British Dealer News Oct 2022

Moto Legends signs up HEL

Moto Legends Distribution has acquired the rights to distribute HEL Performance products, taking over from B&C Express.

HEL Performance is well-known for its engineering quality and motorsportdeveloped braking products. With a considerable presence in the Bennetts British Superbike paddock, HEL has become the go-to brand for racers, trackdayers, customisers and road riders looking for extra ‘bite’ to their brakes.

Moto Legends Distribution was founded by motorcycle entrepreneur and enthusiast Arthur Macdonald (formerly Bridgestone Motorcycle product manager) in 2008, initially as sole UK distributor for GPR Exhausts. It now also distributes Hepco & Becker luggage and owns the Norman Hyde brand, building a robust B2B distribution network.

Moto Legends has purchased specialist

brake-line manufacturing equipment and hired HEL expert Steve Garfoot from B&C Express. Garfoot has been making brake kits for more than ten years. Moto Legends is already growing comprehensive stock levels and building specific kits for all major motorcycle models in various styles and colours.

Macdonald said: “We had a great opportunity to take over B&C’s HEL distribution, so jumped at the chance to bring over their equipment and key man Steve Garfoot to ensure a seamless transition for current customers. HEL is a high-quality brand that racers and road riders trust, so we’re keen to offer its products to the trade in our usual efficient fashion alongside all our other brands.”

Moto Legends 01636 605105 arthur.macdonald@moto-legends.com

Stalling bike legislation

A PERFECT STORM OF INERTIA AT THE HEART OF government has seriously affected progress on a wide range of bike-related legislation, according to the National Motorcyclists Council (NMC). The resignation of Boris Johnson in July, and the extended Tory leadership election, meant no real political activity throughout most of the summer. Even as Liz Truss took over as Prime Minister, the slow process only then began of reshuffling ministers. As a result, Transport Secretary Grant Shapps and the Transport Minister Trudy Harrison were both replaced, by Ann-Marie Trevelyan and Lucy Frazer respectively.

Harrison regularly claimed an interest in, and knowledge of, motorcycling passed down from her biking father – it’s not clear if barrister and King’s Counsel Lucy Frazer has any experience of powered two wheelers.

Following Truss’s appointment, the death of the Queen on 8 September meant that the hiatus continued into late October, as parliament was suspended for the official mourning period, a state funeral, and then the various party conferences.

The NMC’s statement, released before the Queen’s death, outlines several areas where government action is needed. These range from road safety improvements focused on motorcycling, and an overhaul of the motorcycle licence training and testing regime, through to the decarbonisation policy for powered two-wheelers, the future of road transport overall, and even the mechanics of post-Brexit motorcycle transport to the EU. Progress in all of these areas was already overdue, and with new ministers in place who need to get up to speed, together with pressures over energy prices and cost of living, it’s not clear when any positive changes might now come.

NMC executive director Craig Carey-Clinch said: “Although clearly the government’s attention will by urgent necessity be on energy prices, inflation and the cost of living crisis, ministers in specific departments still have a responsibility to end the inertia of the last few months and get policy work moving again. The issues the NMC has raised today are just a snapshot of a wide range of areas where motorcycling deserves a far more positive and proactive approach from government. Many do interlink and illustrate the strong need for a more strategic approach to motorcycling in transport and other policies – as the Council set out in its publication Motorcycling and the Future of Transport Policy. Which is why we are urgently calling for the government to start delivering.”

From left: Arthur Macdonald and Steve Garfoot

Strike action to cause port chaos

Workers at the UK’s largest container port are set to stage an eight-day strike, threatening Christmas stock chaos for wholesalers and dealers alike.

The action compounds delays in freight deliveries following the disruption of Brexit and the Covid pandemic over the last few years.

More than 1900 Felixstowe

workers are set to strike from 27 September until the 5 October after a majority of workers rejected a refreshed 7% pay offer.

The industrial action will coincide with a two-week walkout by workers at the Port of Liverpool from 22 September in an additional pay dispute.

A spokesman for the Port of Felixstowe said: “The collective

MAG fights to keep exemption from Oxford traffic bans

bargaining process has been exhausted and there is no prospect of agreement being reached with the union.”

Felixstowe handles almost half of all container freight entering the UK, with 17 shipping lines operating to and from 700 ports around the world, so repercussions will be felt right across supply chains.

Oxford is amongst the most congested urban areas in England, and the local council has unveiled a series of steps to combat it –including a new ‘traffic filter’ scheme. This uses ANPR number plate cameras and fines to stop private cars driving into six areas of the city centre between 7am and 7pm without a permit. Motorcycles and mopeds are exempt, alongside buses, taxis, delivery vans and trucks and emergency vehicles.

But the Motorcycle Action Group claims some councillors and pressure groups are attempting to remove the exemption for motorbikes, and is urging locals to take part in the consultation on the trial letstalk.oxfordshire.gov.uk/traffic-filters-2022).

“We will be submitting a formal response from MAG HQ,” said a spokesperson. “But as always, a clear demonstration by large numbers of riders responding will be key to success.”

Look out for stolen Rukka clothing

TRANAM, THE UK IMPORTER OF RUKKA CLOTHING, is appealing for help in locating a consignment of goods stolen from a lorry in Hampshire.

During the evening of Wednesday 7 and the morning of Thursday 8 September, a truck carrying the latest shipment of Rukka motorcycle garments was broken into at Fleet Services, Hampshire.

TranAm has asked dealers to be vigilant, and if offered any Rukka garments by anyone outside of the usual channels, to get in touch with the firm on 01425 620580 or info@tranam.co.uk.

www.britishdealernews.co.uk

Motorcycle Live is go!

The UK’s biggest motorcycle show, Motorcycle Live in association with Bikesure Insurance, will be opening its doors to motorcycle enthusiasts on 19-27 November, doors opening at 10.00am each day over the duration of the nine-day event.

Finlay McAllan, managing director of Motorcycle Live said: “We look forward to welcoming back the whole biking community over the course of the nine days. The show is shaping up to be brimming with manufacturers, retailers, interaction, riding features and wall-to-wall bikes. The Press and Trade Day will take place on Monday 21 November, when key industry figures will be encouraged to attend. We’re pleased to once again offer eligible trade visitors free entry on Trade Day. So we hope to see you there!”

The WMS Group, one of the UK’s leading vehicle warranty suppliers, will be supporting this year’s Trade Day.

FREE TICKETS

All eligible trade businesses can apply for up to four free tickets to the show to use on Trade Day – with advanced tickets priced at £22 for adults, you’re potentially saving up to £88 if you and three of your colleagues were planning to go to the show anyway.

NETWORKING

Meet colleagues, forge new relationships and discover emerging and existing business opportunities within a day

Honda expands staff training programme

IT HAS BEEN A BIG YEAR FOR HONDA UK’S in-house training functions. First, the firm launched a bespoke training course aimed at current sales staff at the beginning of the year. And now it’s added a new-starter ‘onboarding’ course, again aimed at salespeople, this time at the start of their Honda career.

The original Sales Academy course was directed at more experienced staff, and looked to build on their existing skill set in terms of customer management, social media, remote selling and online communications. In essence, it looked to address the transition in customer behaviour which had accelerated massively during the Covid-19 pandemic, moving sales staff skill sets on to suit.

The new course is a little different though. Dubbed the Honda Sales Experience, it’s been designed as a welcome to big H for new showroom sales staff, and is available to everyone starting out at a Honda UK dealership. Taught entirely via the Adobe Connect online platform to minimise costs and disruption, the

take you to fly there. There are hundreds of bikes to see and more than 50 manufacturers all under one roof.

NOT JUST BIKES

With plenty of brands showcasing their latest innovations, check out the new products, technology and services all looking to create and develop trade relationships.

A GREAT DAY OUT

dedicated to business at the UK’s biggest motorcycle show.

MEET THE MANUFACTURERS

The Intermot and EICMA European events are taking place again this year, but why travel all the way to Germany or Italy if all the latest new models will be at Motorcycle Live in November? Motorcycle parking at Motorcycle Live is free, so there’s no need to fork out for parking at the airport –and you’ll save the time it would

It’s not just work, work, work. Who says you can’t mix business with pleasure? You might be at the show on business, networking and checking out the best the industry offers, but you can also take some time to indulge in your biking passion.

Applications for trade tickets are open until 5.00pm on 18 November. Trade visitors must pre-apply – no applications will be accepted on the day.

Visit: www.motorcyclelive.co.uk/ trade-day for more information and to see the eligibility criteria for trade applications.

course consists of weekly two-hour “Virtual Classrooms”, delivered over four weeks. Subjects covered include Honda Values, Sales Overview, Customer Service and Professional Communication.

Alan Scott, the external trainer who has led the development and delivery of both the Honda Sales Academy and Sales Experience, said: “We are delighted to be launching another Honda Motorcycle Virtual Learner programme, this time for onboarding and immersion into the brand, focussing on delivering a high-level Honda motorcycle sales experience. Onboarding has been recognised as an essential part of integrating new staff members into the brand early, increasing both productivity and customer experience very early on. This creates a sense of belonging, knowledge on what’s expected

and an open line of communication to those involved in the overall development of the brand experience.

“Our Honda Virtual approach to this, using a blended approach of virtual classroom training, work-based task and pre and post testing ensures every new salesperson can deliver a Honda experience to their customer right from the start. With the additional bonus of being accredited through the Institute of the Motor Industry (IMI), our new salespeople will receive an individual certificate on completion of the programme adding a further sense of pride and engagement.”

The Honda Sales Experience kicked off in September, forming part of the induction for all salespeople joining the Honda network. And the next Honda Sales Academy will continue, now with its third cohort, in December this year.

No matter the road, whatever the weather –Dunlop Mutant has your back. The world’s first crossover tyre boasts hypersport-level handling, grip as close as possible to racing wets, and some of the best touring durability in the Dunlop range. Mutant’s technology gives you the confidence to just ride and conquer all conditions.

National Motorcycle Museum Live

There are two “Live” motorcycle events in Birmingham this autumn. Of course, there’s the usual Motorcycle Live motorcycle show at the NEC in November – but the nearby National Motorcycle Museum (NMM) is also hosting a Live event beforehand. Taking place over the weekend of the 29 and 30 October, NMM Live features a huge indoor trade area, live expert presentations on stage, and a series of top biking celebrities, hosted on stage by television’s Henry Cole. Ace

specials builder Allen Millyard will join the likes of Steve Parrish, Peter Hickman, Steve Plater and loads of other stars. The museum’s enormous collection of bikes and memorabilia will be on show, of course, and there will be some very special machines fired up on the day – including Millyard’s incredible 500hp Dodge Viper V10 bike. There’s even a raffle to win a unique classic bike: a 1958 BSA DBD34 Gold Star.

The NMM has also acquired the latest piece of British motorcycle heritage: one of the new Anglo-Indian BSA Gold Star machines. The Legacy Edition of the new 650 single – currently selling as fast as the importer can bring them into the country –is on show in the inner foyer of the museum, where visitors can check it out, and register their interest in purchasing one.

For further event information visit www.nmm.co.uk.

French lubricants firm Motul has been confirming a slew of marketing tie-ups across the UK in recent months. And now it’s added the Ace Cafe on London’s North Circular to the line-up, with its distinctive red and white branding on show at the approaches to the popular biker meeting spot. The new partnership means that Motul will have a visible presence at many of the Ace Cafe’s events, with Motul staff regularly on hand to give advice.

“We are delighted to have joined forces with the Ace,” said Motul UK’s Callum Goodland. “It is such an emotive name and, like us, they share a deep passion for cars and bikes.”

“The new partnership marks the coming together of two great names in the motoring world,” remarked Ace Cafe owner Mark Wilsmore. “Like the Ace, Motul has a long and fascinating history.”

Millyard’s 500bhp Dodge Viper V10 (Image:www.gunhillstudios.com)

BSA’s Gold Star Legacy Edition will beon display in the foyer for the event

BMW marks 50th anniversary of its famous Munich HQ

Next year will be BMW Motorrad’s 100th birthday: the firm produced its first bike, the R32 Boxer back in 1923. But 2022 is also an important landmark: it’s 50 years since the firm’s distinctive HQ building was opened in Munich. Its avant-garde style was right at the cutting edge when it was built in 1972, and it also used innovative construction methods and a ‘suspended’ engineering design. The floors were all built on the ground then jacked up a central tower shaft using hydraulics.

To mark the occasion BMW held a celebratory 50th birthday party with dancers, music and a host of architectural celebrities.

View from NMDA

THE MONTHS FLY PAST AND before you know it winter will be upon us. I’d say the motorcycle industry has fared pretty well in 2022. The price of fuel has probably helped the commuter market, although I am not hearing noises of people not going out on their bikes due to fuel costs. I’m not saying this isn’t happening in isolated cases, but it’s just not at the forefront of people’s minds.

I still hear people saying “I’m not bringing the bike for a service” or not collecting a new bike just because it’s raining. In Lancashire it rains a lot, but even here the reservoirs became beaches in August. We’ve had a really dry summer and good weather is probably the biggest driver for sales that exists – there is nothing like riding a motorbike on a hot, sunny day...

I really don’t envy Liz Truss. What a difficult job she has. From the outside, it seems as though politicians have little, honest, support from their inner circle. From the NMDA, we would like to wish her luck. We will of course, through the RMI, engage as much as possible with the government and influence policy on a whole host of issues from road pricing

to vehicle testing and licensing legislation.

These are all issues that the incoming administration will have to deal with. The NMDA’s constant lobbying on the industry’s behalf provides a voice for dealers on these matters.

Our next committee meeting will be on 8 November. These meetings are informal, with a likeminded group of dealers, and they give a fantastic insight into the future and how different things are likely to affect our industry. Please come along. You are sure to be made most welcome.

For further detail see: www.rmif.co.uk/en/nmda Philip Youles, NMDA chairman

Neil Appleton 1963-2022

Neil Appleton had bikes in his blood, especially racing bikes. The MD at Bike Torque Racing, Frome, Somerset, asked for his KTM RC8 race bike to be brought to his bedside so that he could rev it up one last time (writes Brian Crichton). He died on 11 September aged 59 from bowel and stomach cancer.

