COPYRIGHT: All material published in MOTOrcycLE rIdEr is the copyright of the BMF. Use may be freely made of it without permission on condition that any material used is credited “reproduced by permission of MOTOrcycLE rIdEr, the BMF magazine”. The views of any contribution contained in MOTOrcycLE rIdEr are not necessarily those of the editorial team or of the BMF.
Chair | Jim Freeman
Finance Director | Howard Anderson
Member Services Director | Peter Laidlaw
Political and Technical Services Director | Anna Zee
National and One-Make Club Forum Chair | Stephen davenport
Administrator | Helen Hancock
last night? An instant breath tester sounds useful
of a pothole? Advice on how to claim
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Dear Fellow Rider reader,
I’m going to take a slightly different tack in this issue’s Chair’s intro and talk about the BMF itself, a little bit of history, if you like. What is the BMF? What’s its purpose? It’s a good thing to keep these questions in mind, as it’s all too easy to lose focus on core objectives and identity.
The BMF is, first and foremost, a ‘Federation,’ originally of clubs, long before there were individual members. The BMF has an internal body, whose Chair is on this magazine’s list of contributors and BMF directors, currently Steve Davenport. That body is the National and One Make Clubs Forum, usually abbreviated to NOMC – we do love an acronym! That is in fact the founding body of the BMF, everything else grew out of it. We have over 200 affiliated clubs, one of the key pillars on which the BMF stands. It is easy to forget that the BMF itself is not a motorcycle club.
the original National Motorcycle Council, reconstituted during the Covid pandemic, to represent all strands of motorcycling politically. That is, the road riders in the BMF; the sport via the ACU (Auto Cycle Union); training and road safety with IAMRoadsmart; the ‘old timer’ interest via the VMCC (Vintage Motorcycle Club); off-road enthusiasts with the TRF (Trail Riders Fellowship) and more, such as the NMDA (National Motorcycle Dealer’s Association).
Which is where the question of resources rears its head. Unlike a bike club, the BMF exists to do things to represent our members’ interests, not merely exist. That requires money. The BMF, after paying for its overheads, spends the rest of its income on lobbying, either directly or via those umbrella organisations. The overheads are constantly watched and tightly controlled, but the facts are that staff, an office, a membership system, websites, magazines like this one, all have to be paid for.
Which leads directly to the purpose of the BMF. It was created by the founding clubs to represent them as an ‘umbrella’ organisation in dialogue with Government, both local, national and beyond, to represent riders’ interests. There were related media objectives, the early 1960s being a period when the whole Mods and Rockers phenomenon tarred the image and reputation of motorcycling and scootering.
Since then, the BMF has belonged to other, larger umbrella organisations in different arenas. In the EU, when this country joined, the BMF was a founding member of FEMA, the Federation of European Motorcycle Associations, to which we contributed very actively, right up to the departure of the UK from the EU. In parallel the BMF was a member of
Anna
Paul Morgan, Government Relations Exec
We have a number of members who contribute directly to lobbying costs, what used to be referred to as the BMF ‘Fighting Fund.’ These days it’s ringfenced in a dedicated account called ‘Special Projects’. If anyone reading this wants to help out, the details are: Special Projects. Sort Code: 40-28-24. Account Number: 51639161.
Please reference any payment with a name, if you want to be listed as a donor. Anonymous credits are also welcome.
Stay safe, ride safe,
Alex Parsons-Hulse, Reps Liaison Officer bmfregion2rep@bmf.co.uk 07702 229311
Helen Hancock, Admin & Anything! admin@bmf.co.uk 07918 903 500
Net Hopkinson , Membership Secretary membership@bmf.co.uk 0116 2795 112
N E w S LOBBY NEWS ROUND UP
Anna Zee (BMF):
What she’s been doing on your behalf
Paul Morgan (BMF): How the BMF is influencing government policy
Craig Carey-Clinch (NMC): Getting busy...
part of the Integrated National Transport Strategy. Our document was launched at a Parliamentary reception on 4th December 2024, attended by MPs, motorcycle organisations, road safety bodies, policy makers and industry leaders – key-note speeches set out the importance of motorcycling as a key future transport option, delivering significant benefits to the UK. It was also an excellent opportunity to network with MPs, to discuss how motorcycling can align with government goals for decarbonisation, urban efficiency and mobility.
Pothole Funding Win
The Government came into office with a revised set of priorities and policies including a better integrated transport network and related infrastructure. Initial meetings of the motorcycling lobby with new Ministers and officials have been broadly positive with a range of issues including road safety priorities discussed. The BMF and our key partner the National Motorcyclists Council (NMC) have continued to press the Government to deliver on outstanding work begun under the previous administration, to improve road safety for motorcyclists, and to ensure that motorcycling is brought into the mainstream of future transport policy.
We’ve also continued to press for a long overdue review of motorcycle licensing, testing and training, to ensure better and safer roads for riding, and for more funding to fix potholes. And we have pushed for clarity on government plans for motorcycle decarbonization – riders, the motorcycle trade and the sector as whole need more certainty and timelines to be able to plan effectively for the future.
Motorcycling & the Future
To better inform government thinking, the BMF and NMC worked closely together to produce a new document, ‘Motorcycling and The Future of Transport’ which is available via the BMF website. This sets out priorities and key policies for motorcycling, including the need to bring bikes into the mainstream of future UK government transport policy to ensure that motorcycling forms
We were pleased with the recent Government announcement that an additional £1.6 billion will now be provided to fix local roads in England. A quarter of the funds are being withheld until local authorities prove they are delivering more proactive maintenance and moving away from the current ineffective patchwork approach.
This is a good result following extensive lobbying on this key issue by the BMF and the wider motorcycling community, including the Pothole Partnership. The extra funding will hopefully deliver a marked improvement in wider road safety and a reduction in vehicle damage and injuries to motorcyclists.
Training & Licencing Review
More good news from our recent meeting with the Minister for the Future of Roads, Lillian Greenwood, who confirmed that improving road safety and reducing the number of people killed and seriously injured on UK roads is at the very top of her priorities. She singled out motorcyclist KSI statistics, with riders still disproportionately represented in accident statistics. The Minister confirmed that the Government is now actively considering options for carrying out a review of motorcycle training, testing and licensing, with terms of reference being worked out. This is a really positive development after many months of lobbying and engagement – we now look forward to working with the relevant government departments on developing our proposals. What is needed is a clear long-term vision by government, supported by significant investment, which must include better education of motorists on safe driving.
Make Your Voice Heard
Ministers have also announced a new Road Safety Strategy, the first in over a decade. We will be contributing to both strategies as they are developed and will be attending the recently announced regional roadshows where further details will be set out on how transport should be designed, built and operated in England over the next 10 years. The roadshows will consist of half-day events with workshops held to gather views on how the new strategy can achieve its aims and will seek to gather regional perspectives from those attending.
Further details can be obtained from by emailing INTSRoadshows@dft.gov.uk, and we encourage BMF members to apply to attend the roadshow nearest to them.
The Government also consulted with a ‘Call For Ideas’ on a National Integrated Transport Strategy – this closed on 20th February, but the BMF and NMC submitted comprehensive and detailed responses to the consultation. It’s well worth taking these opportunities to ensure your voice is heard.
Engage the Young
‘Tackling motorcycle crashes - a call for action’ was held by Road Safety GB on 13th February and seemed to include every road safety organization I ever heard of, all of them trying to improve motorcyclists' safety. Two interesting points came out. For the police to engage with young riders, it works better if they’re out of full uniform and using unmarked bikes (an approach used in Manchester). Also, one difficulty is reaching those riders who don't think of themselves as motorcyclists the way BMF members do – they use a small bike to commute to work, for instance, but don’t think of themselves as ‘motorcyclists.’ There was an element of preaching to the converted but it was pleasing to see the amount of work going on and the desire to share best practice.
The MCIA conference on 18th February included an address from the Shadow Secretary of State for Transport and a presentation on the UK economy which seemed to me to be relatively optimistic about tariffs.
ACEM Secretary General Antonio Perlot discussed developments in Europe, including work on the 4th Driving Licence Directive and inclusion of motorcycles in the End-of-Life Directive. Both of these are works in progress and while they will not directly affect the UK one should keep an eye on what our neighbours are doing.
Meetings, Meetings...
A key part of the BMF and NMC’s lobbying work is attending meetings on all sorts of motorcycle-related issues, to ensure that our voice is heard. Here’s what Anna Zee and Paul Morgan have being doing on your behalf.
National Young Riders Forum (NYRF): Opportunities for the BMF to work more closely with the NYRF to improve the safety and training opportunities for young motorcyclists. NYRF will be attending BMF Connected festival, where a police motorcycle simulator will be available to try.
PACTS Road Environment working Party: Presentations on safe speed limits, Community Speed Watch and the National Highways Suicide Prevention Team.
BMF and NMC highlighted the need for motorcycling to be front and centre of future transport policies.
PACTS Road User Behaviour Group: An update on Project Prime, an innovative project investigating the influence of Prime road markings on roads in Scotland on motorcycle rider behaviour. Results to date had been positive, indicating that Prime road markings assisted riders in taking a better line when approaching and navigating bends. Also research on the need for better risk awareness and perception training for young male drivers and riders, who are four times more likely to be killed or seriously injured than other motorists.
ROSPA National Road Safety Committee: We gave an update on the work the BMF is taking to improve road safety for motorcyclists, emphasising the need for Ministers and officials to prioriti motorcycling in future transport policies.
