Ahead of the Kuala Lumpur International Motor Show 2018 (KLIMS 2018) where we’re informed that Boon Siew Honda (BSH) will be launching three new exciting models, they’ve decided to serve their appetiser before the big show with the introduction of the all-new Honda Wave 125i. (more…)
Boon Siew Honda (BSH) is proud to announce a brand new colour variant for their full-size adventure touring machine, the 2018 Honda Africa Twin. The standard model of the Africa Twin is now available in a sleek and stealthy colour option called ‘Matt Ballistic Black Metallic’ and it is kind of reminds of KITT from Knight Rider or the Lockheed SR-71 Blackbird (both equally awesome, no argument there). (more…)
Boon Siew Honda has launched the successor of one the most iconic motorcycles of all time – the Honda Monkey.
The Honda Monkey was officially called the Z50 when it was launched in 1963. It rolled on five-inch wheels, powered by a single-cylinder 49cc four-stroke engine.
The Z50 harked a shift in paradigm to small, inexpensive “playbikes” which everyone could just jump on and monkey around. If it surprised everyone in its Oompa Loompa-friendly size, its sales success was an even bigger surprise.
The Z50 became known as the Honda “Monkey” both affectionally and derogatively. The name was derived from how adult riders looked like when seated on the bike, with his back arched, knees and elbows sticking (way) out the sides. If your mind suddenly conjures up the image of an ape riding a tricycle in a circus, you’re right, my friend.
But that’s the real appeal of the Honda Monkey – being fun while different at the same time.
The bike was so popular that Honda introduced a whole list of upgrades and updates throughout the years until the introduction of the MSX125. Also known as the Grom, it swept up multiple awards from overseas publications. It’s also immensely popular in Thailand.
And now for 2018, Honda has thrown in some serious updates. The new Monkey may look no different from how it was 55 years ago, but you could spot a host of modern componentry upon closer inspection.
For starters, 125cc single-cylinder four-stroke engine was sourced from the MSX125. It produces 9 bhp at 7000 RPM and 10.5 Nm of torque at 5500 RPM. Such power output makes it more viable as an everyday bike.
The rolling stock has also been upgraded to feature upside-down forks in front and preload-adjustable dual-shocks at the rear. Honda claims a 775mm seat height and 100mm of rear wheel travel. Both front and rear ends are anchored by hydraulic disc brakes.
Other updates include LED headlamp, taillamp and signal lamps, digital LCD meter, alarm system with Answer Back feature, and retro-style muffler.
The 2018 Honda Monkey comes in three colour schemes of shiny chrome and bright paintjobs including Pearl Nebula Red, Pearl Glittering Blue and aptly named Banana Yellow.
Boon Siew Honda recommends a basic selling price of RM 13,999.00 (with 0% SST and not on-the-raod).
Please visit Honda Motorcycle Malaysia’s official Facebook page for more details on the Honda Monkey and other products.
We’ve tested many motorcycles. Adventure-tourers, luxury tourers, supersports, scooters, cruisers, standards, café racers, modern classics, classics that aren’t modern, etc., etc. Many fit into their respective categories and perform their roles well with singular purposes. But the 2018 Honda CB650F seemed to do just about everything.
Launched together with its CBR650F fully-faired brethren, the CB650F takes on the look of a naked sportbike. It does look the part with its multi-faceted bodywork, engine hung out in open with its four exhaust headers for all to see, a stepped seat.
The 650cc, liquid-cooled, DOHC, 16-valve, inline-Four engine is shared with the CBR650F, so as almost every part of the bike, with the exception of the headlight and handlebar.
The CB650F’s seating position put me in a nice forward crouch without needing me to plop my (substantial) belly over the tank and offering my bum to the traffic behind. The angle was between the fully sit-up style of say the Yamaha MT-07 and aggressive Honda CBR650F.
The seat may look tall but has a nice height which is accessible to most riders, while the footpegs are placed relatively high and back for ground clearance.
Stabbing the ignition button brought the bike instantly to life with a “whooshing boom,” courtesy of four cylinders. The engine felt smooth when I blipped the throttle, although there was some vibration to tickle certain parts of the body.
The CB650F needed a little more clutch slip to get going put the power kicked in quickly, accompanied by a hair-raising burble from the airbox under the fuel tank. Just as Honda claimed, the engine was tuned for low- to mid-range torque and it accelerated surprisingly fast for a mid-range inline-Four through the slick gearbox as it surfed that wave of torque around heavy traffic.
Its engine served more like a three-cylinder bike, actually, because there’s always torque everywhere up to 8000 RPM. Heck, you could even filter through traffic at 60 km/h in fourth gear without any driveline snatch. It makes life a whole lot easier than having to constantly shift gears back and forth.
