

Manoeuvrability testing

One aspect that is always overlooked by many motorcycle buyers in Malaysia is a bike’s handling and agility. Never mind whether a bike can turn and brake, it is always “What’s the top speed?” Sad…

As we mentioned earlier, the second area of the SYM testing grounds is for testing a bike’s handling, which included a virtual roundabout.

The asphalt in this area is not exactly smooth and it was dusty with patches of dirt and loose tar-covered gravel. We are not complaining because it replicates real-life situations.

The takeaways from this session confirmed:

The SYM ADXTG 400 turned in well during the initial tip in.
However, there was a noticeable pushback from the handlebar at very low speed. It was the signal that you can ride the bike faster, which we did.
The bike felt better the faster we went around and around.
The tyres did not slip one bit.
Much of the bike’s weight is biased to the back, however, it would change if we turned the handlebar mount around.

Conclusion

Truth is, we kept wishing we could go out of the factory grounds for a full road test, but perhaps it was not an easy thing to do in Taiwan. We really hope that MForce Bike Holdings will extend a unit for more comprehensive tests (and prettier pictures) to us once it is launched in Malaysia some time in May 2025.

Still, the SYM ADXTG 400 showed itself as a very good bike with very good quality despite the short tests. Mind you, SYM tests their prototypes for at least two years before they are launched hence they are already refined when they hit the market. You cannot go wrong with an SYM scooter.

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

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.

Photo gallery

Review: The Voge DS900X Offers Everything You Need!

Whenever we buy a new car, a lot of us are under the assumption that the brand that we buy the car from has in fact built the car. But more often than not, that is not the case.

At a global level, companies like Magna Steyr are responsible for the assembly of vehicles for major brands. Based in Austria, Magna Steyr is an engineering and assembly company, among others. And it builds cars for the likes of Aston Martin, BMW, Mercedes-Benz, Toyota and others.

In Malaysia, there are companies that do that as well with companies like Inokom, DRB-Hicom, UMW, Sime and other conglomerates whose assembly plants are used to build cars for the likes of Honda, Toyota, Isuzu, Mitsubishi, BMW and Mercedes-Benz.

So when you buy a car, the brand that you buy from may have designed it, engineered it, specified it, and even tested it, but the final product is probably built by an entirely different company.

This company would have also trained the assembly staff and ensured that its standards are complied with.

This is also quite common in the motorcycling industry, especially now with the Chinese juggernaut being capable of producing just about anything the heart desires.

CFMoto, one of the greatest motorcycle brands to come out of China, builds motorcycles for KTM. Other Chinese manufacturers like ZongShen build certain models for the Piaggio group while Harley-Davidson collaborates with QianJiang to build the X350 and the X500.

We recently visited China at the invitation of MForce Bike Holdings, the local importer, assembler and distributor of several brands including CFMoto,SYM, Benelli, QJMotor and a host of other brands.

We visited a few factories but for this article we will focus on Loncin Holdings.

Who is Loncin?

The company has been around since 1993 which is when it developed its first motorcycle engine. Five years later, the company introduced its first motorcycle any by 2005, it had reached an agreement with BMW to assemble motorcycles for the German powerhouse in China.

Since then, Loncin has produced well over 35,000 motorcycles for BMW, which includes the twin-cylinder models such as the F900R and XR and earlier models like the G650 and so on.

Loncin also produces some BMW scooters, namely the C400X and the C400GT.

It also produces about two million motorcycles and three million motorcycle engines a year. Not just that, it also produces components for some European car companies as well.

Today, the company employs about 10,000 people and has launched its own brand – Voge.

The story of Voge

Established in 2018, Voge was introduced by Loncin to cater for upmarket buyers. The company introduced its own single-cylinder adventure bike back in 2017, and that was powered by the same 652cc, single-cylinder engine that powered the old BMW G650 GS.

It began its journey with the 300AC and the 500R, and ever since then, Voge has been on a march to dominate the motorcycling world.

Its modus operandi? Transfer everything it has learnt from assembling high-end BMWs and make them more affordable for the masses to enjoy. And it has worked brilliantly!

Since the brands introduction, Voge is already available in over 60 countries with over 1500 retail stores. In fact, Voge boasts a cumulative sale of close to 430,000 units from 2018 to 2024 alone.