Neil was in the office furniture business until redundancy in 1994. At the time he was racing a Suzuki GSX-R and fellow riders were lamenting the difficulty in obtaining spares and race parts. He recognised a business opportunity he could work at with a passion.

With little in the way of start-up capital he stripped his GSX-R race bike to sell as spares. It was a gamble, but it worked. He was able to buy another GSX-R and several more as the new business gained momentum specialising in the popular Suzuki sports model.

“It was nerve wracking at the time,” said Neil, who next began sourcing new parts to satisfy demand for fast moving items.

In 1999 he expanded the portfolio to cater for loyal customers who had moved on to other bikes. The racing dealer network also began to enquire about trade supply and BTR responded, thus making a significant step up to volume supply for trade and public.

In 2000 BTR took on sole UK distribution for Afam and NRC product. This led to further

business development in terms of sole UK distribution and UK import for more brands, including Brembo, DID, JT, Pipercross, Newfren, OZ and HEL.

BTR under Neil’s direction began to further expand into hard parts for bikes for all purposes from mopeds to big capacity cruisers, underpinned by the interest in race and highperformance road bikes.

BTR maintained its profile by regularly exhibiting pre-Covid at Motorcycle Trade Expo, Motorcycle Live and various other shows including Manchester and Edinburgh.

“We believe in quality and customer service,” Neil had said, reflecting on his days as a 16-yearold on a Suzuki AP50 and learning that cheap replacement parts were false economy.

Moving on to bigger bikes, he toured Europe in his early 20s. Keen on bike sport he took up hill-climbing because he couldn’t afford to go road racing.

Eventually he hit the circuits, literally, on a Yamaha 350 YPVS crashing five times in six meetings. Undeterred he went on to win a North Gloucester MCC class championship on a Suzuki GSX-R750 in 1996.

In 2001 he moved up to world endurance (GSX-R1000) with respectable results on the continent.

Reverting to UK events because of costs, he suffered a head injury which side-lined him

for a year. He next competed in the Sound of Thunder series (Ducati 1098S), followed by the European endurance classic series (Harris Suzuki) at tracks including Spa, Paul Ricard, Imola and Aragon until five years ago.

Away from racing and business Neil loved skiing and coarse fishing and was an avid Bath Rugby supporter.

“He was a big guy – very solid – larger than life, and a rugby player as a younger man,” says Geoff Stubbs who takes over as BTR managing director from interim MD Scott Appleton, Neil’s older brother.

“He was a work hard, play hard sort of character,” added Stubbs. “A very good businessman and a fair but firm boss.”

Neil’s funeral will take place at Haycombe Cemetery, Bath, Somerset, on Friday 7 October at 3.15pm. All welcome.

Sinnis adventure riding school

MOST ADVENTURE SCHOOLS are very serious, expensive, hardcore setups, often held in the wilds of Wales, on gigantic 1200cc dirt bikes. But lightweight bike brand Sinnis has gone the opposite way, setting up its own branded adventure riding school in Sussex, using Terrain 125 machinery, with prices from £175 per day.

The courses are run by legendary Dakar racer Patsy Quick’s Desert Rose Riding

Clive Walton, the former owner of John Groombridge Motorcycles, Cross-in-Hand, East Sussex, died on 1 September following a six-year battle with cancer. He was 64.

Clive’s interest in motorcycles started at the age of 16 and after that he was never without one or more bikes. His working career spanned more than 40 years in the motor trade covering both two and four wheels, with almost all his ventures in conjunction with his brother Keith. From 1979 until 1988, when they moved into cars, Keith and Clive had a motorcycle business in Hailsham Road, Heathfield. Many of their customers from those early days returned when they took over the Groombridge business in 2006.

During their tenure at Groombridge, Clive was responsible for remodelling and updating the business, now a key multi-franchise dealership in the South East.

In 2020, Keith and Clive opted to retire and the business was sold to long-term employee Keith O’Regan who has continued to successfully run the business through extremely difficult economic times.

Clive was delighted that Keith O, as he is affectionately known, has since made such a success of the business, ably supported by his partner Tracy and the team, most of whom have many years of service.

Outside of business, Clive enjoyed playing squash and through that he met his future wife, Jean. They celebrated their marriage at Edinburgh Castle and spent their honeymoon cycling on a tandem in France where they decided to buy a property close to the Swiss border at Pontellier. Soon after they had started updating the 1970s style house in France they also moved house from Sussex to Kent, near Bethesdan. The property purchased required virtually a total rebuild, much of the work being

Over the next six years, Clive would enjoy playing tennis with a small group of friends, as well as continuing to cycle, play squash and golf with Jean. They also visited France and their house there as often as possible, although much of Clive’s time was spent with the Groombridge business, as many suppliers will testify.

Throughout his time with cancer, Clive went through a series of operations and treatments, and he was subject to some unfortunate mistakes, leaving him with more challenges to face, which he continued to bravely do. Not only did Clive fight his cancer, but he inspired a number of other sufferers and also those whose diet and lifestyle were likely to endanger their health. After a single conversation with Clive, a relative wrote to him saying how as a result of this, he was now heathier, fitter and happier.

After passing on the business to retire, a few pet projects were progressed; a 1971 Citroen D Super 5, acquired in 2003, was mechanically overhauled and brought back to life. The 50-year-old vehicle had a remarkable provenance and remains in pristine condition. A number of 1980s Honda motorcycles were in progress together with a Citroen SM (Maserati) when Clive died.

By late June this year, Clive’s cancer had spread to his brain and this was deemed a terminal condition. He became weaker quite rapidly and spent his last few weeks at the Pilgrims Hospice in Ashford where he received excellent care. Right up to the end Clive would have a bright smile and was a favourite with all the nurses.

Keith O’ Regan, Groombridge Motorcycles

The 2019 Suzuki Dealer Conference/Awards in York where John W Groombridge Motorcycles was presented with a 55 year’s service award. From left to right: Nobuo Suyama, managing director, Suzuki GB PLC, Jean Walton and Clive Walton

Breaking –The bottom line

For many bikers, the breaker has been –and continues to be – an essential part of their two-wheeled life. Bikes are, by nature, exposed, fragile, and fall over with minimal provocation. Metal parts corrode, plastic panels are easily smashed, electronic components fail – and spare parts are vital. But the economics of supply chains means new replacements are often uneconomical. If you crash a ten-year-old bike that’s worth £2000, you’re unlikely to spend £1000-plus replacing a damaged fairing and fuel tank with brand new parts. Pricing up a replacement ECU for even a basic Japanese middleweight will have you reaching for a stiff drink.

Enter the breaker. A business that buys distressed bikes from (often) distressed owners, strips them down to their constituent parts, and stores them on a shelf until another distressed biker turns up looking for that £750 ECU or £1000 fuel tank at a slightly better price. A deal is struck – and everyone is happy (ish).

In many ways, it’s very much the ‘Cinderella’ end of the bike trade though. You don’t see breakers with massive stands at bike shows. They seldom shell out a load of cash on marketing or PR. The premises are generally at the rough end of town, under a railway arch, in a barn, or in an old converted factory unit. That’s because these businesses exist in the purest economic sense: it’s all about supply and demand. Parts which are easily damaged in a crash, like plastic fairing panels and alloy footrests are in high demand. And many of the bikes coming into a breaker have been

in a crash – so the parts on them are already damaged. Supply is low, demand is high, and you don’t need to be Warren Buffet to determine where the price goes.

So – an essential part of the biking world, if a little bit invisible. And it’s a trade which has undergone some massive changes down the years.

We spoke to people at two different ends of the breaking world. First up was Scott Redmond, who’s owned his own breaking businesses for thirty years, starting off in Romford with Romford Breakers, and now in Spalding, near Peterborough, running a breaking firm called InsMoto. He’s worked as a journalist at Performance Bikes and also as an advertising man, but breaking is clearly in his blood. He still works on the front line, buying bikes, stripping them down, taking online orders, packaging parts, and sending them out. We also spoke to Helen Smith from Synetiq, which is a massive global vehicle recycling and auction firm based in the US, that deals with cars and vans as well as bikes.

Scott Redmond kicked us off with a long chat about how the business used to work when he started out in 1992. “For three decades now, I’ve been involved with the sub-prime end of the motorcycle industry. Over those 30 years, I have had to adapt to the ever-changing landscape of how the bike-breaking game operates. The basic task – finding suitable bikes to break in return for a profit – is pretty much the same. Outside of this, pretty much everything else is different.”

Redmond’s tales of 1992 will chime with the experience of most of us working back then. No mobile phones, no internet, no PayPal, no eBay – it was very much an analogue, labourintensive world.

“In 1992, aged 22, I took the plunge into self-employment. My background of working at MCN at their London advert hub had got me into buying and selling motorcycles, and my first breaker bike was a Honda 400/4. I had someone who wanted parts from it, and his shopping list got my initial outlay back. A few weeks later, after sticking an advert in the LOOT free ads paper, I had made enough profit to realise that there might be something in this…”

Over the next decade or so, Redmond worked his socks off building up a couple of breaking businesses. And much of that work centred around a few then-vital components: the MCN ad pages, his trusty landline telephone (people didn’t call expensive mobile numbers back then…), the Post Office, and a Ford P100 pickup in which he trawled London and the South East for crashed, seized, abandoned and stolen bikes.

“In 1992, there was only one place to advertise: MCN. Not doing so was like winking at a girl in the dark. Ad deadlines were Friday prior to the following Wednesday, so your ad was already out of date come publication day. I used the semi-display pages, up where the

It’s perhaps the most overlooked part of the bike trade, but bike breakers are a massive part of the lifeblood of British biking. Alan Dowds investigates

classifieds were. My advert was rarely larger than 10cm by one column. At around £10 per cm it was always a challenge not to go larger and overspend. By the late 90s, I spent more with EMAP on adverts than I paid NatWest for my mortgage.

“That advert meant my week was mostly waiting on the phone to ring. This was before mobiles too. I did get a mobile in the mid-90s, but nobody ever called due to the higher call rates, and texting wasn’t really a thing.

“Yellow Pages was the only other must-have advert. Their strong TV advertising meant it was the go-to for many households – you let your fingers do the walking when you needed to buy stuff.”

Two other names bring back distant memories from the 1990s – Partsearch and Partfinder. These firms would collate (usually hard-to-find) parts requests from punters, then fax (younger readers will need to ask a parent) listings of those requests out to breakers twice a day in return for a paid subscription.

“Partsearch and Partfinder were a godsend,” said Redmond. “To bag a sale, you needed to ring the punter back first and be cheap. It was a great idea and often saved a quiet day at the yard.”

If the process of marketing and selling used parts was arcane, the methods for sourcing bikes to break were similarly primitive. Redmond outlines the old-school tactics. “Small ads, word of mouth and from within the trade. There were lots of wild-goose chases around London with my A to Z in one hand and coins for phone boxes in the other.

“Buying the right stock at the right money is the hardest part of my business. Mess up here at the point of sale, and the whole process of breaking it is for love. I hate love jobs but have obviously had my fair share of bad deals. It keeps you sharp, though. If it were easy everyone would do it!”

Perhaps the wildest memory that Redmond recounts covers payments. It’s easy to forget how slow and labour-intensive financial transactions used to be.

“The basic payment methods were cheques, postal orders and cash on delivery,” said Redmond. “If you could stretch to paying for a credit card machine and jump through all the hoops to obtain one, that was a worthwhile thing to do. If not, it was either sit and wait to clear cheques or cross your fingers and send the parts out sooner. I went for the latter, and other than one trade buyer that regularly sent me bouncing cheques, I can’t think of any time where I got caught out. Like George sang, you’ve got to have faith…

“Then there was the daily ride to the bank to pay the cheques in; that was once Postman Pat had got them through your letterbox (though, to be fair, there were two deliveries of letters a day back in the 90s).”

The final step was sending out the parts,

and this is one area where things aren’t quite so alien. “Daily trips to the Post Office were the norm. Parcelforce handled the larger stuff, and anything non-mainland UK usually carried a surcharge. European and further afield sales were too much aggro and not for me. TNT (Tomorrow Not Today was their trade name). Daily pickups saved me carting larger items to the Post Office, always best avoided on pension day! There was loads of paper admin involved, and the monthly invoices became very large.”

Fast forward thirty years, and Redmond’s life seems more straightforward in many ways. In terms of advertising and selling, he’s full of praise for eBay. “Nothing else works like it. I first got on the bay in 2001. It was Christmas Day, and I dipped out of the celebrations and sat in my office with my newly-purchased PC. I listed a load of Blackbird parts, all on auctions. For over a year, I didn’t even have a digital camera. All of my listings were just very descriptive.

“eBay is a very different platform now. Is it better? Is it worse? It depends who you ask, but it is the only place that works for me. Sure their fees are an issue for some, but not me. The more I pay them in commission, the more stuff I have sold; simples. It frees up my time, and I wake up to sales. There’s no need to sit next to the blower all day, and I haven’t placed an advert in any print format for 20 years.”

Prioritising eBay business also helps with payments and shipping, since the online marketplace looks after those too. “eBay and PayPal payments are an ever-moving target in how they cough up your dosh. The latest way is managed payments, and you get to set how regular you want your payouts. The money that lands is less your eBay Packlink fees for postage and the eBay fees. It makes bookwork easier for me, and with the push by HMRC to get us all digital, it’s got me into good habits. Cash is nigh-on non-existent these days.

“For deliveries, eBay Packlink is slick and easy to use, and Parcelforce is still my chosen option. There’s no end of other couriers wanting your business out there, but from my experiences, they’re no better than Parcelforce.”

eBay isn’t so good for picking up well-priced bikes to break – ironically, its effectiveness in reaching many potential buyers pushes prices up compared to more serendipitous transactions. But the internet does assist in other ways when sourcing stock. “Wanted adverts still work, from cards in local shops through to online campaigns. Websites and a Google presence takes years to reap the rewards, but it is doable. Social media is bittersweet. Facebook Marketplace is a cesspit! Cheap bikes often appear, but you need to be fast to buy them. Lots of scammers out there, too. If it looks too cheap, then be prepared to get your arse smacked. Especially if they want a deposit upfront.”

