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

SYM ADXTG 400 First Ride Review

Ah, adventure scooters. These are all the rage in several motorcycle markets, including here in Malaysia. We are happy to report that we are in the thick of this revolution, having sampled almost every one of them, including this new contender, the SYM ADXTG 400.

Adventure scooters provide an extra dimension to automatic scooters. Scooters, in the traditional sense are daily runabouts, great for the daily grind from your home to the office and back, while offering more convenience than the kapcai. However, the scooter essentially has remained unchanged since the first one post-WWII, hence they were starting to taste “vanilla.”

The advent of the adventure scooter has certainly changed this aspect and suddenly, it is the most popular variant in many countries around the world. It does not look like passing fad, as the sales of this type of scooters has been steady for many years already and does not seem to be slowing down. The makers promise some off-roading capabilities, but 99.9% of them will not see dirt, apart from road shoulders. However, adventure scooters look more interesting than their urban counterparts.

What is the SYM ADXTG 400?

The SYM ADXTG 400 is a midrange adventure scooter. Yes, midrange as the biggest scooters are typically in the 500cc range. Sangyang Motor a.k.a. SYM calls it “the real off-road scooter,” hence the tall front riding position.

Features include:

399cc, single-cylinder, liquid-cooled, SOHC, 4-valve engine with Hyper VVS, which produces 34.5 HP (27.5 kW) at 7,000 RPM, and 37.0 Nm at 5,500 RPM.
The Hyper VVS (variable valve system) provides optimum torque at both low and higher RPMs.

The engine features twin counterbalancers on the bottom of both sides of the cylinder block to rid of engine vibrations.
A new frame developed from the MAXSYM TL touring scooter, which allows for large luggage space in addition to a great handling motorcycle.

41mm upside-down forks up front with a centrally-mounted monoshock at the rear.
The monoshock acts through a linkage and is mated to a beautifully polished aluminium swingarm.

A single 275mm disc is up front, gripped by a radially-mounted four-piston caliper, while the rear is a 233mm disc.
TCS and ABS by Bosch are standard, and the TCS and rear ABS function can be deactivated for off-road use.

The front wheel is 15-inches, while the rear is 14-inches. They are beautifully cast and uses thin wall construction to save weight.
Other features include a bright and sharp colour LCD panel, which is just as good as a TFT display.

Reversible handlebar clamp, allowing you to set your preferred reach.
Smart key system.

32-litre underseat storage space, which can fit an XXL-sized full-face helmet.
The seat’s lock is at the front, and the seat flips up toward the back to allow for better access.

Adjustable windscreen, adjustable over 92mm in two positions.
Handguards and under engine bash plate.

Design and styling

There is a saying in the automotive world that “something that looks good, goes good.” Well, the SYM ADXTG 400 certainly looks good. Who would buy and ride an ugly motorcycle, right?

SYM says that they took inspiration from sabertooth tiger’s fangs when they designed the front end, and this can be seen on the two daytime running light strips that run down the front of the fairing. From the side, the panels evoke the body shape of cheetah while running at speed.

However, in layman terms, the bike looks great without being fussy. If the Honda ADV350 is the embodiment of simplicity, and the Zontes 368G is the personification of a futuristic robot design, the ADXTG sits smack in the middle. Besides that, the ADXTG has its own, distinctive design language, so we do not want to hear the word “copycat”!

Riding the SYM ADXTG 400

Approaching the bike, it looked kinda big but climbing on was easy, as the sides of the rider’s seat tapered inwards by a lot. On most scooters of this size, you can have a hard time putting a foot down, never mind both as the rider’s seat is very wide. However, this was the first time that we felt that the seat is closer to its 790mm specification.

Reach to the handlebar was perfect, putting us immediately at ease. A glance at the test rider and we found out why: He was about the same height as this writer.

To start the bike, you need to switch the ignition on by pressing the main button, pull in the rear brake lever (as like all automatic scooters), and jab the engine start button.

The engine came to life with a vroom but it was noticeably smooth without that high frequency vibe of single-bangers. Twist the throttle and the ADXTG rode off smoothly without trying to overwhelm your senses.

The SYM test area was separated into two: One for straight-line testing and another for manoeuvrability. We decided to do the former first.

Straight-line testing

We took the bike to the end of the 200m-long straight and gunned the throttle all the way to the stop. Of course, the ADXTG took off but it did not exhibit a big kick. Instead it blasted down the straight quickly but smoothly without the engine yelling for help.

