The much-anticipated 2026 Honda CB1000F SE has been unveiled at the Suzuku 8-Hour Endurance Race over the weekend. And yes, Honda won the race.
As we published earlier, it followed the concept which was unveiled at the Tokyo Motorcycle Show back in March, but with a headlight-mounted bikini fairing.
There is not much information about the bike, but we could clearly make out that it is based on the CB1000R/CB1000 (Hornet 1000) platform. The engine, frame, subframe, and swingarm are the same, thus the main difference is its bodywork.
The engine is a 1000cc, liquid-cooled, DOHC, 16-valve, inline-four which produces 155 hp and 107 Nm. It was adopted from the 2017 Honda CBR1000RR Fireblade, albeit tuned for low- and mid-range torque.
As for the chassis, it is a steel tube frame. The CB1000F was shown with black forks and a monoshock with a black coil spring, unlike the gold forks and Öhlins TTX36 monoshock on the CB1000 (Hornet 1000) SE. Also, the CB1000 SE has Brembo Stylema brake calipers up front.
The bodywork of the CB1000F SE was unmistakably inspired by the CB900F which made its debut in 1979, 10 years after Honda introduced the groundbreaking, “first superbike” CB750 in 1969. However, its seat resembles the cut-down race seat on the race-ready CB900F ridden by Freddie Spencer in the AMA Superbike Championship. Apart from that, the CB1000F uses a 4-into-1 exhaust system which ends in a megaphone.
The pictures from Honda Japan also show a quickshifter, TFT screen, and the handlebar switchgear identical to the present CB1000 lineup.
The 2026 Honda CB1000F SE’s price was not revealed during the event. In any case, we cannot wait until it gets here!
The mechanism for targeted petrol subsidies for RON95 currently being studied by the Ministry of Finance (MOF) will utilize data from the Central Database Hub (PADU), according to Second Finance Minister Datuk Seri Amir Hamzah Azizan.
He, who is also carrying out the duties and functions of the Economy Minister, said that as of now, the system has compiled 30.4 million individual profiles.
These profiles, he said, include demographic information, locality, socioeconomic and employment status, income, education, vehicle ownership, poverty status, and types of assistance received by individuals.
“Regarding the implementation of targeted subsidies, PADU data will be used by MOF as a reference for RON95 subsidy recipients… this is the first time PADU’s highly detailed data will be utilized (for targeted subsidies).
“Currently, the government is focusing on using the latest data to improve the efficiency of service delivery. For example, verifying and validating applicant information to identify truly eligible recipients and reduce errors,” he said during a question-and-answer session in the Dewan Rakyat today.
He was responding to a question from Aminolhuda Hassan (PH-Sri Gading) regarding the Economy Ministry’s plans for the PADU system, the amount of data collected as of June 2025, and the government’s readiness to conduct periodic audits of the system through an independent body to ensure transparency and proper governance.
Amir Hamzah said that with the available data, the government can also identify intervention programs for specific target groups.
Additionally, he said that currently, 204 agencies have continuously carried out data sharing and integration with PADU, though data usage remains limited to specific government agency needs.
“To encourage data-driven decision-making, PADU data-sharing guidelines were established and distributed to all government agencies on Feb 25, alongside briefing sessions for ministries, agencies, state governments, and local authorities conducted from February to June this year.
“As of now, nine applications (for PADU data usage) from various agencies have been approved to enhance policy efficiency and effectiveness, as well as digital service innovation,” he said.
V-Four powered street motorcycles are rare, usually confined to the top tier machines (read: most expensive), when there used to be midrange V-Fours in the mid-80s. Looks like QJMotor will bring us there again with the debut of the QJMotor SRV600V, which has just been launched in Malaysia.
The SRV600V takes the shape of a power cruiser, complete with fat tyres and a muscular styling.
Highlights
V-Four cylinder, liquid cooled, DOHC, 561cc engine which produces 67 hp at 10,500 RPM and 54 Nm at 8,000 RPM.
Spent engine gasses exit through four exhaust pipes – two on both sides of the bike.