SYNETIQ

AT THE OTHER END OF THE BIKE RECYCLING sector is Synetiq. It’s part of the massive IAAI multinational group, which operates vehicle auctions and recycling centres across the US, Canada and the UK. Bikes are a small part of their business – cars are by far the majority of its work. But as the firm’s content manager, Helen Smith told us, they still break a lot of bikes. “It’s a small percentage of our overall dismantling activity, but we dismantle on average 1350 motorcycles per year. These range from 50cc mopeds up to big V-twin Harley-Davidsons, and anything in-between.”

The Synetiq firm’s bike sourcing is more of a regular corporate business function rather than the more casual methods used by smaller outfits. “Our main source of motorbikes is from police forces,” said Smith. “A lot of these are stolen/ recovered. We do get some from insurers too.”

According to Smith, there are similarities in the processing between cars and bikes. “The motorcycle dismantling industry has changed, much the same as the car dismantling industry. There is a greater desire to keep vehicles longer, and they are often maintained by the owners who will try to keep the costs down by looking for salvageable parts.”

Are there differences in processing cars and bikes? “The initial process is the same in regards to ‘depolluting’ the motorcycles to ensure they are free of any pollutant fluids like battery acid etc. We will then strip a bike completely, leaving just the frame. The frame is then destroyed, and any salvageable parts are cleaned, imaged, and added to our stock inventory system before being advertised on our sales platforms.”

Smith is also keen to emphasise the green nature of Synetiq’s operations. “Compliance is critical here – as an Authorised Treatment Facility, we regularly report to the Department for Environment, Food & Rural Affairs, and our operations are subject to the EU’s End of Life vehicle recycling directive.”

“We’re solely focused on sustainability, so ensuring we recycle our scrap metal is a by-product of our operations. Scrap prices do dictate when we will cash it in so we can get the most value out of every vehicle we process.”

The basic payment methods were cheques, postal orders and cash on delivery

Council takes action after legislation stalls

The motorcycling world is used to being largely ignored by the UK government, however, the last few months have been unique in that most areas of public life have also been largely ignored by the government. As highlighted by the National Motorcyclists Council (NMC) this month (see page 4), the resignation of Boris Johnson, six weeks of Tory leadership electioneering and the resulting changes in almost all ministerial posts had already caused a serious stagnation in government. The death of the Queen, the period of national mourning and her state funeral further extended the situation.

Add in the Parliamentary recess for party conferences, and there have been few decisions taken between July and October.

An example of this is the status of e-scooters. It’s a tiny issue in the big picture of course, and pales in comparison with rising energy bills, the cost of living and the war in Ukraine. A decision on changing the law to permit the use of e-scooters on UK roads, which had been expected, one way or the other, earlier in the summer, hasn’t been made. The minister responsible, Grant Shapps, has now been sacked from his role as Secretary of State for Transport, replaced by Ann-Marie Trevelyan, and transport minister Trudy

Harrison has also been moved on. That means the current situation, where tens of thousands of people are buying and using the battery-powered urban mobility devices illegally, has continued, arguably pushing the law into ‘an ass’ territory. The fact the scooters can be sold and owned legally, yet are illegal to use on roads of pavements, puts the police in a difficult situation. Especially with the trials of hire e-scooters at several locations further confusing the public.

Kent County Council has taken a decision though, refusing to extend e-scooter trials in Canterbury which had been running since November 2020.

Suzuki sets up rubber support

The Department for Transport had offered Kent CC the option to extend the trials until May 2024 (which might point to a new holding position from the UK government) – but following some high-profile accidents, Kent has pulled out, and the trial will end on 30 November.

Cllr David Brazier, Kent County Council’s cabinet member for transport overseeing the trial, told the Daily Mirror: “As we were nearing the end of the trial, I decided to truncate it before someone was seriously hurt. Recently an elderly lady was quite seriously injured by an e-scooter being ridden in a pedestrian area, which is not allowed.”

Oxford expands once again

TOP BRITISH BIKE ACCESSORY FIRM OXFORD PRODUCTS has been on a growth plan ever since lockdown. And it’s just announced the opening of another new warehouse building, adding to the new product development facilities and media studios opened earlier in the year.

The new unit, located adjacent to the current despatch warehouse, holds an extra 3500 pallet spaces. It’s a very high tech installation too, with the latest in automatic technology and special ‘VNA’ very narrow aisle fork lift trucks. The firm claims it will improve efficiency in terms of space as well as saving time and reducing shipping delays.

Suzuki has teamed up with major rubber wholesaler Bike Tyrestore to set up a new bespoke tyre supply and support deal for dealers. The programme aims to help Suzuki dealers grow their aftersales business and increase customer footfall by helping them provide a full tyre service – something customers often source elsewhere.

The nationwide arrangement gives dealers competitive pricing and access to massive stocks of a wide range of tyres. Free next day delivery, including Saturdays, and access to all the major brands is also included. At the same time, Suzuki GB is supporting quarterly promotions and consumer promotions to inform Suzuki owners of the scheme.

Bike Tyrestore has a dedicated business development manager focusing on the new scheme, and the firm’s technical advisors and tyre experts are also on hand.

Suzuki GB aftersales programmes manager, Michael Le Flay, said, “While

customers are likely to return to their dealerships for servicing, accessory fitment, or replacement parts, we know that tyres are often consumables that they source elsewhere, through standalone retailers or even general automotive tyre fitters. The aim of the Suzuki Tyre Support Programme is to help change the mindset of those owners that don’t currently consider using their Suzuki dealer for tyres, in turn driving more business for dealerships and creating upsell opportunities. Teaming up with Bike Tyrestore was an easy decision, thanks to the team’s extensive technical experience and group buying power. This combines with its bespoke dealer support package and ongoing sales and marketing activities.”

Suzuki dealerships looking for more information should contact Bike Tyrestore’s Matt Wilkinson at: matt. wilkinson@biketyrestore.com

Northern and Southern Ireland

LS2 is the world’s fastest-growing helmet and clothing brand, selling in excess of three million helmets a year globally.

Due to retirement, we are seeking a dynamic, enthused additional self-employed member of our successful UK sales force to deliver results from both new and existing accounts.

The ideal candidate will preferably have field sales experience, be self-motivated, have excellent communication skills and have a good understanding of the motorcycle industry.

We offer an unrivalled range of clothing and helmets with leading margins and are backed by first-class dealer service and support.

Uncapped commission and full training will be given to the successful applicant.

Please email ukservice2@ls2helmets.com enclosing your current cv and a covering letter.

All applicants will be treated in the strictest of confidence.

Technical and Customer Service Advisor

Kawasaki Motors UK are looking for someone with a strong technical background to join our team in the Technical and Customer Service Group as a Technical and Customer Service Advisor at our Bourne End office.

You will be able to apply your knowledge and experience to provide technical advice to our authorised dealer network and end users of our products by telephone, letter, and email. In addition, the

You Please

Ask now if you need a bank loan

Data from the Bank of England published in May shows that there’s more to the story. Its Money and Credit – March 2022 statistical release recorded that those non-financial businesses borrowed £1.2bn from banks in March (including overdrafts), compared to £3.8bn in February.

But – and this is an interesting comparison – the bank said that “the annual growth rate of borrowing by large businesses increased to 5% in March from 3.9% in February, the highest

any form of borrowing are advised to seek it out as soon as possible. The trade association for the banking and financial services, UK Finance, said at the end of May that a potential recession could very much affect the ability of firms to qualify for bank lending.

As Stephen Pegge, managing director of commercial finance at UK Finance, commented: “If you wait until the downturn has hit and find you are in urgent need of finance, it may be too late.”

It should be said at this point that UK Finance disputed the FSB’s finding that just 43% of applications for business lending were approved. In UK Finance’s view, the figure is nearer 75%. Regardless, the point is well made – lenders will become more cautious and more exacting as the economy worsens.

described the availability of credit as “good”.

Further, the FSB reported that 61% sought the traditional overdraft and/or loan products of those that applied for finance, but 25% applied for asset-based finance, such as invoice finance, and 7% sought funds through peer-to-peer platforms, while 5% tried crowdfunding.

annual growth rate since June 2020 (5.3%). But the annual growth rate of borrowing by SMEs fell to -5.1%.”

And the comparison in terms of interest rates charged is just as stark, with SMEs paying more. The bank noted that the average cost of new borrowing from banks “rose 64 basis points to an effective interest rate of 2.94% in March,” while the “effective interest rates on new loans to SMEs rose 38 basis points to 3.49% in March.” There are 100 basis points to one percent.

With economic trouble looming and rising rates, those needing

It’s understandable then that Pegge advises potential borrowers to “think ahead and act now to get a financial buffer to last the next year or two. That way, if you are asked to provide any additional information to support your application, you will have time to do so. And your business – and the financial position of your customers – will probably look in better shape.”

Ultimately, those thinking about borrowing should plan ahead by preparing a cash flow forecast, proving orders, putting up security, building a good credit history, and tidying up their bank statements by cutting expenditure. Also, applicants should consider using a broker to marry up applications with lenders that suit their needs.

A potential recession could very much affect the ability of firms to qualify for bank lending

International news

With financial editor Roger Willis

Revenue up, but profits down for Pierer and Polaris

PIERER: FEELING PAIN

The usual litany of supply-chain disruption and component shortages had a noticeable impact on group performance at KTM, Husqvarna and GasGas parent Pierer Mobility in the first half to 30 June.

Although overall revenue in the period was 7.1% up to £991.2m, good news stopped there. Operating profit sank by 9.6% to £79.7m. Operating margin fell from 9.5% to 8%. Net profit was 12.9% down to £58.6m.

Net debt had almost doubled since the beginning of this year, rising to £328.9m. But much of that would have been a seasonal rather than distress feature. Return on capital employed slid from 17.4% to 15.3%. And Pierer’s share price had declined by 20.6% on a rolling annualised basis.

Global motorcycle sales volume dropped by 7.2% to 163,344 machines. Lack of parts and supply-chain issues were particularly apparent in Europe and India. European sales were 15% down to 61,435, while Indian volume plunged by 40.3% to just 18,251. However, North American dealers sold 44,689 bikes, an impressive 47% increase.

A lot of these would have been motocross and enduro models, less dependent on the availability of complex electronics.

Total worldwide motorcycle production in Austria, China, India and Spain was 0.8% in arrears at 169,991. Within that tally, Pierer’s main plant on home turf in Mattighofen boasted a 6.7% production increase to 91,019.

On a brighter note, Pierer Mobility Group anticipates an improved ability to meet

demand in the second half of 2022, despite ongoing supply challenges and widespread deleterious economic forecasts. “This will strengthen presence in principal markets and gain market share in the relevant premium motorcycle segments,” the company says. It has, therefore, raised annual revenue growth expectations from a previously estimated range of 6-10% to 10-15%.

Euro-sterling currency translation at forex rates applicable on 31 August

Transamerican Auto Parts, in the second quarter). In the first instance, net profit from continuing operations fell by 25% to £187m. Once impairments had been factored in, the bottom line was rewritten as plummeting by 77.6% to just £57m.

This contrast appeared to be even more dramatic in Q2 numbers. Revenue actually rose by 7.9% to £1.78bn, operating profit was only 8.4% down at £167m, and net profit from continuing operations fell by 8.5% to £123m. However, accounting for the impairment’s full force meant the company actually incurred a Q2 net loss of £4m, versus a Q2 2021 net profit of £137m.

Brushing such distractions aside, Polaris is still assailed by the standard list of postpandemic disruption issues, according to its chief executive Mike Speetzen. But he noted “some easing of logistics complexities, commodity costs and supply-chain bottlenecks” going forward into the second half of 2022.

Pierer Mobility

POLARIS: PROFITS DOWN

The same old story of rising revenues confounded by crumbling profitability afflicted leading US off-road vehicle (ORV) and motorcycle manufacturer Polaris Industries.

Across the full January-June period, overall turnover climbed by 4.8% to £3.316bn. But operating profit suffered a 25.5% decline to £253m. A double-take on the bottom line was then necessary to cope with impairments from discontinued operations (because Polaris had disposed of a business unit,

During Q2, key revenue from Polaris ORV wholesale shipments to dealers improved by 6.6% to £1.288bn. Its on-road segment, primarily encapsulating the Indian motorcycle brand and Slingshot trikes, had flatlined – a mere 0.4% up to £259m.

However, Speetzen admitted that North American ORV retail sales in Q2 were about 25% down and Indian-brand motorcycle retail in the US and Canada had plunged by more than 40%, in both cases due to dealer inventory shortfalls.

Dollar-sterling currency translation at forex rates applicable on 1 September

Rounding off 2022’s half-yearly corporate reporting season, our final pair of bike manufacturing contenders make the best of continuing supply-chain disruptions

This will strengthen presence in principal markets and gain market share in the relevant premium motorcycle segments

Electric news

Two new models from Super Soco

IT’S NOT SO LONG AGO THAT Super Soco was a completely unknown brand, but it has rapidly become the most popular electric bike brand in the UK. And now the firm has released two new models – the TS Street Hunter and the TC Wanderer.

The TS has a 2.5kW motor, with a range of up to 35 miles and top speed of 45mph – so roughly equivalent to a derestricted 50cc moped in terms of performance, if not range. It has an easily-removed battery that charges using a normal 13A mains socket, and can also take a second battery to double the range.

The TC Wanderer has a more retro style, but with the same performance and range as the TS. Both bikes cost £3799 (including the current UK government grants) are legal to ride on an A1 restricted licence or a CBT, and include a tracker, keyless ignition and alarm.

www.supersoco.co.uk

Honda’s new electric strategy

It’s fair to say that the entire bike industry has been waiting for one of the big manufacturers to take the lead on electric bike production. Now Honda Japan has jumped in, with both feet, announcing a whole new strategy that’s aimed at moving on from petrol power.

At a press conference in Japan, streamed globally, Honda bosses Kohei Takeuchi and Yoshishige Nomura briefed the world’s press on where Honda saw the shortand medium-term future of its bike business.

The headlines jumped out: the firm plans to accelerate electrification of its bikes, while also advancing the design of internal combustion engines, all with a focus on carbon neutrality. Honda engineers are also working on developing new solid-state battery technology.