LARA (Land Access Recreation Association) Steering Committee: A general discussion with the principal groups involved in countryside motor sport and recreation on future issues around responsible and sustainable motor sport and recreation in green spaces.
City of London News: Paul Morgan was interviewed by journalist Ben Whitcombe on the latest government figures on motorcycle deaths. He emphasized the need for better road design and the urgent need to tackle poor road surfaces and potholes.
Federation of British Historic Vehicle Clubs (FBHVC): Closer collaboration with the FBHVC was discussed, given the potential changes facing all motoring in general with a view to minimizing duplication of effort and increasing our influence in the debate.
Save London Motorcycling vs Hackney Council: We continue to work closely with colleagues at Save London Motorcycling on the legal challenge launched against Hackney Council’s parking fee proposals for motorcyclists. The expected court case has been delayed. Hackney is the only borough where motorcyclists permit fees are the same as for cars and motorcyclists have to pay for parking. Across the rest of London, most motorcycle bays are free and have no time limits. We encouraged BMF members to donate what they can to Save London Motorcycling, to preserve free parking for motorcyclists.
PACTS VDwP: Presentation on possible brain injuries to pedestrians, providing tools to paramedics for a speedy triage at the scene – the tool calculates the speed at which the vehicle hit the victim and therefore the applicable force. Also, notes from Thatcham Research about automated driving systems which were, on the whole, reassuring. A priority for Thatcham is that users should be clearly aware of the vehicle capabilities and limitations and also fully aware of their responsibilities. Making that happen, in my view, is a whole different ball game...
Anna Zee (BMF Political and Technical Services Director)
Paul Morgan CBE
BMF Lobby Fund Opens
The BMF is launching a new Special Projects fund to support our work in protecting motorcyclists’ rights. Lobbying – whether it’s attending meetings, writing up reports or contacting those in power – takes time and money, so we’re asking BMF members to contribute directly to this important work.
All contributions will be ring-fenced – they will only be used to support our lobbying efforts, not ‘overheads’ or general running costs.
If you would like to contribute, see payment details in the Chair's column (page 2).
The Action Picks Up
Craig Carey-Clinch is getting busy with NMC work
This has particularly been the case for 2024/25, augmented by an unusually long hiatus after the General Election, with the new Government keeping its cards close to its chest on many issues. As reported in the Autumn issue, the NMC scored two early meetings with the Transport Secretary and the Future of Roads Minister, but then...silence, with officials tight lipped about some key business which has been left hanging in the air – bikes in bus lanes, decarb and the work that had been commenced on a wider strategy.
In a previous issue of Motorcycle Rider, I wrote about the lobby ‘seasons’ – those periods of the year that vary between the manically busy to the spookily quiet. This is often based around the Parliamentary year and we tend to plan activities around these times, so we get the greatest impact. For example, not much happens in the two weeks around Christmas and the two weeks at the start of the summer Parliament recess. The busy times used to be spring, early summer and mid-autumn, but I’ve noticed recently that immediately before and after Christmas is increasingly busy.
Bikes in Bus Lanes
Then in late autumn, things restarted with a bit of a bang. The bad news was that the new Government decided that it was not going to allow motorcycles in bus lanes by default, stating that it was to continue a long-standing government policy of not promoting motorcycling and adding they had no interest in conducting further research into the issue. The news was received with surprise and dismay, not just from the motorcycle lobby, but also from organisations and groups that you wouldn’t normally expect
to be supportive. The consultation revealed such overwhelming support that the decision seemed to fly in the face of logic. Even parts of the safety community reacted negatively, asking what this means for investment in road safety projects and initiatives. I’ll return to this later.
In the Lobbies
More positive was the launch of a consultation on integrated transport. The NMC’s successful lobby on this back in the late 1990s and early 2000s led to the first UK Government strategy and we have used the consultation as an opportunity to push once again for the long term NMC objective of a fresh strategy.
As winter commenced, we teamed up with the National Motorcycle Dealers Association to run a parliamentary briefing event. It was successful, attracting a wide range of organisations hosted by Fabian Hamilton MP, and was well received by the MPs and staff that attended. The NMC launched a refreshed policy document, which sets out what the BMF and other NMC member organisations seek from the new Government.
That was followed in early January by the Government restarting the Motorcycle Strategic Focus Group. Managed by the DVSA, its original remit focused on licensing and training, but it’s now been expanded to include wider areas of policy. Transport Minister Lilian Greenwood attended this first meeting and announced that the Government is considering options to launch a review of training, testing and licensing, though no firm decisions have been made yet.
Dis-Virtuous Circle
After several months of planning, February saw work with Road Safety GB come to fruition with a key note motorcycle safety conference in partnership with NMC and its members, the first such event for some years, bringing together a very large group of significant influencers on safety. Once again Minister Greenwood attended, (albeit by pre-recorded video) and her message was
positive, and it is clear that the DfT prioritises safety. The NMC plus other speakers drew strong links between safety and the lack of consideration motorcycling has in transport policy.
On this (and considering the bus lanes issue) the NMC has started to put a sharper focus on how ignoring motorcycling in transport policy is actually sustaining higher levels of casualties than should be the case. We presented the subject at the RSGB conference. Safety is often cited as a reason to exclude motorcycles from transport policy and planning, but measures to improve motorcycle safety are often misinterpreted as measures to encourage motorcycling. This has created up a ‘Dis-Virtuous Circle’ of Safety, which goes something like this:
1. Motorcycling is disproportionately represented in the safety stats. This is a problem.
2. Measures to ‘encourage’ motorcycling should therefore be avoided.
3. A measure which could improve safety or access to motorcycling thus can’t be adopted.
4. Motorcycle safety doesn’t improve.
5. Motorcycling is disproportionately represented in the safety stats. This is a problem...etc.
Breaking the circle involves the full integration of motorcycling into transport policy, as recommended by the OECD in 2015, recognising its positive role in urban and rural mobility, plus traffic congestion and pollution reduction. With, among other things, supportive measures on safer infrastructure, access to priority measures, and Vision Zero investment balanced so that motorcycling gets a proper share of safety funding and R&D on future technologies.
The ‘Dis-virtuous Circle’ theory has generated interest from some surprising quarters. We continue to push for motorcycle safety and how it is considered differently by the powers that be. It will be a major theme as we progress the lobby in what is already proving to be a significant year.
ShutterstockMarius Comanescu
P LU ggi N g
d
Lisa Pawsey (on page 30 in this issue) describes her first enduro. Here Mark Williams remembers his own off-road adventures...
Elsewhere in this august organ you can read about an enduro newbie’s adventures, which got me thinking about my early off-road days that were very early, but not entirely off-road.
Almost inevitably, my first bike was a rigid frame, ex-GPO Bantam 125 which, untaxed and helmetless, I learnt to ride around deserted slag heaps on the outskirts of Newcastle. As such, I had pretensions of both scrambling and trials in my sights, the latter to an extent fuelled by my slightly older pal Mike Holloway whose father was something of a local whizz aboard his Triumph Trials Cub.
For his 16th birthday Mike had been given his own Cub, and suitably envious (and now in possession of a licence somehow achieved on the Bantam) I bought a pretty knackered Greeves Scottish, powered (well just about) by a Villiers 8E engine. However clad in a duffel coat and wellies my first and only attempt at competitive trials was an embarrassing and literally bruising failure, so the Greeves was then used mainly as a roadster until I discovered the hipness of scooters and multiple spotlamps, which is a whole ‘nother sordid tale.
However a yen for mud-pluggery, well actually dual-purpose bikery, hadn’t left me and my first ‘proper’ bike was a Daytonaengined Tri-Greeves acquired after moving to London aged 18. Needless to say, this was used mainly for speeding around the metropolis until maintenance issues – all right, a failure to keep the engine well-oiled – led me to part-ex it for a BSA Victor Special. The Victor, already shod with knobbly tyres, inevitably led to my first attempts at trail riding in the company of what turned out to be early members of the Trail Riders Fellowship (TRF), who thought nothing of riding down to mid-Wales for camping weekends. Yes, we were hardy/mad fellows back then, but I quickly grew to love riding the Brecon Beacons many Roads Used as Public Paths (RUPPs).
The Victor’s tallish gearing and recalcitrant hot starting soon led me to buy my first ever new bike, a 250cc Triumph Trailblazer, which was much lighter and better suspended. But in another two firsts it sent me to Abergavenny Hospital, when having entered my first proper on-and-off road event the bike gave way cornering over a wet cattle grid and I ended up doing a handstand on t’other side, breaking both wrists. That happened the day before I was due to start pounding a typewriter to launch Bike magazine, which amused my new employers not a bit.
Despite that, trail riding and its competitive bedfellow, enduro,
were now firmly embedded in my bloodstream and the next few years found me purchasing ever more serious machinery to those ends. By now a TRF member myself, I thought nothing of riding a Triumph twin-powered ISDT model Wasp to and from Wales the same day, most notably for my first ISCA Enduro (née Trial) where more by luck than skill, I wrestled the heavy, geometrically challenged Wasp – effectively one of the company’s moto-x sidecar outfits minus a third wheel – to a bronze medal.
Nevertheless the Wasp convinced me that two-strokes were literally the way forward and thus I embarked on a succession of ‘strokers. First a pair of Yamaha DT175 MXs tricked out with superior reed-valves and rear suspension, followed by a Suzuki PE175 which was better still in serious events like the Welsh Two-Days Enduro in which I managed to acquit myself well… or at least finish.
