Motorcycle news, Motorcycle reviews from Malaysia, Asia and the world

Allianz Malaysia, MIROS, P-Hailing Platforms Join Forces to Safeguard Riders

Allianz Malaysia Berhad (Allianz Malaysia) has joined forces with the Malaysian Institute of Road Safety Research (MIROS) and leading p-hailing platforms Foodpanda Malaysia, Lalamove Malaysia, and Grab Malaysia to highlight the importance of rider safety particularly within the country’s rapidly expanding p-hailing industry. The initiative reinforces the shared duty of all stakeholders including government agencies, corporates, p-hailing riders, and the public to protect and support the well-being of these gig workers.

At the Allianz Malaysia Media Forum 2025 held here today, industry stakeholders gathered to discuss the challenges faced by p-hailing riders and explore collaborative strategies for a safer delivery ecosystem. The forum underscored the vital role of p-hailing riders and the importance of comprehensive safety strategies to support them.

The p-hailing industry, which includes food and parcel delivery services, has experienced significant growth in recent years. This is driven by strong demand for convenient and efficient delivery services, which has in turn spotlighted the safety of p-hailing riders, who are often exposed to the risks of road accidents.

As a leader in protection, Allianz Malaysia reaffirms its commitment to improving rider safety through strategic partnerships. The Allianz Malaysia Media Forum 2025 featured a panel discussion with representatives from MIROS and leading p-hailing platforms, including Lalamove Malaysia, foodpanda Malaysia and Grab Malaysia. These industry experts exchanged valuable insights on the current challenges in the p-hailing sector and discussed collective efforts to uplift rider safety.

P-hailing riders play a pivotal role in society, serving as the backbone of the country’s growing delivery economy. From food and groceries to essential goods, riders ensure seamless access to everyday needs while helping small businesses expand their reach. Many are sole breadwinners of their families, braving daily road risks to support loved ones.

Recognising the contribution of p-hailing riders, p-hailing platforms have implemented various safety initiatives to support their well-being. However, protecting their well-being remains a shared responsibility that calls for coordinated and sustainable action.

Allianz Malaysia Chief Executive Officer, Sean Wang said, “At Allianz Malaysia, we believe that rider safety is a shared duty. We are committed to not only providing insurance solutions but also actively contributing to the well-being of the community around us. Our efforts extend beyond profit, and in this particular instance, we strive to give back to society by implementing and supporting rider safety initiatives that will enhance safety and security for all road users.”

Ir. Ts. Azhar Hamzah, Director of the Human Factors and Road User Behavioural Centre (HUB) at MIROS concurred, adding, “Our mission at MIROS is to ensure safe roads for everyone. We believe that road safety is a shared responsibility, and through our research, we aim to uncover the risks and challenges faced by road users and identify potential solutions to enhance rider safety and support their families’ livelihoods. Together, we can transform insights into impactful actions.”

In line with its commitment to enhancing rider safety, Allianz Malaysia is set to organise two training programmes in partnership with the Road Safety Marshal Club. The first programme will focus on rider safety training and road emergency survival with p-hailing companies, complementing their existing efforts, aiming to equip riders with essential skills and knowledge to navigate roads safely. The second programme will be tailored for public and private university students, fostering a culture of safety awareness among the younger generation.

Sean further commented, “Our collaboration with the Road Safety Marshal Club is a testament to our dedication to safeguarding road users and improving road safety knowledge. By empowering riders and educating students, we hope to create a safer environment for everyone on the road.”

Allianz Malaysia remains steadfast in its mission to care for the future and enhance road safety through proactive measures and strategic partnerships. The Allianz Malaysia Media Forum 2025 and the upcoming training programmes are crucial steps toward creating a safer environment for Malaysia’s p-hailing community as well as the broader community.

RON 95 Price to Drop to RM1.99 per Litre – PMX

Malaysian Prime Minister YAB Datuk Seri Anwar Ibrahim (PMX) announced today that the price of RON 95 petrol will be reduced to RM1.99 per litre from the current price of RM2.05 per litre.

In his special speech announcing several measures to ease the burden of the Rakyat, he said that the government’s RON 95 petrol target subsidy plan is still on track. The full details of the subsidy rationalisation will be announced by end-September 2025.

