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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

Why Time Tracking is not the Best Solution to Catch Speedsters

Malaysian authorities will begin testing a system that records the travel duration of a vehicle from one location to another using AWAS (Automated Awareness Safety System) cameras.

This means the system will capture an image of the vehicle’s license plate via the first AWAS camera and record the time. Then, this image will be compared with the image taken by the next AWAS camera, with its time also recorded and compared. If the vehicle passes the subsequent AWAS camera too early based on the calculated duration, it is deemed that the vehicle was driven too fast.

How is a driver determined to have exceeded the speed limit?

The calculation uses the formula:

Distance (km) = Time [(minutes / 60) hours] × Average Speed (km/h)

For example, let’s set the distance as 100 km and the time taken by the vehicle to travel from Toll A to Toll B. We use time because the AWAS system considers it to determine the vehicle’s average speed. Do note that time is converted from minutes to hours by dividing it by 60 (since there are 60 minutes in an hour) to express speed in km/h.

Example A:

Suppose a vehicle covers a 100 km journey in 30 minutes. The speed limit for this route is 110 km/h.

Average speed = 100 km / (30 minutes / 60) hour,

Average speed = 100 km / 0.5 hour = 200 km/h

Result: Fined! (Exceeds the speed limit)

Example B:

The vehicle covered the 100 km distance in 60 minutes.

Average speed = 100 km / (60 minutes / 60) hours,

Average speed = 100 km / 1 hour = 100 km/h

Result: No fine (Average speed did not exceed the limit).

Calculating the “Safe” Travel Duration to Comply with the Speed Limit

Since the AWAS system tracks the duration taken for a vehicle to move between two points, what is the calculated “safe” duration?

100 km = (X / 60) hours × 110 km/h

(X / 60) = 100 km / 110 km/h = 0.909 hours

Thus, X (average time) = 0.909 hours × 60 minutes = 54.54 minutes

To verify if this calculation is correct, check whether 54.54 minutes multiplied by 110 km/h equals 100 km:

Distance = 0.909 hours × 110 km/h = 100 km

TA-DA!

This means you should pass the second AWAS camera in at least 54.54 minutes after passing the first one. With this formula, you can plan your trip by calculating the required travel time and adjusting your speed accordingly.

However…

This system is not a foolproof solution, especially for those proficient in math who know how to circumvent the formulated time by speeding excessively at certain stretches and then slowing down to match the calculated time, making it appear as if they complied with the speed limit. In fact, this is a technique used by rally drivers when transitioning between Special Stages (SS) on public roads.

Or, of more concern is that many Malaysians are not math proficient and/or too lazy to calculate anything, thus not knowing the required travel duration and consequently driving either too fast or too slow. So, back to square one.

Additionally, you can no longer arrive earlier than the calculated time even if the road is completely empty, which increases travel duration, and may even contribute to traffic build up and congestion.

So, what’s your opinion?

Is the current system better, or is this new system more effective?

Interview with Gil Carmo: Co-Founder of iMotorbike

“Competition is the fuel that ignites innovation.”

That is a quote that a lot of us should live by, but unfortunately many do not.

The publication you read today took root in 2013. Three friends got together and saw a void in the industry.

While there were many automotive platforms that focused on cars and motorcycles, there were none that focused solely on motorcycles. (more…)

Suzuki GSX-S1000GX – Overall Champion and Tourer of the Year 2025

Now, for the highlight of the Allianz-BikesRepublic.com Motorcycle of the Year Awards 2025. The winner of the Overall Champion is the Suzuki GSX-S1000GX. The bike also captured the important Best Tourer 2025 category.

Why did the Suzuki GSX-S1000GX win?

Suzuki already has the GSX-S1000GT, which is a sport-tourer. On the other hand, Suzuki calls the GSX-S1000GX “The Supreme Sport Crossover.” That is correct, it is a sport-tourer crossed with an adventure tourer.

It means that the bike has longer travel suspension, a more upright handblebar, and higher seat height.

Speaking of the suspension, it is Suzuki Advanced Electronic Suspension. It gets data from the inertial measurement unit (IMU) to deliver the right kind of damping, covering all aspects of riding. The rear suspension includes an auto-levelling feature which adjusts the spring’s preload to cater for different weights being carried. The right balance is always important in ensuring optimal control.

