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

2025 Suzuki SV650 Returns

The 2025 Suzuki SV650 makes a triumphant return to the Malaysian market.

The SV650 is a long-running model, featuring the venerable 645cc, 90° V-Twin, which has been in circulation since 1999. The reasons for its long-life are easy to see: Refined and trouble-free from the very beginning, plenty of torque and useable powerband, and mounted on a super agile chassis.

It is also a practical and accessible bike, promising plenty of thrills for new and veteran riders alike.

Unfortunately, this is the SV650’s swan song edition, as the V-Twin engine will be fully replaced by the newer parallel-twin.

From the Press Release

Kuala Lumpur, Malaysia – 19 April 2025 (Saturday) – Suzuki Malaysia proudly announces the arrival of one of its most iconic motorcycles – the Suzuki SV650. More than just a return, this marks the final edition of a legendary V-Twin roadster, embodying the spirit of the Samurai – refined, powerful, and fearless.

The reintroduction of the SV650 was unveiled in conjunction with the annual AMI-Suzuki Syoknya Raya! 2025, held at the MATRADE Exhibition Hall, Kuala Lumpur.

This special occasion was not only a launch event but also a festive celebration of the Suzuki Familia – bringing together proud Suzuki bike owners from across the country for a joyful annual Hari Raya gathering.

SV650: Embrace The Spirit of Samurai Warrior

The full heritage of the Suzuki SV650 stands proudly as a two-wheeled icon — blending character and performance in a way few motorcycles can. With its muscular 645cc V-Twin engine, nimble chassis, and retro-modern styling, it offers a riding experience that excites both new and seasoned riders alike. It truly embodies Suzuki’s enduring spirit, where precision engineering meets the soul of a warrior. This final edition marks the celebration of an iconic chapter, honouring a legacy that has brought together a global community of passionate riders for over two decades.

The Suzuki SV650 channels the spirit of the modern-day samurai — refined, responsive, and always in control. At the heart of the bike lies its iconic Lattice Trellis Frame paired with a compact 645cc V-Twin engine — a combination as precise and balanced as a samurai’s katana in the hands of a skilled warrior. This lightweight and responsive pairing delivers unwavering confidence in real-world riding, whether weaving through city traffic or carving through tight corners.

Blending classic styling with modern engineering, the SV650 offers an agile and
connected ride, echoing the discipline and harmony of a true Samurai. Modern features
further elevate the experience:

Suzuki’s Low RPM Assist helps maintain engine idle during take-off and low-speed manoeuvres — ideal for novice riders mastering their technique.
Suzuki Easy Start System allows for effortless, one-touch ignition—swift and efficient like a warrior’s instinct.
A slim, lightweight body and low seat height (785mm) make it accessible, intuitive, and confidence-inspiring for riders of all levels.

The Suzuki SV650 is priced at RM29,900 (excluding registration, road tax and insurance), and is available in a variety of bold colours – Pearl Vigor Blue / Metallic Mat Black No.2 (CGJ), Pearl Mat Shadow Green / Metallic Mat Black No.2 (C2L), and Metallic Mat Black No.2 (YKV).

It is now available at authorized Suzuki Big Bike World and Suzuki Station Plus dealerships nationwide. Visit www.suzuki.com.my to find your nearest showroom and embrace the Spirit of The Samurai.

Return of Suzuki into Competitive Racing – Be Part of a Legacy!

At the same event, Suzuki Malaysia has introduced the AMI Suzuki Motorsport (ASM) racing team with the SV650 project serving as the foundation for this exciting new initiative that connects owners directly to Suzuki’s racing journey. The team will compete in both the MAM Malaysia Superbike Championship (MSBK) under the MSBK1000 category and MotoMSF under the MSF Superbike category. ASM also unveiled its race-prepared GSX-R1000R superbike, developed with performance upgrades by Yoshimura Japan. This machine was proudly showcased during the event as a symbol of Suzuki’s return to competitive racing.

