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Moto Morini Corsaro Sport to Debut in Europe in Mid-2026

Three years after making its appearance at EICMA the Moto Morini Corsaro Sport is set to debut in mid-2026, beginning with the European continent.

Moto Morini was one of the Italian quintessential motorcycle makers, but just as most (if not all) of the country’s motorcycle manufacturers, it has gone through several ups and downs until the brand was purchased by the Chinese industrial powerhouse, Zhongshen Group Holdings Ltd. Moto Morini’s design, research and development departments still reside in Italy, but manufacturing is centred in China.

We tested several Moto Morini models and attended the launch while we were in Taizhou, last month, namely the AllTrhike 450, X-Cape 700, and X-Cape 1200, and coming away more than impressed.

Back to the Moto Motorini Corsaro Sport, it is part of Corsaro and Corsaro GT platform.

Highlights:

749cc, 90° V-Twin, pumping out 96 hp at 9,500 RPM and 77Nm at 7,000 RPM.
That is a good 2,500 RPM spread between maximum torque and horsepower.
The crankshaft is counter-rotating, much like the Ducati Panigale V4’s to reduce inertia.
A steel subframe is mounted to the trick-looking aluminium frame, while the swingarm is also aluminium.
Suspension consist of fully-adjustable forks and monoshock with a progressive linkage.
According to the specifications published in the company’s website, the front brakes are only specified as Brembo 320mm double discs with monobloc calipers.
Seat height is published at 840 mm while “weight in running order” is “<200 kg” (less than 200 kg).

It will be interesting to see and test the bike, of course, as it was not available during our visit. Apart from that, it will also be interesting to see how much it would be priced in Malaysia given that the X-Cape 700 retails RM33,888 and the X-Cape 1200 is priced at RM49,888.

2026 Voge SR450X Debuts

Another manufacturer is set to join (or spoil) the adventure party, namely Voge, after they launched the Voge SR450X.

The adventure scooter has found great following not in Malaysia, apparently, as it has become a phenomenon the world over. The revolution was started by the Honda X-ADV, which was followed by the ADV350 and ADV160. Now several makers has one: Zontes, SYM, Keeway, Aveta, Moda. Even Aprilia is joining the fray by unveiling the SR GT 400 at EICMA.

But it can be seen clearly that the real fight is in the 300cc-400cc segment.

Although having a side profile similar to that of the Zontes 368G, the Voge entry has a different design language up front with its stacked main lights.

Unlike the competition, the Voge model is powered by a 398cc liquid-cooled, fuel-injected twin-cylinder engine, which produces 41.5 hp at 8,000 rpm and 43.9 Nm of torque at 5,750 rpm. Judging by being more torquey, it is apparent here that Voge is positioning the SR450X as an off-road-biased scooter.

Their press release says differently, though: “a versatile scooter designed for both urban commuting and adventure riding” and performing tasks such as “navigating city traffic, long weekend rides, or even a touch of off-road”.

Other highlights include tubeless spoked wheels, metal crash bars, an aluminium luggage rack, full LED lighting, and large underseat storage that can fit up to two helmets. It also features keyless ignition, and a lockable glove box. There are four foldable footpegs, too, like the Zontes 368G.

The chassis gets upside-down forks, adjustable KYB rear shock absorbers, and J.Juan front brake calipers.

You can bet your bottom dollar that MForce Bike Holdings will be bringing it to Malaysia.

VOGE DS800X Rally Motosikal Adventure Paling Popular di UK

VOGE DS800X Rally telah meraih kemenangan besar dalam pasaran motosikal UK dengan menjadi model penerokaan (adventure) 750cc-1000cc terlaris pada bulan Oktober.

Menurut laman berasaskan UK, Visordown, para pengedar VOGE sudah tidak dapat menampung pesanan untuk model lebih besar DS900X, dan justeru, DS800X Rally turut terbukti popular. Lebih mengagumkan lagi, walaupun model tersebut hanya tiba di UK pada bulan Ogos, ia telah membantu meningkatkan jualan VOGE sebanyak 165% berbanding Oktober 2024.

Tambahan pula, lonjakan jualan VOGE bulan lalu berlaku dalam keadaan pasaran motosikal UK secara keseluruhan mencatatkan penurunan sebanyak 9%.

Kejayaan VOGE ini juga menyaksikan jenama itu mendaki tangga bahagian pasaran ke tangga ketujuh.