The 1980s and ‘90s saw my so-called career veering off in exclusively road-going directions, but in the early noughties I took to the mud again when hired by generous better judgement by Trail Bike Magazine as a columnist, general scribbler and campaigner against the government’s mean-spirited NERC bill, which at a stroke robbed us of most RUPPs. I later became the TRF’s press officer. Initially I ran a Yamaha XT350 I’d rebuilt and then a brand-spanking and suitably hot-rodded TT-R 250. But then in my sixties, diminished stamina, judgement and weather resilience prompted me to leave competitive off-roading to those younger and fitter than me. Which brings me back to Lisa Pawsey’s piece elsewhere in Rider, and very good luck to her.
CONNECTED CONNECTED
...connected by the love of bikes.
WhaT: An exciting new type of event to showcase the BMF – our aims, partners and the work we do for the riding community
When: Sat July 12th
- Sun July 13th 2025
WheRe: Mallory Park Circuit, Kirkby Mallory, Leicestershire, LE9 7QE
C E N N
BMF CONNECTED will be two full, varied days of displays, talks, demos, workshops, have-a-go sessions, test rides, plus lots of traders, information stands, club displays and charities.
BMF CONNECTED will be a family friendly, informative, fun event with lots to see and do. Whether you’re a rider or want to be one there will be lots for you to enjoy on the day. Entertainment throughout the afternoon and live music in the evening on Saturday.
SATURDAY FOCUS – a day of talks, Q&A sessions, film shows, Biker Yoga, demonstrations and workshops.
SUNDAY FOCUS – the traders, demos and have-a-go sessions.
New Skills New Experiences Education Charity Training Everyone
Want to make it a full weekend of it? - lots of camping space with ample room for campers, caravans etc.
Discussions
Try-a-Ride for those who have never ridden before. 30-minute sessions. All protective gear and bike provided, just wear sturdy jeans/trousers and boots. Off-road/Trails area – come and have a go at riding trials. 30-minute sessions. Bring your own riding equipment, need A2 licence or CBT - will need to show proof. Bike provided.
Pro-skills area for those wanting to develop their knowledge and skills. 1-hour sessions on your own bike. Just bring your own equipment and a willingness to learn. Session 1 - Handling Skills. Session 2 - Slow Control Skills. Session 3Braking skills. Session 4 - Increase your confidence.
TIckeTs & InFo
Day tickets – £15 BMF members, £18 general tickets, under 16s free Weekend tickets – £20 BMF members, £24 general tickets, under 16s free Camping tickets – £15 tent, £20 other (caravan, van, trailer, campervan, etc) website is constantly being updated with more information www.britishmotorcyclists.co.uk/events/bmf-connected Facebook www.facebook.com/events/9532016323516747
FIM RallIes In euRope, 2025
We hope you can join us at BMF CONNECTED. But don’t forget the classic FIM rallies on this year: FIM Rally
We’ve got everything from the bright lights of downtown Manchester to classic scrambling in the Photo Comp this time – you never know what’s going to turn up!
Now that the weather’s finally improving, do keep sending in your favourite bike-related snaps – we’ve got another Photo Comp in the next issue of Motorcycle RIDER (Summer 2025) and as always the winner receives a year’s free membership of the BMF.
As ever, the subject can be anything motorcycle-related, from rugged road and scenery to your local bike night, or even just you and the bike in your favourite shed.
Winner of the Summer Photo Comp, plus the best of the runners-up, will be printed in the next issue of Motorcycle RIDER. Send your photos to: editor@bmf.co.uk
✶ wINNER ✶
Motorcycle RIDER’s new Editor Ian Kerr has been taking bikey pictures for years, and here are a couple of his faves – classic scramble action and a happy pair on the VMCC’s Banbury Run.
wIN
a year's F r EE BMF membership
Left: Wot, no bikes? Tiffany Coates braved a frosty Winter Warmup Rally in February - they weren’t allowed to put bikes on the grass because it was too wet.
Right: Jo Tanu couldn't decide between two photos, so sent us both, of her and her BMW looking over Manchester city. We like this one, so here it is.
Left: Sandra Furner describes this as “Best Tiger in UK, on the Island of Arran –definitely ready for Spring!””
Bikes on Film
Want to win the bmF Photo of the month? We’ve asked professional snapper tErrY JOSLiN for a few tips
Motorcycling and photography are intrinsically linked. Riders love to see pictures of bikes in action, restored or historic machines, along with the obvious adventure destinations to inspire their own rides, either locally or globally. While black and white shots are more evocative and atmospheric, most of us these days prefer colour images and certainly magazines almost exclusively use colour.
Modern technology has changed the face of photography from the early days – remember when you had to load film into a camera, send it off for processing and wait for the results? Seems like a lifetime ago. Digital technology changed all that, doing away with shutters, film and processing while ushering in the opportunity for special effects when taking the picture, with no need for Photoshop. Better still, taking pictures is easier now, a lot cheaper, and with instant results.
Most of us carry a camera with us every day, as an integral
Left: In details, decide exactly which part you want to focus on
Above: Detail shots, taken apparently casually, can be intriguing
Get down low to give the bike more impact
part of the smart phone, and some of these have processing power in excess of the most reasonably priced SLRs with interchangeable lenses. It’s only when you need a choice of lenses that phones lose out.
However, while a phone and even a decent SLR will produce images to satisfy most of us to show to friends and family, thanks to built-in auto settings, you can vastly improve the end result with a bit of effort. In fact, even the most basic device can produce an image good enough to grace a magazine page, complete with wow factor.
Right FiRst time
To get an inside line on all this, we spoke to one of the UK’s top bike photographers who regularly works for the mainstream motorcycle press. As well as being a renowned bike photographer he also works on weddings, portraits and cars so understands the whole subject, which helps when looking for that different shot involving both static and moving bikes.
Terry Joslin has been photographing bikes for over 35 years. It started as a hobby and doing odd jobs for a local paper covering bike and car racing until he was hit by a rally car and decided that magazine work was a little safer!
“When I started in photography you shot the pictures with a camera where you set the shutter speed, aperture and focus manually. We used film with a maximum of 36 exposures, winding it on with a lever on the top of the camera – then you took them down to Boots or sent them off to Truprint, waited two weeks to get the prints back – I was nearly always disappointed.”
“Now you can see your images instantly and send them to social media, or before you upload them, the image can be turned into black and white, given more contrast, a different style, blur the background or even take people out of the final image. But, for me getting it right before going to your computer is a great satisfaction and I still take time to try and get the shot right in the first place – it used to cost money if you got it wrong but I still have my own standards!”
Above: Plain background for this Velocette, which is extra sharp, standing out from the grass
Below: Who doesn’t love a classic? Extra lighting highlights the bike
teRRy’s top tips
1. Background
If possible, choose your background and work out if it will be part of the final image. If not, try and make it clean and not distract from the bike. Try and get the bike into an area with good light.
2. On the Angle
Try and photograph the bike at 45 degrees. That way you can get closer to the bike, so it’s less likely people will walk in front of you. With that in the bag, get the square-on shot.
3. Go Low
Get down level with the bike – you will get a stronger image and fill the frame better. We want to see the whole bike, not just the top of the seat and fuel tank!
4. Use the View
Getting down level with the bike also works well if you are taking it as part of a landscape shot with the bike placed off to one side and want to fill the rest of the frame with the view (see tips 1 and 2).
5. Get the Detail
All bikes will have opportunities for detail shots, especially those without a fairing – engine, brakes, seat, instruments and rear end can all works as separate shots in their own right.
6. Capture the Action
For most road riding shots, you can use a phone or camera’s Pro setting and adjust it to 1/250 of a second – that way, when panning as the bike passes you will get some movement of the background. By going slower to 1/125 and even 1/60 you might only get part of the bike sharp, but it looks more dramatic.
7.
The Long View
Taking photos at race meetings is different as you are usually further away from the bikes. So, you need a camera with a longish lens and if you are shooting though a fence you need to be a close to it as possible. Also, the camera needs to be as open as possible. If you are lucky enough to have a lens with an aperture of 2.8f and a length of over 200mm it might be possible to hide the fence. Most lenses have an aperture of more the 4.5f, which means including some fence in the shot. Panning will hide this a bit if you use the 1/250 second setting. If you can get a grandstand seat the setting for the shutter can be 1/500 of a second or higher.
So now you know. Don’t forget to send your results into the Motorcycle Rider Photo Competition – we look forward to seeing your results!
Landscape oR poRtRait?
This refers to the shape of the shot – a horizontal rectangle (Landscape) or a vertical rectangle (Portrait). Choose whichever suits the circumstances – space, background or whatever you’re trying to capture.
Above: Superb action shot, made possible by panning and a slower shutter speed
THE BEST 500-1000CC BIKES FOR TOURING EUROPE
There’s nothing quite like exploring Europe on a motorcycle. And with a continent full of stunning landscapes and picturesque cities, towns and villages, we’re examining the best bikes that’ll make your holiday one to remember.
TRIUMPH TIGER 900 RALLY PRO
The Tiger has been redesigned to give it more power and better fuel consumption, giving you a smoother journey with the ability to really cut loose when you need to.
The Pro version also comes with plenty of modern conveniences like heated grips and seats, cruise and traction control and many more.
KAWASAKI VERSYS
The Versys is another powerful all-rounder designed to give your holiday the oomph you’re looking for. Kawasaki offers it in 1000cc and 650cc versions, with each also available in tourer or grand tourer editions. This adds on panniers on the tourer and an extra top case on the grand, so you’ll have more than enough room for your luggage the second you buy it.
YAMAHA TÉNÉRÉ
The Ténéré comes with three acute accents and an extremely cute 689cc engine that powers a bike designed to be a comfortable long distance machine.