PMX also stressed that the majority of the Rakyat will be not be affected as the price of RON 95 will be reduced when the targeted subsidy plan begins.

“This will certainly benefit around 18 million car drivers and motorcyclists, including youth as young as 16 years old and gig workers. This targeted approach is in line with the government’s efforts to optimise national resources for the benefit of the people, and reduce subsidy waste,” he said in his speech.

Subsidy removal will instead affect the ultra rich and foreign citizens – them having to pay the market price for fuel.

He added that in 2023 and 2024, the government spent some RM20 billion a year on RON 95 subsidy alone. Although world oil prices have declined this year, the price of RON 95 petrol without subsidy is still around RM2.50 per litre.

The Prime Minister did not reveal any detail of how the scheme will be implemented. However, it is expected the mechanism involves using the Malaysian National Registration Indentity Card (MyKad) when filling up. In this case, it should be linked to the tax database to determine a person’s income level. Will there be facial matching of the person filling up with his MyKad to avoid the use of another person’s MyKad? We shall see.

On another note, and giving credit where credit is due to the PMX and government, the actual amount of petrol we receive with the upcoming RM1.99/litre compared to the current RM2.05/litre will not be a lot more, unless we pump a large quantity. Instead, the biggest difference can only be seen when RM1.99/litre is compared with RM2.50/litre. Nevertheless, it is a start. Check out the table below:

New and Enhanced 2025 Honda ADV350 Arrives

The new and enhanced 2025 Honda ADV350 adventure scooter has arrived in Malaysia.

Honda says that these tech revisions are to give the ADV350 new features and better handling.

Highlights

330cc, SOHC, single-cylinder, liquid-cooled engine with enhanced Smart Power+ (eSP+).
It delivers 28.8 hp (21.5 kW) at 7,500rpm and 31.8 Nm of torque at 5,250rpm.
Engineered with low-friction technologies, it offers smooth power delivery and economical fuel consumption of 28.6km/l.

The two-level Honda Selectable Torque Control (HSTC) traction control system is retained.
The front suspension consists of 37mm upside-down forks and 125mm of travel.
Rear suspension duty is handled by a pair of rear shocks with remote reservoir that are now adjustable for spring preload.

X-shaped 6-spoke cast aluminium wheels paired with block-pattern tubeless tyres.
Stopping power is provided by front and rear disc brakes, assisted by 2-channel ABS.
5-inch full-colour TFT meter and now integrates the Honda RoadSync app, allowing riders to manage calls, music, and navigation via Bluetooth.

Backlit four-way toggle switch on the handlebar.
New auto-cancelling indicators, which automatically deactivate after a turn by reducing distraction and increasing convenience.
Emergency Stop Signal (ESS) remains as part of the safety package, flashing the indicators during sudden braking to alert following vehicles.

Four-stage adjustable windscreen with 133mm of travel.
Generous 48-litre under-seat compartment, which accommodates two full-face helmets.
A USB-C charging port is available in the glovebox.

795mm seat height.
Honda Smart Key system remains, allowing riders to start the ignition, unlock the seat, and walk away as the scooter locks itself without needing to insert a physical key.
The indicator answer-back function also continues, flashing the indicators remotely to help riders locate their scooter easily in crowded parking areas.

Mr. Kunitomo Asano, CEO and Managing Director of Boon Siew Honda said, “The ADV350 carries forward the identity of the X-ADV where the ADV series is the pioneer of the unique ‘adventure‘ identity in the two-wheeled world. The ADV series creates a new category that blends on-road convenience with off-road capability. With the introduction of Honda RoadSync following the X-ADV, we have expanded the joy of connectivity even further. Moving forward, we will continue to stay close to our customers’ lifestyles and provide new experiences and value that enrich their everyday lives.”

The 2025 Honda ADV350 will be available at Honda Big Wing dealers from the middle of August, at a recommended retail price (RRP) of RM33,999. There are three colour options, namely Moscato Red Metallic, Matte Pearl Agile Blue, Matte Gun Powder Black Metallic.

Kite String Almost Cut Motorcyclist’s Neck

A motorcyclist nearly suffered a cut neck due to a kite string wrapping around it when he rode past Taman Tasik Metropolitan Kepong, yesterday.

