Honda’s Rebel 500 or CMX500 is a custom-styled alternative to the sporty CBR500R and naked CB500F. It uses the same 471cc parallel twin engine, with the same claimed performance of 49.6 horsepower (35kW) and 43Nm peak torque, with the latter figure shifted 1000rpm lower in the rev range than the other Honda 500cc class models.

The chassis is bespoke to the Rebel 500, with a steel tube double cradle frame continuing to loop round the back of the single seat, a steel tube swingarm, 41mm unadjustable Showa forks, Showa preload-adjustable rear shocks, and a 264mm single front brake disc with Nissin two-pot caliper and, of course, ABS.

Wheels are 16-inch front and rear, the fuel tank holds 11.2 liters, seat height is only 690mm and kerb weight is 190 kilograms. This makes the Honda Rebel 500 extremely compact and highly manageable – a small child could ride it, so nobody will have trouble finding their feet on the ground.

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Originally meant to be exclusively for the Japanese market, the Yamaha Aerox 155 has become a popular scooter in Thailand, prompting local scooteristas to fall in love with the Aerox 155.

The modern features of the Yamaha Aerox 155 have pushed the scooter to a higher level, going against previous impressions that it’s only good as a daily commuter. With the Yamaha Aerox 155’s improved styling and design, riding on the crowded city streets is now an enjoyable experience.

Even scooter fashionistas will love the the Yamaha scoot’s blend of smartly graphics and contemporary design. The twin-eye LED headlamps add to the sporty and aggressive stance. There’s performance to back up this image, too.

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Back in 1964, Royal Enfield’s first Continental GT was a very good-looking motorcycle. Legend has it that Royal Enfield management was terrified by the success of the new wave of Japanese 250cc’s, but didn’t have the development budget to replace its very ordinary Crusader 250. It asked its young apprentices for ideas on making the Crusader more popular and the workshop boys turned it into a cafe racer.

Fifty-three years later, you can walk into a Royal Enfield showroom and spend not much on a motorcycle that captures the spirit of the early motorcycle without having to carry any of the Crusader baggage.

It uses a larger-displacement (535cc) EFI Bullet engine in a frame designed by England’s legendary Harris Performance.

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Yamaha has made a surprise move into the luxury tourer segment with a new high-tech V-twin.

The 2018 Yamaha Star Venture might be based around a development of the old 1854cc pushrod V-twin from the XV1900, but it’s heavily revamped and slotted into a motorcycle that’s otherwise completely new and packed with technology.

Engine changes include a new six-speed shaft-drive transmission and a complete electronics overhaul, including ride-by-wire, traction control, ABS, multiple riding modes and cruise control.

A new Sure-Park system provides an electronically powered, walking-sped forward and reverse gear so you never have to push the Yamaha Star Venture’s heft unaided.

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The Suzuki GD110HU is the quintessential commuter motorcycle – comfortable and efficient. It’s aimed at urban commuters with an eye on fuel efficiency. We’ve been consistently getting a figure of around 60 kilometers for a liter of fuel. This 113cc, single-cylinder, air-cooled engine is simple and reliable.

The engine revs quite freely which makes it easy to build speed. Low-end torque is adequate but we would have liked more, especially when there’s a pillion onboard.

Despite its humble positioning, the Suzuki GD110HU can teach a thing or two about refinement to competing motorcycle of its class. Rev it and you will be greeted by a nice exhaust note and no vibration. Feels nice when cruising around as well. The clutch isn’t too sharp though and you need to coax the engine at the beginning to get it moving. But the motorcycle feels light and agile.

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Honda combining its expertise in adventure bikes and scooters, the new Honda X-ADV crossover motorcycle is the brainchild of Italian Honda designer Daniele Lucchesi, whose aim was to take an easy-to-ride, nimble and frugal city commuter, give it some genuine back road ability and throw in a hint of off-road potential for good measure.

After some initial hesitation, Honda finally gave the green light for the project, and the first crossover motorcycle or adventure scooter, whichever way you want to look at it was born. It sounds outlandish, but in a way it makes a lot of sense: if you can have practicality and ability in the same package then why not? But is it a motorcycle or a scooter, and most importantly, what’s it like to ride?