To ensure a strong and competitive presence on the grid, ZK Racing led by former Moto3 rider Zulfahmi Khairudin and his experienced crew, has been entrusted by Suzuki Malaysia to manage the technical preparation of the race bikes as well as the overall race team operations throughout the season. The ASM campaign features two factory-backed teams with AMI-Suzuki Motorsport (ASM) led by national WSBK talent Adam Norrodin, and the Mobilub Suzuki Racing Team (MSRT), which fields five riders including three international talents. Together, they promise an action-packed season ahead.

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Flying Flea ‘Mototem’ – One of its Kind Art Bike

Royal Enfield has also embarked on their electric motorcycle project, with the brand dubbed Flying Flea. To kick things off, the brand tied up with renowned designer Mattia Biagi to create a unique, one of its kind art bike, called the Flying Flea ‘Mototem.’ No, this is NOT a banana stuck on the wall with duct tape kind of ‘art.’

The Flying Flea name itself bears much historical significance, as it was unveiled in 1940 as the Royal Enfield Flying Flea – a purpose-built lightweight motorcycle that can be dropped by parachute on the battlefield. Moving forward, Royal Enfield has planned to debut the production classic styled Flying Flea FF.C6 and scrambler-styled Flying Flea FF.S6 in 2026.

The Mototem is based on the FF.C6 platform.

From the Press Release

Integrating craftsmanship, design and automobile seamlessly, Flying Flea, the new brand from Royal Enfield, and artist Mattia Biagi today unveiled their one of its kind art bike at Salone Del Mobile, Milan. The unique art piece, dubbed Motototem, represents not only a landmark in art and mobility but celebrates the spirit of creativity, innovation and sustainability that runs deep within the Flying Flea brand.

Royal Enfield has been synonymous with customization and has been the perfect canvas for personalization. Each telling a story, unique and inspiring, it showcases the passion for design aesthetics brought alive. Recently, Royal Enfield unveiled ‘Project Delta’, a timeless custom motorcycle which takes inspiration from the 1940s-50s era of motorcycling, a modern motorcycle with a vintage soul. With ‘Motototem’ on the Flying Flea C6, Royal Enfield extends beyond the world of customization, into the world of art. Created in collaboration with Mattia and Flying Flea, ‘Motototem’ is an expression of the artist’s interpretation of the motorcycle, with each material chosen to represent a purpose beyond just aesthetics, which connects it to nature in an elegant amalgamation.

Retaining the timeless silhouette of the FF.C6, and inspired by the original Flying Flea motorcycle of the 1940s, the intricate details throughout Motototem plays a part in the story. Starting at the front, the original handlebar grips are replaced with unique bronze pieces conveying the artist’s fingerprint – this is also carried into the footpegs, heightening the tactile elements already present in the FF.C6. Intricate hand-blown glass sculptures replace the LED head and tail light, which represents the beauty found in overcoming challenges. The centerpiece of this art, the tank, sunken within the forged aluminum frame is completely hand-crafted and made entirely of travertine, emulating the silhouette of a parachute, which pays tribute to those lightweight, nimble airborne Flying Flea.

Further connecting the bike to nature in a meaningful way are the fenders that feature leaves cast in clear resin, symbolizing new life, growth, and renewal. Just as the front seamlessly integrates with the FF.C6’s unique girder fork suspension, the rear piece incorporates a solid walnut seat, replacing the original design with this premium natural material that adds warmth and organic texture. The girder forks also house hand-moulded clay pieces, playfully nodding to fork guards found in scramblers. Also found acting as a belt guard at the rear are the organic shapes and hues representing the sprouting of new ideas like flowers.

Embellishing the FF.C6’s magnesium battery case, itself is an exercise in organic design, has fins representing a seamless meeting of past and future, and a black stone piece that speaks to the design principle of utilising raw materials with the forged aluminium frame. Rounding out this journey are the tyres, emblazoned with hand-made leather swallows to represent homecoming, loyalty and the spirit of adventure. The use of off-road tyres is no accident, but symbolises a bold journey into uncharted paths.