There will be at least ten new electric motorcycles launched by Honda over the next three years, including three larger machines. And the firm is aiming sell one million electric bikes a year in five years’ time – with 3.5 million bikes (15% of production) sold annually by 2030. Finally, by 2050, the firm’s entire range of corporate activities will be carbon neutral. That will cover an expansion in Flex-Fuel bio-ethanol powered internal combustion engines too, particularly in Brazil, where ethanol has been a major motor fuel for decades, but also in the huge Indian market.

The firm was coy on exact details about its forthcoming electric models, but a graphic showed plenty of the expected commuter-style scooters in silhouette. Electric bicycles will also play a part in its plans – one

area where other bike firms are already well advanced.

Intriguingly, Honda also revealed that it has “Large Fun EV” platforms already under development, with three of these to be launched in Europe, Japan and the US in 2024-25. The outline graphic appeared to show a pair of cruisers or bobber style roadsters, plus what looks like an adventure style scooter. Honda is also planning a new electric kids off-roader by 2025.

A slightly slower start than might have been expected then – firms like Ducati and Triumph seem to be further along the electric pathway, not even considering the advances of the likes of Zero and Energica who’ve been selling electric bikes for years. But it looks like we’ll have electric powered Honda motorcycles and scooters on sale soon.

Ten new electric Hondas will be on sale by 2025. The Japanese giant’s five year electric target is one million bikes

Registrations data

Alternative powered two-wheeler registrations for August 2022

A19.8% rise to 593 units for electric powered two-wheeler registrations in August boosted the sector to a 6.7% market share of overall monthly MCIA headcount. Year-to-date ePTW growth of 25.6%, reaching 4832 units, now represents a 5.8% share of all YTD new bikes registered.

The dominant up-to-11kW range was principal contributor, with a 19% increase to 519. However, within that, up-to-4kW machines ridden on AM licences actually fell by 13.4% to 368, despite fresh input via 53 bikes from Coventry-based UK manufacturer Maeving. This brand’s RM1 model has just entered production, though, so many of these may be dealer demonstrators.

But a big leap for the 4-11kW segment, requiring 125cc-equivalent A1 licences, came to the rescue.

Numbers soaring from just 11 units in August last year to 151. Just over half were “last-mile delivery” Niu NQi GTS Cargo scooters made by Chinese ePTW giant Niu Technologies.

Ascending the electro-status ladder further remained a depressing experience. August’s 11-15kW segment contained a mere four samples of the BMW CE 04 scooter. The 15-35kW segment was even more emaciated; just three bikes, two of which were Zero FXE ZF7.2 models. And the premium over-35kW slot sank by 36.4% to seven bikes. Two of these were Zero Motorcycles SR/S ZF14.4 “best-sellers”.

In addition, monthly ePTW registrations benefited from 60 machines of unknown specification, improving by 30.4% from 46 similar mysteries in August 2021.

Off-road news

With off-road correspondent Rick Kemp

Fantic’s winning line-up for 2023

Italian brand Fantic says that its aim is “to produce motorcycles designed to win every race in every situation, guaranteeing every rider the quality of a factorybuilt bike due to the sharing of knowledge from the racing division to standard production.”

To bring that ethos to fruition, the Fantic MX two-stroke range has been extensively renewed ready for the 2023 season. The airbox has been redesigned to improve airflow, and filters can now be changed without the need for tools. The XX125 and 250 models have a semidouble cradle aluminium frame weighing 8kg with Kayaba SSS (Speed Sensitive System), 48mm closed-cartridge, pressurised forks and rear mono shock. Both models come with two engine mapping settings as standard, accessed from the handlebars. The 125 benefits

from a solenoid-controlled power jet, and rider ergonomics are also improved with new side panels, tank and seat units.

The MY2023 XX250, which can now run with the four-strokes in the EMX250 European Motocross Championship, also benefits from some ergonomic updates including a new 8-litre tank.

The four-stroke XXF 250 and XXF450 models share an engine design with a reversed, backwards-sloping cylinder head and AluFrame for maximum performance. The Fantic e-Package includes personalised mapping with the WiGET app, which can be set by smartphone. Additionally, the app can also read the bike’s hour meter, add service notes, get diagnostics and view engine data in real-time. These models are also fitted with

the Kayaba SSS suspension and Arrow silencers.

Three models comprise the Fantic Racing Enduro range. The XE125 two-stroke has been thoroughly revamped for 2023 with a new motor, while the XEF250 and XEF450 fourstrokes are retained. The XE125 is derived from the successful junior motocross bike and is described as a ‘pocket rocket’ while managing to hang on to its Euro 5 certification.

Like the motocross models, the four-stroke, XEF250 and 450 models are equipped with Kayaba suspension and WiGET adjustable engine mapping. Fantic claims a healthy 55hp output for the 450. Both models come as standard with handguards and bash plates.

So, reading between the lines, Fantic is saying that with its MY 2023 models it will be hitting the ground running. As ever, most of the models will be available by the end of this year.

To get some perspective on the 2023 range, I spoke with Dean

Apico cleans up with Motoverde

APICO FACTORY RACING HAS ANNOUNCED it will distribute the full off-road range of Motoverde cleaning and care products to its UK dealer network, including Motoverde’s original salt-free bike wash with its unique selling point –it can be used to clean riding kit as well as bikes.

Motoverde has a full range of products targeted at different areas of a bike. They’re available in a range of different sizes, from 125ml chain lube through to 25-litre containers of concentrated bike wash, snow foam and

after-shine products for workshops.

Apico managing director Dylan Brown said: “The range of Motoverde products should complement Apico’s existing stable of brands very well. There’s the opportunity for dealers to top-up their parts orders with single quantities on Motoverde products, something that other off-road distributors don’t currently offer.

Matt Hill, sales director at Motoverde, responded: “We are delighted that Apico has welcomed our brand into their already

Clements of Clements Moto, the UK Fantic importer.

“We bring in everything that Fantic makes, including the 2023 model range of 125/250 two-stroke and a 250/450 four -stroke motocross bikes, plus 125 two-stroke and 250/450 fourstroke enduro machines. Coming a bit later will be the XE300. This model currently competes in EnduroGP and is based on the Yamaha YZ250, but the model that gets launched on to the market will be a 300 with electric start, so that will hopefully be a big seller for us.

“Also in the final stages of refinement is the XEF450 Rally, which competed in the Dakar this year. Two versions will be available, one for the clubman with all the electronic aids and the other a full-blown Dakar bike. They will be available in limited runs and some dealers have already put their hands up to secure one; whether they’ll cough up remains to be seen. These will be officially launched later in the year.”

impressive portfolio. After working closely with Dylan and the team this year, it was clear that they have a great passion for the industry and the brands that they choose to work with.”

The updated 2023 Fantic XX250

The rest of the Fantic off-road range continues in the shape of the XE50, XEF125 and XEF250 Trail models. Clements says that in terms of race bikes MX and Enduro are about equal in numbers when it comes to sales. “The single best-selling model we have is the XEF250 Trail because you’ve got a much wider audience of green-lane riders, but the competition bikes together way outsell the Trail. Even though Fantic has only had competition bikes available for a couple of years, they’re doing well, and they’ve won the EMX125 and 250 titles. In the International Six Days Enduro (ISDE), Jed Etchells rode a Fantic in the winning British Trophy Team, and Jane Daniels rode a Fantic in the winning ladies’ team. She’s currently also leading the Ladies World Enduro Championship, and Fantic Jet Racing rider Harry Edmondson is leading the World Youth Championship.”

Clements is of the opinion that Fantic is building the racing side of the business up so that brand recognition heads back to where it was in the 1970s and 80s, which will help sales across all models.

On the road bike front, Fantic has bought into a certain Moto2 team for next year and dealers

can expect fresh, larger-capacity Caballero models in the near future. That’s because when Fantic bought Minarelli, with its Yamaha connections, it acquired the rights to use the Minarellibuilt 689cc twin motor used in the Ténéré. All will be revealed at EICMA in early November.

Recently the Caballero range has suffered from a component supply problem which meant that no ABS systems were available. Only now have models started coming through, fortunately by the lorry load. And with Clements Moto HQ being close to Dover it’s only a two-day journey from factory to warehouse so at least deliveries aren’t affected by container issues.

During lockdown, Fantic dealers had the benefit of being able to access the brand’s range of electric cycles – e-MTB, e-Road and the urban Issimo ranges –which were going out of the door like the proverbial hot cakes.

Clements says that sales have levelled off now but it’s still a market worth having. Looking into next year, Fantic will have e-mobility, a stand-up e-scooter to go with the Issimo.

Clements Moto 01227 720700 www.clementsmoto.co.uk

The 2023 Fantic enduro range includes a two-stroke and a pair of four-strokes

More adventurous V-Strom

SUZUKI HAS REVEALED A new V-Strom 1050DE, which adds more off-road capability to the firm’s adventure bike range.

The DE, which replaces the XT as Suzuki’s flagship adventure bike, gets a series of performance enhancements. These include a bi-directional quickshifter, plus a suite of complex electronic features. Adventure enhancements consists of a 21in front wheel, Dunlop Trailmax Mixtour tyres front and rear, increased suspension travel and ground clearance, plus revised chassis geometry and ergonomics including wider handlebars and steel

footpegs. Two ABS modes are provided, plus the ability to disengage the rear ABS, and there’s an additional off-road “G mode” tractioncontrol setting.

The 90° V-twin engine has received a first for a Suzuki – hollow sodium-filled exhaust valves. These are said to improve durability and improve combustion chamber cooling. There are also updates to the transmission – taller first and sixth gears make shifting smoother and deliver greater acceleration.

The new V-Strom 1050DE and V-Strom 1050 will be available in early 2023 in a total of seven colour options.

Corvus expands dealer network

Boss ORV distribution has announced the appointment of Saffron Walden-based Abrey Agricultural as a Corvus off-road utility vehicle dealer. Abrey serves the Essex and Cambridgeshire area and is a major machinery supplier to the agriculture, forestry and gardening businesses.

Corvus is Europe’s first manufacturer of side-by-side 4x4 offroad utility vehicles with the Terrain diesel range and new electric Terrain EX4 UTV. Boss ORV MD Phil Everett explains that the Corvus range is not derived from leisure market machinery and has been designed from the ground up to meet the needs of users in agriculture, and groundcare, and is therefore built for purpose.

For more info contact: Boss ORV; 01597 810188; sales@bossorv.co.uk or www.bossorv.co.uk

Talon expands Yeovil factory

TALON WELCOMED TRADE CUSTOMERS AND MX riders to check out its Yeovil factory on 15 August. Showing off its new wheel-assembly facility and dispatch warehouse, this was a great opportunity for visitors to see inside one of MX’s best known brands.

The re-organisation of the Yeovil site has allowed for expansion of the machine shop to include two DMG robot-fed, five-axis machines plus new machines for producing hubs in-house, confirming Talon’s commitment to manufacturing in the UK. It means all products are conceived, designed and produced in the same place and this investment in the company will help Talon grow and improve for years to come as it continues to strengthen technical partnerships with companies such as HRC.

Following on from its production of extended swingarms for KTM Group brands Talon has just released a new range of triple clamps and it promises more goodies before the end of the year.

SHORT CUTS

LEATT MOTO RANGE

LEATT HAS ANNOUNCED THE LAUNCH OF ITS new 2023 Moto range, including a variety of designs for riding gear, helmets, and gloves.

New jerseys are light, breathable and incorporate laser-cut ventilation. The matching pants are made from a light, breathable structure and are designed with durability in mind. All versions come with reinforced leather on the inner leg.

The three-strong helmet range incorporates technology to help reduce head and brain acceleration thereby lowering the risk of concussion.

Three new designs of gloves are also offered. The 3.5 Lite gives additional protection with impact gel on the knuckles. All three gloves have a new stretch-stitch thread for improved seam strength.

For additional information contact Dave King on 07861 684688, dave@leatt.com.

MICHELIN

MICHELIN IS THE LATEST BRAND TO ADD ITS support to the DL12 Indoor Trial due to take place on 7 January 2023 at the Utilita Arena Sheffield. Michelin will be the exclusive tyre partner for the season-opening competition. As part of the agreement Michelin will provide twelve of its monster-sized X TRA Defend tyres, which stand almost 2m tall and can normally be found fitted to huge earth-moving vehicles, from which an all-new section will be constructed. Andy James, Michelin brand manager said: “We are delighted to be able to add our support to what we believe will be a great event to get 2023 underway.”

GB WOMEN WIN

BELATED CONGRATULATIONS TO THE GB TEAM on winning the Women’s World Trophy in the ISDE for the first time. Jane Daniels (Fantic), Nieve Holmes (Sherco) and Rosie Rowett (KTM) joined the victorious men’s team to make it a clean sweep in a very significant year for Great Britain.

The oldest name in the business

By complete coincidence, this month’s company profile is the second one on the trot to have begun in the nineteenth century. As with last month’s Indian Motorcycle, the history of Royal Enfield started in the two-wheeled world with bicycles.

The story starts with George Townsend & Co, an engineering company which made bicycles under the Townsend and Ecossais brands. Townsend’s won a contract to supply precision parts to the Royal Small Arms Factory of Enfield, Middlesex. On the back of that, the company changed its name to Enfield Manufacturing Company, and the bicycle became the Enfield. The corporate story started to take off the following year, in 1894, when the bicycles were renamed Royal Enfield and the trademark “Made Like A Gun” was adopted. The first motorcycle was produced in 1901, and as the name on the tank has continued ever since, Royal Enfield can claim to be the oldest motorcycle name in continuous production.

Royal Enfied’s connection with India was established in 1952 when Madras Motors ordered five hundred 350cc Bullets for the Indian Army. The bikes were delivered the following year and proved ideal for the purpose,

being both hardy and easy to maintain. In 1955, Royal Enfield partnered with Madras Motors to form Enfield India, and a new factory was constructed on the sub-continent.

Fast forward over half a century, and the Royal Enfield brand is now a division of Eicher Motors Limited and continues to strengthen its position. The company’s three state-of-the-art production facilities, located near Chennai (the modern name for the city of Madras), are central to the brand’s sustained growth. Additionally, Royal Enfield’s recent investment in two world-class technical centres, one at Bruntingthorpe, Leicestershire, and the other in Chennai, is designed to ensure that the brand continues to develop and expand for the foreseeable future.

