Honda Malaysia Archives

Honda Monkey Makes a Comeback Priced from RM 13,999

The iconic Honda Monkey makes a comeback and is available in Malaysia.
The new Monkey looks retro but is a modern bike underneath.
Boon Siew Honda offers the bike in three playful colours.

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.

Honda Monkey riders unite – courtesy of wikimedia.org

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.

Track test: Honda MSX 125 – Pocket rocket! (with video)

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.

Say hello to the 2018 Honda Monkey!

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.

Boon Siew Honda Introduces New Dash 125 – Prices starting from RM5,999

New Dash 125 set to replace the aging Wave Dash 110.
Features a new, more powerful engine and updated design.
New Dash 125 will also star in a local one-make race series in Cub Prix.

Boon Siew Honda has introduced the replacement model to the popular Honda Wave Dash 110. Now known as the Honda Dash 125, the successor to the Wave Dash 110 features everything you would expect of a new motorcycle – improved performance and a stylish new design.

The biggest update to the Dash 125 is its engine which is now 125cc and outputs 9.8hp at 8000rpm and 9.54Nm of torque at 6500rpm. The fuel injected engine is fed by a four-litre petrol tank, and offers both an electronic starter and a traditional kick starter. Power is fed to the rear wheel via a four-speed gearbox featuring a wet clutch.

Weighing in at just 103kg fully fuelled and ready to ride, the new Dash 125 offers an underbone chassis frame, a telescopic front suspension, twin shocks at the rear, and discs brakes up front and at the rear.

As for the exterior, the Dash 125 features many value-added upgrades over its previous model, the new model is now equipped with LED headlights, new leg shields, sports rims, a new mirror design as well as a new speedometer.

The new Dash 125 will be available in four new colours, which are Pearl Magellanic black, vivacity red, pearl nightfall blue and the popular Repsol edition.

Speaking at the launch event held at the Ikano Power Centre in Kota Damansara, Managing Director and Chief Executive Officer of Boon Siew Honda, Mr Keiichi Yasuda said, “Over the years, the higher CC cub market has grown increasingly competitive and challenging due to greater customer demand. As a company that is committed to bringing new values for the joy of customers, Boon Siew Honda has been refining our model offerings to meet the expectation of Malaysian riders for superior riding experience. Having understood the current trend and demand in Malaysia, we are extremely excited to introduce the new Dash 125 that is set to push the benchmark higher in the cub segment.”

The new Dash 125 will also be the new racing machine of the Honda One-Make Race in the Malaysian Cub Prix. Previously known as the “Honda Wave Alpha Challenge” for the Wave Alpha, the name of the race will now be “Honda Dash 125 Challenge”, which is in line with the migration to the 125cc model.

Adding to that, Boon Siew Honda also announced the appointment of popular Malaysian racer and two-time Asia Road Racing Championship winner Zaqhwan Zaidi and as the ambassador for the new Dash 125.

The Honda Dash 125 is now available in Malaysia with prices starting from RM5,999 for the single disc brake model, RM6,299 for the double-disc brake model, and RM6,499 for the Repsol Edition. All bikes come with a two-year or 20,000km manufacturing warranty.

Boon Siew Honda Launches CB1000R and CB250R

Boon Siew Honda has launched the CB1000R and CB250R as part of their Neo Sports Café lineup.
The two new bikes augment the X-ADV and Africa Twin as part of Boon Siew Honda’s Big Bike offerings.
The CB1000R is priced from RM 74,999 and CB250R from RM 22,999 (basic selling price with 0% GST).

Malaysian Honda motorcycles distributor, Boon Siew Honda, has just launched the Neo Sports Café lineup – the CB1000R and CB250R.

The launch event also served as an occasion for BSH to celebrate Hari Raya Aidilfitri with members of the media. It is a tradition that BSH has observed throughout the years and to spice things up even further, the media was treated to riding the CB1000R, CB250R, X-ADV and CRF1000L Africa Twin at the Sepang International Circuit.

In his speech, Mr. Keiichi Yasuda, Managing Director and Chief Executive Officer of Boon Siew Honda revealed that the company had received overwhelming response for the Africa Twin and X-ADV – which became the catalyst to introduce the Neo Sports Café bikes.

Safety briefings from both BSH’s riding instructor and SIC’s clerk of course followed Mr. Yasuda’s speech and we were then ushered to the paddock downstairs for a short product introduction and briefing.