Mario Alvisi, Chief Growth Officer, Electric Vehicles, Royal Enfield, added, “Motototem captures the spirit of Flying Flea in a way that feels both instinctive and unexpected. It reflects the brand’s philosophy of thoughtful simplicity, intelligent design and elegance in motion – through a language that’s purely emotional and beautifully sculptural. Royal Enfield considers its motorcycles as spaces for creative expression, and Flying Flea naturally extends that idea into new and exciting realms. Motototem is not just an interpretation of a motorcycle, it’s a reflection of how design, culture and mobility can come together to create something genuinely inspiring.”

Salone del Mobile, at Milan Design Week, provides the ideal platform for Motototem’s global debut, bringing together the world’s most innovative designers and creative minds. The unveiling of Motototem in Milan marks just the beginning of its journey. Following the event, Flying Flea and Mattia Biagi plan to showcase the concept at events and venues to be announced throughout 2025.

For more information and updates about Motototem, you can subscribe to: http://flyingflea.royalenfield.com/, or follow real-time updates on the Flying Flea Instagram page.

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2025 Honda CBR250RR Test and Review, The True Lightweight Sportbike?

“Sportbikes are dead,” we keep hearing that so many times, continued by, “People want nakeds and adventure bikes.” If so, why do see the Honda CBR250RR and its smaller CBR150RR sibling, plus those of other brands everywhere?

Truth is, there are many sportbike fans out there but midrange and full-on superbikes are just too expensive for many, this writer included. It is such that smaller capacity and quarter-litre sportbikes are still selling so well. Apart from the Honda, there are the Kawasaki Ninja 250R, Ninja ZX-25R, Yamaha YZF-R25, Suzuki Gixxer SF250, KTM RC 250 – all fighting for this popular segment.

These bikes are also a wonderful step for new riders to experience the intricacies of riding a sportbike before embarking on bigger cc ones. It is much safer, too.

However, technological updates in this segment is quite limited compared to models of higher capacities in order to keep them affordable to the buying public.

But, the 2025 Honda CBR250RR seeks to edge ahead.

What is it?

As we mentioned earlier, it is a lightweight, quarter-litre sportbike. Honda has heavily revised the model and was actually launched in mid-2024. Outwardly, it looks much sharper despite retaining the overall silhouette of its predecessor. The revisions are:

The engine remains the same 249.7cc, DOHC, 8-valve, parallel-twin.
The engine’s compression ratio is raised to 12.5:1 from 12.1:1 by reducing the combustion chamber volume from 7.55 cm³ to 70.0 cm³.
The inlet port throat diameter was enlarged from 21.4 mm to 21.6 mm.

Updated valve timing and lift.
Optimised piston and oil ring tension to reduce friction.
These updates produce a 1 kW (1.34 hp) increase of maximum power over the previous model, and bringing it to 31 kW (41.6 hp) at 13,000 RPM and 25 Nm of torque at 11,000 RPM.

The Assist and Slipper Clutch feature stays, but is now complimented with a quickshifter.
The front suspension is upgraded with 37mm Showa Separate Function Fork – Big Piston (SFF-BP) upside-down forks.

On the electronic front, the 2024 Honda CBR250RR has a ride-by-wire throttle which in turn offers three ride modes, namely Sport+, Sport, and Comfort.
The bodywork has been reworked for what Honda calls “aggressive speedy shape” concept, leading to a 6% reduction in air resistance.
Curb weight of 169 kg.

So, it is not the case of “kejuruteraan coverset” (fairing engineering), as netizens like to say.

By comparison, this new CBR250RR’s engine is the most powerful in the segment and bested by the Ninja ZX-25R’s four-cylinder engine. However, the Honda’s engine sees its peak torque arrive much earlier at 11,000 RPM, while the Ninja hits peak torque much later at 14,500 RPM.