Engine power is sent through a 6-speed transmission.
16-inch front and rear wheels, shod with 130/90 and 180/65 tyres.
The front suspension consists of Marzocchi upside down forks, while the rear is supported by twin shock absorbers.
There are twin 300mm disc brakes up front, with a 260mm disc at the back.
16.5-litre fuel tank.
720 mm seat height.
QJMotor lists the weight at 219 kg but did not specify if it is dry or wet.
TFT screen with Bluetooth connectivity to the rider’s smartphone through the Carbit Ride app.
The QJMotor SRV600V is priced at RM33,888 (not on-the-road). There are three colour options, namely Silver, Sky Black, and Night Black.
Suzuki proudly announces the return of The King of Superbikes — the iconic GSX-R1000R, now reborn as the 2026 Suzuki GSX-R1000R M6. This latest evolution not only represents the cutting edge of motorcycle engineering but also commemorates an extraordinary milestone, the 40th anniversary of the legendary GSX-R lineage.
Since its ground-breaking debut in 2001, the GSX-R1000 has reshaped the sportbike world with performance that dominates both streets and racetracks. As the undisputed champion of production-based superbike, superstock, and endurance racing, the GSX-R1000 has captured no fewer than 15 FIM Endurance World Championship titles—a true testament to its legacy of reliability, innovation, and victory.
The 2026 GSX-R1000R M6 continues that heritage with updates that meet the latest emissions and noise regulations while enhancing rider experience through a host of advanced electronic control systems. These include rider-assist features designed to refine performance based on individual riding preferences and road or track conditions by ensuring that the GSX-R1000 remains synonymous with “Designed to Perform, Built to Thrill.”
To mark this historic 40-year milestone, the new GSX-R1000R M6 is available in three heritage-inspired livery options, each evoking the soul of legendary GSX-R colour schemes.
These striking designs are further commemorated with exclusive 40th Anniversary insignias on the fuel tank, side fairings, key mascot, seat cowl, and muffler. All of these shall be the proud visual tribute to four decades of supremacy.
Built for the street and born from the track, the 2026 GSX-R1000R M6 is the ultimate embodiment of Suzuki’s uncompromising pursuit of performance, a machine that continues to ignite passion and deliver exhilaration with every ride.
The Legend Returns. And it’s faster, sharper, and more thrilling than ever.
Riding the 2025 BMW R 12 nineT was interesting – to say the very least – on several levels. It was not only due to mechanical factors but external ones, too. And questions. Many questions from others. Probably questions from you too, our readers.
What is the 2025 BMW R 12 nineT?
It began in 2014, when BMW Motorrad introduced the R nineT to commemorate the 90th anniversary of BMW motorcycles. Designed by both BMW Motorrad together with custom bike legend, Roland Sands, the R nineT was decidedly modern classic in design by drawing a connection to the BMW “R” Boxer lineage.
First to be produced was the R nineT, followed by several variants based on the same platform: Urban GS, Racer, Scrambler, and Pure.
So, 10 years later, BMW introduced the new R 12 platform as a continuation of the R nineT’s legacy. Following its ancestor, the nineT variant was the first to be introduced.
The R12 nineT is a roadster/standard/naked, built around the same 1170cc Boxer engine, but brings forth several new features. The engine was as far as it went in terms of similarities with its predecessor.
Highlights and features
1170cc, air/oil-cooled, horizontally-opposed-twin (Boxer), which produces a maximum power of 109 hp at 7,000 RPM and a peak torque of 115 Nm at 6,500 RPM.
Newly designed exhaust system with twin chrome mufflers.
Engine power is transmitted through a single disc dry clutch, and then through a six-speed gearbox.
Marzocchi 45mm upside-down forks up front, adjustable for spring preload, compression damping, and rebound damping.
Monoshock with a progressive spring at the back, adjustable for spring preload and rebound damping.
As with all BMW Boxer-engined models, the R 12 nineT utilises a single-sided Paralever swingarm, but now stouter.