VOGE telah menjadi pemain utama dalam segmen motosikal penerokaan (adventure) selama beberapa tahun di UK, terutamanya disebabkan model DS900X mereka yang menggunakan enjin yang sama dengan BMW F 900 GS.

VOGE merupakan jenama dalaman premium milik Loncin Holdings yang berpusat di Chongqing, yang telah bekerjasama dengan BMW selama hampir 20 tahun. Loncin telah membina beberapa model motosikal BMW termasuk model semasa F 900 R, F 900 XR, dan F 900 GS. Loncin juga pernah menghasilkan enjin untuk skuter siri BMW C dan model F 750, F 800, F 850.

VOGE diedarkan oleh MForce Bike Holdings Sdn. Bhd. di Malaysia. DS800X dijadualkan dilancarkan di Malaysia pada tahun 2026.

VOGE DS800X Rally Claims Adventure Motorcycle Sales Scalp in UK

The VOGE DS800X Rally has scored a major win in the UK motorcycle market, by becoming the best-selling 750cc-1000cc adventure model in October.

According to UK-based Visordown, Voge dealerships already could not keep up with the orders for the bigger DS900X, and as such, the DS800X Rally turned out to be popular, too. It is even more impressive to see that although the latter model had only arrived in the UK in August, it had helped to push VOGE’s sales up by 165% compared to October 2024.

Additionally, VOGE’s sales surge last month was amidst a 9% drop in the overall UK motorcycle market.

VOGE’s success has also seen the brand climb the market share ladder to seventh place.

VOGE has been a major player in the adventure motorcycle segment for a few years in the UK, mainly due to their DS900X, which uses the same engine as the BMW F 900 GS.

VOGE is the high-end in-house brand of Chongqing-based Loncin Holdings, which has had a partnership with BMW for roughly 20 years, building a number of its bikes, including the current F 900 R, F 900 XR, and F 900 GS. Loncin also used to make the engines for the BMW C-series scooters and F 750, F 800, F 850.

VOGE is distributed by MForce Bike Holdings Sdn. Bhd. in Malaysia. The DS800X is set to be launched in Malaysia in 2026.

Moto Morini X-Cape 700 Dilancarkan, Dari RM33,888

Berterusan dengan pelancaran Moto Morini, model seterusnya ialah Moto Morini X-Cape 700, sebelum kita beralih ke X-Cape 1200.

Klik: Moto Morini Alltrhike 450 Dilancarkan

X-Cape 700 menerima beberapa peningkatan berbanding X-Cape 650 sebelumnya. Boleh dikatakan bahawa model 650 merupakan model pencetus kebangkitan semula Moto Morini di beberapa pasaran, jadi peningkatan ini penting untuk jenama ini dari pelbagai aspek.

Motosikal ini dipasarkan sebagai penjelajah adventure untuk kedua-dua jalan raya dan luar jalan.

Ciri-ciri utama:

Digerakkan oleh enjin dua piston selari, 693cc, DOHC, 8-injap, penyejuk cecair yang menghasilkan 73.7 hp @ 8,500 RPM dan 68 Nm @ 6,500 RPM.
Enjin ini mencapai keseimbangan baik antara tork yang kuat dan kuasa kuda puncak.

Sistem suspensi depan terdiri daripada fork Marzocchi ø50mm jenis terbalik yang boleh dilaras untuk pra-beban spring, serta redaman lantunan dan mampatan.
Di belakang, terdapat monoshock Kayaba yang boleh dilaras untuk pra-beban spring, dan redaman lantunan.

Brek adalah cakera berganda 298 mm dicengkam oleh kaliper Brembo 2 omboh di depan, dan cakera 255mm dicengkam oleh kaliper 2 omboh di belakang.
Saiz tayar adalah 110/80-19 (depan) dan 150/70-17 (belakang) dalam pilihan aloi atau berlidi, dan dipasang dengan Pirelli Scorpion Rally STR untuk rim berlidi.

Tangki bahan api mempunyai kapasiti 18 liter.
Moto Morini mendakwa berat kering adalah 213 kg.

Paparan TFT 7-inci dengan sambungan Bluetooth dan navigasi.
Skrin angin boleh dilaras secara manual untuk dua posisi.

Moto Morini X-Cape 700 dilancarkan dengan harga jualan RM33,888. Harga ini termasuk tiga kotak penyimpanan aluminium bermerek Moto Morini.

Moto Morini X-Cape 700 Launched, from RM33,888

Continuing with the Moto Morini launch, the next model was the Moto Morini X-Cape 700, before we move on to the X-Cape 1200.