But when the roads opened up, so did the CB650F as it rocketed away and kept building speed briskly. It kept finding myself riding faster than I should. Well, why not, it’s got 90 bhp and 64 Nm of torque.
Now the bike has taken on the role of a sport-tourer, as it could hold on to any high-speed I chose. There’s another surprise here: Most naked bikes would have the windblast hammering on your chest at 130 km/h, but I found that I could sit up relaxed at 160 km/h. That’s true credit to the bike’s seating position.
The tingles typical of inline-Fours stayed with me at most times but it seemed to balance out at above 110 k/h. There’s still plenty of go at this speed as a twist of the throttle had me passing an entire line of cars in a hurry.
The Honda CB650F handled quite well and it’s more nimble than the CBR650F despite the same 25.5o rake and 101 mm trail. The taller handlebar means your arms are extended straighter while gripping the handlebar, hence your countersteering forces are more perpendicular (straight ahead) in relation the handlebar. Compared to bikes with their handlebars down in front the headstock, there is a tendency to push downwards on them as support for your upper body weight, resulting in slower steering.
The bike never protested when slammed it into corners considering the basic suspension package. The bike was suspended by the same non-adjustable Showa Dual Bending Valve Forks (SDBV) forks in front and a monoshock at the rear (adjustable for preload only). But the suspension definitely felt better on the CB650F as I didn’t have so much upper body weight on the front end.
The only thing I had to do was remind myself to hit corners with a gear higher as the engine’s torque results in heavy engine braking with the throttle off. However, this is just my personal preference as I prefer the bike to freewheel into corners. I would reduce a couple of teeth on the rear sprocket or install a slipper clutch if this bike was mine.
That brings me to what I didn’t like. The throttle was abrupt when it’s picked up from fully closed. Not from when the bike is idle, but when riding and shifting gears at low speeds, spoiling super smooth ride. I had to compensate by leaving some throttle on.
All-in-all, the 2018 Honda CB650F was a nice bike to ride around on a daily basis as it performed the role of an all-rounder remarkably well, whether it was commuting, long-distance blasting on the highway or weekend corner carver.
It’s offered at a price that’s hard to beat, considering that it has 90 bhp, great Honda build quality and comfortable, all at the same time.
2018 HONDA CBR650F |
|
ENGINE |
|
| ENGINE TYPE | 4-stroke, DOHC, 16-valve, liquid-cooled, inline-Four |
| DISPLACEMENT | 648.72 cc |
| BORE x STROKE | 67.0 mm x 46.0 mm |
| POWER | 90 bhp (67 kW) @ 11,000 RPM |
| TORQUE | 64 Nm @ 8,000 RPM |
| COMPRESSION RATIO | 11.4:1 |
| TRANSMISSION | 6-speed |
| FUEL SYSTEM | PGM-Fi programmed fuel injection |
| CLUTCH | Multiple-plate wet clutch, cable-operated |
CHASSIS |
|
| FRAME | Steel diamond |
| FRONT SUSPENSION | ø 41 mm Showa Dual Bending Valve (SDBV) telescopic forks |
| REAR SUSPENSION | Monoshock with adjustable spring preload |
| FRONT BRAKE | 2 X Two-piston caliper and ø 320 mm discs |
| REAR BRAKE | 1 X Single-piston caliper, ø 240 mm brake disc |
| TYRE FRONT; REAR | 120/70 ZR-17; 180/55 ZR-17 |
| STEERING HEAD ANGLE | 25.5o |
| TRAIL | 101 mm |
| WHEEL BASE | 1,449 mm |
| SEAT HEIGHT | 810 mm |
| FUEL TANK CAPACITY | 17.3 litres |
| KERB WEIGHT | 214 kg |
Boon Siew Honda Malaysia (BSH) has launched the new Vario 150 sporty automatic transmission (AT) scooter.
BSH calls the Vario 150 a “combination of sporty style, unstoppable performance and value-for-money.” The company had noticed a growing popularity for automatic scooters in Malaysia among younger riders who are taking up motorcycling. As such, the Vario offers an option for buyers who seek an AT scooter other than Honda’s own PCX150 luxo-scoot.
The Vario 150 may be priced competitively (read: affordably), but it does include many features found on more expensive bikes of the same category.
For starters, it uses the SMART Key employed on the PCX. This key system does not use a physical key to unlock or turn on the ignition, instead, the bike’s immobilizer and ignition responds to the key’s microwave signals. It’s similar to the one employed on the Yamaha NMAX, NVX and XMAX scooters but Honda’s system is much easier to understand and use.
