Virtually all European brands have made low-cost models, i.e. BMW, KTM, Triumph and see brisk sales, but not Ducati, despite the mounting pressure of current riders – both new and veterans – switching to these smaller bikes.
In an interview with MCN, Ducati’s Head of Product Communications, Giulio Fabbri, said that his company had made the decision “many years ago.”
However, the decision was not driven by keeping the brand’s “premium” reputation. Instead, it was due to the drive to equip their motorcycles with the best technologies, components, hence pricing.
For the record, Ducati did make 400cc models in the past.
One was the Monster 400 from 1997 to 1998. It was first intended for Japan, Singapore, and Italy but was subsequently exported Thailand, Taiwan, Indonesia, and the Philippines where there high taxes for bigger motorcycles. However, Ducati was under the Cagiva Group during this time.
The current Ducati management produce the 400cc Scrambler Sixty62 from 2016 to 2022. And yes, its downfall was due to being priced higher than its peers.
“Our pillars are style, sophistication and performance,” Fabbri said. “If you put these three together, and if you want to make a small bike, you are absolutely priced out of the market. So, this is the reason why you will never see a small Ducati.”
He emphasised further that Ducati are taking a different approach to younger riders. Instead of cheap, low-capacity machines, the company is using lower-cc performance machines to draw fresh blood to the brand.
“This is also one of the reasons why we decided to enter motocross and introduce the 698 Mono, (as) we need to take care of younger riders.”
The Kuala Lumpur Police have reminded the public not to engage in any activities that disrupt routes, events, and public order throughout the 47th ASEAN Summit.
Kuala Lumpur Police Chief, Datuk Fadil Marsus, stated that these three matters must be adhered to, and if any party violates them, it could be considered a criminal offense where the police will take firm action.
According to him, any party planning to hold assemblies during the conference period must fully comply with security guidelines.
“I wish to remind any party intending to hold an assembly not to disrupt the related events.”
“There cannot be any activities that affect the event, routes, or public order. Such actions will be considered a criminal offense,” he said at a press conference at the Kuala Lumpur Contingent Police Headquarters here today.
Fadil said public cooperation with enforcement agencies and government departments is crucial to ensure the success of the summit.
“This is an important event for Malaysia because the whole world will be watching how we manage ASEAN.”
“As the main enforcement agency together with other government agencies, we will ensure public order is always maintained throughout this summit period,” he said.
Furthermore, he urged the public to pay attention and avoid using the involved routes or the diversions set up for the ASEAN Summit.
“Alternative roads provided can be used to reduce traffic congestion in the capital city.”
“We anticipate traffic challenges throughout this major event, so we request public cooperation to avoid the mentioned routes and plan their journeys in advance,” he said.
He added, as previously informed, please arrange your activities properly during the summit dates and follow the instructions of traffic police personnel on duty at the locations.
“Commercial vehicles also need to adhere to the restricted travel times.”
“The public is encouraged to use public transport to help reduce congestion,” he said.
On October 18, Deputy Director of the Bukit Aman Department of Internal Security and Public Order (Operations), Datuk Fisol Salleh, stated that over 10,000 police officers and personnel from various units, including the Traffic Investigation and Enforcement Department (JSPT), Special Branch, and Special Actions Unit (UTK), have been mobilized under Op ASEAN 47 ahead of the summit.
The 47th ASEAN Summit is scheduled to take place at the Kuala Lumpur Convention Centre (KLCC) from October 26 to 28, with the participation of all 10 ASEAN member state leaders, as well as dialogue partners and guests including from the United States, China, Japan, and India.
Additionally, six highways and 25 main roads around the Klang Valley will be closed in stages.
The road closures will be implemented from October 23 to 28, involving access routes to and from key locations, particularly to the Kuala Lumpur Convention Centre (KLCC), the National Palace, and Kuala Lumpur International Airport (KLIA).