Click: Moto Morini Alltrhike 450 Launched

The X-Cape 700 sees several upgrades from the previous X-Cape 650. It could be said that the 650 was the breakthrough model for Moto Morini’s reemergence is several markets, so this upgrade is important for the brand in many respects.

The bike is marketed as both a road and off-road-going adventure-tourer.

Highlights:

Powered by a 693cc, DOHC, 8-valve, liquid-cooled parallel-twin which produces 73.7 hp @ 8,500 RPM and 68 Nm @ 6,500 RPM.
The engine strikes a good balance between strong torque and peak horsepower.

The front suspension system consists of Marzocchi ø50mm USD forks that are adjustable for spring preload, and rebound and compression damping.
At the back, there is a Kayaba monoshock which is adjustable for spring preload (remote adjuster for the spoke rims version), and rebound damping.

Brakes are 298 mm double discs gripped by 2 piston Brembo calipers in front, and a 255mm disc gripped by a 2 piston caliper the back.
Tyre sizes are 110/80-19 (front) and 150/70-17 (rear) in alloy or spoked options, and fitted with Pirelli Scorpion Rally STR for spoked rims.

The fuel tank has an 18-litre capacity.
Moto Morini claims the dry weight is 218 kg.

7-inch TFT display with Bluetooth connectivity and navigation.
Manually adjustable windshield for two positions.

The Moto Morini X-Cape 700 was launched at a selling price of RM33,888. The price includes three Moto Morini-branded aluminium storage cases.

Moto Morini AllTrhike 450 Dilancarkan untuk Pasaran Malaysia, dari RM28,888

Jenama motosikal terakhir yang kami cuba semasa lawatan kami ke China adalah Moto Morini. Ini diikuti dengan pelancaran tiga model, iaitu Moto Morini AllTrhike 450, X-Cape 700, dan X-Cape 1200. Tetapi kami akan mulakan dengan AllTrhike 450 terlebih dahulu.

Sejarah ringkas Moto Morini

Sebelum meneruskan, Moto Morini adalah salah satu jenama motosikal legenda Itali, dan telah ditubuhkan pada 1937 oleh Alfonso Morini di Bologna, Itali. Bologna mungkin terdengar biasa bagi anda kerana ia juga tempat ibu pejabat Ducati berada dan oh, di mana sos pasta Bolognese yang terkenal di seluruh dunia berasal.

Kembali ke zaman moden, jenama ini melalui beberapa episod pertumbuhan dan kemerosotan, yang menyaksikannya bertukar tangan beberapa kali, termasuk di bawah kumpulan Cagiva, sebelum Cagiva menjual sepenuhnya jenama Ducati kepada Kumpulan Texas Pacific untuk menumpukan pada nama MV Agusta. Akhirnya, Moto Morini telah dibeli oleh Zhongneng Vehicle Group (lebih dikenali sebagai ZNEN) pada 2018.

Walau bagaimanapun, walaupun pengeluaran dipindahkan ke Taizhou di Wilayah Zhejian di China, jabatan reka bentuk dan R&D jenama itu kekal di Itali.

Baik, kembali ke motosikal ini.

Moto Morini AllTrhike 450 (RM28,800)

AllTrhike 450 yang baharu ialah model penerokaan ringan yang meletakkannya tepat dalam kategori jelejah dan penerokaan pertengahan yang cenderung kepada kegunaan off-road, bagi mencabar model seperti CFMoto 450 MT dan KTM 390 Adventure.

Kuasa dibekalkan oleh enjin selari kembar 449cc, DOHC, 8 injap, penyejuk cecair yang menghasilkan 44.2 hp (33 kW) @ 8,000 RPM dan 44 Nm @ 6,250 RPM.
Adalah jelas bahawa enjin ditala untuk penghantaran tork yang kuat bagi tugas luar jalan raya dan pelancongan jarak jauh sambil membawa muatan.

Motosikal ini menggunakan garpu boleh laras penuh Kayaba USD 41mm dengan perjalanan 210mm di hadapan.
Suspensi belakang terdiri daripada monoshock Kayaba boleh laras, dipasang pada pautan progresif dan menawarkan 190mm perjalanan.

Roda hadapan mempunyai diameter 21 inci, manakala roda belakang ialah 17 inci.
Tugas brek dikendalikan oleh cakera tunggal 320mm dicengkam oleh kaliper 4-piston J.Juan di hadapan, dan cakera 255mm dicengkam oleh kaliper 2-piston di belakang.