The head of international business for Royal Enfield is Arun Gopal, someone perfectly placed to put us in the picture.

“In 2010 Royal Enfield was making 50,000 bikes a year; by 2015 we were doing that number each month. That was a global figure, but 99% was in India; it just got better and better, month on month.

“I joined the company in 2014. Royal Enfield reasoned that if there was such a largely untapped market in India,

the same must apply to other countries. So, in my position, I was able to fire up many countries such as Vietnam, Indonesia, Brazil, Argentina, Columbia and Latin America. We refer to these areas as ‘white space’ markets, where people use motorcycles primarily for commuting – it is a way of life for many. Meanwhile, in what we call the mature markets – Europe, Australia, New Zealand, and Korea – we cleaned up distribution and set up new distributors, and that brought us to a new level.

“What really changed the game for us was when we launched the twins. That gave us a new playing field, and obviously, our mission was to be the global leader in that sector. The twins were the first product of our technical centre at Bruntingthorpe and our factory in India. The quality was fantastic, and that moved Enfield to the next level. After that, there was the new 350cc platform, which we launched with the Meteor, so things have become quite interesting for us.

“We never thought that we’d be able to sell big numbers of the 350cc in the UK or Europe. My philosophy has always been that the mid-sized single has been underrated. There

is an opportunity for us to provide good-looking, simple motorcycles at a reasonable price point if we can tap into the 125cc up-graders in Europe and the UK and also the big bike owners who like the brand but want something less complicated for everyday use. The team at Enfield has been able to up the quality, model after model, and customers and dealers have acknowledged that –and it shows in the numbers that we have been able to deliver throughout Europe and the UK.

“We are also looking at the quality and number of our dealers. Ideally, we’d like our customers to be no more than 50 miles away from a dealer. At present we have 470 dealers across Europe, including more than 80 in the UK. We need dealers to engage with our customers. It goes back to the simple question of why does somebody buy a Royal Enfield? Some buy because they want to be part of a community, and that’s why we created a Riders Club in the UK and Europe –there isn’t one in any other market.”

Gopal says that dealers are selected for their location and

Royal

It may be the world’s oldest motorcycle brand in continuous production, but Royal Enfield is looking firmly to the future

performance. Enfield’s ambition to be the leader in the midsized 250cc to 750cc sector was achieved for the first time this year when it topped the sector figures for the first six-month period.

“It might sound like a cliché, but even though we’re the oldest brand in the world, I strongly believe we’re just getting started. Our range has increased, and in the next 12 to 18 months, we will be increasing it even more. It will be on existing platforms – the new 350cc Hunter will be here soon. A lot of thought and development has gone into the new variants. They should have their own characteristics and be different enough to appeal to separate types of customers.”

Dealers also benefit from branded accessories and apparel to help up-sell to their customers. Some may remember the launch in the Royal Enfield marquee at the Goodwood Revival a few years back, a suitably charismatic event. As mentioned by Gopal, another opportunity for dealers to engage with their Royal Enfield customers is through Riders Club activities. These are split between dealers and country managers and include first-year-free membership for

MODEL RANGE

THERE ARE SIX BASIC MODELS to choose from in the Royal Enfield range and, as we’ve said, the theme throughout is modern retro.

In ascending capacity order, you’ve got the Classic 350, singleseat, chrome or colour-matched full mudguards and headlamp nacelle incorporating sidelights available in seven finishes. SRPs start at £4439. This and the

new customers, a welcome gift, invitations to local branch activities and dedicated event hospitality. Dealers can organise their own promotional benefits, and club members can join Europe-wide Royal Enfield rides.

Royal Enfield is having a major brand-awareness push, developing and producing some very saleable models within the popular modern retro sector. Underpinning the whole operation are strong domestic sales and, with the upturn in the Indian economy this year, they were nearly 12% up in the first seven months to 364,509 with global sales over the same period up 13.4%, mainly thanks to the South American market.

Royal Enfied dealer John Hogsden of Hartgate Motorcycles, Mitcham, is certainly making the most of the burgeoning brand: “Last year, we sold more than 90 bikes, and we’re on schedule to exceed 100 this year. Royal Enfield has got some new models coming, so it shouldn’t be too hard. We stock all the MotoGB brands and have been doing Royal Enfield for about five years – it’s a best seller for us. We also do the

branded clothing, and we can be selective to suit our customers. The model range is broad enough to appeal to different types of customer, including women.

“Having been to the factory, I discovered why all new bikes arrive with about 10 miles on the clock, as they are put through their paces on a rolling road and a test track prior to delivery. This means that, initially, dealers can expect fewer come-backs.”

MotoGB 01257 485222 sales@motogb. co.uk

Meteor are the best-selling models in the UK.

Next comes the 350 Meteor, a custom classic design in ten colour options with a screen and pillion backrest as standard. SRPs start at £3879.

The Himalayan, a rough, rugged adventure tourer, comes with protector bars, bash plate, screen, and mono-shock rear suspension.

Branded hard panniers are also available. SRPs start at £4699.

The Scram 411 has urban scrambler styling and a 410cc motor for more punch. It is supplied with a bash plate and 19in front wheel. SRPs start at £4599.

The Interceptor 650 is an awardwinning roadster with a parallel twin, single overhead cam, air/ oil-cooled motor producing 47hp.

Available in seven finishes. SRPs start at £6039.

The Continental GT is a more sporting version of the Interceptor, with a race-style seat and lower bars. It has its own range of accessories reminiscent of the ‘Rocker’ era – ton-up boys and coffee-bar cowboys. SRPs start at £6239.

Royal Enfield

Head of international business for Royal Enfield, Arun Gopal

Hartgate Motorcycles, Mitcham, Surrey

The UK Technical Centre at Bruntingthorpe

Himalayan

Scram 411

Interceptor

Continental GT

DIG YOURSELF OUT OF DEBT

Debt can bring a normally viable business to its knees no matter how well it plans for the unexpected

When crisis hits cash flow profitability will be turned on its head and debt more than likely will follow. When this happens, quick intervention is needed – delay only makes the problem worse. Tax debts may lead to action from HMRC; non-payment of bills could lead to court and bailiff action; and a failure to pay wages may end up at the Employment Tribunal.

The first thing for a firm in trouble to do is to step back from the fray and take stock of its position so that an informed decision can be taken. Consider the following:

Staff: Workers have a legal right to be paid correctly and on time. It’s possible to seek to

renegotiate contracts with a view of lowering pay, but it won’t go down well, and it won’t buy goodwill. But it’s better than redundancy.

Suppliers: Firms rely on supplier goodwill, and this shouldn’t be squandered. Product suppliers can stop shipments, the utilities and landlords can cut off supply or seek an eviction.

Credit score: Bills that go unpaid beyond terms, without agreement, could affect a credit rating. The consequence will be that future borrowing (loans or supplies) could be reduced, made more expensive or denied. Missing payments on loans and credit cards leads to penalties and extra charges and interest.

Personal business liabilities: Sole traders or partnerships are liable for business debts as if they were their own. Limited companies and limited liability partnerships are generally not, unless they’ve given personal guarantees.

FIND SOLUTIONS

Use your accounts and other available software: Determine your liabilities and put them in priority order with a view to making changes; if you need to make cuts make them quickly and deeply before bills become overwhelming. At the same time, have an eye to the future – you don’t want to lose good staff or suppliers or disappear from public sight.

Speak to HMRC. The taxman can offer a time to pay arrangement in many circumstances.

Speak to the bank: It’s entirely possible that the bank will agree to revised terms or a payment holiday with missing payments made up over the balance of the loan. This might come with some additional charges, or possibly a new higher interest rate, but cashflow will be eased.

Speak to creditors: Engage with creditors as they too might be sympathetic. Emphasise the intent on repaying in full but that you need time. One thing is certain, in the absence of information they may jump to the wrong conclusion and assume the worst. Remind them that without help they may see a 100% loss.

Remember – be proactive and make the first approaches.

CUTTING COSTS

Next, look to increase revenue or lower costs. Can you increase sales through price reductions or a sale that also moves on ‘old’ stock? Is there anything that customers want that you’re not presently supplying? Ask and

able to highlight where the biggest costs lie.

An obvious target is to reduce floor space where it’s no longer needed, possibly by relinquishing buildings or subletting to another where the lease allows.

Next, you may have to consider redundancies. However, this can lead to a loss of morale and also, importantly, experience and knowledge could end up at a rival. But cut if needs must.

Is it possible to consolidate borrowing into one new product over a longer term? This may carry setup costs but will lower cashflow

what happens if you slash your advertising spend – it’ll save money but in the long-term no one will know that the business exists; if you move from premium to budget brands, you’ll have cheapened your offering; lose staff and those that remain may be unable to cope and could themselves leave.

INJECT NEW CASH

If you’re suffering cashflow problems, you’ll need to see where you can raise money from. It’s a difficult proposition because, by definition, you’re in a weak position.

You have several options:

Sell assets: If you’ve anything of value which is not critical consider selling it. Avoid a fire sale, but see what it could bring in. From premises to vehicles and stock, this could be a life saver.

burdens. Remember that financing costs can be incorporated into the accounts.

Haggle with suppliers – you could be pleasantly surprised. You may have settled into a long-term relationship where the supplier feels that they don’t need to offer any discounts.

Politely, but firmly, shake things up a little and ask for discounts while mentioning that you’re benchmarking.

Whatever you decide to cut, do so wisely for it’s not what you do but how you do it that matters. Consider

Friends and family: Not ideal and it doesn’t come without embarrassment but borrowing from friends and family should be explored. However, you must be open and honest with those you’re approaching. The deal must be formally documented; ignore this and the fallout will be unbearable. Success here will come with minimal cost compared to commercial funding.

Seek new investors: Watchers of BBC’s Dragons’ Den will know how this works. A business pitches to investors who in exchange for cash will want an equity stake in the business. But what they’d want when a firm is in trouble will be more than if the approach is made in the good times.

Government loans: You may be able to secure a Recovery Loan Scheme loan from the government under an extension to the scheme which opened on 1 August and runs until 30 June 2024. The maximum loan is set at £2m.

IN SUMMARY

If trouble is brewing use the information you have to hand wisely and don’t act in haste only to repent at leisure. Take advice and seek out the opinions of others you trust. 

The first thing for a firm in trouble to do is to step back from the fray and take stock of its position so that an informed decision can be taken

MARKETING

MATTERS

Expert adviceto improve howyou promoteand sell yourproducts or services

One of the earliest lessons you learn running a business is that you can’t control sales, but you can control costs. When times are tough, there is an instinctive reaction to reduce overheads, so that you can maintain profits if revenue dips.

While that’s a fairly simple principle, deciding which costs to cut can be rather more challenging. Some choices are simple; for example, if you stop paying rent you’ll be evicted, so savings will need to be made elsewhere.

One area that frequently comes under intense scrutiny when economies need to be made is marketing. Some people convince themselves that all the money spent on advertising, customer communications, social media and the rest is a luxury that can be dispensed with when times are tough. What’s the worst that can happen if you slash your marketing budget?

You won’t be surprised to hear someone who’s worked in marketing for more than a quarter of a century telling you that you should keep spending money on these services. After all, turkeys don’t vote for Christmas. However, there are sound

investing in marketing during a downturn in the economy.

Firstly, you need to work harder to convince customers to buy the things you sell. Too many businesses fall into the trap of reducing prices to attract consumers, but all that does is dent already

is why retailers like Marks & Spencer often perform well in a recession – customers feel they can rely on their quality and shop there because they believe their clothes will last longer than budget options.

Secondly, just because you stop spending on marketing it doesn’t mean your competitors will do the same. There’s a very real danger that you become ‘invisible’ at the same time other businesses are getting themselves noticed. You’re making your job harder and their job easier, because punters won’t see what you have to offer – the only message they’ll hear is from your competitor.

fragile profit margins and potentially start a price war with your competitors, triggering a race to the bottom with no winners. Instead, a well-crafted marketing campaign can convince the buying public that you offer great value. During recessions, people often think carefully before making a purchase, because they can’t afford to make a mistake. Cheapest isn’t always the most attractive,

When the market is shrinking, you need to increase your share, just to maintain turnover. Don’t stop your marketing efforts to save money in the short term, because it’s going to cost you dear in the longer term.

When

IN A NEW SERIES, EXCLUSIVELY FOR BDN, DAN SAGER FROM Fab-Biker PR looks at the specific challenges of marketing in a harsh economic climate. fab-biker.co.uk

Just you stop on marketing it doesn’t mean your competitors will do the same

There MONTH

The

The latest news and views in the world of business

Handling a health and safety investigation

The primary legislation used to enforce health and safety in England and Wales is the Health and Safety at Work etc Act 1974. The Health and Safety Executive (HSE) is the lead regulator, but local authorities are also responsible for lower-risk settings like retail, leisure, and office premises under the Act.

Penalties following a conviction for breaches of the Act can be significant, and fines on

conviction are now based on the sentencing guidelines in the Health and Safety Offences, Corporate Manslaughter and Food Safety and Hygiene Offences, Definitive Guideline

The obligation to formally report a health and safety incident itself is governed by the Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 2013 –known as RIDDOR. This places an obligation

on employers and those responsible for work premises to report deaths, certain types of injury, diseases, and dangerous occurrences to the regulator. It is a criminal offence to breach the notification requirements of RIDDOR.

REPORTING AN INCIDENT

When a health and safety incident occurs, a check should be undertaken to determine whether the incident is notifiable to the regulator under RIDDOR. If it is, the relevant enforcing authority must be informed by the quickest practicable means without delay; a RIDDOR report must be submitted within

Essentials

10 days of the incident unless the accident results in a more than 7-day incapacitation of a worker, which itself must be notified within 15 days of the incident.

Once a RIDDOR report has been submitted, the HSE is likely to conduct a site inspection and may commence a formal investigation. If there has been a workplace fatality, the Work-Related Deaths Protocol gives the police primacy over the investigation whilst they consider whether to investigate offences of corporate manslaughter and/or gross negligence manslaughter. In circumstances where no manslaughter investigation is to take place, or in cases where there is no fatality, the HSE or local authorities will lead the investigation.