The briefing centred primarily around the Africa Twin and X-ADV as they were both with Honda’s proprietary Dual-Clutch Transmission (DCT). The DCT on both bikes could perform as fully automatic, more “aggressive” SPORT auto and manual by way of push buttons on the left handlebar.

X-ADV

I drew the X-ADV on our first trip out. I had ridden this bike around in Pattaya, Thailand and found it to be superb around the congested city. I left the transmission in “D” (for “DRIVE” as in fully automatic just like in a car) while I concentrated on navigating through heavy traffic and throngs of tourists.

Of course, it looks like scooter with some offroad capability thrown in, but truth is, the X-ADV is a motorcycle of a different concept. It’s a bike that’s meant to go anywhere and does it in seamless fashion. Honda’s copywriting blurb says that it’s “A motorcycle that thinks it’s an SUV.”

Since we were given only three laps per bike here at SIC, I decided to just keep in “D,” too. Well, it was also because I kept finding the horn button through my race gloves, instead.

Out of the pits and into Turn One, the X-ADV felt strange initially. It turned out that I was trying to trail brake into the corner.

Anyhow, it didn’t take long to learn the bike and I was already speeding into Turn Five with the throttle held open. But when I let of the gas to set up for Turn Six, the transmission downshifted almost imperceptibly, and I had the right amount of power at the exit.

It was just a seamless piece of cloth as I blasted down the front straight (it’s a 750cc bike, by the way). The brakes were superbly strong as I braked for Turn One. It was as easy as that. The X-ADV touched down its centrestand through Turn Two but there was lots of cornering clearance, overall.

And it’s NOT a scooter!

CRF1000L AFRICA TWIN

Just like the X-ADV, I’ve also ridden the ‘Twin before but that one had a “normal” gearbox. The first thing I noticed about this one was the low seat height which took me by surprise.

Then I did a noob thing: I tried to grab the “clutch lever” but it was waaay further than the reach of my fingers. The group was about to leave the pits, so I waved my arms around like one of Caesar’s friends (as in Caesar in Planet of the Apes). The Honda guys ran over and stifled their laughter as they told me, “That’s the parking brake for uphill.” Ooooh-kaaay.

Now, a noob thing #2. I started searching for the gear pedal. The same guy saw it and told me to shift using the up and down buttons on the left switch cluster. I tried dabbing at them with my stiff gloves and found the horn again. So, yes, I decided to leave it in D.

The Africa Twin may have more cc’s than the X-ADV but it got going a lot smoother. The suspension was also much softly damped and I could feel that as I started braking for Turn One. However, while I could feel the rear swingarm moving up and down to cope with the cornering forces, the good news was the bike didn’t wallow like an old KL taxi.

Riding the Africa Twin with DCT was so easy perhaps anyone could do it. Accelerate, brake, turn, repeat.

Through this first experience, I could safety assume that the bike was geared mainly for the dirt, hence the soft suspension. Its power character was also on the softer and smoother side. Not that you couldn’t push it on tarmac, but it kind of defeats the bike’s real mission in life. As for the DCT, it should take the workload off the rider while he concentrates on negotiating the trail.

Please click on the link below for the prices of the X-ADV and Africa Twin.

2018 Honda X-ADV & Africa Twin prices announced! From RM57,999

CB1000R

Now, we’re talking! VROOOM! VROOOOM! Yeah, heh heh. The exhaust note was raunchy enough it could be heard through my Arai and racing earplugs. It’s probably one of the few bikes which the owner doesn’t have to bin the stock exhaust.

The styling was definitely a funky mix of new and old elements, hence Neo Sports.

The engine is derived from an old CBR1000RR Fireblade and has a longer stroke. It produces 143 bhp at 7500 RPM and 104 Nm of torque at 8250 RPM.

In SPORT mode, the bike charged ahead but it did so very smoothly. Its engine braking was equally as smooth without robbing you of corner rolling speed. The suspension and seat were equally comfortable.

Despite being comfy, the CB1000R could be hustled through corners with ease, even at the narrow Turns Two and Four. It flicked over with hardly any steering input.

But it did fly down the straight. Braking hard for Turn One, I was surprised to find a lack of fork dive. I only found out later that the forks are Showa’s new Separate Function Fork – Big Piston (SFF-BP).