ABS dwi-saluran adalah ciri standard.
Terdapat juga skrin TFT yang menyediakan sambungan, termasuk navigasi cerminan skrin telefon pintar.

Tangki minyak 18 liter.
Moto Morini mendakwa keberatan basah AllTrhike 450 ialah 170 kg.

Topang tengah yang kukuh disertakan.
Harga jualan termasuk tiga kotak simpanan aluminium.

Galeri foto

QJMotor AX200s (2025) – Tunggang Uji & Ulasan

Kami telah menguji skuter demi skuter sejak Disember 2024, termasuk di China dan Taiwan. Beberapa model juga telah dilancarkan di Malaysia dalam tempoh tersebut, salah satunya ialah QJMotor AX200s (2025).

Sejak itu, skuter ini telah mendapat reputasi yang cukup baik dalam segmen skuter ringan, dengan banyak ulasan memberikan pelbagai pujian; disertai dengan perkataan “mantap.”

Oleh itu, kami ingin menyiasat sendiri sama ada tuntutan itu benar atau tidak.

Apakah QJMotor AX200s (2025) ini?

AX200s dilancarkan pada Mei 2025, sebagai satu lagi model yang diedarkan oleh pengedar gergasi, MForce Bike Holdings.

QJMotor, juga dikenali sebagai Qianjiang Motorcycle, ialah pengeluar motosikal China yang ditubuhkan pada tahun 1985. Sejak itu, syarikat ini berkembang pesat dan kini mengendalikan jenama Keeway dan Benelli. QJ juga merupakan sebahagian daripada Geely Holding Group. Harley-Davidson pernah bekerjasama dengan QJMotor pada 2019 untuk menghasilkan motosikal berkuasa 338cc bagi pasaran Asia.

Beralih kepada AX200s, ia merupakan skuter automatik berkuasa kecil, tetapi lebih condong ke arah sekmen skuter sport, bukannya skuter adventure yang popular masa ini. Oleh itu, QJMotor tidak menyembunyikan niat motosikal ini dengan memberikannya rekabentuk yang tajam dan agresif.

Harus diakui, AX200s ini tidak dapat lari daripada perbandingan dengan Yamaha NVX akibat kemiripan gaya visual yang ditampilkan.

Ciri-ciri utama QJMotor AX200s (2025)

Enjin 175cc, silinder tunggal, SOHC, 4 injap yang menghasilkan 17.0 hp (13.0 kW) pada 8,500 RPM dan 15.2 Nm pada 6,500 RPM.
Suspensi depan menggunakan fork teleskopik, manakala suspensi belakang menggunakan penyerap hentak kembar dengan redaman minyak.
Cakera brek 230mm tunggal di depan, dan cakera brek 220mm tunggal di belakang.

ABS dwi saluran dan TCS (sistem kawalan traksi) yang boleh dinyahaktifkan.
Tayar depan bersaiz 100/80-14 dan yang belakang 120/70-14.
Ketinggian pelana penunggang 730mm.

Tangki minyak 10 liter.
Berat kering 127 kg.
Skrin LCD dengan “butang-butang” sentuhan (touchscreen).

Fungsi idle stop yang mematikan enjin ketika berhenti.
Pencahayaan LED.

Daripada sudut ciri, AX200s mendahului dalam beberapa aspek seperti kapasiti enjin yang menghasilkan kuasa dan tork maksimum lebih tinggi, dilengkapi brek cakera belakang, tangki minyak lebih besar, dan panel meter skrin sentuh. Yang kurang hanyalah ciri sambungan smartphone seperti Yamaha Y-Connect – tapi memang tak boleh dapat semua kelebihan sekali, kan?

Ulasan Tunggangan

Pra-tunggangan

Pendapat pertama kami terhadap QJMotor AX200s adalah betapa kompaknya skuter ini – begitu kecil sehingga mudah disalah anggap sebagai skuter 100cc. Jarak dari lampu depan ke lampu belakangnya pendek, hendalnya sempit, dan tempat duduk penumpang yang kecil. Ia betul-betul memberikannya rupa yang sporty tetapi comel.

Seperti skuter lain, semua komponen tersusun rapi di bawah panel badan yang direka dengan kemas. Dan bercakap tentang kemasan, apa pun pandangan anda tentang pengeluar motosikal China, skuter ini menunjukkan kualiti: Catnya sempurna, tiada sisi kasar pada plastik, dan bahagian logam mempunyai kemasan yang licin.

