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We have been testing scooter after scooter since December 2024, including in China and Taiwan. There have also been several launched in Malaysia during that period, one of which was the 2025 QJMotor AX200s.

Since then, the bike had garnered quite a reputation in the lightweight scooter segment with many comments attaching a whole bunch of (positive) superlatives to it; the most common word used was ‘mantap‘ in Bahasa Melayu which collectively meant “awesome.”

Thus, we were eager to find out for ourselves if those claims really held any water.

What is the 2025 QJMotor AX200s?

The AX200s was launched back in May 2025, as another model distributed by the mega distributor, MForce Bike Holdings.

QJMotor, also known as Qianjiang Motorcycle, is a Chinese motorcycle maker that founded in 1985. They have grown by leaps and bounds since then, and currently holds the Keeway and Benelli brands. QJ is also part of the Geely Holding Group. Harley-Davidson had partnered with QJMotor in 2019 to produce a 338cc bike for the Asian market.

Over to the AX200s, it is a small capacity automatic scooter, but biased toward the urban-sport sub-segment, rather than an adventure scooter. As such, QJMotor did not hide the bike’s intentions by giving it a sharp and aggressive styling.

Let us not beat around the bush and say that it has found itself compared to the Yamaha NVX, mainly because of their similar styling.

Highlights of the 2025 QJMotor AX200s

  • 175cc, single-cylinder, SOHC, 4-valve engine which produces 17.0 hp (13.0 kW) at 8,500 RPM and 15.2 Nm at 6,500 RPM.
  • Front suspension utilises telescopic forks, while there are oil-damped twin shock absorbers at the back.
  • 230mm single brake disc up front, 220mm disc at the back.

  • Dual-channel ABS and switchable TCS are standard features.
  • 100/80-14 front and 120/70-14 rear tyres.
  • 730mm seat height.

  • 10-litre fuel tank.
  • Dry weight of 127 kg.
  • LCD screen with touchscreen “buttons.”

  • Idle stop function.
  • LED lighting.

On paper, the AX200s pulls ahead in several aspects, such as engine capacity hence maximum power and torque outputs, besides featuring a rear disc brake, bigger fuel tank, and touchscreen metre panel. What it lacks is a smartphone connectivity feature like the Yamaha Y-Connect, but we cannot have it all, can we?

Riding impressions

Pre-ride

Our first impression of the QJMotor AX200s was how compact it is, so much so it could easily be mistaken for a 100cc scooter. It was short from headlight to taillight, had a narrow handlebar, and a diminutive passenger’s seat. That made it look both sporty and cute.

As with every scooter, everything was tucked away underneath a neatly designed bodywork. Speaking about neat, say all you want about Chinese motorcycle makers, but this bike oozed quality: The paint was flawless, there was no rough edge on the plastics, and metal parts had smooth finishing.

The front “glovebox” was small and had enough space for a standard-sized smartphone and a USB-C charging port. The underseat storage space was also rather small, due to the bike’s compact exterior.

Moving onto the instrumentation, data was displayed on a beautiful colour LCD screen. The letters and icons are so sharp that some thought it was a TFT screen. There was no physical button to switch among the information and to turn the traction control off. Instead, you tap and hold the SET “button” until it blinks, then tap the ADJ icon to select. It works if you wear gloves with phone touch pads, too.

Daily riding

From the perspective of a 167cm rider with short legs and arms, his feet found the ground easily. A little bit of tip toeing, but not ballerina-like, due to the low seat and its shape which taperered sharply toward the front. In any case, the footprint was secure and we could immediately discern the bike’s lightness as it was easy to push around while seated, even up a slight slope.

The reach to the handlebar was (very) short, especially after hopping off a big bike to the AX200s, and we initially felt as if our elbows grew out of our torso. However, it became natural when we spread our elbows.

With all that out of the way, it is a simple scooter and all we had to do was climb on, twisted the Smart Key knob to the correct position, started the engine, twisted the throttle and off we went. There was no power mode or phone connectivity suite to fiddle with.

The AX200s jumped off the line quickly like a scalded cat (apologies for the expression) and kept going as long as the throttle remained open. Glancing in the rearview mirror showed that we had dumped everyone else behind at the traffic lights.