I was just starting to have fun when Ahmad Zakhwan, our lead marshal waved us into the pits. Sheesh.

CB250R

This is gonna be awkward, I thought. I should’ve started on this one instead of the progressively bigger bikes.

But it felt so good to ride a lightweight bike as soon as the clutch went out. The single-cylinder engine revved very quickly without much vibration. Just as the rest I’ve tested earlier, the suspension may be on the softer side but it didn’t mean the bike was going to squirm around.

And since it was so light, I just chucked it into all the corners in a gear too high. The engine was also super smooth for a single and didn’t feel like it was being revved to destruction despite hitting the rev limiter a few times. I had so much fun I actually missed the checkered flag and had to circulate for one extra lap.

But the best thing about it was just amazingly easy it was to ride. Coupled with the low seat height, beginners will find it easily accessible.

In closing, all four bikes were great and showcased Honda’s attention to detail and quality. All panels joined uniformly, the paint quality was consistently good for all four bikes.

But I couldn’t wait to fully review the CB1000R at a later date.

Boon Siew Honda updates the legendary Honda EX5

One of the most popular Honda cub models, the Honda EX5 has been refreshed with new colors.
Over 2 millions Honda EX5’s have been sold since its launch in 2017.
Chrome fittings and retro strips distinguish the new models.

The Honda EX5 is arguably among the most successful motorcycles, ever. In fact, more than 2 million units have been sold in Malaysia since it was introduced in 1987. It has proven to be among the most versatile and capable machines, and now it is about to get better.

In a press release issued just hours ago, Boon Siew Honda has just announced that there is a new EX5 available in the market featuring a new color – Magenta with retro stripes (shown above).

The Honda EX5 is the first Honda cub model to come equipped with fuel injection, which made the bike more powerful yet more economical than ever before. And through further improvement, the bike today requires a minimal air-fuel ratio, so using electronic control techniques today’s EX5 is actually more environmentally friendly than it has ever been.

And so, the new Honda EX5 can be distinguished by its trendier look with retro stripes, and adding to that classic touch is a chrome emblem and a chrome rear grip for passengers (shown above) to hold on to, as well as a chrome muffler cover which does not only add to its appearance but also adds an element of safety to keep heat away from the passenger.

Two variants of the EX5 are available, one comes with spoke rims and is available in pearl magellanic black and pearl nightfall blue and is priced at RM5,150.54 with GST. The other model comes with cast wheels (shown above), and is available three colors (pearl nightfall blue, candy scintillated red, space magenta metallic) and is priced at RM5,404.94.

Both bikes come with electric starters and a two year or 20,000km warranty.

Pusat Honda BigWing Pertama Di Malaysia Dilancarkan Di Setapak!

Boon Siew Honda (BSH) baru sahaja melancarkan Pusat Honda BigWing pertama di Malaysia di Setapak, Kuala Lumpur.
Pusat motosikal besar Honda serba baru itu bertumpukan kepada model-model motosikal Honda yang terbaik di atas 250cc.
Honda X-ADV 2018 dan juga Honda CRF1000L Africa Twin telah dipratontonkan sewaktu upacara pembukaan besar-besarannya itu.

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Malaysia’s first Honda BigWing Centre launched in Setapak!

Boon Siew Honda (BSH) has just launched Malaysia’s first Honda BigWing Centre in Setapak, Kuala Lumpur.

The all-new Honda big bike centre focuses on some of the best Honda models above 250cc.

The 2018 Honda X-ADV and Honda CRF1000L Africa Twin were previewed during the grand opening.

Boon Siew Honda (BSH) has just launched the country’s first ever Honda BigWing centre here in Setapak, Kuala Lumpur. The all-new exclusive Honda big bike centre made its debut here in Kuala Lumpur thanks to BSH and Ee Tiong Motorsports Sdn Bhd. (more…)

Tunggang Uji Honda RC213V-S

Artikel Oleh: Wahid Ooi Abdullah

Kami telah diberikan peluang bagi menunggang motosikal replika RC213V-S MotoGP.
Ianya adalah sebahagian daripada ‘Year End Gathering’ Boon Siew Honda bersama dengan warga media.
Motosikal RC213V-S ini lain daripada motosikal yang lain yang ada di dunia ini.