Enter the Voge DS900X

This is the true game changer, not only for Loncin but also for MForce.

You would not be wrong to think that the Voge DS900X is basically a watered-down version of the BMW F900 which, as mentioned, is produced by Loncin.

But it is a lot more than just a watered-down BMW, because it offers almost everything that the BMW offers, is powered by an engine that is said to have 90% of the same components as the BMW, and yet is priced at an unbelievable RM49,998.

It was launched in Malaysia this past February and MForce already has a couple dozen bookings for the DS900X.

That is unsurprising though because after spending some time with it in China recently, we would be more surprised if it didn’t do well.

What makes it so good?

Besides the fact that it does everything the BMW does but for about a third of the price, the DS900X is one of those motorcycles that seems to have it all.

You want a colourised TFT instrument cluster? You got it. You want a bike with cruise control? Sure! You want a big tank and power? Why not?

It is simply difficult to fault the DS900X. As far as the spec sheet goes at least.

On the topic of the spec sheet, let’s get the details out of the way first before we dive into how the bike feels.

Powering the dual-purpose bike is an 895cc, twin-cylinder, four-stroke and eight valves engine. It delivers an impressive 94hp at 8250rpm and 95Nm of torque from just 6000rpm.

As mentioned earlier, the Voge DS900X is loosely based on the BMW F900 series, and in fact shares major engine components as well. In the BMW, the same 895cc engine produces 105hp at 8500rpm and 93Nm of torque from 6750rpm.

There is no way that Loncin would have outshone BMW, so the slight detune is understandable.

But what the Voge loses out on power, it makes up for with a bigger thank, measuring in at 17-litres over the 14.5-litres of the BMW F900 GS.

We will stop the BMW references over here though since the Voge DS900X should be treated as its own brand and bike, thought the transfer of knowledge from years of building BMWs definitely helps.

The suspension of the DS900X is supplied by Kayaba (KYB) and is made up of upside-down telescopic forks at the front and a monoshock for the rear, but of which are adjustable for pre-load and damping.

As for handling, the front wheel measures in at 21-inches while the rear at 17-inches, a clear nod to the dual-purpose market this Voge wants to operate in.

Stopping power on the other hand will probably grip you the hardest because the front two discs measure in at 305mm with Brembo callipers together with Cornering ABS. The rear disc measures in 265mm gripped by a Brembo calliper as well. An electronic safety net in the form of a traction control system is also present, as is a tyre pressure monitoring system to ensure grip is always at its optimum.

As for electronic safety nets, the DS900X also offers four riding modes – rain, road, sport and enduro, each of which adjusts the electronic parameters such as power delivery and traction control to ensure maximum fun and safety in all situations.

Fun is further factored in with the quick shifter system, which is offered as standard and the fact that you get it as standard while some premium brands charge you upwards of RM3,000 for it is truly remarkable for a bike of this price point.

Other notable features include a keyless start system, seven-inch full-colour TFT display, front dashcam that is neatly tucked away into the body work, LED lights all around, dual USB charging ports, heated grips and seat, and an adjustable windscreen (manual).

So, how does it ride?

Let’s make one thing clear before we dive into this topic, after the factory tour to show how Loncin builds the BMW products as well as the Voge products, we were taken for lunch and then to the test track.

The oval track is roughly about a kilometre long, with some obstacles thrown in for good measure. Riding around in circles isn’t exactly the best way to tell how the bike feels like, but we have been promised more seat time later.

But as a first impression, power delivery is ballistic in nature though most of the power is produced on the opposite side of the power band. Braking power can only be described as face morphing while the suspension remains stable under heavy braking, yet does a spectacular job at soaking up bumps, which is not exactly surprising considering that it is supplied by KYB.

Low speed balance is quite good as well, which is important for a dual-purpose bike that weighs in at 238kg.

The quick shifter works like a charm, while the seat is placed 835mm off the ground, which is great for medium to tall builds.

According to the spec sheet, the DS900X also comes with a blind spot monitoring system, though we were unable to put this system to the test. But the fact that it exists put the other premium motorcycle makers to shame because to date, the only two motorcycles to offer it are the Ducati Multistrada V4S and the BMW R1300GS. Both of which are priced well past RM120,000.