2028 is already slated to be an important, if not watershed year for MotoGP as there will be many significant changes to the premier class bikes. However, it will not be the only class seeing these changes, as the feeder Moto3 class will be affected. Now a rumour has surfaced that Yamaha wants to be the exclusive engine supplier for Moto3, in 2028.
The current Moto3 formula allows for different manufactures to compete. As such, we have been seeing the likes of Honda and KTM vie for glory. In more recent years, other manufacturers have “rented” the 250cc, single-cylinder KTM RC250GP 250cc bike and slapping their names on it for branding.
To keep costs under control, the rules stipulate that teams can use up to six power units over the course of a full season, with a cost cap reported to be €60,000 (MYR295,302.00). Chassis are also limited to a cap of around €85,000 (roughly MYR418,344.50).
However, the development costs borne by Honda and KTM are undoubtedly high, as no one likes to lose. As such, there is talk of turning Moto3 into a single-make race like Moto2 – where one manufacturer supplies the engines, while teams rent or buy frames, chassis, and other components rather than renting the complete bike.
If the rumours are true, we may just see Moto3 bikes using the Yamaha R7’s 689cc, twin-cylinder engine. The engines will modified for racing, of course.
It was also said that other manufacturers are interested in supplying the engines: Honda, KTM, and CFMOTO.
2025 marks the 50th anniversary – the Golden Jubilee – of the Honda Gold Wing. 50 years is a long time for any motorcycle model production, and the Gold Wing has been through several significant moments in history.
In the pantheon of motorcycling icons, few machines command the respect and admiration of the Honda Gold Wing. It is the undisputed monarch of the long-distance touring realm, a two-wheeled institution synonymous with comfort, innovation, and continent-devouring capability. Yet, its journey to the throne was anything but predictable. The evolution of the Gold Wing is a fascinating tale of a motorcycle that repeatedly reinvented itself, evolving from a purist’s sport-tourer into a technological flagship that continues to define the luxury touring category.
The Genesis: A “Naked” Superbike (1975-1979)
The story begins not with the fairing-clad behemoth we know today, but with a revolutionary engineering exercise.
When Honda unveiled the GL1000 in 1975, the motorcycling world was stunned. At its heart lay a masterpiece: a liquid-cooled, horizontally opposed four-cylinder engine. This “flat-four” configuration, reminiscent of a sports car’s powertrain, provided a incredibly low center of gravity and an exceptionally smooth, vibration-free power delivery. With nearly 1000cc and 80 horsepower, it outperformed many contemporary superbikes, including Honda’s own CB750, which was universally called “the world’s first superbike.”
Surprisingly, the original Gold Wing was a minimalist. It arrived without a fairing, sporting only a simple fuel tank (though the actual tank was hidden under the seat to lower weight) and a solitary, dual-purpose seat. It was a “high speed tourer” according to Honda, a sleek and potent machine that enthusiasts quickly recognized as an unparalleled platform for long-distance travel. Riders began to customize them, adding aftermarket fairings and saddlebags, signaling to Honda a latent demand they had not yet fully anticipated.
The Transformation: Becoming the Tourer (1980-1983)
Honda is a company that listens, and the 1980s marked the Gold Wing’s definitive shift in identity, and in doing so, differentiate itself from the performance-oriented CB range.
The GL1100, introduced in 1980, was offered from the factory with optional factory-fitted fairings and luggage.
The Shape of the Future: The Full-Dress Tourer Debuts (1984-1987)
The market responded overwhelmingly to the GL1100 and by 1984, the GL1200 series had cemented the Gold Wing’s new silhouette. The Interstate model provided the full-dress experience, while the Aspencade added luxury touches like a digital dashboard and a premium sound system.
GL1200 Gold Wing Interstate
This was no longer just a motorcycle; it was a rolling living room. Comfort became paramount. The engine grew in displacement and refinement, designed not for peak horsepower but for a broad, seamless wave of torque. The riding position became more relaxed, and the chassis was engineered to handle the increasing weight of the amenities. The Gold Wing had found its calling: to isolate its rider and passenger from the hardships of the road, transforming a cross-country journey into a serene, effortless event.