Yamaha offers a dizzying array of variants, all built around the same engine but with differently sized fuel tanks, if you’re looking for long-range efficiency with more lightweight options spec’d for off-road rallying.
SUZUKI V-STROM
The V-Strom is a real all-rounder, with the kind of handling that lets it navigate the twistiest of back roads and the power to really let rip on the motorway. It’s available in 1050, 800 and 650cc versions, so if you live to go super fast, or want to go off-road regularly then you’ve got options.
For our money, the 650cc is the one to get if you want to enjoy the scenery as you go – without lacking for speed should you want that, too.
DUCATI MULTISTRADA
Ducati’s line of luxury tourers isn’t for the faint hearted. The V2, which it sells as its entry-level tourer, has a 937cc engine rising to 1158 for the V4, so if speed and style are your main priorities for a European holiday or tour then it’s an ideal choice.
HONDA NT1100
Honda is one of the big beasts of the touring bike world, thanks to the Goldwing. While we need to take a second to acknowledge the Goldwing, the NT1100 is the choice if you’re looking for a more traditional and agile motorcycling experience.
It’s not only comfortable, but also packed with the kind of features and design finesse that’ll help it to eat up the continent’s roads.
BMW 1250R
A bike that pushes the boundaries with its 1250cc engine, but heck, if you’re looking for a fully-featured sports tourer to power your European adventure then the 1250R is all that and more. It comes packed with features with plenty of additional options that allow you to tweak it further for comfort or performance.
INSURANCE YOU KNOW YOU CAN TRUST
Bikesure can organise brilliant bespoke motorcycle insurance deals for you and your bikes at affordable and competitive rates
Call us on 0800 503 3275 for a quote.
Motorcycle clothing expert PAUL VARNSVERRY on how to avoid the fake motorcycle PPE
pRoTecTIon Racket?
It’s nearly seven years since the full implementation of the Personal Protective Equipment (PPE) Regulation, and with it the placing of motorcyclists’ clothing within category two of the legislation. That means it will have to be tested by an independent laboratory and certified by an accredited body.
In general, most motorcycle clothing on the market has been put through the technical and legal processes and will bear the CE, and in some cases the UKCA, mark. But there are still stragglers –including some notable and established brands – that have yet to satisfy their legal obligations, along with some vendors it would be perfectly reasonable and accurate to say have no intention of ever doing so!
WHO, WHAT & WHEN
The legislation defines the ‘three Ws’: who shall do what and when. Looking at those in turn, the ‘who’ comprises the manufacturers (irrespective of which part of the world they’re in), their authorised representatives within the EU, importers, distributors and retailers. All of them are required to observe a hierarchy of
Above right: Paul Varnsverry has the rogue traders in his sights – and he knows his stuff
Above: Looks good from a distance, this is a counterfeit Dainese suit
responsibility, with the highest demands understandably being placed on the manufacturer, but with retailers also being required to check they are purchasing and selling conforming stock.
The ‘what’ requires manufacturers to submit their products for testing to an independent laboratory which is accredited to conduct assessments of motorcycle clothing, and for that product to be certified by a Notified Body with the specialised competence to assess the same products. There are around 35 of these independent labs dotted around Europe, all of which are listed on the EU NANDO database.
Finally, the ‘when’ requires the process to be conducted and completed before a product is placed on the market, the legislation being fully implemented on 21st April 2018. This also created the need for European Standards, which provide specific requirements by which compliance with the Essential Health and Safety Requirements of the regulation (generic criteria for all PPE, applied as relevant to individual PPE types and groups) can be verified.
PPE HISTORY
Standards for motorcyclists’ PPE have been around since 1997, when the first standard (EN 1621-1) was introduced, covering shoulder, elbow, hip, and knee protectors. Standards for back protectors, Moto-X stone shields, gloves, boots and clothing followed in the early 2000s. Revisions of the original limb protector and back protector standards were published in 2012 and 2014 respectively, and the glove and boot standards have also been revised since.
By the time the PPE Regulation was published in January 2016, progress was already being made in earnest on a new standard for motorcycle clothing. Although this standard was not published until March 2020, almost two years after the PPE Regulation was fully implemented, this in no way negated the need for suits, jackets and trousers to be certified on time, and several companies had their ranges ready to launch on 21st April 2018.
Initially, many clothing suppliers missed the deadline – some lacked the testing capacity, which meant untested and noncertified clothing, gloves and footwear continued to be placed on the market until well past the deadline. That situation has largely resolved itself, thanks to added capacity for testing and certification, combined with the market surveillance authorities (local Trading Standards Departments in the UK) getting involved.
TRADING STANDARDS...
Some of the highest profile activity by Trading Standards has taken place at motorcycle shows. In February 2022 London Borough of Newham Trading Standards visited the London Motorcycle Show and found that of 27 stands visited, 12 required some form of intervention. Exhibitors were required to remove non-conforming stock from sale, and a few items were confiscated. Throughout 2022 and during 2023, local Trading Standards continued to visit bike shows within their respective jurisdictions, and the extent of interventions steadily diminished as instances of non-conforming products fell. At the same time, visits were made to retailers – especially the larger companies that market their own brands – and where issues were identified, these were resolved.
As a result, riders can generally purchase clothing at shows and retail stores, confident that everyone in the supply chain has most likely met their respective duties in the hierarchy established by the legislation.
There are of course exceptions, and these are almost exclusively to be found in sales of motorcycle clothing on social media and e-commerce platforms. Sadly these presently appear to offer a safe haven for any business that elects to trade in dubious goods and in a questionable manner.
These platforms have facilitated significant growth in the number of vendors operating from overseas and drop-shipping goods direct to the consumer. For motorcycle clothing, the main source is Pakistan, where the city of Sialkot is a global hub for production of leather and textile motorcycle clothing.
China generally features only in respect of gloves (especially heated gloves) and marine life vests ‘repurposed’ (i.e. advertised)
Above: Facebook bargain? One hundred and seven Facebook accounts were selling the same jeans Left: A confused and confusing label – Trading Standards ordered the goods be taken off sale
Left: More counterfeit suits, these from Sialkot, Pakistan Above: ‘EN 16211:20212 CE Protectors’ it says, but in the small print – “...is not considered to be Personal protective equipment...”
was claimed to be a back protector satisfying the highest Level 2 requirements of European Standard EN 1621-2:2014. When tested, however, the component failed the test when subjected to just 20% of the impact energy specified in the standard.
as motorcycle airbags. Vietnam and Indonesia are two other countries which produce motorcycle clothing, but so far do not appear to be involved in direct-to-consumer sales.
Trading Standards can do little or nothing about these online vendors, as they are located outside the jurisdiction of our authorities. A recent case started with a report to Trading Standards of two companies operating from the same residential address in the UK, using social media marketing to sell nonconforming motorcycle clothing direct to the consumer.
The Trading Standards officer handling the case told me that someone from the company was scheduled to be interviewed but had fled to a country which had no extradition treaty with the UK. The contact details on the respective websites had changed to overseas, so it was clear that the people involved had no plans to return, yet would continue to sell the same products in the UK with impunity.
This is an extreme example and reaction on the part of the vendor, but the growing list of product recalls of motorcycle clothing ordered by Trading Standards and reported on the government’s Office for Product Safety and Standards website, provides a very clear indication of the dishonesty exhibited by many of these vendors.
BEWARE FAKE ARMOUR
Fake ‘CE protectors’ have been appearing for some time in many of the garments sold online and through the e-commerce platforms. In January 2020, Motorcycle News reported on a textile jacket it purchased from Xtron Bikewear’s eBay site, fitted with what
Unsurprisingly, the seller claimed that a ‘rogue’ jacket had unintentionally been supplied, and claimed the authentic component that should have been provided was pictured in the eBay listing. When checked, however, even what the company was claiming to be the genuine article was found to be incorrectly marked to the limb protector standard, EN 16211:2012, the requirements for which are set lower than those for back protectors.
The same pattern has emerged in garments test purchased by the British Safety Industry Federation (BSIF), by other motorcycling publications, and most recently by Trading Standards: fraudulently CE marked impact protectors, that are claimed to conform to the European Standards, but which fail testing by significant margins.
A ‘back protector’ fitted to a garment obtained by the BSIF failed to precisely the same extent as the component tested by MCN, recording a transmitted force of 104.452 kiloNewtons (kN) – the standard is a maximum 18kN for Level 1 and 9kN for Level 2 – and of course, the lower transmitted force to the wearer, the better. According to one independent test lab, if the EN 1621 procedure was conducted without an impact protector placed between the striker and the anvil, the expected transmitted force value would be… 100kN! In other words, the fake back protectors commonly found in these garments offer no protection whatsoever.
HOLDING TO ACCOUNT
Finally, we come to the garments, gloves and boots themselves. I have questioned literally hundreds of online sellers about the PPE status of the goods they are selling, including the endless stream of suppliers of made-to-measure, custom design racing suits. Trying to secure a direct answer to what is a straightforward question has been like wading through cold treacle!
Questions will be deflected to the claim that ‘CE protectors’ are fitted. As has been demonstrated, that claim cannot be relied upon as truthful! Pushing further, the general experience is of respondents who dissemble, obfuscate, or downright lie.
Eventually they cease responding, and if the exchange has been taking place on their social media pages they delete the posts so that other visitors are denied the information. This leaves these scammers’ potential purchasers (aka ‘victims’), who don’t understand the legislation and the standards, at greater risk of being bamboozled and misled.