It was not limited to low-RPM torque only as the engine seemed to have much reserve torque anywhere in the RPM range up to its top speed. This quick-reacting torque made overtaking easy, whether on B-roads or highways. The bike’s top speed was also achieved rapidly.

On the other hand, chopping the throttle saw the engine’s back torque (engine braking) grabbing quickly, which pointed toward the bike being fitted with light roller weights.

As such, throttle feedback was a little snatchy when it was first cracked open and shut quickly, especially when we were riding in stop/start traffic. Regardless, we worked around this by holding the throttle very slightly open and dragging the brakes.

Speaking of the brakes, they were superbly strong. Scooters have most of their weight at the back, and therefore the AX200s’s rear brake was more powerful than the front, which was the correct brake force bias. But that did not mean the front brake was anaemic because using the front anchor alone was more enough to bring the bike to a stop without drama.

Another character we enjoyed was its handling. Granted, such scooters feature quick steering as part of their DNA but the AX200s was also stable through corners, unlike some that waggle their handlebars. As such, we ended up charging into and blasting out of corners as if it was a bigger bike. Adding to this attribute was the bike’s generous cornering clearance – we tried to see if it dragged a stand into corners but never succeeded despite throwing the bike into 90-degree corners at high speeds.

Contributing to the QJMotor AX200s’s admirable handling was its suspension and chassis. The forks looked basic but they do not dive like the Titan submersible even during hard braking that activated the ABS. The dual rear shocks provided a progressive damping characteristic, especially useful in corners.

However, there is only so much suspension travel for urban scooters compared to adventure scooters. Consequently, the AX200s’s suspension felt harsh over sharp bumps. Still, it was necessary and easy to live with compared to having a suspension that wallows like a boat.

Last but not least, that engine returned great fuel economy despite us wringing its neck and deactivating the engine idle stop feature. We filled up half a tank only once during our test period, after picking it up with the low fuel warning showing. Thus the full 10 litres should be able to carry you over a long distance.

Oh yes, talking about low fuel warning: The bike automatically flashed the emergency signal when the fuel level dropped too low, as a warning to the rider and other road users that the engine may flame out at any time. The said warning turned itself off after filling up.

Conclusion

We thoroughly enjoyed ourselves while testing the AX200s. It truly showed just why scooters are so popular at the moment – convenience being on the top of the list. However, the AX200s provided much more than convenience, making it a lot of fun, even for us jaded old timers.

Our only complaint was the small underseat storage space, but it was still enough to fit a three-day grocery bag. Looking at it objectively, not everyone rides along with their laptop computer everyday like us.

Overall, the 2025 QJMotor AX200s was a good product, worthy of the attention. At just RM7,988 (not on-the-road), it is certainly enticing.

Photo gallery

Open-class naked bikes. It is about aggressiveness, style, and performance. In other words, pure motorcycling. Granted, we are lucky to have many open class (1000cc) naked bikes in Malaysia, but the Japanese offerings seem to play the second fiddle to their European rivals in the minds of consumers. So, will this 2025 Honda CB1000 SP bring about a shift in this perception?

What is the 2025 Honda CB1000 SP?

Firstly, the CB1000 is also known as the Hornet 1000 in European markets, and therefore, we need to elaborate further.

The CB1000 range consists Honda’s open-class naked/roadster motorcycles, and it has two current models, namely this CB1000 and the CB1000R. A CB1000F prototype was  also revealed at the Tokyo Motorcycle Show this March and may be launched at the Suzuka 8 Hours Endurance Race in August.

Honda CB1000F

CB1000R: Honda calls it a Neo Café streetfighter, with a single-sided swingarm.

CB1000F: The upcoming variant is an homage to the CB750F/CB900F that Freddie Spencer campaigned in the AMA Superbike Championship in the late 70s and early 80s.

CB1000/CB1000 SP/Hornet 1000: A sporty streetfighter, with a conventional double-side swingarm. The SP version features several goodies.

All three variants share the same 1000cc, inline-four engine adopted from the 2017 Honda CBR1000RR Fireblade, albeit tuned for low to mid-range torque, plus the tubular steel frame.