The Apex of Analog: The Mighty Six-Cylinder Era (1988-2000)
If the 1200cc model solidified the concept, the 1988 GL1500 perfected it. This was a monumental leap. Honda replaced the flat-four with a majestic, 1520cc horizontally opposed six-cylinder engine. The increase in cylinders translated to an otherworldly level of smoothness and torque. The motorcycle’s profile became broader, more authoritative, and undeniably grand.
The GL1500 was a marvel of pre-digital analog engineering. It featured a complex, multi-speaker audio system, cruise control, reverse gear, and enough storage capacity to rival a small car. It was the ultimate expression of the “bigger is better” philosophy, a machine that prioritized supreme comfort and presence above all else. For over a decade, it reigned supreme, facing little competition and building a cult-like following among touring purists.
The 21st Century Flagship: The Technological Leap (2001-2017)
In 2001, Honda unveiled the GL1800, a machine that was as much a feat of structural engineering as it was a motorcycle. The new 1832cc flat-six engine was now a stressed member of the frame, which was a single-piece, die-cast aluminum unit. This resulted in a stiffer, lighter chassis that transformed the bike’s handling, making the colossal machine feel surprisingly agile.
The GL1800 became the new benchmark for two decades. It incorporated cutting-edge technology, including optional satellite navigation and, in a world-first for production motorcycles, an optional airbag. Its audio system was concert-hall quality, and its weather protection was absolute. It was the pinnacle of the fully integrated, all-in-one touring package, a technological fortress on two wheels.
The Modern Rebirth: The Agile Grand Tourer (2018-Present)
By the 2010s, the touring market was changing. Riders, including an aging core demographic, sought lighter, more manageable machines. Honda’s response in 2018 was a comprehensive and daring redesign. The new Gold Wing underwent a dramatic diet, shedding nearly 50 kg. The most radical change was at the front, where a double-wishbone suspension system replaced the traditional telescopic fork, improving handling and reducing front-end dive under braking.
Most significantly, the cockpit was catapulted into the modern age. A full-color TFT display became the command center, integrating with Apple CarPlay and Android Auto. Multiple riding modes, hill start assist, and a 7-speed DCT automatic transmission option broadened its appeal. Honda had successfully re-engineered a legend, preserving its core luxury and comfort while gifting it with a newfound spirit of agility and modern connectivity.
And, finally, the 2025 Honda Gold Wing 50th Anniversary
The 2025 Honda Gold Wing 50th Anniversary is a rolling monument to a half-century of touring supremacy. To honour this legacy, Honda has adorned its flagship tourer with two stunning Eternal Gold and Bordeaux Red Metallic paint scheme, a direct and elegant homage to the iconic colours of the original 1975 GL1000. This visual tribute is complemented by exclusive 50th Anniversary badging on the saddlebags and fuel tank, along with gold-coloured alloy wheels and meticulously embroidered seats, ensuring that its celebratory status is recognised at every glance.
Conclusion
The Honda Gold Wing’s evolution is a masterclass in listening to riders and daring to lead. It has grown from a sophisticated engine in search of a purpose to the most complete and capable touring machine on the planet. It is a testament to Honda’s engineering philosophy, proving that even a legend can continue to evolve, ensuring that the king of the tourers remains as relevant tomorrow as it was half a century ago.
“The product broke just one day after the warranty ended.” Ever heard that line before? We are not saying that it happened or will happen to a Honda motorcycle or car, or every product, but we have had several products do exactly that. Thus an extended warranty program is always a good thing to have for a peace of mind, just like this new Honda X-tend Extended Warranty Program.