THE INVESTIGATION

HSE inspectors have wide investigatory powers by virtue of section 20 of the Act.

The Act allows inspectors to be onsite to conduct investigations. It also gives them the power to require the production of documents and authorises them to take and retain copies of these documents; normally, the organisation is entitled to retain original documents. HSE inspectors are not entitled to obtain legally privileged documents; it is therefore advisable for a solicitor to review any documents before they are handed to the HSE.

Inspectors can compel any person who they believe has relevant information to answer their questions; this can be extremely onerous, and it is an offence to obstruct an inspector in the course of their investigation by failing to answer such questions. Generally, the HSE prefers to take statements from witnesses using voluntary statements under section 9 of the Criminal Justice Act 1967. Interviewees should ensure that such statements are entirely accurate and based only on fact before signing the statement.

Inspectors tend to engage in a very wideranging information-gathering exercise at the outset of these investigations. The approach

with Adam Bernstein www.abfeatures.com

narrows as the case progresses, and the key issues in the case are identified.

It is vitally important that companies retain as much control over the process as possible. In particular, they should keep a list of all documents handed over to the HSE as this will generally indicate the type of issues that are being considered by the inspector, which will assist with the preparation of the defence later in the case.

COST RECOVERY

A Notification of Contravention, which identifies laws that the HSE believes have been broken, is normally sent as a letter by the HSE inspector responsible for the investigation. They identify the health and safety laws that the inspector believes have been breached, the reasons for their opinion,

Penalties following a conviction for breaches of the Act can be significant

and specify that a Fee For Intervention (FFI) is payable to the HSE. It will normally also set out the steps required to achieve compliance. Service of the Notification of Contravention is essentially the vehicle that enables the HSE to recover its costs of carrying out its regulatory functions from those found to be in material breach of health and safety laws through FFI.

The FFI is based on the time spent by inspectors at hourly rates determined by statutory instrument. The rate for 2021/2022 is currently £160 per hour and is generally invoiced quarterly throughout the life of an investigation up to the enforcement decision.

HSE’s invoices can be significant and can exceed £100,000 over the course of a fatal accident investigation; any failure to pay is chased as a debt through the civil courts.

These invoices should be carefully reviewed on receipt as they often contain errors.

IMPROVEMENT NOTICES

Health and safety inspectors have the power to serve Improvement Notices or Prohibition Notices. These are burdensome, and it is an offence not to comply with them; the penalties for a breach can be significant.

Improvement notices can be served where an inspector is of the opinion that the recipient is or has previously contravened health and safety law in circumstances that make it likely that the contravention will be continued or repeated. The purpose of the notice is to require the recipient to take steps to remedy the breach in a specified time period.

Prohibition Notices can be issued where the Health and Safety Inspector believes that an activity takes place or is likely to occur and involves a risk of serious personal injury. It requires the activity to cease until remedial measures are taken to deal with the risk of injury and the breach of the specific laws.

Lastly, Accident Investigation Reports are an important tool to help a company understand why an accident has occurred and the causes and root causes. They are vitally important in preventing future incidents of a similar nature. However, inspectors can compel a company to provide its accident investigation report if it is not legally privileged. In effect, this will lead to the company’s own document being used against it in any subsequent proceedings.

IN SUMMARY

HSE investigations can be lengthy, timeconsuming, complex, and can have significant implications for organisations. They should be treated with the utmost seriousness.

WRITTEN IN ASSOCIATION WITH JAMES LOWE James Lowe is a regulatory partner in the commercial litigation department at Wright Hassall

The latest products for your showroom

LS2 Vector II 54

IT’S BADGED AS AN UPGRADE, but in reality the Vector II is really an entirely new helmet. The new HPFC composite material shell comes in six sizes and is lighter than the previous model, with a carbon version bringing the overall weight down even further. A new layout for the Dynamic Flowthrough Ventilation has adjustable intake ports and the removable and washable Magna-Tech interior liner comes with laser-cut foam inserts for a snug fit. The Pinlock-ready wide aperture locking visor has a “one-click” release and a new ratchet system, and behind it is a drop-down sun visor. The LS2 Vector II comes in sizes XS-3XL, in three solid and five graphic colour options at £179.99 in solids and £199.99 for graphics including a Pinlock insert and a protective carry bag. LS2 Helmets UK; 01670 856342; ukservice@ls2helmets.com

Wunderlich windshield

GERMAN ACCESSORIES MAKER WUNDERLICH HAS LAUNCHED A NEW sportier windshield for the sport/tour/adventure BMW S1000XR. The screen promises to enhance aerodynamics while also “reducing turbulence in the helmet area”. It is adjustable, with a choice of being locked into high or low positions, and also

Goodridge fluids

GOODRIDGE HAS ADDED NEW BRAKE AND CLUTCH FLUID TO ITS better-known range of brake and clutch hoses. The fluid is available in Performance and Race versions and is compatible with DOT3 and DOT4 braking systems. Performance fluid is available in 250ml (£4.95) and 500ml (£7.25) bottles and has a dry boiling point of 269ºC making it ideal for trackdays and fast road use. Race fluid comes in a 500ml bottle (£17.95 SRP) and is rated to 312ºC. Goodridge; 01392 440664; sales@goodridge.co.uk

Furygan Ultra Spark 3in1 Vented 4

AS WE OFFICIALLY MOVE INTO THE AUTUMN MONTHS YOU CAN expect the traditionally changeable British weather to make its presence felt. Furygan’s new Ultra Spark 3in1 jacket is designed for just such variable conditions, boasting two removable liners – one thermal and one waterproof – along with perforated panels front and rear and a breathable fixed mesh liner.

The short-length sporty styling is combined with practical touches: connecting snap loops to attach to trousers, six pockets (two external and four internal) and reflective inserts for extra visibility.

TRK for Yamaha 5

TRK HAS LAUNCHED NEW stainless steel brake piston kits for Yamaha’s twin blue spot calipers, covering popular models such as the T-Max 500, Fazer 600, R6, MT-07, MT-09 and TDM 900.

TRK’s stainless steel pistons are guaranteed against corrosion for life and the kits comprise pistons, seals and boots as required for each model’s brake setup. Kits to rebuild twin blue spot calipers start from £160 SRP.

WMD; 01273 595746; info@wmd-online.com

Protection is provided by D3O shoulder and elbow protectors, along with a pocket for a back protector. The Ultra Spark comes in sizes S-4XL in black, black/white or black/red for an SRP of £199.99.

Furygan; www.furygan.com

Yoshimura for Harley BETTER KNOWN FOR pepping-up Japanese superbikes, Yoshimura’s range of sporty exhaust systems has been extended to cover American metal for the first time, and its an adventure bike, to boot! The RS-12 slip-on exhaust for the Harley-Davidson Pan America 1250 is made from titanium with a carbon fibre endcap and heat shield. Yoshi claims that the can adds 1.4% extra power and 2.5Nm to the maximum torque while also saving 3kg in weight compared to the OE item. SRP is £1403.

Performance Parts; 01327 706139; enquiries@performanceparts-ltd.com

TRIPLE PROTECTION

A FULL SET OF THREE GBRACING PROTECTIVE secondary engine covers is now available for Triumph’s Speed Triple 1200RS and 1200RR. Designed using experience from equipping numerous Triumphs in the Moto2 championship, the kit is said to be quick and easy to fit as well as maintaining ground clearance. The alternator cover (£98.69), clutch cover (£95.78) and pulse cover (£90.43) are also available as a full set for £279.66 SRP.

GBRacing; 020 8275 2630; enquiries@gbracing.eu

Dainese gloves

COMBI ZIP LOCK

NOT EXACTLY HIGH SECURITY, BUT A lightweight and simple way to secure your helmet or accessories against opportunistic thieves, the Combi Zip lock is basically an enlarged zip-tie with an added three-digit lock giving 1000 possible combinations. Overall length of the lock is 470mm, and it comes in a choice of yellow, blue or black for an SRP of £12.99.

Oxford Prods; 01993 862300; info@oxprod.com

SAMCO HOSE KIT

A BRACE OF NEW SILICON HOSE KITS TO IMPROVE the cooling systems of the latest versions of the Yamaha MT-09 and YZF R7 have been released by Samco. The MT-09 uses an eight-piece kit which replaces the OE rubber hoses while the R7 has a seven-piece kit, both with a lifetime warranty. The MT-09 kit comes in a choice of red, blue or black for an SRP of £173.46, and the R7 kit is in blue or black for £140.63. Special order solid colours and camouflage patterns are also available at extra cost.

Racbikebitz; 01763 249807; sales@racebikebits.com

Mig

THREE NEW PAIRS OF GLOVES HAVE been launched by Dainese, designed to cover a range of climatic conditions. The CE-certified Mig 3 is a summerweight leather glove with Amica suede palms and TPU protection in the knuckles. To help keep cool, the back of the gloves is perforated, and to keep up with modern tech, the fingers are touchscreen compatible. They come in three colours – black, black/ fluo-yellow, and black/red/white – in sizes 3XS to 3XL, for an SRP of £99.95. The Mig 3 Air is a textile version of the Mig 3, but otherwise has the same specification and features. They come in sizes 3XS-3XL in black or black/red for an SRP of £89.95.

Light guards 56

Mig 3 Air

Once the summer is over and the days get cooler it’s time to swap over to the Plaza 3 D-Dry. These are a waterproof textile glove with a thermal lining and windblock fabric to provide protection against the elements. Other features include stretch fabric inserts, pre-curved fingers, reflective inserts and touchscreen-compatible fingertips. They come in black/anthracite or black/green in sizes XS-3XL for men or 2XS-XL in women’s sizing for an SRP of £59.95. Nevis Marketing; 01425 478936; info@nevis.uk.com

Plaza 3

PYRAMID PLASTICS HAS launched new headlight guards to fit the latest 2022 Yamaha MT-10 ubernaked which also fit the cornering lights on the 2021 Tracer 9 and 9GT.

Suitable for both the standard and SP editions of the MT-10, the guards protect the pricey lamps against stone and debris impacts. Made from nylon and formed using 3D printing technology, the lightweight guards are fitted using existing mounting points on the bike and are supplied with all of the fittings and instructions required for installation. SRP is £35.

Pyramid Plastics; 01427 677990; sales@pyramid-plastics.co.uk

SIP Speedo 5

AN UPDATED SIP DIGITAL SPEEDO has been announced by scooter specialist VE. The SIP 2.0 has a digital display which can show speed in Km/h or MPH up to 125mph alongside an analogue tachometer showing engine speed up to 14,000rpm. The display can also show cylinder head temperature up to 250oC using a supplied sensor. Other data recorded includes total distance, riding time and average speed. The unit is fitted using either the standard speedo cable or an optional speed sensor kit. Suitable for various Lambretta GP, Li, SX and TV models, the SIP 2.0 is £162 SRP. VE (UK); 01159 462991; sales@ve-uk.com

GBRacing guards

GBRACING HAS LAUNCHED A RANGE OF THREADED BRAKE AND clutch lever guards to fit a wide range of OE bars. These fit standard bars on stock road bikes without the need to modify the handlebars. Brake lever guards have been obligatory for ACU-sanctioned races since 2020 and at many track days since 2021.

The threaded guards are made of a material containing 60% glass and fit a number of makes and models using the common M18 and M12 size threads. Spacers in 5, 10 and 15mm increments are also available to ensure perfect fitment. SRP is £70.40 per side. GBRacing; 020 8275 2630; enquiries@gbracing.eu

Weise Redwood

A CLASSIC PATTERN CHECK SHIRT, THE Redwood has an abrasion-resistant lining and five-piece armour to turn it into a capable piece of biking outerwear. The shirt has a brushed cotton outer layer for a soft feel, with an Aramid fibre liner and then an inner mesh liner for comfort. Level-2 shoulder and elbow protectors plus a level-1 back protector are fitted, giving the Redwood an overall CE A-rating. A full length zip is hidden behind the studded placket to keep the draughts out while maintaining a classic look. Sizes available are S-5XL, and it comes in red/black or white/black check for £139.99 SRP.

The Key Collection; 01179 719200; sales@thekeycollection.co.uk

Carbon KTM 46

DESPITE A 32-YEAR HISTORY OF making high-performance carbon parts for racing and road motorbikes, Ilmberger Carbon has never made parts for KTM machinery. That situation has now changed with the German company introducing a range of parts to suit the KTM 1290 Super Adventure, with more models to be included in the near future. The Super Adventure has, so far, been treated to a front mudguard, rear hugger and an exhaust heatshield; all in gloss carbon finish with a special scratch and UV resistant coating.

The mudguard and hugger are £268 each, and the heatshield is £178 SRP.

Performance Parts; 01327 706139; enquiries@performanceparts-ltd.com

Hornig BMW upgrades

ACCESSORIES FIRM HORNIG HAS CHOSEN

BMW’s sporty naked S1000R as its latest project, adding a raft of upgrades to improve comfort, safety and styling. The handlebar risers (€129.95) raise the bars by 35mm and bring them 15mm closer to the rider for a more upright riding position. This obviously puts the rider in the wind more so a tinted sport windshield (€107.90) helps reduce windblast. New adjustable brake and clutch levers (€100 per pair) have six positions. To protect the bike there are CNC lathed crash bungs for the swingarm (€69.70) and forks (€65), as well as the frame (€103). To stop stones or debris hitting the oil cooler and radiator there is a two-piece ABS mesh grille to protect them (€69).

Styling-wise, there is a colour matched pillion seat cover (€67.90) and CNC milled aluminium barend mirrors (€55.90 each).

Motorcycleparts Hornig; +49 9971 996610; info@mhornig.com

HJC colours 46

MORE NEW-FOR’22 COLOUR SCHEMES have been added to the HJC F70 and sporty RPHA11 ranges. The H70 has an urban camo-inspired Katra graphic in white, green or yellow options, and the Tino graphic in a choice of red/black, red/white/blue, or orange/grey Both are £289.99 SRP. The RPHA11 has a new addition to the pantheon of Marvel characters already featured on its flanks.