To understand the CB1000’s philosophy further, the Hornet name is hallowed to Honda. The maker launched the first CB600F Hornet in 1998 for the European market. It was powered by the 599cc, inline-line four engine adopted from the CBR600F (and later CBR600RR) sportbike, and minus the higher-end components. Hence, The Hornet was more accessible, practical, and cheaper, becoming the most popular 600c motorcycle in the UK and Europe.

Coming back to the CB1000/Hornet 1000, it embodies the spirit of accessible performance, practicality, at a budget friendly price, wrapped up in a sharp, aggressive bodywork thereby distinguishing its character compared to its brethren.

Highlights of the 2025 Honda CB1000 SP

  • 1000cc, liquid-cooled, 16-valve DOHC inline-four delivers 155 hp (115.6kW) at 11,000rpm and 107Nm of torque at 9,000rpm.
  • The gain of 5.4 hp (4kW) and 2 Nm is achieved through the addition of a Revolutionary Controlled (RC) valve in the 7.1L exhaust muffler, compared to the non-SP version.
  • Fueling is managed via PGM-FI (Programmed Fuel Injection), supported by a 17L fuel tank.

  • Multi-plate assist & slipper wet clutch, and 6-speed transmission.
  • Adjustable quickshifter enables clutchless up/down shifts.
  • Twin LED projectors and a muscular-style tank.

  • Twin-spar steel frame.
  • Fully-adjustable 41mm Showa SFF-BP forks.
  • Fully-adjustable Öhlins TTX36 rear shock with Pro-Link.

  • Brembo Stylema front brake calipers and 310mm floating discs.
  • 5″ TFT display with Honda RoadSync supports calls, music, nav, and notifications via Bluetooth.
  • Emergency Stop Signal (ESS) system flashes hazard lights during sudden braking for added safety.

  • Three default ride modes (SPORT, STANDARD, RAIN) plus two customisable USER modes.
  • USER1 and USER2 modes allow the rider to tailor Adjustable Power and Engine Braking.
  • Four-level Honda Selectable Torque Control (HSTC) and Wheelie Control boost traction and stability across conditions.
  • 211 kg curb weight.

Riding the 2025 Honda CB1000 SP

Pre-Ride

Our first impression of the new CB1000, engine rumbling at idle with its heat washing over us got our pulse pumping. We have ridden the CB1000R several years ago but that did not have the same effect, for some reason… The new bike has sharper front end (which split opinion, yes), bulbous fuel tank, and sharp tail. The gold rims and forks offset the stealth fighter-like matte black bodywork, resulting in a luxurious look, like that of 70s racebikes and race cars.

Speaking about the front end, we have had comments that it is similar or even identical to the Kawasaki Z1000 and Ducati Streetfighter. What we could say is it looked so very different in the flesh.

We always begin our initial test rides with familiarising ourselves with the bikes’ conrols and settings, to avoid getting confused and distracted while riding.

The 5-inch TFT panel was the same as the one on the NSS250 scooter we just dropped off, and it was a welcome sight, given its sharp and vivid colour display. Every icon, number, and graph were easily discernible and digested. Toggling through the data and features was through “joystick” on the left handlebar. So, we paired our Bluetooth devices by adding another bike in the Honda RoadSync App, customised our display settings, set the riding mode, and quickshifter modes through the TFT screen.

The CB1000 not only use the same TFT screen, its software is also identical as the NSS250’s. We feel that this is a good thing because it makes it easy to configure all the Honda motorcycles in your garage. (In our wildest dreams, of course, judging by how much we make.)

First ride

Throwing a leg over the bike had us discovering its low seat height. Yes, it looked tall in pictures and in real life but we could place both feet on the ground securely. Honda listed the seat height at just 810mm, while most open-class naked motorcycles feature seat heights in the 830mm region.

Helping with that was the bike’s thin “waist” where the seat met the fuel tank. The profile at  the front of the tank was wide, thinned down in the middle, then the passenger’s seat widened out again, giving the motorcycle the profile of a hornet when viewed from the top.

We started out in STANDARD ride mode and the bike made it vividly clear to us that it was tuned for aggression. Slipping out the clutch in first gear and opening the throttle slightly was enough to have the bike roaring down the road. It was enjoyable to blow away absolutely everyone else when taking off from the traffic lights, along with the exhaust that was surprisingly loud for a stock unit.