Making riders aware of the risks inherent in dealing with these rogue traders is a clear course of action. Consumers cannot rely upon their interests and rights being safeguarded by the social media and e-commerce platforms. It is up to consumers to protect themselves.
FIGHTING BACK
This is why I created the petition, “Implement a strategy to protect motorcyclists from imports of unsafe clothing” (bit.ly/stopbadkit), calling on the Government to act and to screen imports of these
Left: ‘X’ marks impacts under test
Below left: More small print: “This garment is not considered to be Personal Protective Equipment...” –purchase at your peril!
unsafe products from overseas vendors. If a vendor has the relevant conformity documentation in place, the goods can be delivered to the purchaser. If not, the goods will be destroyed.
This shouldn’t leave the purchaser out of pocket, as they should be able to claim a refund from their credit card company or PayPal. However, the seller stands to lose everything: payment grabbed back by the card company or PayPal, and unable to recoup the costs of materials, labour and shipping, because UK Customs will have destroyed the goods.
Riders who have contacted me since the petition was launched say it has convinced them to give sellers on the social media or e-commerce platforms a wide berth. Custom racing suits are prevalent, and racers have said they are demanding evidence of certification from suppliers but are running into the same evasive answers I was given. The answer is to avoid these rogue traders. Instead, buy from a manufacturer or a retailer who will readily answer your questions and is supplying legitimate products, and who has no need to jump onto the first available plane to escape retribution!
SIGN THE PETITION
If you haven’t signed the petition already, please do so now at https://petition.parliament.uk/petitions/702450
Please encourage your family and friends to do the same. Then write to your MP and tell them about it.
WHO PAUL VARNSVERRY?
Paul is something of a guru on motorcycle protective clothing. Technical Director of the PVA-PPE Group, he has been a key figure in developing the EN standards for motorcycle clothing. He writes a regular column in Motorcycle News and actively shares advice on social media.
Far left: This back protector failed to meet the standards by 580%
RuRoc H ELMETS
Anyone who was riding before crash helmets became mandatory in 1973 will remember the British helmet manufacturers such as Kangol, Cromwell and Everoak. All were involved in other areas such as horse riding where riders needed head protection – Kangol was the supplier of berets to soldiers in WW2 before diversifying into more solid headwear!
London-based Everoak produced the famous ‘Corker’ worn by the police and later on launched the open face Grand Prix for the police riders. These early helmets were a mixture of cork and webbing (hence the name) but later fibreglass was used for the GP and the full face that followed.
When polycarbonate/plastic came into use in the ‘70s British firm Stadium, a pioneer of injection moulding at the time, entered the market, (remember the full-face Achilles?) although Kangol was by far the biggest player with helmets for both road and track – Mike Hailwood chose a Kangol for his Isle of Man TT comeback in 1978.
ever heard of Ruroc? ian KeRR went to find out more
By this time the British-made lids were losing out to cheaper, more fashionable imports, from Italian factories in particular. The Japanese brands were producing premium products that people were willing to pay for and sponsoring riders in top level racing, creating a demand for replicas.
Gradually the once great British helmet manufacturers faded into the history books, although some still survive in niche markets with allied products.
Since their demise, we’ve continued to buy helmets made mainly in Italy, Japan and latterly China, though the Chinese brands never seem to stay around for very long. However, now we have a credible British helmet brand which is gradually building a strong and viable reputation.
Bright & Bold
Ruroc was founded in 2008 to produce a skiing helmet when one of its founders ended up with facial injuries after an accident on the slopes. Having taken snowsport head protection to a new level (Ruroc remains the only company in that market) it saw a logical diversification to motorcycling, bringing a futuristic design similar to that of the old Simpson car helmet of 30-plus years ago. Interestingly, motorcycle helmets now account for 80% of its business!
Left:
Conservative they’re not... Ruroc helmets have a zombie/ space alien vibe
Above: Helmets are designed at the company’s Gloucester HQ
Right: Preparing an impact test
Below right: Instant test results, showing helmet acceleration in g, against time in milli-seconds
Below: Head form with sound deadening around the ears
Left: Head form wired up to measure temperature inside the helmet
Right: Test rig opens and shuts visor time after time…
Ruroc helmets aren’t made in the UK, but they are designed here, and the company’s head office on the outskirts of Gloucester includes a design centre, test laboratory and warehousing. The helmets are actually made in China, in a plant owned by Ruroc with complete control over production and standards. From the snowsport business, Ruroc diversified into skateboarders and other younger generation markets. These people not only wanted protection, but loved the bold graphics and colourful designs, something which has filtered through into the company’s motorcycle helmets, far removed from the often more conservative look (apart from Valentino Rossi replicas) offered in the past few decades from other helmet manufacturers.
2017 saw the first real move into motorcycle helmets and by 2019 the first of the Atlas range appeared, soon followed by the improved Atlas 2 – 2022 saw the Atlas 4 carbon fibre being offered with a fully certified ACU Gold standard version for track use, 10% lighter than the standard item.
The company has always kept in contact with the end user, making a point of understanding its customer base. For example, several dealers have sizing displays, allowing customers to try on helmets to enable them to order the correct size – the Ace Café is one such, not surprising given that one of the helmet designs highlights its history!
Although the artwork and designs are very different to those of anyone else, Ruroc does offer plainer shells to cater for the older generation who may not want an association with a film character or some other wild graphic. The important thing is that all helmets are claimed exceed ECE 22.05 tests by 20%, while the head and cheek pads are designed with acoustics as well was comfort in mind and are removable for cleaning.
The headliner uses Rheon protection integrated into the liner, and Ruroc is the first to use this NASA reactive polymer for better energy dissipation against impact and rotational forces. It’s a soft and pliable material until subjected to force when it stiffens, similar to some body armour in clothing.
The carbon fibre shell has 215 degrees of horizontal vison with 100% of vertical and there are a number of different visors, some with Pinlock, and one photochromic visor for track use. Many helmets now have a built-in recess for communication systems and Ruroc has teamed up with acoustic specialist Harmon Karson, so you can communicate on the move either by your phone or directly with other riders.
Destruction Testing
It all sounds good on paper, but I was intrigued to look beyond the PR hype and paid Ruroc a visit. Seventy-odd people work at head office, and it’s clear that this is a relatively young company, making a point of employing a younger generation. Given that base, it’s not surprising that the company has a strong social media presence, with 1.5 million followers on Facebook and 1.3 million on TikTok.
A quick look around the warehouse revealed good levels of stock and in one corner a product control team who open every box and inspect each helmet as a final quality control check. In another corner is a test rig, the same type used for testing helmets for standards such as ECE 22.06 at official test labs. Here, it is used for random testing of the product as a further part of the quality control regime.
Test engineer Alan loaded up the rig for me and allowed me to press the button and complete a drop test – the helmet shell easily survived despite (as he pointed out) the temperature being way outside normal test conditions. In another corner of Alan’s lab is a machine that opens and shuts visors tens of thousands of times to ensure the mechanism and its components are up to the task.
A head form is used for wind tunnel testing to ensure air turbulence and noise are reduced to a minimum when new products are being designed. Another rig is able to record noise levels around the helmet, with any information being fed back to the design team. The results of all this are sent on to the factory before final manufacturing starts.
As mentioned, Ruroc designs the helmets inhouse, and (very trustingly) they allowed me access to the design studio where a new range was being developed.
The engineers spent time showing me the process from CAD design to plastic printed prototype models that gradually increase in size as the design is developed. The whole process takes close to two years before the final helmet is ready for the market. I obviously can’t divulge the detail of what I was shown but suffice to say the company is looking to offer a whole range of helmets for all areas of motorcycle use. Hopefully we’ll be testing a Ruroc helmet soon, reporting on its performance on the open road (but hopefully not its collision resistance...)
A LCO S ENSE B REATHALYSER
Idon’t drink that much at all and tend to avoid imbibing any alcohol the day before a long ride or drive. However, the odd glass of wine with a meal and the odd beer when on tour is always welcome at the end of the day.
While there are plenty of guidelines on how much you can consume and also how quickly it exits your body’s metabolism, it is difficult to work out if you will be OK the following morning. As many are now aware, more people are arrested for drink/driving the morning after a session than at night time when most sensibly leave the keys at home.
AlcoSense offers a range of compact breathalysers, using the same technology as the police machines, and with small TFT screen it is simple to use. Just attach a small plastic tube to the outlet and then blow – the screen tells you how to blow correctly to improve accuracy.
The result comes up quite quickly, either showing no alcohol detected, or that there is and that you are under or over the limit. If over, it estimates how long it is before you are safe to drive/ride.
It’s temperature sensitive, so the device will always give a correct reading, and if you’re riding abroad and don’t know what the limit is, the Alcosense does it all for you.
I’ve been using the Pro version, here and in several European countries. Given that I don’t drink much I’ve never encountered a red danger screen, although sitting at home and using it shortly after a drink I can confirm it does detect alcohol! Interestingly, it hasn’t encouraged me to push boundaries – the company points out that a negative reading on this machine does not guarantee a negative police test later on.
It's always nice to know in the morning that you are clear of any alcohol in your system, which is why I keep it to hand, an excellent addition to not only home life, but touring as well.
Available from Halfords, Amazon.co.uk and alcosense.co.uk RRP £149.99
A UTOMATIC C HOICE ?
iAN kErr describes (and rides)
Yamaha’s new semi-auto transmission
As far as the vast majority of motorcyclists are concerned, ‘automatic’ is a dirty word. Unless we’re talking twist and go scooters where the CVT transmission has gained a high level of acceptance with a newer generation of riders. In the car world, where an automatic used to be something of a rarity, now they are mainstream, and the demand is high. In fact, in 2021 around a quarter of all cars on UK roads were automatics
and research from the DVSA (Driver and Vehicle Standards Agency) reports that 14% of all driving tests are now taken in automatics.