The new design featuring

Spiderman foe the Green Goblin is predominantly finished in the character’s distinctive green and purple, with menacing eyes and teeth that would have an American dentist reaching for the smelling salts. SRP is £549.99.

Oxford Products; 01993 862300; info@oxprod.com

Trucker jacket FOR A BIT OF REBEL-WITHOUT-Acause attitude on a bike you can’t beat a denim jacket. Resurgence Gear has launched a new Trucker jacket made from midweight 12oz black selvedge denim with a PEKEV lining, which provides abrasion and cut resistance and is said to be three times stronger than Kevlar. D3O Ghost armour is fitted at the elbows and shoulders and there is a pocket for an optional back protector, all of which help the Trucker jacket to achieve an AAA CE-rating. It comes in sizes S-3XL, only in black, for an SRP of £249. Dot4Distribution; 0203 514 2413; info@dot4distribution.com

Sprint Filters 5

ITALIAN PERFORMANCE FILTRATION SPECIALIST SPRINT FILTERS HAS RELEASED new fitments to suit some smaller-capacity machinery, namely Royal Enfield’s Scram, Meteor and Classic 350 models and the 300SR, 300NK, 700CL-X and 800MT models from Chinese manufacturer CFMoto.

All models can chose a filter with one of three different specifications. The P08 uses a unique polyester weave filter media with a wire diameter of 70 microns, allowing it to filter out particles down to 80 microns while maintaining a high level of air flow. The P037 Ultrafine Waterproof is specially designed to cope with wet and dusty conditions, with filter media removing particles as small as 37 microns. Top of the range is the P08F1-85 Ultimate Race which, as the name implies, is aimed at racing and trackday enthusiasts looking for the best in performance. It uses a waterproof filter media with a wire diameter of 22 microns which can remove particles as small as 85 microns but with almost three-times as much airflow as the P08 model. Prices for Royal Enfield models are £63, £157 and £244 respectively, while CFMoto-compatible filters are from £68, £170 and £244 SRP.

Performance Parts; 01327 706139; enquiries@performanceparts-ltd.com

Dainese Hydraflux 2 Air D-Dry

THE HYDRAFLUX 2 IS A versatile jacket combining the cooling ventilation of a perforated shell with the weather protection of a waterproof liner. The liner can be removed and compactly stored in a pocket if not required. The lightweight shell is made from mesh incorporating QuickDry ventilated inserts, with protective qualities provided by composite armour fitted at the shoulders and elbows. A pocket is also provided to accept a back protector. The Hydraflux Air comes in mens sizes 34-54 in black/ red, black/grey or black/ white and ladies sizes 38-50 in black/white or black/red/grey for an SRP of £299.95.

Nevis Marketing; 01425 478936; info@nevis.uk.com

Oxford Holton 2.0

OXFORD PRODUCTS HAS UPDATED ITS RETRO-STYLE Holton glove with new materials and more protection. The new 2.0 version has an updated 100% aniline leather shell which has ditched the old model’s external seams on the thumbs for neater internal stitching. Suede overlays have been added to the palm for improved grip and hidden protection fitted across the knuckles. The index finger and thumb are both touch-screen compatible and there’s a snap-fastening wrist strap for secure fitting. Available in black or brown for an SRP of £39.99.

Oxford Products; 01993 862300; info@oxprod.com

Evotech GSXS1000GT 46

SUZUKI’S ANGULAR SPORTS-TOURER IS proving a hit with consumers, so accessory manufacturer Evotech has launched a huge range of parts to improve protection and aesthetics.

As well as the usual selection of crash protection bobbins, radiator guards and lever protectors there is an all-new adjustable camera mount which can accept the majority of leading action cam brands. It’s made from powder coated alloy and fits to the front mudguard securing bolts on either fork leg. SRP is £49.99. Keeping on the tech vibe, there is also a satnav/phone mount which fits to the fairing screen support. It comes with Garmin, TomTom, Ultimateaddons or SP Connect mountings for £79.99, or Quad Lock, BeeLine Moto or Action Cam mounts for £89.99.

Evotech; 01652 680060; www.evotech-performance.com

Galfer

THE INVENTOR OF THE WAVY brake disc has brought out a suitably squiggly replacement disc for the Harley-Davidson VRSC-DX Night Rod. The stainless steel disc is laser cut and heat treated to prevent warping, and its highcarbon content is said to give better braking performance when used with a matching Galfer G1370 sintered compound brake pad (£33). Both front (£153 SRP) and rear (£216 SRP) discs are available. Performance Parts; 01327 706139; enquiries@performance parts-ltd.com

Dunlop Qualifier

DUNLOP HAS LAUNCHED FOUR NEW FITMENT OPTIONS FOR ITS Qualifier CORE tyre, taking the total number of sizes available to seven. The CORE is a mid-range hypersport tyre which replaces the popular Qualifier II and sits below the SportSmart TT and SportSmart Mk3 tyres in the range. Despite being lower in the pecking order, the CORE still makes extensive use of racing experience to make improvements on its predecessor in terms of wet grip and handling. The use of a new silica-enhanced compound and technologies such as jointless belt and carcass tension control also help with performance. The new sizes are a 120/60ZR17 front and three new rears: 190/50ZR17, 190/55ZR17 and 200/50ZR17.

Dunlop; 0121 378 7000; tyre_doctor@dunloptyres.com

Venhill Harley cables

VENHILL HAS INTRODUCED A range of replacement HarleyDavidson clutch cables with an option to choose a longer length for custom applications. The cables use a marine-grade stainless steel inner wire to minimise stretch, with a PTFE liner to reduce friction and provide a lighter action. The liner also removes the need for regular lubrication. All cables are ‘bird-caged’ – a process which makes the bond with the nipple much stronger, improving durability, and the outer sheath is covered with a hardened nylon sleeve, to protect against damage, moisture and corrosion. As well as standard cables, they can be ordered in longer lengths, increasing by 25mm at a time up to 600mm extra. Kits are available for many modern Harley-Davidson models, with SRPs starting from £41.40.

Venhill Engineering 01306 885111 sales@venhill.co.uk

IF YOU FEEL THE NEED TO CARRY a small load on the back of Honda’s feisty little MSX-125 “Grom” then you need to add a rear rack. Pyramid has launched such an item, made of matt black powder coated steel, which bolts using existing mounting points on the bike. It comes with relevant fittings for an SRP of £65.99.

Pyramid Plastics; 01427 677990; sales@pyramid-plastics.co.uk

ACERBIS

ACERBIS

On the Money

Only three months after I waxed lyrical about the Isle of Man TT’s very successful post-Covid regeneration by the Manx government’s motorsports unit, slagging the traditional follow-up Mountain Course event in late August became unavoidable. Almost everything about it went off like a damp squib.

Abandoning the Classic TT moniker and a return to Manx Grand Prix branding for a more balanced mixture of heritage and modern racing might have been arguably acceptable. But slimming the programme to an emaciated nine-day duration instead of the usual full fortnight proved to be a recipe for disaster, commercial and otherwise.

Qualifying practice sessions were spread over five and a half days. Most of them ran according to plan, until the final session was lost – and the first race postponed – thanks to fickle weather conditions on the Friday of what was supposed to be a tightly-packed long weekend of racing.

This was to ostensibly feature five races, each over four laps. But ACU clerk of the course Gary Thompson was obliged to cram three of them into Saturday, two with abbreviated lengths, leaving Sunday to lie fallow for god-botherers. The final pair were duly held on Monday, as officially scheduled. (I’ll discuss the stunted nature of some of these racing endeavours in due course.)

Anyway, at that point in time, the grievously truncated 2022 Manx Grand Prix was well and truly over. Excuses for its brevity were legion, ranging from government austerity in the pandemic’s wake to lack of sufficient volunteer course marshals and paramedics to maintain a fuller programme – an allegation that raised eyebrows at the TT Marshals Association, which also recruits for MGP cover.

Either way, the aftermath was a large number of confused and often embittered visiting spectators. Many of them, from all over Europe, had booked their passages at the end of the 2019 MGP, before the Covid pandemic kicked in. And these bookings had been rolled over repeatedly by the IoM Steam Packet ferry line, without refunds or the option of revised arrival and departure dates.

Manx wiseacres like to sneer at complaining in-comers by telling them: “if you don’t like it, there’s always a boat in the morning”. But, in this case, few were

prefer the MGP to the TT because it’s more relaxed. But after the racing cuts and getting shafted by the Steam Packet, they’ve been telling me they won’t be back again.”

Pub landlord Ben Sowrey, who has developed Sulby’s Ginger Hall Hotel into a leading on-course VIP hospitality package venue with ex-racer and bikesport TV commentator Steve Parrish as his front-ofhouse host, was particularly scathing.

“The shortened race period had been another nail in the coffin for me and my peers,” he told the local IoM Courier newspaper. “We were used to having ten solid busy days. But with this new-look timescale, we had about four days that were marginally busier than usual and only another four that were really busy over the main weekend. It pales in comparison to what we would normally expect. Our takings were halved.”

available. A significant proportion of visitors were stuck on the Island until the following weekend, with nothing much to do but ride around aimlessly. Just two motorcylingrelated attractions took place during the rest of that week, a pocket-sized version of the erstwhile Classic TT’s vintage parade festival and a solitary evening beach cross.

For domestic consumption, both the TT and MGP are billed as powerful net contributors to the Manx economy. But on this occasion, local retailers and hospitality providers were blunt about the latter’s shortcomings.

Peel-based butcher Steve Tate was aghast at the consequences. “I always supply plenty of barbecue fodder to big groups of German and Dutch riders on the campsites around here,” he said. “A lot of them are older guys who

As for track action, abject failure to negotiate avoidance of direct conflict with a BSB championship round at Cadwell Park led to grids depleted of star riders with real-roads credentials. Obvious absentees were BSB names like Josh Brooks, Peter Hickman and Dean Harrison. And from the British Superstock 1000 paddock, Ian Hutchinson, Connor Cummins and Davey Todd were no-shows too.

The associated absence of some legendary Classic Superbike machines had a deleterious impact on proceedings as well. Batley dealership supremo Clive Padgett owns a plethora of historic exotica and had been a pillar of the Classic TT for many years. Most famously, he fielded a Yamaha YZR500 upon which Bruce Anstey established the fastestever IoM Mountain Course lap by a two-stroke machine in 2017. Connor Cummins took a podium on the same bike in 2019, after regular appearances and sound results on Padgett’s

International Share Prices

USA – ERRATIC GUESSWORK

Analysts in New York kicked off the second week of September with wishful thinking about US Federal Reserve counter-inflationary policy, so indices initially rose in response. Then Tuesday’s negative CPI revelations upset the apple cart – rather than the anticipated 0.1% drop in inflation during August, the reality was a 0.1% increase. So, with the prospect of another baserate rise virtually certain, stock prices slumped. By Friday, the S&P 500 and Dow Jones Industrial Average had 4.8% and 4.1% losses respectively.

Although Harley-Davidson supremo Jochen Zeitz had targeted “late September” for the stand-alone listing and initial public share offer for Harley’s LiveWire business, a firm date has yet to emerge. So, after an upwards lunge of 4% on Monday,bad news about US inflation smacked

Harley on Tuesday, just like everybody else, and its value plunged by 3.5%. Slippage continued on Wednesday before effectively flatlining on Thursday. Friday’s 1% loss ensured a negative weekly conclusion.

EUROPE – PUTIN’S SHADOW

US aggression on interest rates unsettled European investors and after a fortnight of positivity, Frankfurt’s key Xetra Dax stock index fell 2.7% and the Italian FTSE MIB in Milan flatlined. Underlying such fragile sentiment is Europe’s cost-of-living crisis, with big industrial countries scrambling desperately to import and store sufficient gas to run factories and heat homes through the winter – over which Russia’s war in Ukraine is going to loom ever larger.

On a brighter note, Volkswagen’s share-price

bounce didn’t represent any real-world progress for the group. It was simply related to floating off some Porsche shares in an IPO.

JAPAN – STORM CLOUDS

The approach of an enormous typhoon had Japanese businesses literally running for cover. At the same time, Japan’s central bank warned that core inflation had hit an eight-year high and had now become a subject of concern. Tokyo’s Nikkei 225 stock index promptly flipped back into negative territory, falling by 2.3% after a previous week of relief. All four indigenous motorcyclerelated brands were losers, Honda and Kawasaki taking the hardest knocks.

INDIA – FALSE PROMISE?

An Indian government economic review

At that point in time, the grievously truncated 2022 Manx Grand Prix was well and truly over

ex-Rob McElnea Yamaha OW01 750. Neither bike, nor Clive Padgett himself, were available, owing to Cadwell commitments. The Oxford Products Ducati 888 which took James Hillier to third spot in 2019 was also missing. Oxford is headline sponsor of the Moto Rapido Ducati BSB team and its sharp-end rider Tommy Bridewell. All of Oxford’s efforts, as well as those of the chap who fettles the 888, were focused on Cadwell.

Saturday’s revised and crowded roster began with a Lightweight MGP race for 250cc two-stroke twins that was simply a remonikered version of the previous Classic TT format, and just as dysfunctional. Slashing its duration to only two laps actually elicited sighs of relief from both organisers and competitors. Since Dorna ditched stinkwheels from MotoGP, genuine new spares became as rare as rocking-horse droppings and horrendously expensive. Reliability is unachievable and the attrition rate ridiculous. It attracted 32 entrant machines, down from 60 in 2019. 24 of them survived qualifying to become starters. There were only 16 finishers. If the race had run to four laps, there would have been considerably fewer. TT superstar Michael Dunlop retired after one lap. DNFs also included talented French rider Lancelot Unissart. Barely a mile from the start line, his Honda RS250 seized and spat him off

when he tipped into the first corner at Quarterbridge.

Next in line was the MGP Junior for Supertwins up to 700cc. Like Monday morning’s Senior MGP featuring 600 Supersport machines, it was essentially a modern support race for clubmen. Both provided some hotly-contested action and reasonable entertainment – and both ran to four laps.