Kotak simpanan barang di depan agak kecil, hanya muat untuk telefon pintar saiz standard dan port pengecasan USB-C. Ruang penyimpanan di bawah tempat duduk juga terhad kerana rekabentuk luaran yang kompak.

Daripada segi instrumentasi, data dipaparkan pada skrin LCD warna yang cantik. Tulisan dan ikon begitu tajam sehingga ada yang menyangkanya skrin TFT. Tiada butang fizikal untuk menukar maklumat atau mematikan kawalan traksi, sebaliknya, anda perlu tekan “SET’ sehingga berkelip, kemudian ketik ikon “ADJ” untuk memilih. Sistem ini masih berfungsi walaupun memakai sarung tangan yang sesuai dengan skrin sentuh.

Tunggangan harian

Bagi penunggang ini yang berketinggian 167cm dengan kaki dan lengan yang pendek, kedua-dua kakinya dapat menjejak tanah dengan mudah. Hanya perlu berjungkit sedikit, tetapi tidak sampai seperti penari balet, berkat pelana yang rendah dan reka bentuknya yang menirus tajam ke bahagian depan. Walauapapun, pijakan tetap stabil, dan keringanan motosikal ini dapat dirasai serta-merta—mudah ditolak sambil duduk, walaupun ketika mendaki lereng yang landai.

Jarak ke hendal terasa pendek, terutamanya selepas beralih dari motosikal besar. Pada mulanya, kami berasa seperti siku kami tumbuh daripada dada! Namun, setelah membiasakan diri dan melebarkan siku sedikit, posisi menunggang menjadi lebih selesa dan semula jadi.

AX200s tetap sebuah skuter yang mudah—hanya perlu duduk, putar Smart Key ke posisi ON, hidupkan enjin, pulas pendikit, dan ia terus memecut. Tidak perlu membuang masa untuk memilih mod menunggang mahupun sistem sambungan telefon.

AX200s meluru laju daripada keadaan berhenti seperti kena renjatan, dan terus melaju selagi pendikit dibuka. Sekilas pandang cermin sisi—rupanya kami sudah meninggalkan semua kenderaan lain di lampu isyarat!

Keupayaan tork (pecutan) AX200s tidak terhad pada RPM rendah sahaja—enjinnya seolah-olah mempunyai rizab tork yang besar di mana-mana julat RPM sehingga kelajuan maksimum. Tindakbalas tork pantas ini memudahkan proses memotong kenderaan lain, sama ada di jalan biasa mahupun lebuh raya. Malah, kelajuan maksimumnya dicapai dengan begitu pantas.

Sebaliknya, apabila pendikit ditutup secara tiba-tiba, kesan brek enjin terasa kuat serta-merta. Ini menunjukkan motosikal ini menggunakan roller yang ringan dalam transmisi CVT-nya, oleh itu memberikan respon yang lebih agresif. Sebaliknya, roller yang berat melambatkan pecutan tetapi memberikan daya lajak apabila pendikit ditutup.

Hasilnya, respon pendikit terasa sedikit kasar ketika pertama kali dibuka atau ditutup dengan cepat, terutamanya ketika menunggang dalam keadaan trafik yang sesak. Namun, kami menyesuaikan diri dengan mengekalkan pendikit terbuka sedikit dan menarik brek secara perlahan-lahan.

Bagi sistem brek, ia sangat kuat. Keberatan kebanyakan skuter tertumpu di bahagian belakang, jadi brek belakang AX200s lebih berkuasa berbanding brek depan. Namun, itu tidak bermakna brek depan lemah, kerana dengan menggunakan brek depan sahaja pun sudah cukup untuk memberhentikan motosikal dengan stabil dan terkawal.

Satu lagi ciri yang kami sangat gemari ialah pengendaliannya. Memang tidak dinafikan skuter sebegini lazimnya mempunyai stereng yang lincah, tetapi AX200s turut mengekalkan kestabilan ketika mengambil selekoh – tidak seperti sesetengah skuter yang membuatkan hendal bergoyang. Hasilnya, kami begitu yakin bermain selekoh dengan laju seolah-olah menunggang motosikal yang lebih besar.

Tambahan lagi, kelegaan bumi yang banyak ketika bermain selekoh amat mencukupi. Kami sengaja menguji sama ada topang tengah atau bahagian lain akan menggesel permukaan jalan ketika di selekoh tajam, namun tidak berjaya walaupun melalui selekoh 90 darjah pada kelajuan tinggi.