Even the overall quality seems good, but only time will tell how the Voge DS900X stands the ultimate test of adventure riding in the hands of pros.

Should you put your money down?

As a brand, Voge still has a lot to do to build its reputation against other brands like CFMoto, and even the Japanese competitors. But there is no doubt that the DS900X has plenty to offer.

For those on a budget, the DS900X makes a lot of sense. And even for those with money, why spend more when you can buy a Voge DS900X for just under RM50,000 and spend the rest of it on an epic adventure. Isn’t that the true essence of buying a dual-purpose machine?

Specifications:
Engine: 895cc, Twin-cylinder, DOHC,
Power: 94hp @ 8250rpm
Torque: 95Nm @ 6250rpm
Transmission: Six-speed with quickshifter
Suspension: Kayaba front and back, adjustable for pre-load and damping
Price (As tested): RM49,998

We like: Offers everything that most premium brands offer
We don’t like: Difficult to fault

Why Time Tracking is not the Best Solution to Catch Speedsters

Malaysian authorities will begin testing a system that records the travel duration of a vehicle from one location to another using AWAS (Automated Awareness Safety System) cameras.

This means the system will capture an image of the vehicle’s license plate via the first AWAS camera and record the time. Then, this image will be compared with the image taken by the next AWAS camera, with its time also recorded and compared. If the vehicle passes the subsequent AWAS camera too early based on the calculated duration, it is deemed that the vehicle was driven too fast.

How is a driver determined to have exceeded the speed limit?

The calculation uses the formula:

Distance (km) = Time [(minutes / 60) hours] × Average Speed (km/h)

For example, let’s set the distance as 100 km and the time taken by the vehicle to travel from Toll A to Toll B. We use time because the AWAS system considers it to determine the vehicle’s average speed. Do note that time is converted from minutes to hours by dividing it by 60 (since there are 60 minutes in an hour) to express speed in km/h.

Example A:

Suppose a vehicle covers a 100 km journey in 30 minutes. The speed limit for this route is 110 km/h.

Average speed = 100 km / (30 minutes / 60) hour,

Average speed = 100 km / 0.5 hour = 200 km/h

Result: Fined! (Exceeds the speed limit)

Example B:

The vehicle covered the 100 km distance in 60 minutes.

Average speed = 100 km / (60 minutes / 60) hours,

Average speed = 100 km / 1 hour = 100 km/h

Result: No fine (Average speed did not exceed the limit).

Calculating the “Safe” Travel Duration to Comply with the Speed Limit

Since the AWAS system tracks the duration taken for a vehicle to move between two points, what is the calculated “safe” duration?

100 km = (X / 60) hours × 110 km/h

(X / 60) = 100 km / 110 km/h = 0.909 hours

Thus, X (average time) = 0.909 hours × 60 minutes = 54.54 minutes

To verify if this calculation is correct, check whether 54.54 minutes multiplied by 110 km/h equals 100 km:

Distance = 0.909 hours × 110 km/h = 100 km

TA-DA!

This means you should pass the second AWAS camera in at least 54.54 minutes after passing the first one. With this formula, you can plan your trip by calculating the required travel time and adjusting your speed accordingly.

However…

This system is not a foolproof solution, especially for those proficient in math who know how to circumvent the formulated time by speeding excessively at certain stretches and then slowing down to match the calculated time, making it appear as if they complied with the speed limit. In fact, this is a technique used by rally drivers when transitioning between Special Stages (SS) on public roads.

Or, of more concern is that many Malaysians are not math proficient and/or too lazy to calculate anything, thus not knowing the required travel duration and consequently driving either too fast or too slow. So, back to square one.

Additionally, you can no longer arrive earlier than the calculated time even if the road is completely empty, which increases travel duration, and may even contribute to traffic build up and congestion.

So, what’s your opinion?

Is the current system better, or is this new system more effective?

Interview with Gil Carmo: Co-Founder of iMotorbike

“Competition is the fuel that ignites innovation.”

That is a quote that a lot of us should live by, but unfortunately many do not.

The publication you read today took root in 2013. Three friends got together and saw a void in the industry.