Daily riding

As much as we loved that low and mid-RPM torque, which made it feel a lot more like a triple rather than a traditional inline-four, it was apparent that the engine was very eager to go. Trying to split lanes at low speeds and in STANDARD mode had the bike lunging forward as soon as the throttle was cracked open, while rolling off ever so slightly resulted in strong engine braking.

We tried to lower engine braking further in the USER1 and USER2 modes to no avail. In the end, we resorted to using the clutch a lot more.

We soon discovered that the best mode to navigate through heavy traffic was RAIN. Switching to this mode had the engine calm down aurally, and the throttle response and engine braking became very smooth.

But do not get us wrong, the CB1000 was still a huge pleasure to ride and ride quickly in urban surroundings, given that we have so many highway on and off ramps!

The Mountain

The “Mountain” is our regular test route as it offers everything the Malaysian road system could muster: Fast sweepers on the highway, tight and bumpy corners on the way up and down.

We switched to SPORT mode before leaving the BHP Gombak petrol station. The engine sounded like it was burning rocket fuel now – louder, rawer, more visceral – even before we got moving.

Pulling out of the station’s forecourt and onto the highway had our arms stretched straight as the engine gave a mighty kick, so much so that the handlebar became light and started to waggle. We were grateful that the HSTC package included Wheelie Control and could hear the engine dragging a little like the clutch being slipped. Otherwise, we would probably be pulling a crossed up wheelie.

Also thankfully, the bike’s suspension and chassis are up to the task, despite looking basic. On the highway, the bike’s sharp steering had it hitting every point we pointed it without hesitation or drama. We could change our line through corners despite being leaned way over without the chassis and tyres tying itself up in knots. Bumps on the highway felt non-existent. The only difficulty was trying to hang on due to the wind blast at elevated speeds.

Up the mountain road, we charged into corners regardless of radius or camber and let the engine’s torque carry us out to the next one. However, the suspension, especially the rear shock felt stiffer when faced with the bigger bumps and potholes. Three clicks off the TTX36’s rebound damping solved it. From here on, no bump could upset our chosen cornering line.

The brakes were also awesome. They provided amazing stopping power along with a superb feel at the lever. When push came to shove, we used that feedback to trail brake into corners which surprised several supersport riders.

Adding to the visceral feel of the bike was the RC exhaust valve which beings to open at 5,700 RPM. Riding the bike below that point, we hear the growling exhaust note. From 5,700 RPM and above, the exhaust note became a howl which stood the hairs on the back of neck up.

However, do keep in mind that 5,700 RPM in sixth gear had the bike running at over 130 km/h…

It suddenly dawned upon us about how easily we could contradict (read: fool) ourselves. This tester had said to himself that riding a slower bike or scooter was relaxing, and questioned who needs a powerful bike, only to giggle in his helmet like a schoolgirl when the Honda CB1000 SP blew everyone away. When they said power corrupts, it really does.

Conclusion

The 2025 Honda CB1000 SP reminded us that a powerful, but controllable motorcycle was always fun to ride. It is this kind of motorcycle that makes you want to go out and just ride. And ride. Repeat.

Of course, it was not perfect due to the abrupt throttle response in some riding modes but we overcame that in the first few minutes riding the bike. But it was this kind of character that imbues the bike with the two distinct personalities of a (sassy) pussycat and a tiger, depending on your preference and mood.

Also, upshifting with the quickshifter was not as smooth in the first three gear despite us playing around with different RPMs, modes, and settings. But so what? We still shift gears manually on every motorcycle (not scooters, of course!) anyway.

At just RM69,999 (RRP, not on-the-road), Boon Siew Honda had brought in another winner, and yes, it can rival the European bikes by offering great handling and accessibility.

Our final advice: Do not test ride the bike unless you are willing to suffer the adrenaline withdrawal like we did.