The engine is a 999cc inline-four is actually derived from the sublime 2005 GSX-R1000 K5 sportsbike. Yes, the very sportsbike that BMW used to develop their S 1000 RR sportsbike. It produces 150 HP at 11,000 RPM and 106 Nm at 9,250 RPM. This is a supremely wonderful engine, delivering all the torque and power at an instant, while still remaining smooth.

Despite its 845mm seat height which may be a little challenging for some riders, putting a foot on the ground was never an issue. In fact, the rider could use the electronic rear preload function to lower the back of the bike when he stops, and switch back to AUTO once under way.

That kind of up-specced package delivered a supremely capable motorcycle. Comfortable on bad roads, while being able to be hustled along quickly in the twisties. Together with the 19-litre fuel tank, chewing up thousands of kilometres in one day would be of no problem – the rider’s resolve and stamina is the only limitation.

Its selling price of RM 89,900 may be steep for some, but remember the great specs and that the Suzuki GSX-S1000GX is fully made in Japan.

What we liked: Great specs, engine, handling at a good price. Great value.

What we did not like: We tried hard to find something, but we could not.

Nett selling price: RM89,900

Triumph Speed 400 – Modern Classic of the Year 2025 (Below 500cc)

No better motorcycle deserves the Modern Classic of the Year (Below 500cc) award at the Allianz-BikesRepublic.com Motorcycle of the Year Awards 2025 than the Triumph Speed 400.

Anyone has to ride it just once and know how good it really is. Even we got blown away.

Why did the Triumph Speed 400 win?

The new Triumph 400 line up had been in the works for so many years that some had begun to think that it would not come to fruition. The child of the Triumph UK and Bajaj Auto collaboration, the former had wanted to access the lower capacity market, which is especially lucrative in Asia.

But oh it was worth the long wait!

The Triumph Speed 400 is not what you think. It is a very complete and supremely capable motorcycle, despite its price.

The main character of any Triumph is the handling and this one demonstrates that philosophy the best, even among Triumphs. In fact, its handling is so good that if the motorcycling cliché “telepathic connection,” had not existed, it would have been written to describe it.

See that corner up ahead? Just pick your line and you are already at the exit, applying power. It did not matter what kind of corner, camber, radius, the Speed 400’s suspension lets the tyres bite into the road and flings you through them. We were even surprised to see the scuffed up the tyres – on a classic looking 400.

And that TR Series 398cc engine. (It is not shared with the Bajaj Dominar 400!) So torquey and has so much grunt up high in the rev range that you will not believe it is a single.

The whole package lets the bike handle like a 150cc motorcycle but with more torque, power, and better suspension. But wait, what sealed the deal for us was its relaxed riding position, practicality, and accessibility. Speaking of accessibility, anyone can ride well on this bike, without needing mountains of skill to conquer the er… mountain (no pun intended).

And it sells for only RM 26,900 which cost just a little more 250cc bikes. What value!

What we liked: Superb handling, easy to ride, practical, good engine, quality, value for money.

What we did not like: The first and second gears are too short.

Nett selling price: RM 26,900

Royal Enfield Shotgun 650 – Modern Classic Bike of the Year 2025 (Above 500cc)

Ah, the modern classic motorcycle. It harks back to the days when all motorcycles were of this form whether you rode them on the streets, raced them at the track or even off-road (modified suspension, of course). They were pure motorcycles without the modern-day segmentation, hence they could be called “standards.” And the Royal Enfield Shotgun 650 embraces that spirit perfectly to win the Modern Classic Bike of the Year 2025 category in the Allianz-BikesRepublic.com Motorcycle of the Year 2025 Awards.

Why did the Royal Enfield Shotgun 650 win?

The Shotgun 650 has sportier ergonomics compared to the Interceptor 650. Additionally, the Shotgun has a custom bike feel to it. In fact, Royal Enfield stresses that they offer a large selection of accessories for this particular model (including the passenger seat).

Riding the Shotgun 650 is an experience of its own. As with other REs, it is not about going fast. Instead it is about feeling the thumps from the parallel-twin engine with a 270° crank. (It was a 360° crank which has the pistons rise and fall as a pair in the past.) The motor has a longer stroke, so it is all about torque.

Riding it up Genting Highlands was a joy as it thumped-thumped-thumped from corner to corner without bogging down and requiring multiple gear changes, apart from the two hairpins. Again, it is not about setting the fastest climb, but to destress on your off day on a bike.