Riding the 2025 Honda CBR250RR

For the sportbike fan in this writer, The feel of climbing aboard a lightweight sportbike is pure pleasure: Low front end, tall rear, and long reach to the handlebars put you in a sporting crouch. Remember to support your weight with your core muscles (those around the tummy and back) rather than your arms and shoulders.

Starting the engine released a much rawer sound from the engine this time. It sounded more er… European, for want of a better word instead of the usually quiet Japanese engine. Blip the throttle and the revs jump instantly, almost as quickly as a two-stroke engine’s. Interesting.

As we mentioned earlier, there are three power modes now, but the bike will always begin in SPORT regardless if you had set it to COMFORT or SPORT+ before shutting turning it off.

Having just swapped it with the CB650R, I thought I could use a little more power so I immediately switched to SPORT+, and gave it a lot – as in LOTS – of throttle. The engine roared instantaneously and bike and rider flew down the street outside the Boon Siew Honda Service Centre in Kepong. It surely snapped my head back! WHOA! Calm down! And get this: It did not even run into the rev limited in 1st gear.

Thankfully, the Nissin brakes were pretty strong (for a single front disc), bringing things to a control.

So I switched the power mode back to SPORT. The engine sounded calmer and throttle response was distinctly smoother.

Further down the road…

Okay, time for traffic light GP. Not that we wanted it but that guy next to us on an ahem… “Quarter Bike” had a sport pipe on kept revving his engine – BROOOAR BROOOOAR. It sounded modified as his engine has that characteristic piston slap sound.

So okay, SPORT+ mode selected, 1st gear in, wait for the light, revs up slightly… Then full throttle as we slipped the clutch. The CBR250RR’s engine howled (yes, howled) as we blasted off the line almost as quickly as that CB650R and CBR650R we tested earlier. I kid you not, the CBR250RR has such a hard acceleration that I kept wondering if Honda had slipped in a 400cc engine. Into 2nd with the quickshifter… smoooth, 3rd, 4th, 5th, 6th. No one in the mirrors. Bye!

In traffic

The bike did not exhibit the kind of front-heavy behaviour despite the crouched riding position like heavier bikes do when proceedings got slower. Instead, it just flowed beautifully with a minimal amount of countersteering pressure. Remember what we said about the pleasures of riding a lightweight sportbike? This is one.

The engine came through beautifully as we could ride in 3rd and 4th gears while lane-splitting down Jalan Tuanku Halim. It had enough torque allowing us to modulate the throttle without the clutch without fear of it stalling. You just need to open the throttle to speed things up quickly.

In the rain…

That is what the COMFORT mode was for. The thunderstorm came out of nowhere, and since the SPORT+ mode was a bit too frisky, we switched to COMFORT. The throttle response became much, much softer, and there was a slight lag before the power came on, compared to the other two modes.

Being a lightweight bike, there was not much concern when riding through wet corners as the tyres are less stressed. Plus with the smooth throttle, we could open up sooner in corners than we would normally dared to.

Corner blasting…

Unfortunately I rained and rained in the few days we had the bike, so there was no chance of testing the bike up Genting Highlands. Still, there were plenty of corners in around the city, namely the SUKE Highway and the DUKE Highway from Hospital Kuala Lumpur leading to Gombak.

While we needed more countersteering forces to get bigger bikes to turn, the CBR2500RR hit corners at almost heart attack-inducing entry speeds. Lighter weight means you can carry more entry and mid-corner speeds by letting the bike roll into corners, rather than downshifting for engine braking. All you needed to do is look through a corner, line it up, steer and the bike flies through. Nope, it did not even need lots of hanging off to achieve it.

Another advantage of this bike is its low seat height. Despite looking tall in pictures, we could plant both feet comfortably on the ground when we stopped. So, a low seat entails a lower centre of gravity, which translates to a bike that favours cornering speed – the turn and burn approach – rather than a brake-turn-burn technique.