2025 Honda CB1000 SP Specifications

Model CB1000 Hornet SP
ENGINE
Type 1,000cc liquid-cooled, 27.6º inclined, inline-four, four-stroke
Valve Train DOHC; 4 valves per cylinder
Bore x Stroke 76.0mm x 55.1mm
Compression Ratio 11.7:1
Induction PGM-FI fuel injection with 44mm throttle bodies (ride by wire throttle)
Ignition Full transisterized
Starter Electric
Transmission 6-speed manual
Clutch Multiplate wet
Final Drive #525 Chain; 15T/45T
SUSPENSION
Front 41mm Showa Separate Function Front Fork Big Piston (SFF-BP) with adjustable preload and compression/rebound damping; 5.1 in. travel
Rear Pro-link system with Öhlins TTX36 shock absorber, adjustable preload, compression, and rebound damping; 130mm travel
BRAKES
Front Dual Brembo Stylema radial-mount four-piston hydraulic calipers with 310mm floating discs; ABS
Rear Single Nissin one-piston hydraulic caliper with 240mm disc; ABS
TIRES
Front 120/70-17
Rear 180/55-17
MEASUREMENTS
Rake (Caster Angle) 25º
Trail 98 mm
Length 2141.22 mm
Width 792.48 mm
Height 1087.12 mm
Ground Clearance 134.62 mm
Seat Height 810.26 mm
Wheelbase 1455.42 mm
Fuel Capacity 17 litres (incl. 3.78 litres reserve)
Curb Weight 210.92 kg
OTHER
Colour Matte Black Metallic

Photo gallery

The bus involved in the accident that killed 15 Sultan Idris Education University (UPSI) students was found to have been traveling at a speed of 117.6 km/h. This was revealed in the preliminary report by the Special Task Force issued by the Ministry of Transport (MOT).

The driver’s failure to adhere to the 60 km/h speed limit caused a loss of control, leading the vehicle to skid and overturn to the left side of the road.

Trajectory analysis, movement reconstruction before the incident, and assessment of the bend’s critical speed indicate that the bus was traveling at a speed exceeding the safe limit for the route.

The vehicle overturned to the left before scraping and crashing into a W-beam road barrier, which then penetrated the cabin space, causing severe injuries and fatalities among the passengers.

Although the driver claimed there was a brake system failure, investigations so far have not confirmed any technical malfunction.

Initial inspections identified signs of possible excessive heating in the brake components, but this condition could also be due to excessive or improper brake usage.

A detailed assessment is still underway and will be reported in the Final Report,” the statement read.

Additionally, the report found that the accident was not solely caused by technical failure or driver error but was also driven by weaknesses in operational structure, inappropriate driver selection, lack of safety protections, and shortcomings in the implementation of monitoring and enforcement systems.

Victims’ Families Take Legal Action

Meanwhile, the families of the tragic accident victims are determined to take legal action against the driver and the bus company.

Rosdi Yunus, 56, the father of the late Fakhrul Arif Rosdi, said that he, along with several other victims’ next of kin, had submitted preliminary documents to their lawyer to initiate legal proceedings.

UPSI is also assisting with legal advisory services to ensure appropriate action is taken,” he said when contacted by Harian Metro.

The MOT’s investigation also revealed that both drivers involved in the accident had poor traffic offense records, including unpaid summonses—18 for the first driver and more than 20 combined for the second driver.

The Vietnamese government will ban the use of petrol-powered motorcycles and scooters in the central area of Hanoi starting July 1, 2026. The order was announced by Prime Minister Pham Minh Chinh.

The move is an effort to reduce the city’s worsening air pollution. Hanoi is often listed as one of the most polluted cities in the world. In addition to the dirty air, the city’s rivers are also reported to be polluted beyond safe levels.

However, the initial ban will only affect areas within Ring Road 1.

The Prime Minister also instructed the Hanoi People’s Committee to prepare a clear action plan to phase out fossil-fuel-powered motorcycles by mid-2026.

Implementation phase of the ban
  • July 1, 2026: The ban on petrol-powered motorcycles and mopeds will begin in areas within Ring Road 1 (i.e. the main city center).
  • January 1, 2028: The ban will be extended to areas within Ring Roads 1 and 2, including restrictions on the use of privately owned petrol cars.
  • By 2030: The restricted area will also include the 3rd Ring Road.
Preparing for the transition

The Hanoi government has been instructed to prepare a special plan called the Low Emission Zone (LEZ) by the third quarter of 2025.

Awareness campaigns will also be launched to help people adapt to the new regulations.