Prestasi kendalian yang baik ini disokong oleh sistem suspensi dan rangkanya. Fork depan kelihatan biasa, tetapi ia tidak ‘menyelam’ secara mendadak seperti kapal selam Titan walaupun ketika membrek keras yang mengaktifkan ABS. Kedua-dua penyerap hentakan belakang pula menawarkan ciri redaman berperingkat (progressive damping) yang sangat berguna terutama ketika di selekoh.

Walaupun begitu, suspensi skuter bandar seperti AX200s mempunyai jarak gerakan yang terhad berbanding skuter adventure. Kesannya, perjalanan berasa agak kasar ketika melalui lubang atau bonjolan tajam. Namun, ini masih lebih baik berbanding suspensi yang terlalu lembut sehingga membuatkan motosikal terayun-ayun seperti bot.

Yang menarik, enjin ini masih menjimatkan minyak walaupun kerap dipacu laju dan ciri idle stop dinyahaktifkan. Sepanjang tempoh ujian, kami hanya mengisi separuh tangki sekali—itu pun selepas mengambil motosikal dengan amaran bahan api rendah. Dengan tangki penuh 10 liter, AX200s mampu membawa anda merentasi jarak yang jauh tanpa masalah.

Oh ya, mengenai amaran bahan api rendah: AX200s akan menghidupkan lampu isyarat kecemasan secara automatik apabila paras minyak terlalu kritikal. Ini berfungsi sebagai peringatan kepada penunggang dan pengguna jalan lain bahawa enjin mungkin akan mati pada bila-bila masa. Yang menarik, sistem ini akan menyahaktifkan dirinya sendiri selepas anda mengisi minyak.

Kesimpulan

Kami benar-benar terhibur dan gembira semasa menguji AX200s. Skuter ini membuktikan mengapa skuter semakin popular masa kini—kemudahan menjadi faktor utama. Namun, AX200s menawarkan lebih daripada itu; ia memberikan keseronokan menunggang yang tulen, bahkan mampu menyegarkan semula minat penunggang motosikal ‘otai’ seperti kami.

Satu-satunya keluhan kami ialah ruang penyimpanan bawah tempat duduk yang agak kecil, namun ia masih memadai untuk muat beg barang runcit tiga hari. Secara objektifnya, tidak semua orang perlu membawa komputer riba saban hari seperti kami.

Secara keseluruhannya, QJMotor AX200s (2025) merupakan produk yang bagus dan layak mendapat perhatian. Dengan harga bermula dari RM7,988 (harga belum termasuk pendaftaran & insurans), ia pasti menawarkan nilai yang menarik untuk prestasi dan keseronokan yang diberikannya.

Galeri foto

2025 QJMotor AX200s Test & Review

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

Review: The Voge DS900X Offers Everything You Need!

Whenever we buy a new car, a lot of us are under the assumption that the brand that we buy the car from has in fact built the car. But more often than not, that is not the case.

At a global level, companies like Magna Steyr are responsible for the assembly of vehicles for major brands. Based in Austria, Magna Steyr is an engineering and assembly company, among others. And it builds cars for the likes of Aston Martin, BMW, Mercedes-Benz, Toyota and others.

In Malaysia, there are companies that do that as well with companies like Inokom, DRB-Hicom, UMW, Sime and other conglomerates whose assembly plants are used to build cars for the likes of Honda, Toyota, Isuzu, Mitsubishi, BMW and Mercedes-Benz.

So when you buy a car, the brand that you buy from may have designed it, engineered it, specified it, and even tested it, but the final product is probably built by an entirely different company.

This company would have also trained the assembly staff and ensured that its standards are complied with.

This is also quite common in the motorcycling industry, especially now with the Chinese juggernaut being capable of producing just about anything the heart desires.

CFMoto, one of the greatest motorcycle brands to come out of China, builds motorcycles for KTM. Other Chinese manufacturers like ZongShen build certain models for the Piaggio group while Harley-Davidson collaborates with QianJiang to build the X350 and the X500.

We recently visited China at the invitation of MForce Bike Holdings, the local importer, assembler and distributor of several brands including CFMoto,SYM, Benelli, QJMotor and a host of other brands.

We visited a few factories but for this article we will focus on Loncin Holdings.

Who is Loncin?

The company has been around since 1993 which is when it developed its first motorcycle engine. Five years later, the company introduced its first motorcycle any by 2005, it had reached an agreement with BMW to assemble motorcycles for the German powerhouse in China.