We turned around and did another run, but this time for a rolling position instead of from idle. Again, the engine revved up smoothly as the speed increased. We saw nearly 130 km/h at the end of the straight.

What we gathered here was that the engine has plenty of go, but did it in a smooth, smooth manner, instead of hammering on the speed in a jiffy. It is so for better control when riding off-road, since SYM calls the ADXTG 400 “The real adventure scooter.”

The takeaways from this session confirmed:

The dual counterbalancers worked really well in stamping out that irritating and buzzy vibration associated with single-cylinder motorcycles. This writer’s finger joints and arm sockets are prone to hurting now that arthritis is setting in (no, not a joke) so a smooth engine is much-welcomed.
The smooth powerband says that the ADXTG is not a sports scooter, but something that is easy to live with day-after-day for many years to come.
There is no doubt that the Hyper VVS contributes to the smooth powerband, although there’s a slightly perceptible ‘bump’ in engine torque when the revs reach a higher RPM.
During the acceleration testing, we threw out the anchor with just 30m to a berm that separated us from the Taiwanese countryside. Thank goodness the brakes are powerful which needed two-fingered pull on both brake levers.

Manoeuvrability testing

One aspect that is always overlooked by many motorcycle buyers in Malaysia is a bike’s handling and agility. Never mind whether a bike can turn and brake, it is always “What’s the top speed?” Sad…

As we mentioned earlier, the second area of the SYM testing grounds is for testing a bike’s handling, which included a virtual roundabout.

The asphalt in this area is not exactly smooth and it was dusty with patches of dirt and loose tar-covered gravel. We are not complaining because it replicates real-life situations.

The takeaways from this session confirmed:

The SYM ADXTG 400 turned in well during the initial tip in.
However, there was a noticeable pushback from the handlebar at very low speed. It was the signal that you can ride the bike faster, which we did.
The bike felt better the faster we went around and around.
The tyres did not slip one bit.
Much of the bike’s weight is biased to the back, however, it would change if we turned the handlebar mount around.

Conclusion

Truth is, we kept wishing we could go out of the factory grounds for a full road test, but perhaps it was not an easy thing to do in Taiwan. We really hope that MForce Bike Holdings will extend a unit for more comprehensive tests (and prettier pictures) to us once it is launched in Malaysia some time in May 2025.

Still, the SYM ADXTG 400 showed itself as a very good bike with very good quality despite the short tests. Mind you, SYM tests their prototypes for at least two years before they are launched hence they are already refined when they hit the market. You cannot go wrong with an SYM scooter.

2025 BMW F 900 GS Adventure Arrives in Malaysia

The 2025 BMW F 900 GS Adventure (better known as the ‘F 900 GSA’) has also arrived in Malaysia, offering a great choice for bikers who seek a midrange adventure motorcycle from the German marque. Of course, the ‘Adventure’ version features higher specs than its standard cousin.

The 2025 BMW F 900 GS Adventure

The 2025 BMW F 900 GS Adventure is designed for riders who seek the perfect blend of rugged exploration and long-distance touring. With its unmatched versatility and exceptional capability, it takes on both challenging trails and extensive journeys with equal ease.

At its core, the new 895-cc, 2-cylinder, 4-stroke inline engine delivers 77 kW (105 hp) at 8,500 rpm and 93 Nm of torque at 6,750 rpm.
This allows it to accelerate from 0 to 100 km/h in just 3.7 seconds with a top speed beyond 200 km/h.

Standard with a fully adjustable (spring preload, bound and rebound) upside-down fork offering 230 mm of spring travel. The suspension allows for precise tuning without tools.
Heated grips, durable plastic handguards, and engine protection aluminum skid plate are standard.

Adjustable aluminium gearshift lever further enhances ergonomics.

Standard inclusion of the Ride Pro package enhances the New BMW F 900 GS Adventure across several aspects:

A main stand, luggage rack featuring aluminum case holders and M Endurance chain.
LED headlights with daytime running lights and auxiliary headlights ensure superior visibility, providing added safety on in all terrains, while country-specific light control optimises lighting performance for diverse environments.

Shift Assistant Pro, Dynamic ESA and Prep. Navigation system are also standard.
Riding Modes Pro is also equipped as standard, featuring Rain, Road, Dynamic, Enduro and Enduro Pro modes.