Focus on clean transportation

By the end of 2024, Hanoi recorded more than 9.2 million vehicles, including 6.9 million motorcycles and 1.1 million cars registered in the city itself.

In addition, about 1.2 million foreign vehicles also travel in Hanoi every day.

In place of gasoline-powered motorcycles, the city will expand the use of electric buses and trains, and build charging stations and maintenance centers for clean energy vehicles.

Other additional measures
  • Registration and parking fees for petrol vehicles will be increased in the city center by the end of 2025.
  • Single-use plastics will be banned in restaurants, hotels and eateries within the 1st Ring Road starting in the fourth quarter of 2025.
  • Polluting factories will be moved out of residential areas by 2028.
  • Rivers and drainage in the city will be cleaned through a special plan to be completed by the third quarter of 2025.
  • A modern and high-tech waste treatment plant will be built to reduce dependence on landfills.

Source: Vietnam Economic Times

Three-time 500cc World Champion, Wayne Rainey rode again at Laguna Seca after 32 years.

Rainey was paralysed from the chest down since his life-changing accident at the Misano Circuit in 1993. The legend had won several races at the Laguna Circuit when he campaigned in the AMA championships, prior to moving up to the 500cc World Championship.

This time, Rainey rode on the parade lap ahead of the 2025 AMA Superbike GP, and led several other legends including Kenny Roberts Sr., Kenny Roberts Jr., Freddie Spencer, and Ben Spies.

Rainey’s appearance on the circuit was an emotional affair, as many long-time MotoGP fans missed the Californian’s fiery determination to be the best of the best, and his precise skills on the track.

Yamaha Motor Europe and Yamaha Motor US had presented Rainey with a specially-built Yamaha XSR900 GP. It featured the maker’s Y-AMT (Yamaha Automated Transmission) system, making it the only XSR900 GP to be equipped with it. For your reference, the Yamaha MT-09, on which the XSR900 was based, has the Y-AMT option. Apart from the transmission, the bike which Rainey rode also has a cushion on the back of the fuel tank to prop up his torso.

This was Rainey’s third ride on a motorcycle. He had previously rode at the Goodwood Festival of Speed in 2022, on a specially-modified 1992 Yamaha YZR500 which he won his third and last 500cc championship.

The Ministry of Domestic Trade and Cost of Living (KPDN) will take strict action against vehicle repossessors who act like thugs and threaten users on the highway, following a recent viral incident involving a repossession agent on the North-South Expressway near the Pedas-Linggi Side Stop.

According to an official statement from the KPDN Enforcement Division, the agency has identified the agent involved after collaborating with the Royal Malaysia Police (PDRM) and enforcement action has been taken.

The KPDN said the ministry will revoke the EPS permit in question for violating the existing code of ethics and regulations and that each permit holder must adhere to strict guidelines, including not using force when carrying out the repossession process.

According to data, a total of 3,869 valid EPS permit holders have been registered nationwide through the MyEPS system and they are subject to strict regulations set out in accordance with the Hire Purchase Act 1967 (Act 212),” said the KPDN.

According to the KPDN, among the conditions that must be complied with include not being allowed to enter the premises without permission or without a court order, being required to show the tenant’s identification card and related documents, giving the tenant a reasonable time to remove personal belongings, taking photographic documentation of the vehicle’s condition and listing the inventory, and being required to file a police report within 24 hours after the vehicle is towed.

Any form of violence or intimidation during the vehicle towing process is a serious violation and can result in the permit being withdrawn and legal action being taken,” he said.

In addition, the KPDN said that between January 1, 2022 and June 25, 2025, the KPDN has conducted 762 inspections of repossession agents with four case actions recorded under Act 212 and a total of 27 complaints received during that period.

According to the KPDN, although the number of cases is not high, preventive approaches are always being intensified, including through consumer awareness campaigns to better understand their rights when dealing with car towing agents.

We also encourage the public to channel information through the KITA GEMPUR initiative, including through channels such as WhatsApp (019-848 8000), the e-complaint portal (eaduan.kpdn.gov.my), the call centre (1-800-886-800) or the KPDN Ez ADU application,” the ministry said.

KPDN stressed that vehicle towing agents who fail to comply with permit conditions and work ethics may be subject to permit cancellation and prosecution, in accordance with the provisions of the law in force.

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