Since then, Loncin has produced well over 35,000 motorcycles for BMW, which includes the twin-cylinder models such as the F900R and XR and earlier models like the G650 and so on.

Loncin also produces some BMW scooters, namely the C400X and the C400GT.

It also produces about two million motorcycles and three million motorcycle engines a year. Not just that, it also produces components for some European car companies as well.

Today, the company employs about 10,000 people and has launched its own brand – Voge.

The story of Voge

Established in 2018, Voge was introduced by Loncin to cater for upmarket buyers. The company introduced its own single-cylinder adventure bike back in 2017, and that was powered by the same 652cc, single-cylinder engine that powered the old BMW G650 GS.

It began its journey with the 300AC and the 500R, and ever since then, Voge has been on a march to dominate the motorcycling world.

Its modus operandi? Transfer everything it has learnt from assembling high-end BMWs and make them more affordable for the masses to enjoy. And it has worked brilliantly!

Since the brands introduction, Voge is already available in over 60 countries with over 1500 retail stores. In fact, Voge boasts a cumulative sale of close to 430,000 units from 2018 to 2024 alone.

Enter the Voge DS900X

This is the true game changer, not only for Loncin but also for MForce.

You would not be wrong to think that the Voge DS900X is basically a watered-down version of the BMW F900 which, as mentioned, is produced by Loncin.

But it is a lot more than just a watered-down BMW, because it offers almost everything that the BMW offers, is powered by an engine that is said to have 90% of the same components as the BMW, and yet is priced at an unbelievable RM49,998.

It was launched in Malaysia this past February and MForce already has a couple dozen bookings for the DS900X.

That is unsurprising though because after spending some time with it in China recently, we would be more surprised if it didn’t do well.

What makes it so good?

Besides the fact that it does everything the BMW does but for about a third of the price, the DS900X is one of those motorcycles that seems to have it all.

You want a colourised TFT instrument cluster? You got it. You want a bike with cruise control? Sure! You want a big tank and power? Why not?

It is simply difficult to fault the DS900X. As far as the spec sheet goes at least.

On the topic of the spec sheet, let’s get the details out of the way first before we dive into how the bike feels.

Powering the dual-purpose bike is an 895cc, twin-cylinder, four-stroke and eight valves engine. It delivers an impressive 94hp at 8250rpm and 95Nm of torque from just 6000rpm.

As mentioned earlier, the Voge DS900X is loosely based on the BMW F900 series, and in fact shares major engine components as well. In the BMW, the same 895cc engine produces 105hp at 8500rpm and 93Nm of torque from 6750rpm.

There is no way that Loncin would have outshone BMW, so the slight detune is understandable.

But what the Voge loses out on power, it makes up for with a bigger thank, measuring in at 17-litres over the 14.5-litres of the BMW F900 GS.

We will stop the BMW references over here though since the Voge DS900X should be treated as its own brand and bike, thought the transfer of knowledge from years of building BMWs definitely helps.

The suspension of the DS900X is supplied by Kayaba (KYB) and is made up of upside-down telescopic forks at the front and a monoshock for the rear, but of which are adjustable for pre-load and damping.

As for handling, the front wheel measures in at 21-inches while the rear at 17-inches, a clear nod to the dual-purpose market this Voge wants to operate in.

Stopping power on the other hand will probably grip you the hardest because the front two discs measure in at 305mm with Brembo callipers together with Cornering ABS. The rear disc measures in 265mm gripped by a Brembo calliper as well. An electronic safety net in the form of a traction control system is also present, as is a tyre pressure monitoring system to ensure grip is always at its optimum.

As for electronic safety nets, the DS900X also offers four riding modes – rain, road, sport and enduro, each of which adjusts the electronic parameters such as power delivery and traction control to ensure maximum fun and safety in all situations.

Fun is further factored in with the quick shifter system, which is offered as standard and the fact that you get it as standard while some premium brands charge you upwards of RM3,000 for it is truly remarkable for a bike of this price point.

Other notable features include a keyless start system, seven-inch full-colour TFT display, front dashcam that is neatly tucked away into the body work, LED lights all around, dual USB charging ports, heated grips and seat, and an adjustable windscreen (manual).

So, how does it ride?

Let’s make one thing clear before we dive into this topic, after the factory tour to show how Loncin builds the BMW products as well as the Voge products, we were taken for lunch and then to the test track.

The oval track is roughly about a kilometre long, with some obstacles thrown in for good measure. Riding around in circles isn’t exactly the best way to tell how the bike feels like, but we have been promised more seat time later.