Twin 310mm front brake discs, gripped by twin four-piston calipers.
Single 265mm brake disc at the back.
The brakes are supported by BMW Motorrad Integral ABS Pro.
New tubular steel frame.
Aluminium fuel tank.
795mm seat height.
Three riding modes namely Rain, Road and Dynamic.
Electronic rider aids include Dynamic Engine Brake Control, Dynamic Traction Control, Hill Hold Control.
Pre-Ride
Checking out the bike the first time, the bike looked similar but different. BMW did a great job of retaining the previous R nineT’s looks while packing the new model with so many updates.
Upon closer inspection, we noticed that the snail proboscis-like intake trumpet has been deleted. The seat was also visibly lower, with the rear portion of the bike sitting lower over the rear wheel, giving the bike a slightly stretched out and low-slung look.
Speaking of the wheel, our test bike’s wheels were cast aluminium, different from the wire-spoked wheels in BMW’s official pictures. The rear wheel drew lots of attention, as it looked like a shuriken.
The fuel tank was partly painted, while leaving the sides in polished aluminium. Yes, the previous R nineT had this, but it somehow looked better on the new bike.
The new R 12 nineT is a handsome bike when viewed from any angle. Pictures really do not do it any justice.
The twin clocks are beautiful, which had inset LCD screens. These screens may be small, but the characters displayed were big enough to be easily readable. Flipping through the data displayed and set up was achieved through the handlebar mounted switchgear and BMW Multi-Controller ring.
First ride
Firing up the Boxer had it punching to one side. Blipping the throttle also results in such sensation. Now, this is how a Boxer engine is supposed to be, which reminded us that it was alive. Such sensation had since been missing with the introduction of the “Water Head” (liquid-cooled) Boxer.
The new exhaust system sounded slightly softer than its predecessor’s, as a silencer box with catalytic converter sits below below the transmission, which negated the old decibel-controlling valve. Still, there was enough of the signature Boxer roar coming through.
Climbing on surprised us immediately. While we tip-toed on the old bike, both feet found the ground easily now. Reach to the handlebar was slightly far for this writer with short arms and legs but still natural. The handlebar was wide, which stretched out reach further when turning at low speeds.
With ROAD mode selected, we engaged first gear -and it clacked into place without mistake, including aurally.
We released the soft pull clutch lever and away we went, surfing on a wave of Boxer torque.
This was when the fun begins
It was immediately clear that the subject about horsepower versus torque will crop up when discussion this bike. While most people view horsepower figures like the holy grail, the real mover is engine torque. Torque is what gets the motorcycle (or any vehicle) moving, accelerates it and build revs to reach maximum horsepower.
And this was exactly when you have to give BMW credit for sticking to the Boxer. The bike just pulled and pulled through any gear, while serenading you with that distinctive Boxer drawl. We know, some may say that this “Oilhead” engine is “low-tech” compared to the 1300cc, liquid-cooled, and ShiftCam-equipped Boxer of the R-series, but all that notion got blown away every time we opened the throttle. This engine has character.
Soon, we found ourselves “cruising” down MEX Highway at 140 km/h (and above) on cruise control, while the engine just happily droned on between our legs.
Doing the twist
We generally take it very easy in corners with bikes that are low and long. Usually, such motorcycles do not like to attack corners, and instead prefer to be steered smoothly into long and wide curves.
However, steering the R 12 nineT into the sharp right and left corners on the off-ramp to Bukit Jalil had the chassis telling us that we were too slow, as the bike steered eagerly into the inside of those corners.
So, instead of turning into Seri Petaling, we decided to test out the two corners that led to the Sungai Besi Toll Plaza. Steering into the first turn, a long left, had the the suspension sink into its initial compression travel, letting the tyres bite hard into the road. With the confidence gained, we chucked the bike into the decreasing radius right under the tunnel with the throttle off through the apex, before gunning it hard on the exit. We kid you not, the R 12 nineT blasted that corner as good as any modern naked sport bike.
This came to us as a complete surprise as it the bike had no business in handling this good, given its low seat height and long wheelbase!