This trend will continue, because currently the Government is planning to ban the sale of new petrol and diesel cars after 2030, with electric cars set to replace them, and of course none of these have a conventional gearbox.
So where does all this leave motorcycles? There are some electric motorcycles on sale now, so it’s no wonder that the mainstream manufacturers are now looking to produce automatic bikes to meet what they perceive will be in demand in the future.
Although Honda is given much credit for its semi-auto DCT system since 2010 (and has a history of automatic bikes – see box) it was Yamaha which in 2007 introduced the AS version of its FJR1300 four-cylinder sports-tourer. Again, although billed as an automatic using the company’s YCC-S system, with no clutch lever, the ‘auto’ FJR still had a gear lever to select gears as well as a push button system on the bars to do the same, so it was never a pure automatic, and like the earlier Hondas of the 1970s, was not a great seller.
Above: Yamaha claims Y-AMT allows the rider to focus on throttle, braking and cornering
Focus on Control
That all changes with Yamaha’s new semi-automatic gear system Y-AMT (Yamaha Automated Manual Transmission) which will be offered on a number of models in the range. The company confirms that there has been a general rise in the acceptance of semi-auto transmission technology from all motorcycle manufacturers and it feels that newer riders will not want manual gearboxes in the future, mirroring the trend in the car world – naturally, Yamaha does not want be left behind in the sales war!
However, it is at pains to point out that Y-AMT was born from ‘Jin-Ki Kanno’, which is its goal of providing you with, “the seductive exhilaration of becoming one with the machine,” as much as garnering sales. Yamaha claims that Y-AMT allows you to focus on throttle, braking and cornering and that not having to move your left foot from the foot peg means you, “focus on body position and weight distribution through the pegs in order to enhance the control of your motorcycle, especially in cornering.”
Basically, the system retains the conventional six-speed gearbox but does away with both the clutch and gear lever – gear changes are made by twin servo actuators cleverly mounted above the gearbox, but within the existing engine and frame layouts of current models. The weight penalty is just 2.8kg for both of the units, making it lighter than the YCC-S on the FJR and for that matter anything else on the market!
Y-AMT retains a single clutch as on a ‘normal’ transmission, with one servo taking care of actuating it while the other servo shifts the gears, helped by a third generation quick-shifter which manages shift speeds of 0.1 seconds, helped no doubt by the fact the gearbox is pre-loaded for each change.
Choice of Modes
The new system works in tandem with a smart key ignition system and always defaults to first gear when you stop, so when you leave the bike it is locked in first which is an anti-theft deterrent as the only way the bike can be moved is if it is physically lifted! Also handy for parking on hills. (Obviously it can manually be put into neutral for pushing around or into a garage).
To start, the rider fires up the engine and applies the front brake lever (as on many current twist & go machines) before selecting manual or fully automatic mode via the AT/MT button on the right bar.
Fully automatic has two options: the standard D mode holds a higher gear and changes up at lower revs, while D+ gives a sportier response, holding a lower gear and changing up higher up the rev range. Both modes can be manually overridden by the rider. Having decided on AT or MT, a rocker switch on the left is used to engage first gear if the bike is in neutral (no need if it's been left in first) then just accelerate away...and Y-AMT does all the work.
Manual mode is a repeat of the first steps, but when manual is selected the TFT screen then gives the options of Sport, Street, Rain or Custom 1 or 2, modes, the rider making the choice with the mode switch. Select first gear if appropriate with the rocker and continue to use this for up or down changes.
All of this sounds more complicated than it actually is, but it
Above: Dash shows which mode (D+ in this case)
Below: If you want to change gear yourself, the paddles are there
only takes a couple of minutes sitting on the bike and watching the dash display as you activate the various switches to realise just how user friendly it is. Probably the hardest thing to accept is the lack of a lever on the left bar.
Feels Natural
My test of the system was on the glorious MT-9, which has won numerous awards and accolades and was Yamaha’s choice to debut the Y-AMT system. I started off in manual mode as I headed out onto some real motorcycle roads where (so I thought) a geared bike would be more at home. The smooth take off was impressive and apparently Yamaha spent a long time working out the algorithm to get this on a par with an experienced human rider.
Above: One servo operates the clutch
Below: Second servo (the closer one) shifts the gears
Bottom: Mechanics of the system are relatively simple...it’s the ‘brains’ that count
Changes up and down via the rocker switch were faultless. Although my brain insisted that the only change was to move the activation from foot to finger, Yamaha claims that this is actually faster than using your foot!
However, the real revelation came on activating automatic mode. I was so impressed that I left the bike in automatic for over 100 miles and never went for a missing clutch lever except on two occasions when cars pulled out in front of me, resulting in some heavy braking!
Several times when in automatic, I used the rocker to drop down a gear from the one the bike had chosen, which was handy on the twisty country roads. Changing to D+ would have achieved the same thing, but I found this was quicker. Yamaha claims that riding with Y-AMT is more relaxing, and I had to agree after 150 very enjoyable miles. In town and suburbia, it was very easy to ride and one real benefit is that it is easier to keep to posted speed limits, not to mention manoeuvring through heavy traffic.
I’ve been riding for 50 years but was surprised how quickly I adapted to riding the semi-auto in all modes. I have had the benefit of road testing plenty of bikes, over the years, but still... Perhaps more to the point for riders as a whole, studies by Yamaha showed that nearly 50% of riders were, like me, instantly at home with the system, the figure rising to 80% after 10 minutes of use, all them saying that Y-AMT feels natural and that they had total confidence in the system.
Not everyone will welcome the idea of an automatic motorcycle but given the age demographic of a lot of riders these days, many may well start suffering from arthritis and joint pains in hands and feet, in which case auto or semi-auto transmissions could enable them to keep riding for longer. In that light, perhaps these things should be welcomed with open arms and minds! But in case you were wondering, Y-AMT cannot be retrofitted to existing machines, even though there are no real changes to the engine units.
Summary
Yamaha has a reputation for engineering brilliance, being prepared to push boundaries and lead the way, such as with the hub-centre steered GTS and tilting three-wheeler Niken. This Y-AMT transmission is another example of forward thinking – it is right from the start and a real game changer.
No doubt there will be upgrades in the future, but for me this is already the best system on the market and one I could live with – and from a diehard ‘manual’ rider, that is quite a compliment. So find your local dealer and go for a test ride with an open mind – you might be pleasantly surprised!
History Lesson
Of course, there have been automatic motorcycles in the past, though none have met much success. Moto Guzzi tried with the big V1000 Convert tourer in 1975, and at around the same time Honda offered a pair of two-speed autos – the CB400A and the CB750A – before trying again with the Hondamatic in 1982. Actually, the ‘A’ Hondas were not true automatics as the rider had to manually select one of the two gears while the 750 Hondamatic incorporated two hydraulically-controlled clutches.
Although none of these models became popular or sold well, they were the forerunners of Honda’s current and widely accepted Dual Clutch Transmission system (DCT for short) which launched in 2010, giving the rider the option of semiautomatic clutchless shifting or a fully automatic mode. Most common on the NC750 series, it’s now an option on most of Honda’s bigger bikes.
Above: Whole system only adds 2.8kg to the weight of the bike
Below: Y-AMT will be an option on the MT-09 – engine is unchanged
Imagine, tourist boards combine to promote a motorcycle-friendly route – IAN KERR tries one in Spain
In the late 1990s motorcycle industry stalwart Peter Gleave published a book called Motorcyclists Welcome. It listed UK accommodation, pubs and cafes where motorcyclists were accepted. Broken down to 12 regions across the country with information on each, plus a list of motorcycle dealers in the back, it was a useful tome.
Of course, after 25 years many of those venues are no longer with us, while some might be under new management not quite so keen on accommodating motorcyclists. Various websites have now come onto the scene with recommendations by riders, but none of these have any officialdom to back the content to give a degree of security to the venues featured or those using them.
In Spain, it’s a different story. The tourist boards in the regions of Asturias, Castile and Leon, Extremadura and Andalusia have combined to list and promote motorcycle-friendly hotels and attractions along the length of the ancient Roman road that travels from the northern coastal town of Gijon to Seville in the south. Now that’s recognising the economic benefits of motorcycle tourism to the local economy.
TAke The Old ROAd
The Old Road
Known as the Ruta Via de Plata, the old route was built by the Romans during the 1st Century AD, exploiting a natural corridor in the west of the Iberian Peninsula close to the Portuguese border, which was originally used for trade before the troops arrived.
It quickly became one of the Empire’s major road links, still busy today with the Autovia 66 basically following the same route. While this busy motorway is heavily used by tourists heading for the south coast and warmer weather, they are missing the many
Right: Ruta Via de La Plata does Spain top to bottom
cultural locations (including UNESCO heritage sites) which can be enjoyed by following the older N-630 which almost runs parallel, but more closely mirrors the Roman road, parts of which are still visible in places.
Very much a more bikey route, it is punctuated by hotels and locations which have registered as motorcycle-friendly – you can even get a ‘passport’ to be stamped as you use them along the 500-mile trip, which runs through seven provinces. Maps in English and lots of hints and tips can be found on the website which encourages motorcycling as well as general tourism.