The suspension has also improved dramatically as the front and absorbed bumps well, but it was the forks that impressed the most. It had the bike holding our chosen lines regardless of road surface.

Lest we forget, the swingarm is aluminium, not steel like on most 250cc sportbikes (apart from the KTM RC250).

The stock tyres were alright, but we were thinking how much better the bike will be if fitted with ultra-sticky rubber!

The conclusion

The 2025 Honda CBR250RR has really got it going: super punchy engine, smooth quickshifter, distinct ride modes, nice suspension, great handling, and… did we mention the engine already…? And oh yeah, it still looks great after all these years.

The only complaint we had was the clutch engagement zone which was waaay at the end of the clutch lever’s movement. But this can be easily rectified and it did not impede on the overall experience of riding the bike.

The 2025 Honda CBR250RR retails for RM27,999 (not on-the-road). Worth it.

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2025 Honda CB650R E-Clutch Test & Review, Future of the Motorcycle?

There was much noise when the 2025 Honda CB650R E-Clutch was launched. The ‘complaints’ were not about the bike per se, but they were about the new Honda E-Clutch system.

To rehash the E-Clutch system provides the features of an automatic gearbox. Now, netizens, upon hearing the word “automatic,” most probably jumped to the conclusion that the CB650R and its CBR650RR are now equipped with CVTs (constantly variable transmission) like scooters, since there is no mention of the DCT (Dual-Clutch Transmission).

On another hand, so-called “purists” question why is there a need for automatic transmission on big capacity motorcycles.

These arguments true show how we as humans can be conflicted sometimes. On one side of the scale, we love new technologies. And on the other side, we are afraid of changing paths from convention, be it the most mundane. It also highlights the pitfalls of social media because all the comments about a certain subject – which in this case is about the Honda E-Clutch – has not even been launched in Malaysia so no one had actually ridden the bike to experience it firsthand. Sheesh.

Okay, okay, let us get back to the bike.

What is the 2025 Honda CB650R E-Clutch?

The Honda CB650R naked bike and the CBR650R sportbike were launched back in 2020, as the successor to the CB650F and CBR650R, respectively, which ran from 2014 to 2019. The CB650F, on the other hand was the successor to the long-running and supremely popular CB600F. So, throughout its history, this model lineage was powered by an inline-four engine.

Then, in 2024, Honda launched the current CB650R and CBR650R E-Clutch, before reaching our shores this year.

Apart from the clutch, the current bike features several design updates:

Horseshoe-shaped front LED Daytime Running Light (DRL).
Reshaped air intake funnels on both sides of the fuel tank (although these are decorative).

A USB Type-C charging port.
New TFT screen with multimedia and navigation, connected through the Honda RoadSync phone app.

Other features

649cc, DOHC, inline-four, producing 93.8 HP (70 kW) at 12,000 RPM and 63 Nm at 9,500 RPM.
Engine power is transmitted through a manual multi-plate wet clutch, with the E-Clutch feature.

Front suspension consists of 41mm Showa Separate Function Fork – Big Piston (SFF-BP) USD forks.
Rear suspension consists of a monoshock damper with 10 stage adjustable preload.

Braking duty is handled by twin 310mm rotors gripped by radially-mounted four-piston Nissin calipers up front, and a single 240mm disc at the back.
Dual-channel ABS is standard.

How does the E-Clutch Work?

We are not going to into the in-depth technical stuff here, instead we will talk about how the Honda E-Clutch works for us, the riders. Let us start by doing some comparisons.

On a kapcai without a manual clutch:

We only need to tap the gear lever into gear and open the throttle to get moving. And, we tap on the lever again when we want to change gears, up or down. We do not need to change the neutral (‘N’) i.e. ‘free gear’ when we stop.

The engine does not cut out when we stop in any gear.