However, Saturday’s concluding 500cc Classic Senior MGP had been cut to three laps, thereby scuttling the equalising factor for single-cylinder machines which could complete a four-lapper without pit stops. Apart from a pair of deeply suspicious Norton singles – a pushrod ES2 and DOHC Manx – which proved capable of lap speeds unimaginable in their theoretical eras by being short-stroked to buggery, that left a motley collection of quasi-classic replicas of various multi-cylinder configurations with heavily modernised engine internals, suspension, brakes and frames. Few of them would have been eligible under mainstream classic racing regulations.

Eight-valve Paton twins had been the bookies’ favourite until TT legend John McGuinness broke his

version in practice and became a non-starter. Another DOHC eight-valve twin “replica”, marginally resembling an unlamented Yamaha TX500 made in the 1970s, took pride of place instead. Lee Johnston, the sole star-quality refugee who had bunked off from his duties at Cadwell Park in the British Supersport paddock, took the laurels without much difficulty astride this hitherto unseen beast of doubtful provenance.

Finally, the 2022 MGP staggered to a close on Monday afternoon with a full four laps of Classic Superbike racing. The result was a tedious top-five lockout for Kawasaki ZX-R750 machines. Rule-bending to let in bikes from as recently as the late 1990s was to no avail. Much-hyped Suzuki GSX-R750 SRAD steeds and a lonely Honda RC45 earned no plaudits.

In fact, plaudits weren’t applicable for the whole shambolic mess. If a revived Manx Grand Prix is to reach its centennial next year and continue into the future, all those involved will have to try much harder. Pub gossip on the Isle of Man suggests the whole thing was a covert ploy to kill it off anyway.

claimed that a rebound in consumer spending and rising employment would sustain growth in coming months. But markets weren’t convinced.

The BSE’s Sensex 30 index dropped by 1.6% and every listed Indian manufacturer, with the sole exception of Royal Enfield parent Eicher, lost value. The biggest, Hero MotoCorp, took the hardest hit.

CHINA – POOR PROSPECTS

Although Chinese industrial output and domestic retail sales growth narrowly beat forecasts in August, according to Reuters, its chances of lifting economic prospects and avoiding a contraction are marginal for the rest of this year.

Against such gloomy prognostications, a recent rebound for stocks dissolved and market indices fell sharply. Ten of China’s eleven listed motorcycle producers were losers.

Steady as she goes in Europe

There were few shocks when the latest ACEM figures for Europe’s largest PTW markets were revealed.

The half-year results for the French, German, Italian and Spanish markets showed occasionally large monthly losses and gains compared with the previous year, but overall they evened out. Sales in France were equitable with 2021 until June, when the bottom fell out of the market and registrations fell by more than 20%. Germany saw its huge early gains compared to lockdown period 2021 wiped out by later reductions, while the Italian market steadily declined from February onwards. Best performer

was Spain, where big gains in January and February, plus a surprise boost in May, resulted in an overall gain of more than 10%.

Antonio Perlot, ACEM secretary general, commented: “In recent months, two-wheeler sales have been affected by logistic disruptions leading to a backlog in deliveries in several European markets. Sales were also affected by rising energy costs and inflation, higher interest rates and broad economic uncertainty. That said, registrations remained stable in comparison to the first half of 2021. Two-wheelers have fared much better than other private means of transport.”

Uptick for August registrations

BDN analysis of the latest MCIA registration statistics

AFTER THREE MONTHS OF REMORSELESS double-digit percentage decline, MCIA statistics covering August surprised with a very mild dose of registrations positivity. BDN financial editor Roger Willis reports.

The traditionally weak monthly total was just 2.7% up to 8841 – an additional 234 machines. Within that, motorcycles added a mere 0.3% to 5821. Scooters rose by 7.6% to 2350 and mopeds put on 7.8% at 597. Trikes grew by 10.6% to 73.

As for capacity classes, up-to-125cc mobility and fleet delivery products improved by 2.9% to 4766. The 126-650cc sector, spanning highend mobility and smaller enthusiast/leisure machinery, was best performer, 11.7% up at 1586 bikes plated. But large and more profitable 651ccplus motorcycles suffered, 2.6% down to 2489.

Versus August last year, winners and losers among leading brands were more mixed than usual, as available inventory probably helped some but suckered others. At the sharp end, Honda registered 8% fewer machines. Samples of its top-selling PCX125 scooter accounted for 30.3% of the overall tally. Yamaha fared far worse, 18.6% down, and bragging only of 651-10 00cc engine band supremacy thanks to a modest headcount of 62 MT-07 ABS machines.

BMW Motorrad did very well, surging by 24.9%. The brand’s premium-priced R1250GS Adventure – a cash cow if ever there was

one – was responsible for a fifth of all BMW registrations during the month, besides winning highest registered style category and over1000cc engine band accolades. Sworn enemy Triumph, on the other hand, fell by 12%, as its dealers awaited imminent secret-squirrel new model releases. Chinese budget mobility provider Lexmoto also slipped slightly by 2.4%.

A trio of manufacturers with smiles on their faces then followed. KTM climbed by 13.2%. But

visit. Ignominiously rounding out the top-ten listings, Kawasaki plunged by 29.9%. The inventory cupboard must be pretty bare in Bourne End.

Although the cost-of-living crisis driven by crazy energy prices has to be putting increased pressure on demand, inadequate supply was still the primary restraint in August. Dealers deserved applause for moving whatever stock they could get through showrooms and into the hands of customers.

it was closely pursued on volume and beaten on growth by Royal Enfield, which stacked on 20.9%. Highest-registered respectively in the custom and modern classic categories, Meteor and Classic 350 models took a 53.2% share of Royal Enfield’s market presence.

Trailing a long way behind on numbers, Piaggio nevertheless enjoyed a 22.5% boost. However, it was only one solitary steed ahead of the formerly Italian but now Chinese MotoGBdistributed Benelli brand making a rare chart

But over the eight months of 2022 to date, registrations growth has now deteriorated to 5.9% – 83,821 new bikes on the road. Whether the trade will be sufficiently equipped to meet orders in September’s crucial new-plate bonanza, and whether demand will actually hold up at the present level, are moot points. Don’t hold your breath.

The cost-of-living crisis driven by crazy energy prices has to be putting increased pressure on demand

Motorcycle registrations between May and July 2022 declined compared to last year. How ever, data published by the Motor Cycle Industry Association (MCIA) showed that registrations in August recorded slight growth of 2.7% compared to 2021, with year-to-date registrations 6% ahead of last year

Recent feedback from dealers suggests that demand for new motorcycles and scooters remained relatively buoyant throughout August and early September. However, there are signs the market is now slowing down. As has become a regular occurance during recent

times, the biggest hindrance remains poor stock supply which looks to be the case for the foreseeable future.

The rising cost of living remains high on consumers’ agendas, and could point towards a tough autumn for the industry. However, the recent announcement by the UK’s new Prime Minister of an energy bill cap will be welcome news.

Scooters and smaller capacity machines together with lower-priced brands are expected to be in higher demand, as some people look for cheaper modes of transport to combat falling disposable incomes.

Paul McDonald Leisure Vehicles Editor

Used bike data IN VALUE QUICKEST

This month we are taking a look at the fastest-selling used bike models with an engine size of greater than 125cc during the period from 1 July to 12 September 2022, based on the median number of days the bikes were advertised on site.

There are no supersports bikes in the top 30 as we start to head into autumn, the first time that has happened this year. But there is good representation from the majority of other bike styles, with plenty of naked sportsters, touring bikes, adventure bikes and cruisers filling the top 30 list. Smaller capacity bikes are proving more popular too: the Royal Enfield Meteor heads the list as the fastest-selling model on the site, followed by a top ten filled with nothing over 900cc, culminating

in CCM’s Spitfire making a debut appearance in the top 30.

If we look at the pricing of used bikes during the four

prices, with the highest growth being bikes up to one year old at 6%. Bikes over 10 years of age only showed marginal gains.

Pricing growth has been driven by road-legal bikes, with off-road bike prices remaining flat over the year.

week period to 12 September, compared with the same period 12 months ago, we can see an overall 4% increase in retail

LATE SUMMER SURGE BUT EXPECT VALUES TO SOFTEN SOON

SALES AND DEMAND REMAIN buoyant, with some dealers having a great August and Bank Holiday period. However, understandably, there is caution for the next few months because of concern for the UK’s economy. Stock supply remains challenging with a rapid turnover, albeit some dealers report having received more offers from the public recently compared to earlier in the season.

Demand continues to be strong across the board with modern

classics and mid-range adventure machines in especially high demand.

OUTLOOK

Following an exceptional summer, September started on a more

mixed note, albeit it was not a complete washout. Although stock remains at a premium, taking into account the time of year and the cost of living having a greater effect on disposible incomes moving forward, Glass’s expects values to soften across most segments in the coming weeks. The exceptions to this are mopeds, scooters, smaller capacity machines and off-roaders, where values are expected to remain stable.

We can see an overall 4% increase in retail prices, with the highest growth being bikes up to one year old at 6%

There is caution for the next few months because of concern for the UK’s economy

In our used bikes the top three most popular placing first to

In bike reviews, the NC750X is also the most popular adventure bike, followed by the CRF300 Rally and Triumph’s new Tiger 660 Sport.

The popular sports bike reviews are all middleweights – the Aprilia RS660 is top, the Yamaha

R7 second and Honda’s CBR650R comes in third.

And finally, Ducati’s Monster ranks top of the naked tree, with Triumph’s Trident 660 in second place and KTM’s 890 Duke in third. Naked bikes made up a quarter of all bike reviews read in the past month.

With all that in mind, you won’t be surprised to learn that Honda is also by far the most viewed brand across reviews and bikes for sale.

GARETH EVANS Online editor, MCN

Market Watch

Trade & industry report with cap/hpi motorcycle editor Alan Elsworth SALES

AUGUST’S FIGURES, THE LATEST registrations data available from the MCIA, have provided some better news for the month, showing growth after three consecutive months of negativity.

The total number of units sold was 234 up (2.7%). Some of the larger movements within the different styles are worthy of highlighting in that total. The Custom sector saw a sizable drop

USED MARKET

of 28.6% and, drilling down a little from the headline figure, the market share for the month at 6.5% is below 2021 by nearly 3%.

At the other end of the winners and losers table, and in a similar sized market sector is Modern Classic, which saw gains across all measures and features the latest addition to the Royal Enfield stable – the Classic 350 – as its top seller, which could also be a reason for

Is milder weather keeping riders out on the roads? Or does riding blow away the cobwebs of the constant bad news? Whatever it is, the used market is still keeping dealers on their toes. Not totally unexpected in September, especially at the end of an extended period of record dry and sunny weather.

As quieter months approach, concentration will always sharpen to ensure that more desirable and quicker turnover models are the first in line. After the trend seen over the last decade, the closed trade season is probably a thing of the past and as the last quarter starts so does the quest for next season’s stock, but now without the couple of months of “downtime” historically seen.

Conversations suggest there will be little let-up in the trade for sourcing stock as long as cash flow allows, and as this situation spreads to more dealers, historic lower winter prices are barely noticeable. 125s in good condition are like hen’s teeth at the best of times. The typical user and, to a certain extent price, does not encourage the care afforded to five-figure larger machines.

the strong performance.

In the capacity classes, the dramatic rise in the sub-125cc commuter and delivery sector shows little sign of letting up. It comprises well over half of the market for August, way above the year-to-date average. That’s nothing unusual for this time of year, as a fresh cohort of school leavers starts to add to the numbers of bikers rushing to buy

AUCTION SUMMARY

transportation for new jobs and further education.

Of the larger capacities, sub650cc had a good month and it is a significant growth area when comparing this year’s market share to 2021. The over-1000cc sector is again suffering with negative figures in most areas, although the actual number of units remains the same in the first eight months so far.

A PATTERN HAS BEEN SEEN FOR SOME TIME WITH THE LACK OF LOTS BEING OFFERED through the sale halls. Little has changed over this latest research period in this respect, but what has become noticeable is the lower percentage of machines actually sold from the entries. Even though there has been little downward movement in terms of hammer prices compared to CAP figures, the analysis we do on results indicates that around 50% of entries are finding a new home, down from rates of 80%, sometimes even 90% or more, seen earlier in the year. Noticeably, the unsold units tend to be lower quality or need some reconditioning for sale. This is expected to change as we move closer to the year end and the whole cycle starts again as preparations turn to the new season.

FUTURES OVERVIEW

MOVING INTO THE LAST QUARTER OF THE year, globally, the economic problems with many causes are still evident. Still, domestically in some respects, the initial projections for inflation and interest rate rises are currently not looking as bad. But in what a sailor would describe as a confused sea, there are different problems coming from various directions.

Over the last month, sterling has come under pressure and in the past this has seen increased buying of used stock by Eurozone dealers. Over the last decade or so, this has been why prices in the UK have ascended as stock levels have reduced. Although the number of bikes leaving the country has reduced to a certain extent, it is nonetheless still happening, as is evident from continuing problems reported by trade buyers and previously reported in these commentaries.

The trepidation caused by uncertainty that stifles spending is still with us and looks to be increasing, but a combination of lower stock availability in both new and used markets has resulted in little significant shift in demand in the motorcycle and scooter markets at the moment. Even if in the short term the market does see pressure on new sales in a downward direction, remember

that we are predicting values for the future, and even if registrations suffer over the next year that will onlyserve to compound the problem of used machine availability. Looking at a couple of years down the line when exiting any potential recession, residuals are still being reported as strong.

After several years of declining numbers of new riders the pandemic has had a positive effect with a record number of motorcycle tests being taken at test centres between 2021 and 2022. According to the latest DVSA figures, a total of 67,511 people took their Module 2 motorcycle test between April 2021 and March 2022, and the British Motorcyclists Federation (BMF) reports this is an increase of more than 2000 tests over the previous record, set ten years ago.

Of the tests taken, 48,583 passed, a success rate of 72% – much better than the 50% pass rate for those who took the practical car driving test. The BMF says this record-breaking period for motorcycle tests is partly due to testing centres having to get through the backlogs created during Covid lockdowns when test centres were open only to essential workers. However, an increase in commuter and delivery usage has also influenced the increase.

Low quality machines needing lots of work to be ready to retail have been slow sellers in the auction ring