Of course, the beauty of a route like this is that you can do it in your own time, taking as long as you like with frequent stops, or just pick and choose which of the listed locations is in tune with your particular interests. Apart from the pure magic of riding a motorcycle on roads that allow you to really enjoy the riding, in generally better weather than we ‘enjoy’ over here. (Actually, that’s not guaranteed – read on).
Follow the Romans
Still, the proof is in the riding, and I wanted to find out whether the reality was as good as the hype. Was I going to be welcomed, wet or dry? Was there security for the bike overnight? Would the route be worth the time spent away for the more common roads and destinations in the region?
Northern Spain itself, with the Picos de Europa and the Asturias region both just a short hop from the excellent Brittany Ferries routes to Bilbao or Santander, has proved a favourite area for motorcyclists from all over Europe looking for some fine biking roads for many years. Personally, having spent 20-plus years riding them I know exactly what the attraction is, so although I had an open mind the result needed to be good to add this route to my list.
When the Romans were building Via de Plata they worked their way from Seville in the south up to Gijon. Unlike them, I was rolling off the ferry at Santander, so it made more sense to do it the other way round. And it soon became clear that the riding was
Route takes you through varied scenery on some superb motorcycling roads
Mountain passes and fantastic views, but as Ian found, you can’t guarantee the weather in April
not going to disappoint any more than a visit to the underground Roman baths close to the harbour did before I set off – you really do forget how much the Romans did for us apart from roads.
Sticking quite close to the route and using the recommended hotels (pre-booked) I had secure motorcycle parking reserved and despite my arriving dripping wet on several occasions, nobody batted an eyelid. In fact, it was exactly the same warm reception that I received on sunny days. Most of the hotels were close to many cultural centres so there was plenty look around in the evenings to help understand the significance of what is often referred to as the ‘Silver’ route. The name actually derives from the Arabic word ‘balat,’ which means ‘cobbled path.’
Side Benefits
Whatever you call it, the variety of riding and terrain was a joy. Challenging mountain roads with high passes, flat plains, history... the route has it all. Unfortunately for me the weather too showed great diversity, ranging from snow to brilliant warm sun, but that serves me right for going in April!
Whatever the weather, the attractions along the way were all ancient antiquities, and in fact there were some excellent locations for any motorcyclist or petrol head to enjoy. Once a year the small town of La Beneza hosts a race around the town, once part of the World Championship. Just like the Isle of Man TT, spectators are right next to the action, separated from the speeding bikes by hay bales. And although this is not a championship event any more, the action is fast and furious – I’ve spectated there before, and it’s well worth seeing. The organising club is now 70 years old and runs a World Championship motocross event on a purpose-built track on the outskirts of town, to go with the GP.
Although neither event was running when I was there it was nice to learn about this history in the club house, ride around the ‘circuit’ and see the many murals that adorn property adjacent to the roads, including 13 times world champion Angel Nieto.
Further south in Hervás (Cáceres) is a motorcycle museum with eight halls that house a few cars along with a large collection of restored motorcycles from all across Europe, not just Spain. And in the main museum at Villafranca de los Barros there’s a car and bike display on four floors at the back of the main building –it’s in the town square.
Give it a Go
I learnt a lot on this trip, and not just about the Roman contribution to modern life. For me, the real lesson is that Ruta Via de Plata shows that with a little bit of support from the powers that be, plenty of businesses are attuned to encouraging motorcyclists and supporting them by actively helping them enjoy their time in the country – perhaps a model that could be adopted here by the tourist boards in the UK?
If you are thinking of doing a trip this summer, I would suggest you take a long hard look at the Ruta Via de la Plata and give it a go either on its own, or on the way to somewhere else. www.rutadelaplata.com
What Should We Do?
If the Spanish can do this, why not us? Which motorcyclefriendly routes do you think need promoting in the UK? (Apart from the NC500). Wales top to toe? Length of the Pennines? London-Lands End? Write and tell us: editor@bmf.co.uk
Above: La Beneza is the scene of urban closed-roads racing
Left: Part of what the Romans did for us
Mud Incorporated
LISA PAWSEY took part in the Dawn to Dusk Enduro – six hours, a few offs, lots of mud Photos: Julia Hayes
Ishould have realised that the event was quite different to what I had imagined when I arrived at the check-in booth on my trusty Yamaha XT250 and was asked if my pit crew had already booked in.
“No,” I replied, “But my friend has come to watch, she’s in the car behind me.”
I was waved through to where numerous marquees and campers were lined up, with the sound of compressors and jet washers and the smell of two-stroke coming from the real pit crews. I had a litre of petrol and a tool roll, and that was it.
I had signed up for the Dawn to Dusk Enduro, a series of races from six to 24 hours at Glynneath in the Brecon Beacons – I went for the ‘short’ six-hour job. During the briefing we were told that the Welsh weather was some of the worst they had ever seen – the main marquee had blown over the day before, and some sections of the track had to be cut out as they were too dangerous, reducing the circuit length to around 12 miles.
When the flag dropped at 1pm on the Sunday, it was still raining and foggy with a strong wind into the bargain. As the air horn sounded, we ran to our bikes, started them up and were off, under the Red Bull arch and away, knowing that the six hours ahead were likely to be difficult to say the least. Little did I know how.
The arena was full of hardy spectators being battered by the wind and the rain, cheering their particular team on their way.
Above: Six-hour competitors line up at the start – 24-hour riders had been going for 18 hours at this point
Right: Ouch, and she’s off. There were a few tumbles
The same track is used for the 24-hour event at the same time, so as we joined, they had already done 18 hours, with six left to do. Riders whizzed past me as I took in the atmosphere, waving to my friend Jules in the crowd. Instantly, I was flat on my face, lying in the mud, bike on top of me. Scrabbling around trying to stand up, I couldn’t get a firm grip on the bike through my already sodden, muddy gloves. A spectator helped me pick the bike up, before returning to his place in the crowd – as I got back I heard him say to his friends, “Well she certainly isn’t going to finish.”
Above left: Start Line nerves, on a road legal Yamaha Serow
Left: Lisa prepares...
No Exit Plan
After trying to forget the embarrassment of falling in the arena within 30 seconds of the start line, I was able to concentrate on getting on with my first lap. The track disappeared into the vast woodlands of Walter’s Arena; a sprawling 4000-acre site used for motorsports. Steep hills of various gradients, gravel tracks, water crossings and fire tracks had been heavily used by the 24-hour riders, making the terrain worse than usual – mud had turned to slop and needless to say, it was very slippery.
Before reaching the Mile 2 marker, I had fallen again. Mud was sprayed in my face as bikes raced past, and I was quickly losing the will to carry on. I stopped at Mile 4 to contemplate an exit plan. This was all too difficult. I was too unskilled; the tracks were harder than anything I had attempted before and the weather some of the most foul I had ever ridden in. But I couldn’t find a marshal to bail me out and had no choice but to carry on.
The Mile 5 marker was missing, but somehow, I reached Mile 6. Here were a couple of marshals, huddled under a canopy around a campfire. I stopped and quizzed them about getting out and abandoning the race, but they told me that the track got
easier from now and that I should keep going. I wasn’t sure I could – it had been two and a half hours, and I hadn’t even completed a lap. Little did I know that my ‘Pit Crew’ Jules was in and out of the timing booth, concerned that my transmitter had not registered at points around the track. Likely because thus far I hadn’t reached a point to be triggered.
I got to Mile 7 and sat at the bottom of what seemed an impossible uphill section. I watched others go up and convinced myself I could do that too. And I did! Not only that, but for the first time I started to wonder what it would be like to actually finish the race.
A flooded section after Mile 8 took casualties, with bikes and riders not just in the water, but submerged. I tried to scoot around the outside but fell in, thankfully not deep enough to cause damage to the XT or me.
Mile 9 was brutal, where sloppy rutted tracks had me off my bike again in an instant. Two marshals – Colin and Kevin – literally stumbled across me, helped me to my feet and put me back on my bike. I told them I was done, I wanted out. In turn, they assured me the finish was around the corner and encouraged me to carry on. I now had a significant limp and changing gear was becoming a problem.
Losing Momentum
The wind had claimed the Mile 10 marker, and the Mile 11 was obliterated in mud. I was now on some sort of autopilot, almost closing my eyes and hoping for the best at the most difficult uphill sections, feeling overwhelmed when I made it to the top of each one. The marshals still told me the finish line was around the corner and I should keep carrying on, as it would be a shame not to get my finishers medal after coming so far. By now I was beginning to agree with them, though the falling off was taking its toll.
Mile 12 saw my worst fall. It was a steep uphill that had been used hundreds of times by the riders who preceded me – loose
slate, mud and gravel. I powered my way up the hill but about five feet from the top of the hill, I lost momentum. The bike chugged, I didn’t pull the clutch in and it stalled. I fell sideways, the bike landing on top of me with my leg pointing in the opposite direction to my body.
More marshals pulled the bike off me and dragged me out of the path of other competitors racing up the hill. I told them that I was finished, unable to walk. Just like the others, they assured me the finish was just around the corner. “You keep telling me that!”
They seemed to realise that I was done in. “Do you want us to call the recovery?”
Last Ditch Effort
I thought long and hard. Yes, I did want them to call recovery as I desperately wanted out. I was covered in mud and my leg would not hold me up. But this would mean I wouldn’t finish, and I wouldn’t get my medal, so I would have ridden 12 miles of absolute hell for nothing.
“No” I said, “I am going to finish.”
They helped me onto the bike and put me in gear. Then I rode around the corner and there was the finish line! I cried with relief as I saw Jules, who was in a state of panic having presumed I was lost out there somewhere as my transmitter had not been picking up.