On a motorcycle with a clutch lever:

We need to pull in the clutch, tap the gear lever to select a gear, then slip our the clutch lever to get going. While on the move, each gear change thereafter must be performed after pulling in the clutch lever and releasing it to complete the change.

Fitting a quickshifter allows us change gears without using the clutch lever while the motorcycle is moving.

When we stop, we need to either put the transmission into ‘N’ or hold in the clutch lever if the transmission is still in gear. Releasing the clutch lever while the bike is idling in gear will result in the engine stalling.

Now, Honda engineers got to thinking of combining these two attributes into one large capacity motorcycle, and it results in the E-Clutch. It essentially turns the bike into a large kapcai.

On the the CB650R E-Clutch

Start the engine.
DO NOT TOUCH THE CLUTCH LEVER.
Click into 1st gear (or 2nd).
Shift gears as usual, like a bi-directional quickshifter.
DO NOT pull the clutch lever when you come to a stop, regardless of gear position, whether N, 1st, 2nd, 3rd, or whatever gear.
You will notice that the clutch lever goes limp like it has a loose cable when idling in ‘N’.

Riding the 2025 Honda CB650R E-Clutch

If there was only ONE feature that we absolutely loved about this range of bikes, is the engine’s torque. On virtually all the sub-700cc inline-four bikes that we rode previously, their engines were gutless below 6,000 RPM. They screamed, they howled, but only truly got going much later. But not the CB/CBR650’s engine: The bike leapt off the line and just kept pulling as if it was a triple (inline-three), accompanied by a throaty roar er… again, like a triple’s. Need punch to overtake on the highway? Just open the throttle in 6th gear and the bike takes off.

We have reviewed the previous CB650R and we are happy to report that its agility and ease of handling remains. The bike is eager to change directions, without being unstable on straight roads.

Corners were easily handled as the bike leaned and leaned as much as we wanted it to even at very high speeds, and it never once ran out of cornering clearance. It seemed that the peg feelers were superfluous.

The seating position was very comforting for us. The reach to the handlebar was slightly further than on most naked bikes, as the platform is shared with the CBR650R sportbike, but it put us in a sportier crouch. This ‘sportier crouch’ allowed us to put more weight on the front tyre resulting in better handling, and also to overcome windblast.

Speaking of windblast, the most comfortable speeds for naked bikes are usually around 130-140 km/h, but we were able to ride comfortably at 150-160 km/h while sitting upright. All thanks to that riding position – well done, Honda!

The Showa SFF-BP forks do play a huge role here as they absorb road irregularities so well, so much so that you do not feel like you have just ran over Mariana Trench or Mount Everest every time you hit a pothole or bump.

The rear monoshock’s damping seems to be improved, too. It is now stiffer and has 10 levels of preload adjustment, and we needed to only increase it by 3 steps to compensate for our weight. By comparison, we had complained that the previous model’s monoshock was too soft, causing the rear to squat, consequently moving the bike’s balance to the rear, and causing instability up front. We overcame this by cranking the preload adjustment to maximum to put more weight onto the front tyre, but it resulted in a harsh ride at the rear.

Brakes were super strong too! There is so much bite that we bet that the other road users had a mild panic seeing us brake sooooo late.

Testing the Honda E-Clutch feature:

We have to admit that testing the E-Clutch the first time was a little er… stressful. But that was only because we consciously knew it was there. We had to remind ourselves each time: “DO NOT TOUCH THE CLUTCH!” before we tapped it into 1st gear. It was kind of weird for ourselves because we always remembered to tap it into 1st on clutchless kapcais without fear of the engine cutting out, but here we are, feeling the trepidation on a big bike.

However, it was so easy once we got used to it, by ignoring the clutch lever altogether and pretending it did not exist like a DCT-equipped bike.

As we got moving, shifting gears was a pleasant affair, like going through the gears with a quickshifter.