FROM THE PRESS RELEASE
Boon Siew Honda Sdn. Bhd. launched its new extended warranty programme, Honda X-tend yesterday, in collaboration with AEON Insurance Brokers (M) Sdn. Bhd. (“AEON Insurance Brokers”) and Allianz General Insurance Company (M) Berhad (“Allianz”).
This initiative reflects BSH’s commitment to enhancing the ownership experience by offering continued protection and peace of mind beyond the standard warranty period.
Policy Owner: Boon Siew Honda Sdn. Bhd.
Program Manager: AEON Insurance Brokers (M) Sdn. Bhd.
Licensed Insurer: Allianz General Insurance Company (M) Berhad
The official launch was marked by a Memorandum of Understanding (“MoU”) signing ceremony held at BSH’s Headquarters in Batu Kawan, Penang.
With Honda X-tend, customers can enjoy:
An additional 1-year extended warranty on top of the standard 2-year warranty coverage.
Unlimited mileage protection throughout the 1-year extended warranty period.
In addition, this extended warranty covers key components such as the engine, brakes, and gearbox, with claim benefits of up to RM20,000 per year, ensuring greater confidence and long-term protection for every rider.
Furthermore, the Honda X-tend Extended Warranty Program is now available for all new Honda motorcycle registrations and can be conveniently purchased at any Honda Authorized Dealer nationwide, offering added assurance and peace of mind throughout the ownership journey.
To commemorate the launch of the new Honda X-tend Program, Boon Siew Honda is offering added peace of mind especially for RS-X and RS-X Winner owners with 3 years of warranty coverage (2+1 years). From 17th October to 31st December 2025, customers who purchase either model will receive a complimentary 1-year extended warranty under the Honda X-tend Program.
“At Boon Siew Honda, we want every customer to experience the true Joy of Riding with confidence and peace of mind.
Through the Honda X-tend program with Allianz and AEON Insurance Brokers, we extend our care beyond the standard warranty, so our customers can continue to enjoy their journeys with trust and reassurance.” – Kunitomo Asano, CEO of BSH
“Honda X-tend marks an important step forward in strengthening customer protection and delivering long-term value. We are honored to be chosen by Boon Siew Honda as a trusted partner for this programme. At AEON Insurance Brokers, we remain committed to providing innovative insurance solutions that complement our partners’ strengths and support customers throughout their ownership journey.” – John Tan, Managing Director of AEON Insurance Brokers
“At Allianz General, we are committed to providing best-in-class services and enhancing the value we deliver to our customers. We look forward to working alongside AEON Insurance Brokers in providing extended coverage to Boon Siew Honda’s customers, ensuring that they can ride their new motorcycles with joy and confidence in knowing that they are protected in the event of potentially costly and unforeseen repairs.” – Sazali Abdul Rahman, Deputy Chief Sales Officer of Allianz General.
With the introduction of Honda X-tend, Boon Siew Honda reaffirms its commitment to enhancing customer care and delivering the Joy of Ownership to riders across Malaysia.
This is probably a little late, but better late than never, right? The Honda e-Clutch has been in the market for a while now, but there still exists some confusion among motorcycle enthusiasts. So we decided to describe how the system actually works. It turns out that such system is fitted to several of the manufacturer’s cars, too.
The Core Concept: A Robot for Your Clutch Lever
In simple terms, the Honda e-Clutch system is an add-on electro-mechanical system that operates the clutch pedal for you on a traditional manual transmission. Unlike Honda’s own Dual Clutch Transmission (DCT) the e-Clutch does NOT change the gears for you—you still have to move the gear lever yourself.
Think of it as a robot that sits on the left handlebar and presses the clutch lever with perfect timing and smoothness, every single time. You get the engagement and fun of shifting your own gears, but without the physical effort or the risk of stalling – useful for navigating a congested urban landscape.
Key Components of the System
To make this magic happen, the system uses several key components:
Clutch Actuator: This is the heart of the system. It’s an electric motor and gear mechanism physically attached to the clutch lever arm. When activated, it pushes or pulls the arm to engage or disengage the clutch.