Other key feature is the Combi Brake System (CBS). As the name suggests, either the front or rear brake will also activate the brakes on the other end. This is a great system which ensures front and rear stability under hard braking or when the bike is leaned over in a corner. First seen on the Honda Beat, the Vario’s CBS system works despite having a drum brake on the rear wheel, by using a simple yet ingenious pulley system. As an interesting note, the more complex CBS system is employed on Honda’s large-capacity bikes such as the VFR, CB1000R, Gold Wing, among others.
The Vario 150 also features a fully-digital LCD instrument panel, LED taillight and LED headlights. The main headlights are split into two, but Honda included another set of headlamps on top for maximum visibility.
Scooters need to be convenient, hence the bike has an 18-litre underseat storage space; enough for a helmet. There are two storage spaces and a hook on the panel beneath the handlebar.
The engine is based on the liquid-cooled 149.3cc powerplant found in the PCX150, with some of the same features. The cylinder dimensions are the same at a square 57.3mm bore and 57.9mm stroke. The Vario’s engine produces 13.1 PS at 8,500 RPM and 13.4 Nm at 5,000 RPM. Notice that there is 3,500 RPM range between maximum torque and horsepower, meaning the engine is very “flexible.” The word describes the availability of power anytime the rider opens the throttle.
Honda has included the Idling Stop switch for the Vario 150. The engine turns off a few seconds after coming to a stop, after riding faster than a certain speed. The feature helps to save fuel and vibration during extended stops at the traffic lights. The engine is automatically restarted when the rider twists the throttle.
BSH treated us media to a test ride after lunch, escorted by the Traffic Police. We concluded that the bike had smooth power take-up, great brakes and of course, flickability around the lunchtime traffic. The PDRM had also stopped us a junction for the Idling Stop function to kick in. The Vario 150 didn’t give a crazy hard kick once we twisted the throttle after the engine restarted, which is a welcomed feature. You wouldn’t want to end up in the back of a Vellfire once the lights turned to green, am I right? Another aspect we noticed was how the suspension soaked up bumps and potholes, which was surprising for a scooter. We also didn’t detect the front wheel wobbling when hitting fast corners.
Boon Siew Honda hopes to sell 1,000 units of the new bike per month. The four colour options are Pearl Magellanic Black, Pearl Nightfall Blue, Force Silver Metallic and of course, Repsol Edition. It will be available at Honda dealers immediately and comes with a 2-year or 20,000 km manufacturer’s warranty (whichever comes first).
Lastly, Boon Siew Honda specially airbrushed 14 Vario 150s in the colours of the national flag and flags of individual Malaysian states in conjunction with the National Day. These bikes will be travelling throughout Peninsular Malaysia.
For more information, please visit Boon Siew Honda’s official Facebook page and official website for more information.
Boon Siew Honda (BSH) baru sahaja melancarkan skuter 150cc terbaharu mereka iaitu Honda Vario 150. Model Transmisi Automatik (AT) terbaharu dari BSH merupakan jentera skuter yang menggabungkan reka bentuk ‘sporty’ yang agak maskulin bersama prestasi yang menarik di dalam pakej harga yang berpatutan kepada rakyat Malaysia. (more…)
When it comes to the hallowed “CBR” name, one conjures up images of red, white and black sportbikes howling at the redline, including the infamous CBR600F and CBR600RR that rule the middleweight class. How about this 2018 Honda CBR650F we tested here then?
We had an earlier impression of the CBR650F during Honda’s iftar event and during the RC213-V test ride, both at the Sepang International Circuit last year.
On the track, the CBR650F was a joy to ride, due to the smooth surface (compared to public roads). I remember fondly of it being flickable and the torquey engine.
First and foremost, the bike looks great, like a pure sportbike. The bodywork leaves a number of bits exposed, such as the magnesium-coloured engine cases. The bodywork which covers the subframe is duly sculptured and gives the bike a very slim waist. The seat reminds one of the CBR600F’s.
The seating position is also sporty with more weight on the front and high-mounted footpegs, hence putting your face just behind the small windscreen. There are two small LCD screens underneath that windscreen. The LED headlamp can be regarded as distinctive.
Quality as you’d expect of a Honda is readily apparent throughout the entire bike. From the paintwork to how the panels join, most cables and wires are hidden way, the switchgears don’t feel tacky. Honda always goes OCD about the tidiness of their bikes.
For a four-cylinder engine, the engine actually rumbles during idle. Blip the throttle and you’ll hear a warble from the airbox underneath the fuel tank.
You need to slip the clutch in order to pull away, not due to the engine but because there’s only a clutch cable adjuster. So, the problem is if you adjusted it to bring the clutch lever closer to the handlebar, the clutch takes a long while to engage and vice-versa. But you’ll get used to it after a while or fit an aftermarket adjustable lever
Another point scored is its low seat height, which should cater to all riders. The seat cushioning is pretty comfortable, too.