But I wasn’t lost, I had finished one lap, all that was required to be a finisher. Mind you, it was four and three-quarter hours of hell. I crossed the finish line, pulled into my non-existent pits and declined to start another lap. Against all odds, I received my finishers medal and raised over £1000 for charity.
I later heard that some of the professional riders had called it a day after the conditions had got too bad – they didn’t want to risk injury. Many others had pulled out due to injury and/or flooded bikes.
Five women started my race out of an original eight who were registered. And all five finished.
Left: Lisa, Serow and that finisher’s medal – richly deserved...
THE LEGAL COLUMN
We are all aware that the state of the roads in this country is far from ideal, and in fact many stretches are just downright dangerous. Badly maintained roads pose a real risk to riders and their bikes, so Spring is a good time for a reminder on how to be vigilant about road conditions and to help each other out by reporting issues, both to the relevant authorities and to each other through social media and the clubs. There are also a number of apps that make it easier to report problems, for example FixMyStreet and Fill that Hole, not to mention local social media travel watch sites.
How to Claim
If you've been injured in a motorcycle accident caused by a pothole, you may be entitled to claim compensation. As specialist serious injury solicitors, Fletchers can guide you through the process.
Under the Highways Act 1980, local authorities have a duty to maintain roads for all users, including motorcyclists.
To establish liability:
• Severity: The pothole must be hazardous, typically over 40-50mm deep.
• Awareness: The authority should have known about the defect through reports or inspections (or their inspection process needs to be deemed inadequate)
• Injury or Damage: Direct harm or damage must have resulted from the incident.
Get the Evidence
You will need to take pictures of the hole as soon as it is safely possible to do so, preferably with a tape measure in the hole and across it to show the dimensions. It is also a good idea to place something next to the hole for size comparison.
You’ll also need the exact location of the defect. Using the What Three Words app can help with this. Also take pictures of the surrounding road and area, perhaps with a road sign or other identifying landmark in the image. The condition of the road generally can play a factor in a successful claim and it is a good idea to capture an image of the road as a whole to show its general condition.
Evidence to show how long the defect has been present is also helpful. For example do you know anyone who uses the road
regularly? Is the defect outside a shop or house and would the occupants be wiling to help? Sometimes even google images can provide useful evidence.
Once we have your initial instructions we then approach the relevant local authority with a letter of claim and request their inspection policies and records, plus their repair records. We also ask for any prior complaints about the road.
That is a fairly simplistic run down of how we assess whether the relevant authority has a statutory defence or whether there is a claim to be made. Seeking legal advice promptly ensures the claim can be properly assessed.
Other Road Hazards
It might be possible to claim for accidents which occur due to debris on the road such as excessive mud, stone chippings, spilt substances, and incorrectly painted road markings. With all of these examples it is important to take pictures and also try to establish as soon as possible what has caused the debris/ spillage and who is responsible for it. For example if you see a lorry shedding its load of top soil because it hasn’t been covered properly then try and get a snap of the lorry reg number. Or if you skid because of loose chippings after tar spraying take note as to whether there were any warning signs and whether the road sweeper was in operation. The more scene observations you or your friends can provide the more chance you have of bringing a successful claim.
So in conclusion, you don’t just need to be wary of other road users, you also need to be mindful of the conditions of the roads you are using. If the worst does happen, get pictures as soon as possible, and ask a friend to help if you are incapacitated. Be as observant as possible – this might just prevent an incident in the first place, or at worst may assist if you do pursue a claim. These sorts of claims are not straightforward but it is certainly worth speaking to one of the expert solicitors at Fletchers.
www.fletcherssolicitors.co.uk
M AKE YOUR M AR k
Make Your Mark is a recently established registered charity aimed at encouraging bikers to be aware of their mental health, helping them help others. The name comes from Motorbiker Acts of Random Kindness (MARK), with well-being hubs set up at well-known biker-friendly cafes plus Mental Health First Aider training provided free to members.
New this year is the Bike and Brew Passport event, which will run annually from May through October. They’ve signed up over 80 biker-friendly cafes throughout Wales, the Cotswolds and the Midlands for this year, though the plan is that it will become a nationwide event. A lot of cafes are struggling right now so it wanted to help support them. Riders pay £10 for a passport containing the details of all the cafes, and with some still struggling
post-Covid they will probably be welcome. They then visit as many as possible, buying a brew (and probably cake) in each one and receiving a stamp in their passport. Any sponsorship money goes to local good causes such as hospices, care homes and community hubs – raise £100, and you get a T-shirt. Collect 15 stamps from different cafes and you get a raffle ticket – first prize is a new Z900 Kawasaki.
In the words of the charity itself: “Bikers get some great rides, cafes get new customers, bikers socialise with fellow bikers, and we all come together to raise money for people who are carrying out daily acts of random kindness.”
Make Your Mark has the support of all the cafes involved, UK Biker Cafes, M&P Direct, BikeLawyer plus volunteers.
One of the stalwart british bike clubs
TA JS & M ATCHLESS Owners club
Promote your Club! Want your club to be profiled on these pages? Email us: editor@bmf.co.uk
he AJS & Matchless Owners Club (AJSMOC) is a thriving community dedicated to preserving, promoting, and celebrating the legacy of AJS and Matchless motorcycles. These iconic British marques, which were once among the most prestigious names in motorcycling, hold a special place in the hearts of enthusiasts worldwide. Founded in 1952, the AJSMOC provides a platform for owners, collectors and admirers to share their passion for these classic machines.
AJS and Matchless were two of the most prominent motorcycle manufacturers in the earlyto-mid 20th Century. In 1931, Matchless acquired AJS, bringing the two brands under the umbrella of Associated Motorcycles (AMC). While retaining their distinct identities, the two shared engineering innovations and components, producing iconic models such as the Matchless G9, the AJS Model 16, and the legendary Matchless G50 racer.
The Club ensures that this rich heritage will not be lost to time, providing a central hub for enthusiasts to connect and exchange knowledge. Its global membership includes riders, restorers, collectors and history buffs, all united by their enthusiasm for AJS and Matchless machines.
Activities & Benefits
The club's main aim is to support the restoration and maintenance of AJS and Matchless bikes. Members gain access to a wealth of technical resources, including detailed
manuals, parts books and expert advice from experienced restorers. There’s even an online store (www.amoc-parts.com) stocking spares.
The AMOC spares scheme sources genuine AMC parts and commissions manufacturing using factory drawings wherever possible if original AMC parts are no longer available. Anyone can buy from the spares scheme, but AJSMOC members get a discount.
There are events throughout the year, including rallies, ride-outs and shows, including two UKbased rallies – the annual Jampot rally and the Autumn Alternative rally. The International Jampot rally takes place each year in various countries, organised locally.
There is of course a magazine, the monthly Jampot, named after the distinctive rear suspension units used on the early bikes. With all the usual club features on history, restoration projects and technical tips, it serves as a vital link between members, keeping them informed and inspired.
The Club also maintains an active online presence, with a website (www.jampot.com) and forum where members can share information, post questions, and discuss all things AJS and Matchless. This digital platform ensures that the club remains accessible to a global audience.
Really, the AJSMOC is more than just a club, it’s more a living tribute to the enduring appeal of these classic British marques, ensuring that the bikes continue to inspire and delight future generations. Through its dedication to preservation, education, and celebration, the AJS & Matchless Owners Club keeps the spirit of these iconic brands alive.
dOWN YOU r WAY
SCOTLAND – REGION 1
regional Chair - Tom Duncan 01506 842131, 07887 835321 tom@tomduncan.co.uk
R6 - Neil Smith, 07961 576 624 gunnersmith1959@gmail.com
Kieren Ganley Ganley39@gmail.com
Greg Apostolidis gregory.apostolidis@hotmail.com
R7 - Jim Peel-Cross jimpcross@hotmail.co.uk
R8 -Stephen Preston BMFSteve@bmf.co.uk
R9 - Anthony Beard, 07944 661 779 anthonybeard@blueyonder.co.uk
Dave Barton bmf_r9@notrab.co.uk
David Kershaw
David.kershaw@bmf.co.uk
David Flooks daveflooks@yahoo.com
R10 - David Gillespie, 07882 525 777 gwocni@hotmail.com
Chair - Stephen Davenport stephendavenport98@me.com
Secretary - John Gardner 01695 622792 john.gardner119@gmail.com
John Nelson - TOMCC jsnlsn@btinternet.com
Norman Powers - TOMCC pollard1942@gmail.com
Laurence mee - TOMCC membership@tomcc.org tim kirker - VOC tim.kirker@zen.co.uk
Jacqueline bickerstaff - VOC jacqueline.bickerstaff@btinternet.com ian dobie - BMW ian.dobiesnr@btinternet.com
John Nicholas DOC bmfrep@docgb.net
tim kirker - Vincent HRD tim.kirker@zen.co.uk
John gardner - TOMCC john.gardner119@gmail.com
Jacqueline bickerstaff - Vincent HRD jacqueline.bickerstaff@btinternet.com
John Nelson - TOMCC jsnlsn@btinternet.com
John Nicholas - Ducati bmfrep@docgb.net
Pete Wilson - BSA Bantam secretary@bsabantamclub.org.uk
MORE BMF REPS NEEDED! If your county is not listed and you would like to be a BMF rep, we would love to hear from you - please email admin@bmf.co.uk wRONG NUMBER?If these aren’t the right contact details, let us know at admin@bmf.co.uk and we’ll put it right.
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