Of course, we did pull in the clutch once a while, especially when traversing speed bumps which resulted in the E-Clutch resorting to manual mode. But the system will revert back to automatic after some delay and shifting without clutch.

The system also allows the rider to customise how much foot pressure is needed to engage gears for each the upshift and downshift parametres. There are three levels: SOFT, MEDIUM, HARD. It started in MEDIUM but I preferred to set both to SOFT.

The feature made riding the bike in traffic so easy. All you had to do was modulate the throttle and the system does its thing. We even experimented by riding in much taller gears in traffic i.e. 5th and 6th, but the system, plus the engine’s torque kept it from stalling.

But get this: Automatic gearboxes has a lag when you slam on the accelerator, right? Not so with the E-Clutch. The bike took off like it had Launch Control, keeping the clutch slipping just right for optimal acceleration without letting the front wheel loop over backwards.

Impressive. Very impressive.

We hear what netizens say, “But, but, but what if the E-Clutch glitches out? Does that mean I can’t shift gears anymore or the bike can’t move?”

The answer is the Honda E-Clutch will revert to a fully manual mode if that happens, so you will still get to the nearest workshop or home.

Conclusion

The 2025 Honda CB650R E-Clutch was a hoot to ride, ever more so with the new feature. We ourselves were thinking if the system was necessary before we rode it, but came away impressed.

Honestly, the bike does not truly need the E-Clutch because it is already a great platform, but having it opens up a new dimension in riding, making the daily commute and in fact, any ride easy.

On the product front, the E-Clutch distinguishes the CB/CBR650 lineup from their peers. It was Honda who first developed and introduced this system successfully before their competitors did so.

The bike retails at RM47,999 (not on-the-road). Check it out at the nearest Honda Big Wing showroom.

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Updated 2025 MODENAS Elegan EX Launched

From Media Release

Motosikal dan Enjin Nasional Sdn. Bhd. (MODENAS), a subsidiary of DRB-HICOM Berhad, has unveiled the facelift 2025 MODENAS Elegan EX, offering an elevated riding experience with enhanced aesthetics and modern features. Priced at RM17,780, the updated model is now available at all authorised Modenas dealer showrooms.

The MODENAS Elegan EX is available in two new premium colour options: Deep Blue, and Plain Grey.

Updated Styling & Features

The latest version of the Elegan EX boasts several refinements for a more premium appearance and enhanced functionality:

Sportier Windscreen – Enhances aerodynamics and aesthetics.

LED Front Indicators – Enhance visibility while improving energy efficiency.

New Premium Colours – Elevate the scooter’s presence on the road.

Updated MODENAS Logos – Fresh branding on key components, including the windscreen, handle cover, rear fender, speedometer, and ignition key.

Delivering Power & Efficiency

Powered by a 249cc, liquid-cooled, SOHC engine, the Elegan EX delivers 22.4hp at 7,000rpm and 22.4Nm of torque at 6,500rpm, ensuring a smooth and responsive ride.

The CVT transmission provides seamless acceleration, making it a versatile choice for both city commutes and highway cruising. Additionally, the 14-litre fuel tank offers excellent mileage, ideal for long-distance travel.

The Elegan EX is equipped with front and rear disc brakes with ABS, delivering superior braking performance and enhanced rider safety. Its telescopic front suspension and twin rear shock absorbers further improve road stability and rider comfort on the road.

The Elegan EX continues to meet the needs of riders seeking a perfect blend of comfort, performance, and modern style, making it an excellent choice for both urban and long-distance commuting.

Roslan Roskan, CEO of MODENAS says, “The Elegan EX has been a trusted choice among riders for its comfort, practicality, and performance. This refreshed version enhances its appeal through contemporary design cues and upgraded features, ensuring our customers continue to enjoy a premium riding experience.”

For more information, visit the official MODENAS website at www.modenas.my or contact the MODENAS Customer Careline at 1-800-880-181, or via WhatsApp at 019-570 8135.