Yes, yes, the Boxer engine played a huge role in its agility. BMW detractors deride the cylinders hanging out the sides, but it is because of this that lowers the engine’s centre of gravity. This lower centre of gravity also provides a lot of stability, especially when riding at lower speeds. This is why BMW GS owners do not complain about the tall seat when negotiating traffic.
Anyway, we decided to do more corner testing and the best places were the SUKE Highway from Bukit Jalil to Genting Klang, before turning into the SPE, the onwards to the Kesas Highway and up “The Mountain.”
SUKE Highway is the perfect route to test how a bike’s chassis handles bumpy corners. Whereas one bikes hopped over bumps, the R 12 nineT was super smooth. This, without BMW’s Dynamic ESA electronic suspension.
The SPE, on the other hand, has several tight and narrow corners, which the bike dispatched without once threatening to run wide.
The Karak Highway is of course for holding speed through flowing corners, and we switched to DYNAMIC ride mode, which is akin to Sport. Now, the engine felt truly alive, letting us feel every bit of its power stroke and aggression. It was now, that the bike felt a lot more like a power cruiser as it swept through corners while we regulated the throttle, using the engine’s torque for braking and acceleration. Of course we did not bother to chase the 1000cc super bikes, but riders on lighter and more powerful naked bikes were shown the benefits of smooth riding.
Up the mountain, we had so much fun in fully utilising the bike’s superb brakes, quick steering, and Boxer torque, as we roared from one corner to the next. We hardly ever rowed through the gearbox all the way up, keeping the bike in fourth through most corners, while selecting second and third only very occasionally.
The only thing that discouraged us from being more aggressive was the fear of grounding the cylinder heads. In fact, the first accessory we would install if we owned this bike (should we suddenly get a call that a millionaire had us in his will) are cylinder head sliders.
Speaking of the transmission, it was the only downside of the 2025 BMW R 12 nineT. Releasing the clutch too hastily or using the Shift Assist (quickshifter) at slightly lower revs had the gears clunking during engagement, and could be heard all around. As aggressive as we were, we also wanted to portray any test bike in good light, so we learned to let the clutch lever out more progressively, and use the quickshifter only above midrange RPM.
Closing
Honestly, we felt sad to return the bike as we had not felt this way over test bikes for a long time. In fact, to be brutally truthful, we sometimes felt jaded after testing so many bikes. No, were are not saying that they were bad, in fact, almost every bike we tested in the last 5 years or so were excellent in almost every aspect. Instead, what made us love the BMW R 12 nineT was its character.
And oh, let us not forget the amount of stares and enquiries we received when we had the bike.
The 2025 BMW R 12 nineT is priced from RM124,500.
What is the price for kidneys in the black market these days…? (Asking for a friend.)
Retro scooters will always find a place in the hearts of enthusiasts everywhere. Although Vespa leads the way in this segment, just about every motorcycle manufacturer has a retro scooter model. Now, it is CFMoto’s turn, by debuting the CFMoto 150 Aura.
Its body’s silhouette may be reminiscent of a 1960’s Lambretta at first sight, but closer inspection reveals that the 150 Aura is packed to the gills with modern features.
Highlights
150cc, liquid-cooled, single-cylinder engine which provides 15.8 hp and 14.2 Nm of torque.
Transmission is CVT, of course.
Both wheels are 12-inches.
Disc brakes on both ends, supported by dual-channel ABS.
A rectangle 6.2-inch TFT screen with all the obligatory features including tyre pressure monitoring, plus full-screen navigation via the Motoplay app.
Front and rear built-in dashcam. The footage can be downloaded via the Motoplay app.
Ignition is not only keyless but via NFC i.e. your phone.
The under seat storage space accommodates a full face plus open face helmet.
The source did not specify the CFMoto 150 Aura’s price, but expecting it to be around RM7,000 would probably be in the ballpark. The question now is whether the Malaysian distributor, MForce Bike Holdings will bring this to Malaysia. We are quite certain that it will find a big following besides many customised units.