Colour options

The 2025 BMW F 900 GS Adventure is available in White-Aluminium Matt, a striking finish that enhances its presence on any terrain. It features new GS-logo side panels, a comfort seat in black and grey, white-aluminium radiator covers with new tape detailing, and a body-colour tank cover in white-aluminium, further elevating its bold and rugged design.

Financial Services

With the Straight Line Financing Plan from BMW Group Financial Services Malaysia (based on estimates of a 90% loan on a 7-year tenure), ownership of the All-New BMW S 1000 RR starts from RM 1,948 per month. Meanwhile, ownership of the All-New BMW S 1000 RR with M Package starts at RM 2,228 per month. For the New BMW F 900 GS Adventure, ownership starts from RM 1,338 per month. Owners can also enjoy additional benefits with the Industry-Leading Premium Engine Oil Inclusive, Service Inclusive, and Warranty Extension Programmes by BMW Motorrad Malaysia.

The recommended retail price (on the road, with BMW Motorrad Malaysia’s All-New 3-Year Warranty and 3-Year Roadside Assistance Programmes, without insurance) for the 2025 BMW F 900 GS Adventure is:

The 2025 BMW F 900 GS Adventure: RM95,500.00

For more information on the All-New BMW S 1000 RR and the New BMW F 900 GS Adventure, visit the BMW Motorrad Malaysia website at https://www.bmw-motorrad.com.my/

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2025 BMW S 1000 RR Arrives in Malaysia, From RM139,500

The much awaited 2025 BMW S 1000 RR has arrived in Malaysia – surely, great news for Malaysian superbike fans.

The 2025 BMW S 1000 RR

The 2025 BMW S 1000 RR builds upon the legacy of its predecessor, now featuring refined riding dynamics, state-of-the-art technology, and a more daring, aggressive design. Engineered for peak performance, the 2025 BMW S 1000 RR now features:

New M short-stroke throttle that allows it to respond even more directly to every command at the throttle.
New winglets provide increased downforce.

New front wheel cover with integrated brake ducts improves brake cooling and new fairing side panels offer a more striking design.
At its heart is the 999-cc water/oil-cooled inline 4-cylinder, 4-stroke engine, producing an output of 154 kW (210 hp) at 13,750 rpm and 113 Nm of torque at 11,000 rpm.

This high-performance engine, combined with the bike’s lightweight, aerodynamic design, as well as claw-shifted 6-speed gearbox, propels the 2025 BMW S 1000 RR from 0-100 km/h in just 3.3 seconds with a top speed of over 300 km/h.

As standard, the 2025 BMW S 1000 RR is equipped with the Race Package, which includes:

M Endurance chain for exceptional durability.
A slip-on exhaust enhances performance and delivers a signature, emotionally rich sound.

The Dynamic Package is also standard, featuring Dynamic Damping Control (DDC) that continuously adapts suspension settings in real-time for optimal handling across all riding conditions.
Heated grips and Cruise Control further ensure ensure comfort and effortless control during longer journeys.

The standard Passenger Kit includes a pillion seat cover, allowing for a seamless transition between solo riding and comfortable two-up touring.
Tyre Pressure Control (TPC) is fitted as standard, delivering real-time monitoring for enhanced safety, performance, and peace of mind on the road ahead.

Standard inclusion of Riding Mode Pro allowing riders can to select from RAIN, ROAD, DYNAMIC, RACE, and three additional RACE PRO modes.

M Package

The M Package delivers the perfect blend of track-inspired technology and striking design. It features:

M carbon wheels with M colour strips.

M footrests.
Choice of M Endurance or M Sport seat.

Black fuel tank cover.

Colour options

The 2025 BMW S 1000 RR is offered in the striking Blue Stone Metallic, featuring four distinctive tapes on the side panels, and two tapes on the winglets. For those opting for the inclusion of the M Package, the All-New BMW S 1000 RR comes in Light White Solid/M Motorsport colours, accentuated with four tapes on the side panels and two on the winglets.

Financial Services

The recommended retail prices (on the road, with BMW Motorrad Malaysia’s All-New 3-Year Warranty and 3-Year Roadside Assistance Programmes, without insurance) for the 2025 BMW S 1000 RR are:

The 2025 BMW S 1000 RR: RM139,500.00

The 2025 BMW S 1000 RR with M Package: RM 159,500.00

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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.