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Honda RC213V-S Test & Review

We had the opportunity to ride the Honda RC213V-S MotoGP replica.
It was part of Boon Siew Honda’s Year-End Gathering for the media.
The RC213V-S was unlike no other motorcycle on the planet.

When it comes to motorcycle racing, I still romanticise what many regard as the “Golden Age of Motocycle GP.” Yes, those times were exciting, seeing riders getting spat off their 500cc two-stroker beasts without warning.

The modern-day four-stroke MotoGP machines look tamer on the other hand, but would any of us mere mortals dare claim they’d be easy to ride? So, when Sep informed that we were invited to ride the million-Ringgit (EUR 188,000) RC213V-S at SIC, every nerve cell hit the rev limiter.

Honda introduced the RC213V-S during EICMA in 2015. Hailed as the closest replica to the bikes ridden by works riders Marc Marquez and Dani Pedrosa, it was a MotoGP bike for the masses.

Each RC213V-S is hand-built in a special workshop in the Kumamoto factory, with some parts sourced directly from the MotoGP bike like the swingarm, slipper clutch, magnesium alloy 17-inch Marchesini wheels, Öhlins forks, adjustable footpegs and pedals, and parts of the Brembo brakes. Other directly trickled down tech include the (partly) underseat fuel tank, and carbon-fibre reinforced plastic bodywork which is fastened with titanium bolts.

Besides those, the RC213V-S also features ride-by-wire throttle, power modes, traction control, engine-brake control, and position detection. The engine has the same configuration as the MotoGP too, a 990cc V-4 with titanium conrods, the only difference being the seamless transmission (a mainstay of MotoGP bikes) pioneered by Honda, and conventional valve springs in place of pneumatic ones.

Another difference is of course the brake discs. They are steel items on the road bike, instead of carbon.

It’s worth mentioning that the 80 percent of the parts on the RC213V-S are interchangeable with the full-on race machine. As it is, the RC213V-S is sold (or was sold if they’re sold out) to rev up to 12,000 RPM (US models rev up to 9400 RPM only due to noise restrictions). Customers could shell out another EUR 12,000 for a race kit that takes it up to 14,000 RPM.

Outwardly, and apart from not wearing the orange Repsol paint scheme, the bike looked no different from the bikes Marc and Dani used to destroy the competition. The headlights are installed into the gaping intake at tip of the upper fairing, but everything else like the exhausts and tail section screamed Honda MotoGP.

The front pair of cylinders vent exhaust gases through a pipe down low on the right side, while the rear pair exit through a pipe under the seat.

Up top, the controls on the handlebars were simple, devoid of the colourful Playstation-like buttons and a small LCD is placed up front. The handlebars are attached to the forks with beefy clamps below the beautifully finished top triple clamp which has the production number stamped on it. The rearview mirrors are attached to the ends of the handlebars.

That’s when I noticed the warning sticker on the tank. Right at the end was a symbol that says, “RON 98.” It means that an owner in Malaysia could only fill up with RON 100 at Petron or Shell’s V-Power Racing. And bring along a few bottles of X-1R Octane Booster.

Oi, enough talk. How was it to ride?

It’s definitely much, much smaller than how it appeared in any photo. Sitting on it felt like sitting on a CBR250, but when I grabbed the bar and sat up straight, I found myself looking over the top of the screen. Everything has been packed close to the rider for mass centralization. But it was surprisingly not uncomfortable. Racebikes of years past were uncomfortable, but the RC213V-S felt like any roadgoing sportbike. Heck, it felt a lot like the CBR1000RR Fireblade with racing footpegs.

While we ogled at the street version, Boon Siew Honda crew fired up a race-spec RC213V. You see, BSH had invited Khairul Idham Pawi and Zahqwan Zaidi as guest riders and they were given the opportunity to ride the real deal (the RC213V, not the MotoGP bike, though).

Everyone dropped whatever they were doing and rushed to over to bear witness! Khairul got off the bike and a BSH crew started blipping the throttle to warm it up. We’ve heard the Honda MotoGP bikes from the Grandstand and around the track, but this was the first time we were up close. That rasp and bark from the exhausts plus the mechanical sounds couldn’t be properly described in words, but it sure gouged itself into everyone’s brains. (Check out the video below.)

It was time to head out, with Zahqwan leading my group.