It takes a while for me to take it all in as I stand and stare at the Honda X-ADV. It’s not only the concept of a crossover motorcycle that needs some processing, it’s also all the detail jumping out and demanding your attention. The angular, almost origami-like design has so many surfaces and intricate details that you could look at the motorcycle for hours. The build quality is just superb; every panel and component joins together with incredible accuracy.

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Honda’s commitment to bringing new riders into the motorcycle fold has never been more evident. From its lovable MSX125 to the commuter-centric NC750X, Honda’s rang of novice-friendly models cover the gamut. Now, Honda aims to stroke the fire of the young and restless with its all-new 2017 Honda Rebel 300 and Rebel 500, a pair of bobber-style models with a cool minimalistic look and attractive price.

Both Honda Rebel models share identical styling and chassis components. A low 690mm seat height, mid-mount foot pegs, and low-rise handlebar – all providing a balance of style and control. Backing out of a parking stall is light duty, as is low-speed maneuvering. Handling is light and neutral with easy turn-in feel and a very good sense of stability. Cornering clearance is adequate for a bit of spirited play but grounded in cruiser roots when pushing the pace.

Ride compliance proved up to the task of soaking up some of Bangkok’s more battered roads, and the 43mm forks offer good support under hard braking. The brakes provide ample stopping power with intuitive feel with the ABS, though a longish reach to the nonadjustable clutch and brake levers may prove a stretch for youthful and female hands.

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The first thing you notice when looking at the Moto Guzzi Audace is that it has immense road presence. There is no way it can be missed. It is audible and has magnetism in its appearance.

The most important desigh element in any cruiser is its engine. Of it’s not substantial and beautiful enough, it can ruin the whole style completely. A cruiser’s engine is its brawn and its heart at the same time. And it is all the more prominent in the Moto Guzzi Audance.

The transverse mounted V-twin engine with the two cylinders protruding at either side is Audace’s biggest visual impact and there’s no two ways about it. This arrangement makes everything else big and wide as well. The fuel tank has to be wide enough to heep the proportions right. When everything is put together, the front-half of the Moto Guzzi Audace looks big and wide, highlighting its mechanical beauty. The drag-bar handlebar and shorter mudguards add muscularity to the design.

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The new Suzuki GSX-R150, which is essentially a completely newly developed fully faired 150cc sportbike. When we looked at the engine specification on paper we had doubts about the performance, the engine is the smallest, only 147.3cc, compared to the Honda CBR150R and Yamaha YZF-R15. When we first rode the GSX-R150, we came back impressed. The 147.3cc single-cylinder, DOHC valve, liquid-cooled engine was smooth and revved freely, while the chassis resulted in a motorcycle that handled exceedingly well.

The designers of the Suzuki GSX-R150 have clearly borrowed some design futures from the latest Suzuki GSX-R1000. Just looking at the motorcycle and you will directly see that it’s a GSX-R family member the DNA is unmistakably present.

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Let us suppose you’ve ridden motorcycles all you life and, apart from needing shopping transport to the local supermarket, the idea of straddling a scooter has never entered your head. So how can this thing – Yamaha Tmax DX – cost 529,000 THB?

After a day riding one round Bangkok and its environs, I have an answer. It looks like a scooter, but it functions like a thin car. By that I mean it’s a two-wheeled vehicle with about 85 percent of the short-distance advantage of a car (comfort, capable or operation without thought, tech overkill, no great need to wear special clothing), and 90 percent of the advantages of a motorcycle (acceleration, filtering). Why would you buy a halve a million baht scooter? Well, if you can afford it, and you want to get to work on time, why wouldn’t you?

The first Yamaha Tmax came along in 2001. Since then Yamaha have sold 250,000 units, mainly to south European countries, where it’s a consistent best seller. The uptight north Europeans are proving slower to catch on, partly because of the colder weather. In Thailand the whole idea of maxi-scooters is also slowly picking up, partly perhaps because of the big bike culture is a little way behind than that of some other countries.

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