It is of course a great bike for the daily commute, too, which returns us to the subject about the standard motorcycle.

What we liked: Thumping engine, good torque.

We we did not like: A little heavy.

Nett selling price: From RM 34,900

Honda Transalp 750 – Adventure Bike of the Year 2025 (Below 800cc)

Surprised that the Honda Transalp 750 won the Adventure Bike of the Year 2025 (Below 800cc) category? So were we! It beat out a whole wave of contenders in its class, some with racing success, some are among the best selling motorcycles.

Why did the Honda Transalp 750 win?

Did you know that Honda launched the XL600V Transalp in 1986, two years before the XRV650 Africa Twin? The latter was built upon Honda’s Paris-Dakar Rally concept and subsequent winner, thus it went on to become an icon. The Transalp meanwhile escaped buyers’ radars, although Honda did debut two new versions in 2000 and 2008.

Come the 2020s, Honda found themselves with midrange adventure bike vacuum. Buyers could either opt for either the CRF250 Rally or the XL1000 Africa Twin (before it became the XL1100). So, in 2023, Honda launched the Transalp 750.

And it was worth the wait.

Despite having 21-inch front and 18-inch rear wheels, Honda made it a solid all-rounder, with the ability to coddle new adventure riders and provide ample capabilities to veteran riders. The seat is not too tall, the body is slim, and the ergonomics is touring friendly. With a claimed wet weight of just 208 kg, it works as a daily commuter, too.

The engine is a 755cc parallel-twin with a 270° crank, producing 90.5 HP at 9,500 RPM and 75 Nm at 7,500 RPM. So, it is no slouch.

Last but not least, it looks great. It is priced competitively too, and well below some of the players in the segment.

What we liked: Very good all-rounder.

What we did not like: Needs a 19/17-inch version, perhaps?

Nett selling price: RM 56,800.

Triumph Tiger 900 GT Pro – Adventure Bike of the Year 2025 (Above 800cc)

We live in the age of adventure bikes and as such, virtually every manufacturer – even the most sportsbike-centric ones – has at least one adventure model. There are many reasons for this phenomena, but let us begin by saying that the Triumph Tiger 900 GT Pro took home the Adventure Bike of the Year 2025 (Above 800cc) category win at the Allianz-BikesRepublic.com Motorcycle of the Year Awards 2025.

Why did the Triumph Tiger 900 GT Pro win?

The Tiger 900 consists of two distinct variants, one which is road-centric and another which is off-road biased. The former variant has the ‘GT’ moniker attached and is further split in two, namely the base Tiger 900 GT and Tiger 900 GT Pro. Well yeah, you know how some netizens can be, some one them calling out Triumph for naming the line up like iPhones…

No surprise here that the Tiger 900 GT Pro is the higher-specification variant. Extra features include Triumph Shift Assist (fancy name for a quickshifter), 7-inch colour TFT display, tyre pressure monitoring system (TPMS), and heated grips. All three Tiger 900 variants get Brembo Stylema brake calipers.

As with all Triumphs, the Tiger 900 GT Pro’s strongest suite is its handling. In fact, it rides like a tall sportsbike with an upright riding position. See that corner? Done and dusted. See that bump? What bump? The chassis, although made of venerable steel tubing connects you, the rider, like you are a part of it, communicating what the tyre contact patches are doing.

Speaking of being part of the bike, the throttle control is as if your fingers are directly opening the butterfly valves in the throttle bodies.

Adding to this is its ability to tackle (light) off-road trails with ease, ensuring that your favourite durian orchard is never out of reach.

What we liked: Superb chassis and handling, torquey engine

What we did not like: The engine’s new firing order is buzzy at higher RPMs.

Nett selling price: RM 82,100

Yamaha MT-09 – Best Naked Bike of the Year 2025 (Below 1000cc)

This is another difficult category as any motorcycle that is not ‘clothed’ in a fairing can be considered as a naked bike to some degree. However, after much gnashing of the teeth and rising voices (no, just joking), the Yamaha MT-09 won out as the best Naked Bike of the Year 2025 (Below 1000cc) category in the Allianz-BikesRepublic.com Motorcycle of the Year Awards 2025, but only just.

Why did the Yamaha MT win?

The bike is the embodiment of what a naked bike (sportsbike) should be: Light, flickable, and rowdy. But Yamaha pushed it toward the ‘streetfighter’ end of the spectrum. Stripped of superfluous parts but given an outlandish and purposeful look.