But as a first impression, power delivery is ballistic in nature though most of the power is produced on the opposite side of the power band. Braking power can only be described as face morphing while the suspension remains stable under heavy braking, yet does a spectacular job at soaking up bumps, which is not exactly surprising considering that it is supplied by KYB.

Low speed balance is quite good as well, which is important for a dual-purpose bike that weighs in at 238kg.

The quick shifter works like a charm, while the seat is placed 835mm off the ground, which is great for medium to tall builds.

According to the spec sheet, the DS900X also comes with a blind spot monitoring system, though we were unable to put this system to the test. But the fact that it exists put the other premium motorcycle makers to shame because to date, the only two motorcycles to offer it are the Ducati Multistrada V4S and the BMW R1300GS. Both of which are priced well past RM120,000.

Even the overall quality seems good, but only time will tell how the Voge DS900X stands the ultimate test of adventure riding in the hands of pros.

Should you put your money down?

As a brand, Voge still has a lot to do to build its reputation against other brands like CFMoto, and even the Japanese competitors. But there is no doubt that the DS900X has plenty to offer.

For those on a budget, the DS900X makes a lot of sense. And even for those with money, why spend more when you can buy a Voge DS900X for just under RM50,000 and spend the rest of it on an epic adventure. Isn’t that the true essence of buying a dual-purpose machine?

Specifications:
Engine: 895cc, Twin-cylinder, DOHC,
Power: 94hp @ 8250rpm
Torque: 95Nm @ 6250rpm
Transmission: Six-speed with quickshifter
Suspension: Kayaba front and back, adjustable for pre-load and damping
Price (As tested): RM49,998

We like: Offers everything that most premium brands offer
We don’t like: Difficult to fault

Kamax Cub X Coming to Malaysia – RM8,888

Kamax is another brand that has seen some following in Malaysia, especially with their Cub series, which was inspired by the original Honda Cub. Now, it has been confirmed that the Kamax Cub X will be coming to Malaysia, too.

The Kamax Cub X is based on the Cub Pro, then stripped of superfluous parts such as the passenger seat, leg shields, and chain guard to turn it into an adventure cub. A bigger and longer front mudguard is fitted, instead. The wheels are wire spoked type, instead of the cast alloy type on the Super Pro.

Its engine also appears to have been inspired by the Honda Cub, being an air-cooled, horizontal, single-cylinder engine, albeit with 147.5cc. It produces 9.1 hp (6.8 kW) at 7,500 RPM and 10.5 Nm at 5,000 RPM. It is fuel-injected, not carbureted. Power is delivered through a centrifugal clutch, and four-speed transmission.

On the chassis front, the frame is an underbone steel tube. There are dual disc brakes, hydraulic forks up front and dual shocks at the rear. Other features include LED lighting, and a 3.8-litre fuel tank. Kamax claims a 110kg curb weight.

MForce Bikes Sdn. Bhd. confirmed that the Kamax Cub X will be headed to Malaysia, and priced at RM 8,888. For more information, please visit https://www.kamaxgroup.com.

SM Sport 110R (2024) – Warna dan Ciri-ciri Baharu

Mforce Bike Holdings Sdn. Bhd. telah melancarkan SM Sport 110R (2024), dengan ciri-ciri serta pilihan warna dan grafik baharu.

Grafik dan warna baharu diklasifikasikan sebagai Hijau, Merah dan Biru Muda. Harga asas jualan untuk motosikal ini ialah RM4,199.00, tidak termasuk pendaftaran dan cukai jalan.

Ciri:

Enjin satu silinder, empat lejang, 2 injap, 109cc yang menghasilkan 5.0kW (6.7hp) pada 7,500 RPM dan 7.6Nm tork pada 4,500 RPM.

Sistem penukaran gear Rotary Gear empat kelajuan.

Lampu-lampu LED serta DRL (lampu nyala siang hari).

Sistem brek cakera di depan dan dram di belakang.

Rim-rim aloi dan tayar-tayar tanoa tiub.

Ruang simpanan barang di bawah pelana.

Pengecas USB untuk telefon.

Motosikal ini amat sesuai bagi mereka yang inginkan sebuah kenderaan dua roda yang mudah ditunggang dan menggunakan transmisi manual.

Ia kini boleh didapati di pengedar sah MForce di seluruh Malaysia. Pembeli boleh menikmati jaminan dua tahun atau 20,000km (mana-mana dahulu). Pengguna juga boleh membeli alat ganti asal melalui platform dalam talian MForce.