The Honda RC213V-S uses a proximity switch so they key fob had to be carried in my suit. Thumbed the starter button the first time and the LCD screen came to life. Thumbed it the second time and…. It fired up… While I wasn’t expecting the bark of the RC213V, I didn’t expect the RC213V-S came to life so subtly like a… a… very soft CB650F that I rode in the morning. What the… but still, I’m on a MotoGP replica, so who’s to complain?

With all the BSH brass and crew looking on, and telling myself not to wheelie over backwards, I slipped out the clutch lever so carefully that I almost stalled it. It hadn’t been necessary as the bike was so smooth on pick up.

Out on the warm up lap, the RC213V-S was so easy to turn and burn, although we were taking it easy to warm the tyres up and acquaint ourselves to the bike.

We had a mock start from the grid. Zahqwan just blasted off into the horizon, leaving his exhaust note reverberating around inside our helmets.

The RC213V-S felt slow leaving the line, but whoa! It felt like I ran into a brick wall just almost as soon as I left the line. Other journos who had ridden the bike during the Honda Asian Journey Ride not long ago had warned us about the rev limit being capped. The bike I was on was limited to 7000 RPM, while there were a few others that revved to 9000 RPM.

But no matter, while it felt slow, it was actually picking up speed deceptively fast! And with the rev limit being blocked, I went through the gears like there’s no tomorrow.

Accelerating out of Turn 2, it was like short-shifting to third, fourth and fifth for the sweeping Turn 3. The bike just tipped over on its side even with the power fully on as I engaged the gears. The quickshifter was ultra-ultra-smooth so much so I didn’t even give two thoughts about it. I had wondered if I got to experience the seamless gearbox!

Braking for Turn 4 with two fingers had the front brakes bled off too much speed, so the bike dropped into the corner like an MX bike.

Sweeping through Turn 5 in fifth, I kept rolling on the throttle, having forgotten about the rev limiter. It cut in just as the bike neared the apex. Now, on any other bike, having the power cut i.e. chopping the throttle or hitting the rev limiter, is bad news as it’ll cause an abrupt weight transfer and change of traction, usually resulting in the bike wobbling or worse, standing up. But it didn’t happen on the RC213V-S, I just hugged its line as if nothing happened.

Now I started to worry about the rev limiter so I slowed down for the corners and decided to just blast down the main straight.

Since we were only using the North Track, I gunned the throttle as soon as I cleared the extra corner after Turn 6 all the way onto the straight. The bike ate up all the gears as fast I could feed it and I was already on the limiter just before halfway on the straight, which read 180 km/h.

The RCV213V-S felt slow, but its engine had plenty of kick and revved really quickly. Conversely on the CBR650F earlier, it only hit 179 km/h in sixth about 300m to Turn 1. Was I experiencing Einstein’s Theory of General Relativity firsthand?

How I wished Honda had raised the rev limit a little higher, say to 10,000 RPM.

We pulled into the pits four laps later. Although I was very thankful to have sampled the bike, I was also unsatisfied that I couldn’t go faster from worrying about the rev limiter.

The conclusion is this: The Honda RC213V-S is a superlative bike that’s unlike any other. I’ve never experienced a bike which t feels benign at high speed, that’s for sure.

The test session was a special event as part of Boon Siew Honda’s year-end gathering for the media, after having just celebrated their 60^th anniversary in Malaysia.

During the welcoming session, BSH announced that sales had increased by 18% in 2017 from the previous year, having move 122,150 number of motorcycles (as of date of the event). But moving forward to 2018, BSH hopes to recapture its former Number One position in the market.

Datuk Sri Datuk Wira Tan Hui Jing, Deputy Chairman and Deputy Chief Executive Officer of Boon Siew Honda provided the outline, “We are targeting to introduce 10 new models and will certainly surprise everyone with our product lineup.”

As mentioned earlier, Zahqwan Zaidi and Khairul Idham Pawi were present during the event after campaigning in the Asia Road Racing Championship (ARRC) and Moto2 seasons, respectively. Mr. Nobuhide Nagata, Managing Director and Chief Executive Officer of BSH announced that Zaqhwan will move up to the All Japan Road Race Championship (JSB1000) next year.

Also revealed was BSH’s plans to build the first Honda Big Wing exclusive one-stop sales and service centre in 2018 in the Klang Valley, followed by Penang, Selangor and Johor.

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