Muhammad Faris Rosaidee, 27, recalled the terrifying moment in a Tik Tok video. He said that we travelling from Batu Caves on the Middle Ring Road 2 (MRR2) to meet a friend in to Bandar Sri Damansara, when suddenly felt something brushing against his body and tightened around his neck. It finally occurred to him that it was a kite string.

“I didn’t see the string. I felt it first touch my body, then rise to chest level and finally around my neck.

“I couldn’t stop because there were cars on both sides. All I could do was slow down the motorcycle and wait for the string around my neck to snap on its own,”

“I was wearing three layers of clothing at the time – a jacket, a shirt, and I had a backpack. All three were torn, and it scraped the skin on my shoulder slightly,” he told Harian Metro.

Fortunately, Faris was wearing a balaclava covering that reduced the severity of the injury.

“The doctor said it only affected the outermost layer of skin, like a burn… there was no bleeding, and I’ve already been to a nearby clinic for treatment,” he said, adding that he has lodged a police report at the Gombak District Police Headquarters (IPD).

As the incident occurred within the Kepong area, police from the local station contacted him for further details and helped facilitate reports to Kuala Lumpur City Hall (DBKL) and the traffic police.

“This morning, I went there and then proceeded to DBKL to file an official complaint. Alhamdulillah, all police reports have been submitted,” he said.

Faris said that this was not an isolated case, claiming others have reported similar incidents involving kite strings in the area.

He also returned to the scene and confronted two individuals near the string.

“I asked them whose kite it was. They said they were only there to help… I didn’t suspect them of anything,” he said.

Faris is calling for designated kite-flying zones to prevent similar incidents and has encouraged other victims to come forward.

“I made the video to raise awareness. For those asking about my condition – Alhamdulillah, my health is mostly unaffected. I’m just worried if it happens to someone else next time,” he said.

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

2025 Honda CB1000 SP Test & Review

Open-class naked bikes. It is about aggressiveness, style, and performance. In other words, pure motorcycling. Granted, we are lucky to have many open class (1000cc) naked bikes in Malaysia, but the Japanese offerings seem to play the second fiddle to their European rivals in the minds of consumers. So, will this 2025 Honda CB1000 SP bring about a shift in this perception?

What is the 2025 Honda CB1000 SP?

Firstly, the CB1000 is also known as the Hornet 1000 in European markets, and therefore, we need to elaborate further.

The CB1000 range consists Honda’s open-class naked/roadster motorcycles, and it has two current models, namely this CB1000 and the CB1000R. A CB1000F prototype was also revealed at the Tokyo Motorcycle Show this March and may be launched at the Suzuka 8 Hours Endurance Race in August.

CB1000R: Honda calls it a Neo Café streetfighter, with a single-sided swingarm.

CB1000F: The upcoming variant is an homage to the CB750F/CB900F that Freddie Spencer campaigned in the AMA Superbike Championship in the late 70s and early 80s.

CB1000/CB1000 SP/Hornet 1000: A sporty streetfighter, with a conventional double-side swingarm. The SP version features several goodies.

All three variants share the same 1000cc, inline-four engine adopted from the 2017 Honda CBR1000RR Fireblade, albeit tuned for low to mid-range torque, plus the tubular steel frame.

To understand the CB1000’s philosophy further, the Hornet name is hallowed to Honda. The maker launched the first CB600F Hornet in 1998 for the European market. It was powered by the 599cc, inline-line four engine adopted from the CBR600F (and later CBR600RR) sportbike, and minus the higher-end components. Hence, The Hornet was more accessible, practical, and cheaper, becoming the most popular 600c motorcycle in the UK and Europe.

Coming back to the CB1000/Hornet 1000, it embodies the spirit of accessible performance, practicality, at a budget friendly price, wrapped up in a sharp, aggressive bodywork thereby distinguishing its character compared to its brethren.

Highlights of the 2025 Honda CB1000 SP

1000cc, liquid-cooled, 16-valve DOHC inline-four delivers 155 hp (115.6kW) at 11,000rpm and 107Nm of torque at 9,000rpm.
The gain of 5.4 hp (4kW) and 2 Nm is achieved through the addition of a Revolutionary Controlled (RC) valve in the 7.1L exhaust muffler, compared to the non-SP version.
Fueling is managed via PGM-FI (Programmed Fuel Injection), supported by a 17L fuel tank.