In fact, the MT-09 was designed from the ground up to be a hooligan bike. If you are riding it like a law-abiding citizen, the you are not riding it right. It is the bike encourages you to cut loose and be naughty. It wants you to blast off the lights while pulling a wheelie, scythe through traffic like a bat out of hell, and chucked into corners like a supermoto.

To recap, “MT” stands for Monstrous Torque, and that is what the engine delivers in spades. How do you wheelie without torque?!

It is of no surprise that many stunt riders overseas use it, including one in Australia who fitted a turbocharger.

What we liked: Monster torque(!), lithe body, madcap character.

What we did not like: Running out of excuses why we rode like maniacs.

Nett selling price: RM 57,900

Harley-Davidson Road Glide – Cruiser of the Year 2025

Cruisers, yes, motorcycles that do everything it in style. Some of them can be considered the queens (or kings) of motorcycles, and none more so than the Harley-Davidson Road Glide which won the Cruiser of the Year category.

Why did the Harley-Davidson Road Glide win?

We shall start off by saying that it was not an age thing, because our judging panel consisted of both young and older individuals. Nor was it because of being wannabe ‘bad boys’. No, it is more subtle possibly enigmatic.

As regulations choke motorcycles more and more, they start to lose their character. Instead of providing something palpable, bikes are starting to feel very machine-like. Their souls have been robbed and are increasingly muted. It is like someone installed an AI program in your brain and it is starting to take over. Yes, yes, there are more refined and comfortable cruisers in the market but the Harley sticks two fingers in their faces.

Make no mistake, the new Road Glide has been refined a lot. The build quality, fitting, can be seen and felt. The audio system is now much better, the switches are more tactile instead of feeling cheap, and the suspension does not feel like you hit a mountain instead of a speed bump.

The heart of ‘Glide is the Milwaukee Eight 117. That is 117 cubic inches which translates to 1917cc to us Metric people. It produces 115 HP and 188 Nm. It rumbles along at less than 1,500 RPM at 110 km/h. By comparison, a 1000cc inline-four sportsbike would be turning nearly 5,000-plus RPM at that speed.

Vibration? Of course the Harley vibrates. But, the difference is that Road Glide’s engine beats like a huge mechanical heart, inline-four’s buzziness numbs your hands and arms.

And there is the torque. The engine does not feature high specific horsepower but its torque is useful in the real world. Open up and the heart beats faster but still feel lazy at the same time, while you overtake a whole line of cars.

And that was why the Harley-Davidson Road Glide won.

Nett selling price (base model): RM 211,900

What we liked: Character!

What we did not like: If there was, then we would be missing the plot.

Triumph Daytona 660 – Best Sportsbike of the Year

The Triumph Daytona 660, oh what a love affair.

Winning the Sportsbike of the Year 2025 category in the Allianz-BikesRepublic.com Motorcycle of the Year Awards 2025 means knocking out some very advanced and powerful contenders, some of which are of World Superbike Championship winning pedigree.

So why did the Triumph Daytona 660 win?

You see, we ourselves love the 1000cc supersports bikes too. However, we cannot ride them on a daily basis, no matter how hard we try. The roads conditions are not getting any better, and there are increasingly more poorly skilled drivers out there who would add you to the national road accident statistics.

Also, the closest the 8 out of 10 supersports bike get to a track is the parking lot.

The segment in which the Daytona 660 resides is itself hotly contested. These are “everyday” sportsbikes that you can commute and tour on, and then ride on trackdays. And this was the biggest consideration.

Built on the amazingly popular Trident 660 platform, it provides superb handling, confidence, ease of controls, and a super punchy engine. The way it was designed even allows for saddlebags should you want to go touring. The seating position does not have your buttocks in the faces of other road users. And the handlebars are not placed so low that have you doing push-ups.

Let us not forget that engine. Triples usually have an aggressive punchy (along with a rowdy exhaust to it). However, Triumph have always worked hard to produce linear throttle response for all their bikes. As such (along with confidence inspiring handling), new and inexperience riders will not find it intimidating, while veteran bikers will still find it entertaining.

And that was why the Triumph Daytona 660 is the Sportsbike of the Year.

Nett selling price: RM 49,500

What we liked: Everyday usability, styling, handling, character.

What we did not like: No fully adjustable suspension.

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