While there were many automotive platforms that focused on cars and motorcycles, there were none that focused solely on motorcycles. (more…)

Suzuki GSX-S1000GX – Overall Champion and Tourer of the Year 2025

Now, for the highlight of the Allianz-BikesRepublic.com Motorcycle of the Year Awards 2025. The winner of the Overall Champion is the Suzuki GSX-S1000GX. The bike also captured the important Best Tourer 2025 category.

Why did the Suzuki GSX-S1000GX win?

Suzuki already has the GSX-S1000GT, which is a sport-tourer. On the other hand, Suzuki calls the GSX-S1000GX “The Supreme Sport Crossover.” That is correct, it is a sport-tourer crossed with an adventure tourer.

It means that the bike has longer travel suspension, a more upright handblebar, and higher seat height.

Speaking of the suspension, it is Suzuki Advanced Electronic Suspension. It gets data from the inertial measurement unit (IMU) to deliver the right kind of damping, covering all aspects of riding. The rear suspension includes an auto-levelling feature which adjusts the spring’s preload to cater for different weights being carried. The right balance is always important in ensuring optimal control.

The engine is a 999cc inline-four is actually derived from the sublime 2005 GSX-R1000 K5 sportsbike. Yes, the very sportsbike that BMW used to develop their S 1000 RR sportsbike. It produces 150 HP at 11,000 RPM and 106 Nm at 9,250 RPM. This is a supremely wonderful engine, delivering all the torque and power at an instant, while still remaining smooth.

Despite its 845mm seat height which may be a little challenging for some riders, putting a foot on the ground was never an issue. In fact, the rider could use the electronic rear preload function to lower the back of the bike when he stops, and switch back to AUTO once under way.

That kind of up-specced package delivered a supremely capable motorcycle. Comfortable on bad roads, while being able to be hustled along quickly in the twisties. Together with the 19-litre fuel tank, chewing up thousands of kilometres in one day would be of no problem – the rider’s resolve and stamina is the only limitation.

Its selling price of RM 89,900 may be steep for some, but remember the great specs and that the Suzuki GSX-S1000GX is fully made in Japan.

What we liked: Great specs, engine, handling at a good price. Great value.

What we did not like: We tried hard to find something, but we could not.

Nett selling price: RM89,900

Triumph Speed 400 – Modern Classic of the Year 2025 (Below 500cc)

No better motorcycle deserves the Modern Classic of the Year (Below 500cc) award at the Allianz-BikesRepublic.com Motorcycle of the Year Awards 2025 than the Triumph Speed 400.

Anyone has to ride it just once and know how good it really is. Even we got blown away.

Why did the Triumph Speed 400 win?

The new Triumph 400 line up had been in the works for so many years that some had begun to think that it would not come to fruition. The child of the Triumph UK and Bajaj Auto collaboration, the former had wanted to access the lower capacity market, which is especially lucrative in Asia.

But oh it was worth the long wait!

The Triumph Speed 400 is not what you think. It is a very complete and supremely capable motorcycle, despite its price.

The main character of any Triumph is the handling and this one demonstrates that philosophy the best, even among Triumphs. In fact, its handling is so good that if the motorcycling cliché “telepathic connection,” had not existed, it would have been written to describe it.

See that corner up ahead? Just pick your line and you are already at the exit, applying power. It did not matter what kind of corner, camber, radius, the Speed 400’s suspension lets the tyres bite into the road and flings you through them. We were even surprised to see the scuffed up the tyres – on a classic looking 400.

And that TR Series 398cc engine. (It is not shared with the Bajaj Dominar 400!) So torquey and has so much grunt up high in the rev range that you will not believe it is a single.

The whole package lets the bike handle like a 150cc motorcycle but with more torque, power, and better suspension. But wait, what sealed the deal for us was its relaxed riding position, practicality, and accessibility. Speaking of accessibility, anyone can ride well on this bike, without needing mountains of skill to conquer the er… mountain (no pun intended).

And it sells for only RM 26,900 which cost just a little more 250cc bikes. What value!

What we liked: Superb handling, easy to ride, practical, good engine, quality, value for money.

What we did not like: The first and second gears are too short.

Nett selling price: RM 26,900

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However…

So, what’s your opinion?

Why did the Suzuki GSX-S1000GX win?

Why did the Triumph Speed 400 win?

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