Stroke Sensor: This sensor monitors the position of the clutch lever. It tells the motorcycle’s computer (ECU) how far you’re pressing the lever, allowing for manual override.
Gear Position Sensor: This tells the ECU which gear you are currently in or if you are in neutral.
Engine Control Unit (ECU): The brain of the operation. It processes data from all the sensors and decides when and how to command the clutch actuator to engage or disengage.
How It Works in Different Riding Scenarios
Here’s where the system truly shines, making riding with a manual transmission incredibly easy.
1. Starting from a Stop (The #1 Reason People Stall)
This is the system’s most useful feature. In a normal manual car, you have to carefully balance the clutch and throttle to move off without stalling.
With e-Clutch: You simply press the gear lever, select first gear, and then press the accelerator. The system automatically engages the clutch smoothly to get the bike moving. It’s impossible to stall. Once you’re moving, you can shift to second gear without pulling the clutch lever, nor do you need to back off the throttle, as the system turns into a quickshifter.
In this mode, the clutch lever’s cable tension goes slack. For long-time motorcycle riders, it is as if the cable came loose. But not to worry here, because it is the e-Clutch system telling you that it is now working.
2. Normal Gear Shifting (Utilising the clutch lever)
When you are riding and want to change gears, the process is seamless:
Move the gear lever into the next gear (do not touch the clutch lever).
You do not have to roll out of the throttle, just keeping it open is fine.
The system detects your gear lever movement and automatically disengages the clutch for a split second to allow the shift.
Once the new gear is selected, it automatically re-engages the clutch smoothly.
3. Coming to a Stop
As you slow down, the system will automatically disengage the clutch just before the engine RPM gets too low, preventing a stall.
You can come to a complete stop, and the motorcycle will remain in gear without stalling. You then simply put it in neutral or keep it in gear.
4. Manual Override & “Traditional” Mode
This is a crucial feature for driving purists. The physical clutch lever is still there. You can pull it at any time to take full manual control, just like in a traditional manual motorcycle. The system immediately disengages and lets you drive as you normally would with the bonus of a quickshifter.
Benefits of the Honda e-Clutch
Impossible to Stall: The bike’s computer prevents it, making it ideal for stop-and-go traffic and new learners.
Reduced Rider Fatigue: No constant clutch work in heavy traffic makes for a much more relaxed ride.
Retains Riding Engagement: You are still physically changing gears, maintaining the connection and fun of a manual transmission.
Smoother Operation: The system can engage the clutch more smoothly than most human drivers, leading to a more refined feel.
Great for Learning: It’s a perfect tool for teaching someone how to ride a manual motorcycle, as it removes the fear of stalling while they learn gear patterns and timing.
What It Is NOT
It’s important to understand the limitations:
It is NOT an Automatic Transmission: It does not select gears for you. You must move the gear lever for every shift.
It is NOT a Single-Clutch Automated Manual (like an older Smart car): Those systems often have jerky shifts because they control both the clutch and the gearshift robotically. With the e-Clutch, the human provides the smoothness and decision-making for the gear change.
It is NOT a Dual Clutch Transmission (DCT): Honda’s DCT is actually an automatic-manual transmission. It consists of all the gears of a manual transmission instead of the CVT found on scooters. However, the system is fully clutchless and the bike does not even have a clutch lever. Thus the rider can select AUTO and leave it to shift by itself, or choose MANUAL and shift using buttons.
Summary
The Honda e-Clutch is a clever, pragmatic technology. It removes the most tedious and difficult parts of riding a manual motorcycle (stalling, traffic jams) while preserving the joy and control that enthusiasts love. It’s the best of both worlds for many riders.
As of now, Honda has fitted the e-Clutch to the CB650R, CBR650R, and Rebel 300. There are plans to expand this option to other models in the catalogues.