Multi-plate assist & slipper wet clutch, and 6-speed transmission.
Adjustable quickshifter enables clutchless up/down shifts.
Twin LED projectors and a muscular-style tank.

Twin-spar steel frame.
Fully-adjustable 41mm Showa SFF-BP forks.
Fully-adjustable Öhlins TTX36 rear shock with Pro-Link.

Brembo Stylema front brake calipers and 310mm floating discs.
5″ TFT display with Honda RoadSync supports calls, music, nav, and notifications via Bluetooth.
Emergency Stop Signal (ESS) system flashes hazard lights during sudden braking for added safety.

Three default ride modes (SPORT, STANDARD, RAIN) plus two customisable USER modes.
USER1 and USER2 modes allow the rider to tailor Adjustable Power and Engine Braking.
Four-level Honda Selectable Torque Control (HSTC) and Wheelie Control boost traction and stability across conditions.
211 kg curb weight.

Riding the 2025 Honda CB1000 SP

Pre-Ride

Our first impression of the new CB1000, engine rumbling at idle with its heat washing over us got our pulse pumping. We have ridden the CB1000R several years ago but that did not have the same effect, for some reason… The new bike has sharper front end (which split opinion, yes), bulbous fuel tank, and sharp tail. The gold rims and forks offset the stealth fighter-like matte black bodywork, resulting in a luxurious look, like that of 70s racebikes and race cars.

Speaking about the front end, we have had comments that it is similar or even identical to the Kawasaki Z1000 and Ducati Streetfighter. What we could say is it looked so very different in the flesh.

We always begin our initial test rides with familiarising ourselves with the bikes’ conrols and settings, to avoid getting confused and distracted while riding.

The 5-inch TFT panel was the same as the one on the NSS250 scooter we just dropped off, and it was a welcome sight, given its sharp and vivid colour display. Every icon, number, and graph were easily discernible and digested. Toggling through the data and features was through “joystick” on the left handlebar. So, we paired our Bluetooth devices by adding another bike in the Honda RoadSync App, customised our display settings, set the riding mode, and quickshifter modes through the TFT screen.

The CB1000 not only use the same TFT screen, its software is also identical as the NSS250’s. We feel that this is a good thing because it makes it easy to configure all the Honda motorcycles in your garage. (In our wildest dreams, of course, judging by how much we make.)

First ride

Throwing a leg over the bike had us discovering its low seat height. Yes, it looked tall in pictures and in real life but we could place both feet on the ground securely. Honda listed the seat height at just 810mm, while most open-class naked motorcycles feature seat heights in the 830mm region.

Helping with that was the bike’s thin “waist” where the seat met the fuel tank. The profile at the front of the tank was wide, thinned down in the middle, then the passenger’s seat widened out again, giving the motorcycle the profile of a hornet when viewed from the top.

We started out in STANDARD ride mode and the bike made it vividly clear to us that it was tuned for aggression. Slipping out the clutch in first gear and opening the throttle slightly was enough to have the bike roaring down the road. It was enjoyable to blow away absolutely everyone else when taking off from the traffic lights, along with the exhaust that was surprisingly loud for a stock unit.

Daily riding

As much as we loved that low and mid-RPM torque, which made it feel a lot more like a triple rather than a traditional inline-four, it was apparent that the engine was very eager to go. Trying to split lanes at low speeds and in STANDARD mode had the bike lunging forward as soon as the throttle was cracked open, while rolling off ever so slightly resulted in strong engine braking.

We tried to lower engine braking further in the USER1 and USER2 modes to no avail. In the end, we resorted to using the clutch a lot more.

We soon discovered that the best mode to navigate through heavy traffic was RAIN. Switching to this mode had the engine calm down aurally, and the throttle response and engine braking became very smooth.

But do not get us wrong, the CB1000 was still a huge pleasure to ride and ride quickly in urban surroundings, given that we have so many highway on and off ramps!

The Mountain

The “Mountain” is our regular test route as it offers everything the Malaysian road system could muster: Fast sweepers on the highway, tight and bumpy corners on the way up and down.

We switched to SPORT mode before leaving the BHP Gombak petrol station. The engine sounded like it was burning rocket fuel now – louder, rawer, more visceral – even before we got moving.