But once underway, the CBR650F’s engine belies the “stereotype” of inline-Four engines. It’s torquey! Unlike certain 600cc inline-Fours of the same class we’ve ridden, the Honda’s engine doesn’t wait until it hits midrange to be of use. Instead it charged forward as soon as the throttle was twisted.
It picks up speed really fast all the way to its top speed, without feeling strained. However, it did feel like the bike was geared short for urban and casual riding. In my personal opinion, I would reduce two teeth on the rear sprocket to give the bike longer touring legs.
On congested city streets, the smooth throttle, linear power delivery and torque makes for an easy bike to ride; meaning you’re hardly ever find yourself in the wrong gear.
The steering felt a little “heavy” at first but was because I was pressing down onto the handlebars. However, in a sporty crouch with the arms straight out, the bike was predictably nimble.
That didn’t mean the ergonomics was designed by Marquis de Sade, though.
Around corners, you could do your best impression of Marc Marquez (well, maybe 30% of it). You could hang off very nicely by using the deep knee cutouts on the tank to support your lower body and the tank to support your outer arm as you carve through corners at some pretty scary speeds.
This is when the chassis showed its class as the Showa Dual Bending Valve (SDBV) forks provide good feedback to the palms of your hands while the rear shock handled damping pretty well, for a basic set up. The CBR650F was stable through corners without a tendency to either stand up or shake its handlebar.
Of course, being a basic suspension system, the bumps on KL roads are its worst enemies. Still, you don’t get kicked out of the seat.
On congested city streets, the smooth throttle, linear power delivery and torque makes for an easy bike to ride; meaning you’re hardly ever find yourself in the wrong gear.
The brakes are up to the job although it lacked an initial hard bite. It’s not a problem if you came up from smaller bikes but remember to brake earlier and harder if you’re used to four-piston calipers on bigger bikes.
But what can one expect from a RM 44K bike? Öhlins, Brembos, Bosch IMU?
There were a couple of things that I found at odds with the bike, though. First was the LCD screens. While they aren’t difficult to decipher, I’d prefer one large screen. Secondly, I’d prefer the front brakes to have a harder bite.
Those are just my personal opinion as the Honda CBR650F is a sweet, entry-level middleweight to ride. It has the kind of comfort and performance you’d find on the early CBR600F models. Being a simple bike, the rider could learn much from riding as you need to learn the fundamentals of motorcycle control.
Speaking about the CBR600RR, that’s a pure sportbike. The CBR650F, on the other hand sits comfortably between other anemic 600/650cc middleweights and the CBR600RR’s hardcore edge. While the former’s engine produces 120bhp, the CBR650F’s brings 90bhp (4bhp up from 2016) to the table. That’s already way more powerful than the rest of its class; it’s 20bhp more than the Kawasaki Ninja 650 and only 16bhp more than the Yamaha MT-07.
In conclusion, the 2018 Honda CBR650F is a great as a daily commuter and weekend thrill chaser. It wouldn’t be out of place on the racetrack, either. So yes, you could say the 2018 Honda CBR650F is the best of both worlds.
2018 HONDA CBR650F |
|
| ENGINE | |
| ENGINE TYPE | 4-stroke, DOHC, 16-valve, liquid-cooled, inline-Four |
| DISPLACEMENT | 648.72 cc |
| BORE x STROKE | 67.0 mm x 46.0 mm |
| POWER | 90 bhp (67 kW) @ 11,000 RPM |
| TORQUE | 64 Nm @ 8,000 RPM |
| COMPRESSION RATIO | 11.4:1 |
| TRANSMISSION | 6-speed |
| FUEL SYSTEM | PGM-Fi programmed fuel injection |
| CLUTCH | Multiple-plate wet clutch, cable-operated |
| CHASSIS | |
| FRAME | Steel diamond |
| FRONT SUSPENSION | ø 41 mm Showa Dual Bending Valve (SDBV) telescopic forks |
| REAR SUSPENSION | Monoshock with adjustable spring preload |
| FRONT BRAKE | 2 X Two-piston caliper and ø 320 mm discs |
| REAR BRAKE | 1 X Single-piston caliper, ø 240 mm brake disc |
| TIRES FRONT/REAR | 120/70 ZR-17; 180/55 ZR-17 |
| STEERING HEAD ANGLE | 25.5o |
| TRAIL | 101 mm |
| WHEEL BASE | 1,449 mm |
| SEAT HEIGHT | 810 mm |
| FUEL TANK CAPACITY | 17.3 litres |
| KERB WEIGHT | 214 kg |
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