Pulling out of the station’s forecourt and onto the highway had our arms stretched straight as the engine gave a mighty kick, so much so that the handlebar became light and started to waggle. We were grateful that the HSTC package included Wheelie Control and could hear the engine dragging a little like the clutch being slipped. Otherwise, we would probably be pulling a crossed up wheelie.

Also thankfully, the bike’s suspension and chassis are up to the task, despite looking basic. On the highway, the bike’s sharp steering had it hitting every point we pointed it without hesitation or drama. We could change our line through corners despite being leaned way over without the chassis and tyres tying itself up in knots. Bumps on the highway felt non-existent. The only difficulty was trying to hang on due to the wind blast at elevated speeds.

Up the mountain road, we charged into corners regardless of radius or camber and let the engine’s torque carry us out to the next one. However, the suspension, especially the rear shock felt stiffer when faced with the bigger bumps and potholes. Three clicks off the TTX36’s rebound damping solved it. From here on, no bump could upset our chosen cornering line.

The brakes were also awesome. They provided amazing stopping power along with a superb feel at the lever. When push came to shove, we used that feedback to trail brake into corners which surprised several supersport riders.

Adding to the visceral feel of the bike was the RC exhaust valve which beings to open at 5,700 RPM. Riding the bike below that point, we hear the growling exhaust note. From 5,700 RPM and above, the exhaust note became a howl which stood the hairs on the back of neck up.

However, do keep in mind that 5,700 RPM in sixth gear had the bike running at over 130 km/h…

It suddenly dawned upon us about how easily we could contradict (read: fool) ourselves. This tester had said to himself that riding a slower bike or scooter was relaxing, and questioned who needs a powerful bike, only to giggle in his helmet like a schoolgirl when the Honda CB1000 SP blew everyone away. When they said power corrupts, it really does.

Conclusion

The 2025 Honda CB1000 SP reminded us that a powerful, but controllable motorcycle was always fun to ride. It is this kind of motorcycle that makes you want to go out and just ride. And ride. Repeat.

Of course, it was not perfect due to the abrupt throttle response in some riding modes but we overcame that in the first few minutes riding the bike. But it was this kind of character that imbues the bike with the two distinct personalities of a (sassy) pussycat and a tiger, depending on your preference and mood.

Also, upshifting with the quickshifter was not as smooth in the first three gear despite us playing around with different RPMs, modes, and settings. But so what? We still shift gears manually on every motorcycle (not scooters, of course!) anyway.

At just RM69,999 (RRP, not on-the-road), Boon Siew Honda had brought in another winner, and yes, it can rival the European bikes by offering great handling and accessibility.

Our final advice: Do not test ride the bike unless you are willing to suffer the adrenaline withdrawal like we did.

2025 Honda CB1000 SP Specifications

Model	CB1000 Hornet SP
ENGINE
Type	1,000cc liquid-cooled, 27.6º inclined, inline-four, four-stroke
Valve Train	DOHC; 4 valves per cylinder
Bore x Stroke	76.0mm x 55.1mm
Compression Ratio	11.7:1
Induction	PGM-FI fuel injection with 44mm throttle bodies (ride by wire throttle)
Ignition	Full transisterized
Starter	Electric
Transmission	6-speed manual
Clutch	Multiplate wet
Final Drive	#525 Chain; 15T/45T
SUSPENSION
Front	41mm Showa Separate Function Front Fork Big Piston (SFF-BP) with adjustable preload and compression/rebound damping; 5.1 in. travel
Rear	Pro-link system with Öhlins TTX36 shock absorber, adjustable preload, compression, and rebound damping; 130mm travel
BRAKES
Front	Dual Brembo Stylema radial-mount four-piston hydraulic calipers with 310mm floating discs; ABS
Rear	Single Nissin one-piston hydraulic caliper with 240mm disc; ABS
TIRES
Front	120/70-17
Rear	180/55-17
MEASUREMENTS
Rake (Caster Angle)	25º
Trail	98 mm
Length	2141.22 mm
Width	792.48 mm
Height	1087.12 mm
Ground Clearance	134.62 mm
Seat Height	810.26 mm
Wheelbase	1455.42 mm
Fuel Capacity	17 litres (incl. 3.78 litres reserve)
Curb Weight	210.92 kg
OTHER
Colour	Matte Black Metallic